Abstract: An engine speed control system for an internal combustion engine includes a throttle, and a sensor that monitors a parameter indicative of pressure or density of fuel and air in an inlet manifold of the engine. The electronic control unit is coupled with the throttle and the sensor and structured to calculate a target mass flow through the throttle, a feedforward control term based on the target mass flow, and a feedforward control term based on data produced by the sensor. The electronic control unit is further structured to vary a position of the throttle based on the feedforward and feedback control terms to adjust a mass flow through the throttle toward the target mass flow. The control system is applicable in throttle governed as well as fuel governed systems.

Abstract: Methods and systems for evaluating whether or not a fuel amount that is greater than a threshold has been release to an engine via fuel injectors when the fuel injectors are commanded off are presented. In one example, an oxygen sensor is activated and engine cranking is prevented until a pumping current of the oxygen sensor is proportionate to a concentration of oxygen sensed via the oxygen sensor so that released fuel may be observed during engine starting.

Abstract: When the air fuel ratio dither control is carried out, an air fuel ratio of a mixture in each of one or more lean cylinders and one or more rich cylinders is controlled in a feedback manner based on an average value of a detected value of an air fuel ratio sensor, so that an average value of an air fuel ratio of exhaust gas flowing into the three-way catalyst becomes a predetermined target exhaust gas air fuel ratio. At this time, the air fuel ratio dither control is carried out, by setting at least a cylinder with the highest gas impingement intensity in a cylinder group of an internal combustion engine as the one or more lean cylinders.

Abstract: A method and an apparatus for heating a lambda detector of mild hybrid electric vehicle may include determining whether a measured value of the lambda detector is equal to or greater than a first reference value or is equal to or less than a second reference value when an overrun condition is satisfied; determining a first difference value between the measured value of the lambda detector and the first reference value and a second difference value between the measured value and the second reference value when the measured value of the lambda detector is equal to or greater than the first reference value or is equal to or less than the second reference value; determining a heating temperature and time according to the first difference value and the second difference value; and heating the lambda detector according to the determined heating temperature and time when a coasting condition is satisfied.

Abstract: Methods and systems are providing for improving zero flow lubrication (ZFL) of a high pressure fuel pump coupled to direct fuel injectors via a direct injection fuel rail. A ZFL transfer function for the fuel pump is learned while fuel is at non-nominal fuel bulk modulus conditions and corrected for variations from a nominal fuel bulk modulus estimate. When zero flow lubrication of the pump is requested, the pump is operated with a duty cycle based on the learned transfer function and an instantaneous estimate of the fuel bulk modulus to compensate for differences in fuel condition from the nominal fuel bulk modulus estimate.

Abstract: Methods and systems are provided for estimating exhaust gas recirculation (EGR) flow in an engine including an EGR system. In one example, a method may include operating the EGR system in an open loop feed forward mode based on an intake carbon di oxide sensor output above a threshold engine load and/or when a manifold absolute pressure (MAP) is above a threshold pressure, and operating the EGR system in a closed loop feedback mode based on a differential pressure sensor output when the engine load decreases below the threshold load and/or when the MAP decreases below the threshold pressure.

Abstract: When a specified learning execute condition is established, the high-pressure pump is stopped so that the fuel pressure in the high pressure fuel passage is made equal to the fuel pressure in the low pressure fuel passage. A low pressure fuel control is executed to control a driving voltage of the low-pressure pump based on the operational characteristic of the low-pressure pump. A driving voltage of the low-pressure pump is gradually corrected so that the difference between the detected high fuel pressure and a target low fuel pressure becomes small. A driving voltage correcting amount is learned as the control error of the low pressure fuel control. The driving voltage correction amount is stored as the learning correction amount, and the driving voltage of the low-pressure pump is corrected by means of the learning correction amount.

Abstract: A fuel injection control device controls a spark-ignition engine of an intra-cylindrical direct fuel injection type. The engine includes a fuel injection valve configured to directly inject a fuel to an interior of a cylinder, and a spark plug configured to ignite, by a spark, an air-fuel mixture inside the cylinder. When the injected fuel collides with a portion in a predetermined low-temperature state, the fuel is injected while changing a fuel injection condition under predetermined operating conditions so as to restrain a fuel spray from keeping colliding with the same position continuously.

Abstract: An ECU is applied to a hybrid vehicle that is equipped with an internal combustion engine and a second motor-generator, which are configured to output a driving force for running. The hybrid vehicle is configured to run with the internal combustion engine in intermittent operation. Also, the ECU is configured to calculate an amount of dilution water that is mixed into oil in the internal combustion engine to dilute the oil. The ECU is configured to operate the internal combustion engine when the amount of the dilution water becomes larger than a first threshold.

Abstract: A system for improving performance or efficiency of operation of a vehicle. The system includes a sensor configured to detect current vehicle speed data and current vehicle slope data. The system includes a pedal control unit configured to detect current pedal position data. The system includes an electronic control unit (ECU) configured to determine expected driving power demand based on current vehicle speed data and vehicle slope data. The ECU is configured to determine detected driving power demand based on current pedal position data. The ECU is configured to detect a drafting condition when the expected driving power demand exceeds the detected driving power demand. The ECU is configured to adjust, when the drafting condition is detected, at least one of a chassis control setting, an engine control setting, a transmission control setting, or a hybrid control setting to improve performance or efficiency of operation of the vehicle.

Abstract: Systems and methods of controlling operation of a vehicle engine are provided. For instance, one example aspect of the present disclosure is directed to determining a spark timing associated with a combustion engine. For instance, a combustion phasing target to be implemented by a combustion engine can be received. A spark timing associated with the combustion engine can be determined based at least in part on the combustion phasing target. The spark timing can be determined based at least in part on an optimization comprising one or more iterations determined during an engine cycle. The spark timing is determined based at least in part on a combustion phasing prediction model determined based at least in part on at least one of laminar flame speed, residual gas mass, or turbulent intensity.

Abstract: A method for adapting valve timings of an internal combustion engine, includes selecting multiple instantaneous operating points of the internal combustion engine by comparison to specified operating points, ascertaining a cylinder charge of at least one cylinder of the internal combustion engine at each of the selected operating points, ascertaining a charge error for each selected operating point from the difference of each ascertained cylinder charge from an expected value of the cylinder charge for the particular operating point, comparing the ascertained charge errors to expected charge errors, and ascertaining an adaptation value of the valve timings from the result of the comparison.

Abstract: In the method provided herein, quantities of fuel are determined during a direct injection of a motor vehicle. In this connection, within one work cycle, test injections are carried out in two cylinders of an internal combustion engine of the motor vehicle during overrun phases, speed oscillations of moved masses of the cylinders are measured and a relative difference in quantity of the fuel quantity of the test injections within one work cycle is determined from the speed oscillations. By evaluating a relative signal between the test injections within one work cycle in the two cylinders, an intrinsic dependence of the drive train of the quantity of fuel signal is compensated.

Abstract: A method of calculating a nitrogen oxide (NOx) mass reduced from a lean NOx trap (LNT) during regeneration includes calculating a C3H6 mass flow used to reduce the NOx among a C3H6 mass flow flowing into the LNT of an exhaust purification device, calculating a NH3 mass flow used to reduce the NOx among a NH3 mass flow flowing into the LNT, calculating a reduced NOx mass flow based on the C3H6 mass flow used to reduce the NOx and the NH3 mass flow used to reduce the NOx, and calculating the reduced NOx mass by integrating the reduced NOx mass flow over a regeneration period.

Abstract: A method of controlling fuel injection in an internal combustion engine is presented. For each injector event a drive signal is applied to the fuel injector, wherein said drive signal has a pulse width, which is calculated on the basis of a master performance function and of a minimum delivery pulse corresponding to the minimum pulse width required for the injector to open. The minimum delivery pulse is determined from the voltage across the terminals of the fuel injector's electromagnetic actuator, by comparing the duration of a segment of the voltage second derivative to a predetermined threshold value.

Abstract: A method for determining the volatility of fuel in a fuel storage system which entails: determining that a refueling event has occurred (210) and that the fuel storage system has subsequently been sealed (220); performing a first pressure measurement (230) at a first time after the determining; performing a second pressure measurement (240) at a second time, the second time occurring after the first time; determining a pressure evolution rate (250) from the first pressure measurement at the first time and the second pressure measurement at the second time; and deriving an estimation (260) of the volatility of the fuel from the pressure evolution rate.

Abstract: A system and method for determining the octane rating of a fuel from a plurality of measurements at a test engine. The measurements may include a plurality of measurements regarding individual knock events, from which waveform attributes regarding the knock events can be determined and used in the calculation of the octane rating. The measurements may also include one or more environmental measurements, such as temperature, humidity, exhaust oxygen, etc., according to which the octane rating may be normalized or that may otherwise be applied into the calculation of the octane rating. The measurements may also include one or more engine property measurements corresponding to the condition of the test engine, according to which the octane rating may be normalized or that may otherwise be applied into the calculation of the octane rating, and that may be used to advise of maintenance events.

Abstract: A sensor system having a current interface includes a supply and current interface, an electronic control unit and an enhanced initialization sensor. The supply and current interface is configured to receive a supply voltage. The electronic control unit is coupled to the supply and current interface. The enhanced initialization sensor is coupled to the supply and current interface. The enhanced initialization sensor is configured to initialize the supply and current interface at a suitable current level to mitigate erroneous information.

Abstract: Autonomous diesel vehicles and control methods thereof are disclosed. An autonomous vehicle may include a peripheral information collecting unit configured to collect peripheral information necessary for autonomous travelling through an image camera and a laser scanner, a main control unit configured to control the autonomous travelling with reference to the peripheral information collected by the peripheral information collecting unit, a passenger monitoring unit configured to check whether a passenger exists inside the vehicle through a sensor and transmit a result of the check to the main control unit, and an engine control unit configured to control driving of an engine and injection of fuel of an injector according to a control instruction of the main control unit. When the passenger is inside the vehicle, the main control unit performs a pilot injection control, and when the passenger is not inside the vehicle, the main control unit omits the pilot injection control.

Abstract: Provided is an engine which is provided with an EGR device, wherein: an actual intake/exhaust gas pressure ratio ?1 of an intake-gas pressure P1 to an exhaust-gas pressure P2 is calculated from the detected exhaust-gas pressure P2 and the detected intake-gas pressure P1; an estimated intake/exhaust gas pressure ratio ?2 of the intake-gas pressure P1 to the exhaust-gas pressure P2 is calculated from an engine rotational frequency N, and a fuel injection amount F; and, in cases when the actual intake/exhaust gas pressure ratio ?1 is less than a prescribed value ?0, an EGR gas weight Megr is calculated based on the actual intake/exhaust gas pressure ratio ?1, and in cases when the actual intake/exhaust gas pressure ratio ?1 is equal to or more than the prescribed value ?0, the EGR gas weight Megr is calculated based on the estimated intake/exhaust gas pressure ratio ?2.

Abstract: A method and system for perform a charge exchange in internal combustion engine comprising an additional intake and exhaust valve lifts performed during positive pressure gradients between the intake and exhaust systems to reducing scavenging losses and increase torque during low engine speeds.

Abstract: An engine system may include a injectors, and an engine control unit (ECU) having a number of pins coupling to the injectors. The ECU may include an individual measurement circuit coupled to each pin, with each individual measurement circuit providing a respective individual output corresponding to the pin coupled to the measurement circuit. The ECU may also include subtraction circuits, each subtraction circuit having a respective pair of inputs and providing an output representative of a difference between respective input values appearing at the pair of inputs. The ECU may also include cross-point switches coupled between the measurement circuits and the subtraction circuits, and may determine the voltage difference between any two pins by selectively coupling the respective output of each of the two individual measurement circuits coupled to the two pins to a respective input of the pair of inputs of any subtraction circuit.

Abstract: An electronic control unit executes air-fuel ratio control composed of main feedback correction and sub-feedback correction. The main feedback correction uses an output value of an upstream side sensor in upstream side of a catalyst. The sub-feedback correction uses an output value of a downstream side sensor in downstream side of the catalyst. When there are cylinder-to-cylinder variations in a fuel injection amount of each fuel injection valve, the electronic control unit corrects the fuel injection amount. Each time the degree of the cylinder-to-cylinder variations is lower than or equal to a first predetermined value, the electronic control unit stores the sub-learning value at that point in time as a normal value, and, when the degree of the cylinder-to-cylinder variations is higher than or equal to a second predetermined value, the electronic control unit changes the sub-learning value to the stored normal value.

Abstract: A method of monitoring an exhaust gas sensor coupled in an engine exhaust in an engine is provided. The method includes adjusting engine operation responsive to exhaust gas sensor degradation, the degradation identified during deceleration fuel shut-off (DFSO) and compensated based on whether vapor purge operation is occurring in the engine during DFSO.

Abstract: A target air amount for achieving a requested torque is calculated from the requested torque by using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode from an operation by the first air-fuel ratio to an operation by the second air-fuel ratio being satisfied. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, a target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, a target valve timing is switched from a first valve timing to a second valve timing.

Abstract: It is an object of the present invention to improve estimation accuracy of an air excess ratio within a fuel spray and quickly cause the air excess ratio to approximate to a target value when the engine load factor rises. An internal combustion engine control apparatus includes a parameter acquiring section to acquire an air intake parameter and a fuel parameter, a first estimation section to estimate an in-fuel-spray air excess ratio using the air intake parameter and fuel parameter, and a pressure calculation section to calculate, if the in-fuel-spray air excess ratio is less than a target in-fuel-spray air excess ratio, a necessary fuel injection pressure to match the in-fuel-spray air excess ratio with the target in-fuel-spray air excess ratio, in which if the necessary fuel injection pressure is equal to or less than a maximum injection pressure, fuel injection is to be performed at the necessary fuel injection pressure.

Abstract: In a method for determining a filling difference between at least two cylinders of an internal combustion engine, e.g., an Otto-cycle engine, a power output parameter contribution made available by the respective cylinder to a total power output parameter of the internal combustion engine is ascertained for each of the at least two cylinders for different fuel quantities, and an air inhomogeneity between the at least two cylinders is ascertained on the basis of the power output parameter contributions, ascertained for the different fuel quantities, of the at least two cylinders.

Abstract: An individual difference index is obtained based on the slope of variation ratios between a plurality of actual injection quantity and a target injection quantity. The individual difference index is stored as a learning value. An individual difference correction of the fuel injector is conducted based on the individual difference index. By using the individual difference index, a shot-dispersion is removed and individual-difference correction of the fuel injector can be conducted.

Abstract: A self-tuning fuel injection system and method having a first long-term fuel trim correction algorithm to selectively replace an operating zone within a volumetric efficiency look-up table based with a proposed correction only if mathematical comparisons with a surrounding determinative zone reveal that the correction will not result in an abrupt discontinuity. Mathematical comparison models may include absolute values of the differences or percent differences of each proposed cell and its neighbors, the difference of each proposed cell and the mean of its eight neighbors, and standard deviation of each proposed cell and its neighbors. A second repair algorithm repairs values surrounding an operating zone that have such a dissimilar magnitude as to cause poor engine performance using linear interpolation, for example. According to the invention, either the correction or the repair algorithm, or both, are executed in series or in parallel.

Abstract: An apparatus for warning reduction in fuel efficiency of a vehicle includes a driving sensor configured to sense driving of the vehicle. A window position sensor is configured to sense an opened degree of each window in the vehicle. A controller is configured to enable a fuel efficiency reduction predictor when the window position sensor senses that a window of the vehicle is opened, in the state in which the driving sensor senses the driving of the vehicle, the fuel efficiency reduction predictor predicting reduction in fuel efficiency depending on the opened degree of each window sensed by the window position sensor.

Abstract: An engine control system is described. A cylinder control module selectively activates and deactivates intake and exhaust valves of a cylinder of an engine. A fuel control module disables fueling of the cylinder when the intake and exhaust valves of the cylinder are deactivated and, when the intake and exhaust valves of the cylinder are activated after being deactivated for at least one combustion cycle of the cylinder, adjusts fueling of the cylinder based on a predetermined reactivation fueling adjustment set for the cylinder.

Abstract: Methods and systems are provided for operating an engine in a hybrid vehicle in response to fuel and water dilution of engine lubricating oil. An engine oil dilution counter may be adjusted based on a number of engine hot starts and duration of engine operation above a threshold temperature. In addition, the counter may be adjusted if the engine is started to deplete stale fuel in the fuel tank.

Abstract: Embodiments for controlling boost pressure in a turbocharged engine are provided. In one embodiment, a method for an engine having a throttle comprises, if an inferred throttle inlet pressure (TIP) value is different than a measured TIP value, adjusting a wastegate of a turbocharger based on the inferred TIP value and not based on the measured TIP value, the inferred TIP value based on air flow through the throttle, throttle angle, and manifold absolute pressure (MAP). In this way, boost pressure control may be provided by the inferred TIP value under some conditions.

Abstract: A method and system for improving starting of an engine is presented. In one example, the method selects a first cylinder to receive fuel since engine stop based on intake valve closing time. The method also describes selecting the first cylinder to receive fuel since engine stop based on an end of fuel injection time.

Abstract: In the process of starting by a recoil starter, a maximum value detection section of an ECM detects a maximum value of pressure (basic atmospheric pressure) in an intake pipe detected by a pressure sensor, within a predetermined range of crank angle after activation of the ECM. An idling control unit gives feedback control on an ISC valve based on engine speed detected by an engine speed sensor, to thereby keep idling engine speed at a specified value. A correction unit corrects a basic atmospheric pressure detected by the maximum value detection section based on the duty ratio of the ISC valve in idling, and uses the result as the atmospheric pressure. A storage unit 9d stores a map in which the duty ratio of the ISC valve in idling is correlated with the amount of correction to be made on the basic atmospheric pressure.

Abstract: A system and method of operating an exhaust gas recirculation (EGR) system of a vehicle includes controlling an EGR valve actuable between an EGR enabled position and an EGR disabled position, such that with the EGR valve in the EGR enabled position a portion of exhaust gas emitted from an engine is directed through an EGR cooler for recirculation into the engine, and with the EGR valve in the EGR disabled position the exhaust gas is not recirculated through the engine. An EGR coolant temperature is predicted based on measured engine speed, vehicle speed, outside ambient temperature, and commanded fuel level of the vehicle. The EGR valve is actuated to the EGR disabled position when the predicted EGR coolant temperature is equal or greater than an EGR coolant temperature threshold. The EGR coolant temperature is predicted without direct measurement of engine coolant temperature.

Abstract: A fuel-injector-replacement device obtains a learning value of characteristic data of an injector while an engine is running. The learning value stored in an ECU is updated into the learning value. When the engine is stopped, the characteristic data stored in an INJ-EEPROM are updated into the characteristic data stored in the ECU. When the engine is started, it is determined whether the characteristic data stored in the ECU agrees with the characteristic data stored in the INJ-EEPROM. When these data do not agree with each other, it is determined that the fuel-injector is improperly replaced without updating the characteristic data stored in the ECU.

Abstract: A spark-ignition direct injection engine is provided. The engine includes an engine body, a fuel injection valve, a fuel pressure setting mechanism, an ignition plug, and a controller. The controller operates the engine to perform compression-ignition combustion within a first operating range, and controls the ignition plug to operate the engine to perform spark-ignition combustion within a second operating range. Within a specific part of the first range, the controller sets the fuel pressure to 30 MPa or above, and retards the compression ignition to after a compression top dead center by controlling the injection valve to inject fuel into a cylinder in a period from a late stage of compression stroke to an early stage of expansion stroke. Below the specific part, the controller controls the fuel injection valve to inject the fuel into the cylinder in a period from intake stroke to a mid-stage of the compression stroke.

Abstract: A spark-ignition engine is provided. The engine includes an engine body, a fuel injection valve, an ignition plug, an EGR introduction system, and a controller for operating the engine body by controlling the fuel injection valve, the ignition plug, and the EGR introduction system. The controller controls to combust mixture gas by compressing to self-ignite within a compression self-ignition combustion applying range, and to combust the mixture gas by a spark-ignition using the ignition plug within a spark-ignition combustion applying range. Substantially throughout the spark-ignition combustion applying range, the controller controls the EGR introduction system to introduce cooled EGR gas, and within the compression self-ignition applying range, the controller controls the EGR introduction system to introduce hot EGR gas. The controller controls the EGR introduction system to introduce the hot EGR gas and the cooled EGR gas within a low engine load part of the spark-ignition combustion applying range.

Abstract: A method for operating an internal combustion engine and an internal combustion engine are described. In order to recognize and correct the drift in the amount of fuel injected over the service life of the injectors of the injection system of the internal combustion engine, multiple different corrective functions are used to establish corrected individual characteristics relative to nominal characteristics. Each offset of the corrected individual characteristic from the nominal characteristics is determined, offset curves are created, and the sections of the individual offset curves representing a minimal offset are used as control data for the amount of fuel to be injected, thus making it possible to always achieve overall optimal control with a minimal difference in the amount of injected fuel.

Abstract: A control unit and a method for checking the outgassing of fuel from the lubricant of an internal combustion engine are provided, wherein, in a first method step, the outgassing of fuel from the lubricant is estimated on the basis of at least one operating parameter using a theoretical model during the normal operation of the internal combustion engine, and wherein, after the estimation of defined outgassing of fuel on the basis of the model, the outgassing of fuel is estimated in a second method step on the basis of at least one further operating parameter during a defined operating state.

Abstract: A method and device for preventing a surging of fluids in a tank of a tank truck, during transportation, the tank truck having a drive train including an internal combustion engine, a clutch device and an automatic or automated transmission device, and the drive train is controlled by an electronic control unit (ECU), which is prepared to receive input data from an arrangement for detecting a tank drive mode and sensors for sensing a load status of the tank truck. The method includes detecting a tank drive mode, calculating a launch gear, and limiting the clutch device torque gradient.

Abstract: An electro-pneumatic actuator for a waste gate includes an electric actuator to impart linear motion to an actuator shaft, and a pneumatic chamber defining a passage extending therethrough, the actuator shaft extending through the passage, the pneumatic chamber being sealed with respect to the actuator shaft. A piston is disposed in the pneumatic chamber and arranged for movement in the pneumatic chamber, the piston being affixed to the actuator shaft such that the actuator shaft and the piston move together as a unit. There is a port into the pneumatic chamber for feeding a gas into the pneumatic chamber or exhausting the gas therefrom so as to exert a pressure force on the piston and thereby provide a pneumatic assist to the force exerted on the actuator shaft.

Abstract: When an ECM activates as powered from a generator, a decision unit determines occurrence of instantaneous interruption and reactivation of the ECM, if engine speed detected by an engine speed sensor immediately after activation of the ECM is found to be not smaller than a predetermined number of rotation Y. When occurrence of the instantaneous interruption and reactivation is actually determined, the ECM terminates operation of the engine. On the other hand, if occurrence of the instantaneous interruption and reactivation is not determined, the ECM detects, using a maximum value detection unit, a maximum value of pressure in the intake pipe detected by a pressure sensor, within a predetermined range of crank angle after activation of the ECM, stores the maximum value into a memory for later use as the atmospheric pressure, and uses it for control of fuel injection by an injector.

Abstract: Methods and systems are provided for purging condensate from a charge air cooler to an engine intake. During an engine deceleration event, airflow through a charge air cooler is temporarily increased to purge stored condensate to the engine intake. By delivering condensate while an engine is not fueled, misfire events resulting from ingestion of water are reduced.

Abstract: An apparatus for estimating a temperature of an exhaust gas which is exhausted from an internal combustion engine to an exhaust manifold. The apparatus estimates the temperature of the exhaust gas in the exhaust manifold, based on a temperature increment caused by an adiabatic compression until a gas introduced in an intake manifold is exhausted to the exhaust manifold, and a temperature increment obtained by dividing the amount of heat lost in the exhaust gas among the amount of heat introduced into cylinders by the diluted gas flow of the exhaust gas in the exhaust manifold.

Abstract: An electronic control unit detects an index value of an amount of generated heat of fuel to be combusted in a diesel engine. The electronic control unit also executes the injection of a predetermined amount of the fuel to estimate a cetane number of the fuel and calculates an index value of output torque of the diesel engine generated with that execution. Then, the electronic control unit calculates an estimated value of the cetane number of the fuel based on the index value of the output torque and the index value of the amount of generated heat.

Abstract: Provided is a control apparatus for an internal combustion engine, which can adequately perform the control of a fuel injection amount even when an abnormality, a disconnection or the like of a fuel pressure sensor occurs and thereby accurate fuel pressure information is not able to be obtained. A fuel injection valve (26) is provided which is capable of directly injecting fuel into a cylinder. If a target fuel injection amount is smaller than a minimum fuel injection amount that is minimum and is capable of injecting during one opening and closing operation of the fuel injection valve (26), the start timing of fuel injection is set within a period in which an exhaust valve is opened during an exhaust stroke.

Abstract: The present invention utilizes a speed density method for determining the cylinder air mass using volumetric efficiency (VE) based on engine speed and manifold pressure. The VE data contain the cylinder filling efficiency for various engine speed and manifold pressure values. The manifold pressure is then measured by a manifold absolution pressure (MAP) sensor. Using the speed density has the advantage that it is much less affected by pulsation in the intake system of the vehicle, and does not require a linear air flow past a sensor in the engine intake system.

Abstract: An exhaust gas recirculation device for an internal combustion engine having a supercharger has an intake air passage that intakes intake air for the internal combustion engine, an exhaust passage that carries away exhaust air from the internal combustion engine, an exhaust gas recirculation passage connected to the intake air passage, and an exhaust gas recirculation valve interposed within the exhaust gas recirculation passage. The exhaust gas recirculation passage recirculates a part of the exhaust gas based on an openness of the exhaust gas recirculation valve to control an amount of exhaust recirculation introduced into the intake air passage. A first end of the exhaust gas recirculation passage is connected to the intake air passage upstream of a compressor of the supercharger. A second end of the exhaust gas recirculation passage is connected to the exhaust passage downstream of a turbine of the supercharger.