Abstract: A controller increases an actual oil pressure up to a transient oil pressure (an actuating oil pressure) and then supplies oil adjusted to have the transient oil pressure (the actuating oil pressure) to valve stopping mechanisms to actuate the valve stopping mechanisms. The controller, when actuating the valve stopping mechanisms, starts increase in an intake filling amount when the actual oil pressure increases up to a predetermined determination value set at the transient oil pressure (the actuating oil pressure) or lower.

Abstract: Power system optimization calibration is disclosed.

Abstract: Power system optimization is disclosed. An example power system described herein may include an engine control module that receives measurements associated with sensors, identifies settings associated with control devices, determines that a first set of parameters associated with the one or more control devices is to be optimized according to a first optimization process, iteratively performs the first optimization process until the first set of parameters are optimized, determines that a second set of parameters associated with the one or more control devices are to be optimized according to a second optimization process, iteratively performs the second optimization process until the second set of parameters are optimized, and, after the second set of parameters are optimized according to the second optimization process, configures one of the control devices to operate using an optimized value for the control device determined using the second optimization process.

Abstract: The internal combustion engine comprising: a catalyst arranged in an exhaust passage and able to store oxygen, a variable valve timing mechanism able to change a valve overlap amount between an intake valve and an exhaust valve, and a fuel supplying means for feeding fuel to the exhaust passage. The fuel supplying means feeds fuel to the exhaust passage only in an initial cycle after scavenging where valve overlap causes air to be expelled from an intake passage through a cylinder to the exhaust passage if such scavenging occurs.

Abstract: A high-pressure pump includes a plunger that varies a volume of a pressurizing chamber, and a control valve that controls supply of fuel into the pressurizing chamber through a first valve body. When a predetermined execution condition is satisfied, an ECU reduces power supplied to a coil more than that in a normal control to implement a noise reduction control for reducing an operating noise generated along with the driving of the valve body. During the noise reduction control, a responsiveness parameter indicating responsiveness from starting energization of the coil until the valve body is displaced to a valve closing position is acquired. An energization start timing in the noise reduction control is calculated based on the acquired responsiveness parameter after the parameter is acquired. As a result, a discharge amount control of the high-pressure pump can be appropriately implemented in the noise reduction control.

Abstract: An electronic device processes tasks in an application program on a first thread; creates, by the first thread, one or more additional threads distinct from the first thread; and partially processing a plurality of layout objects in the application program on the one or more additional threads. In accordance with a determination that one or more thread-control criteria are satisfied, the processing of the plurality of layout objects in the application program on the one or more additional threads is paused and control of processing the application program is given to the first thread, which processes additional tasks in the application program. After the additional tasks are processed, the processing of the plurality of layout objects resumes on the one or more additional threads.

Abstract: In various aspects, internal combustion engines, engine controllers and methods of controlling engines are described. The engine includes a camshaft and a two cylinder sets. Cylinders in the first are deactivatable and cylinders in the second set may be fired at high or low output levels. The air charge for each fired working cycle is set based on whether a high or low torque output is selected. In some implementations, the camshaft is axially shiftable between first and second positions. First cam lobes are configured to cause their associated cylinders to intake a large air charge during intake strokes that occur when the camshaft is in the first position. Second cam lobes for cylinders in the second set cause their associated cylinders to intake a smaller air charge when the camshaft is in the second position. Second cam lobes for cylinders in the first set deactivate their associated cylinders.

Abstract: A rotor assembly includes a torque converter having a housing forming a hydraulic chamber, a rotor for an electric motor, a rotor carrier non-rotatably connected to the rotor, wherein the rotor carrier is fixed to the torque converter housing, and a seal is disposed between the torque converter housing and rotor carrier for sealing therebetween. In some example embodiments, the rotor assembly has at least one bolt for fixing the torque converter housing to the rotor carrier. In some embodiments, the rotor carrier includes an aperture and the at least one bolt is disposed in the aperture.

Abstract: A method for determining a time at which a fuel injector, for an internal combustion engine of a motor vehicle, is in a predetermined opening state comprises applying a predetermined electrical voltage profile to the solenoid drive, detecting the temporal profile of the current strength of a current flowing through the coil of the solenoid drive, detecting the temporal profile of the voltage across the coil, determining a function based on the temporal profile of the current strength and the temporal profile of the voltage, wherein the function represents the interlinked magnetic flux or a temporal derivative of the interlinked magnetic flux in the solenoid drive, and determining the time as the time at which the function has a characteristic feature.

Abstract: A target injector valve opening period is calculated based on a target fuel injection amount, and an injector (2) is controlled by a current supply control unit (51) in accordance with an injector drive period acquired based on the target injector valve opening period. An actual valve closing delay period is calculated based on a drive waveform of the injector (2) at this time, and a difference between an actual valve closing delay period and a valve closing delay period calculated from a target injector valve opening period is learned. Then, the injector drive period is corrected by feedback control using a result of this learning.

Abstract: In previous control systems for engines that fuelled with a conventional fuel and an alternative fuel, a conventional fuel controller controlled fuelling for both fuels. This required extensive modifications to both the conventional fuel controller and an alternative fuel controller. A control system for an engine comprises a first control unit programmed to generate a first pulse width to actuate a first fuel injector to introduce a first fuel; a second control unit programmed to generate a second pulse width to actuate a second fuel injector to introduce a second fuel; and a communication line between the first and second control units. The first control unit determines a total fuel energy amount to be introduced by the first and second fuel injectors. The second control unit determines a first fraction of the total fuel energy amount to be from the first fuel and a second fraction of the total fuel energy amount to be from the second fuel.

Abstract: When a stop request to the engine is issued, it is determined whether or not all of the drive cams are large cams. When it is determined that at least one of the small cams is included in the drive cams, the engine is continued to drive for a while and a switch control for switching the drive cams from the small cams to the large cams is executed within the duration. A self-holding type solenoid is used to switch between the small cams and the large cams. In the switch control, a permission to stop the engine is output at a timing when the “pin protrudable section” of the final cylinder #2 has elapsed.

Abstract: An exhaust system according to an exemplary embodiment of the present invention includes a nitrogen oxide storing catalytic collector connected to an exhaust line and collecting a nitrogen oxide included an exhaust gas in a first temperature or less; a first selective catalytic reducer disposed at a rear portion of the nitrogen oxide storing catalytic collector and reducing a nitrogen oxide included in the exhaust gas; and a first urea injector disposed at the front side of the nitrogen oxide storing catalytic collector and supplying a urea solution when a temperature of the nitrogen oxide exceeds the first temperature.

Abstract: A method for starting an engine is provided. The method comprises in response to an engine start request, cycling a gaseous fuel injector prior to activating a starter motor. In this way, delayed engine starts using gaseous fuel may be mitigated.

Abstract: The invention relates to a control apparatus of an engine. The apparatus carries out a minute-injection for injecting a minute amount of a fuel so as not to generate an engine torque when a required engine load is zero. The apparatus calculates at least one coefficient for correcting a heat release gravity position calculated when the minute-injection is carried out such that it corresponds to its base position and/or for correcting a heat release rate corresponding the gravity position calculated when the minute-injection is carried out such that it corresponds to its base rate. When the required engine load is larger than zero, the apparatus controls the gravity position corrected by the coefficient to its target position.

Abstract: A vehicle includes, an engine, an electric machine having an associated battery, and a controller. The controller is configured to disable the engine and operate the electric machine to propel the vehicle when a proximity of the vehicle to a destination is less than a drive range of the battery.

Abstract: A method is described for determining an opening delay of a fuel injector in which by activating a solenoid with the aid of an armature, a valve needle may be opened wherein a mathematical model is used which includes an activation duration of the solenoid as an input variable and a respective opening delay as an output variable.

Abstract: A combustion speed, for example, is estimated or evaluated, with a required accuracy, more simply than the conventional art, while reducing man-hours to produce a heat generation rate waveform of an internal combustion engine. An increase rate of a heat generation rate relative to a change in a crank angle in a heat generation rate increasing period (e.g., a first-half combustion period a) in which the heat generation rate increases after ignition of an air-fuel mixture is defined as a heat generation rate gradient b/a that is one of characteristic values of the heat generation rate waveform. The heat generation rate gradient is estimated based on a fuel density (e.g., fuel density ?fuel@dQpeak at heat generation rate maximum time) at a predetermined time set in advance in the heat generation rate increasing period so as to produce the heat generation rate waveform using the estimated heat generation rate gradient.

Abstract: To provide a control device capable of setting a plurality of combustion parameters changing a combustion state of an internal combustion engine to appropriate values and improving a fuel consumption rate regardless of an operation state. An engine ECU 70 sets a combustion parameter (main injection timing, pilot injection timing, fuel injection pressure, turbocharging pressure, or the like) such that a center-of-gravity position of a heat generation rate becomes a constant target crank angle regardless of a load of an engine 10, In addition, the ECU 70 estimates the center-of-gravity position of a heat generation rate based on an output of an in-cylinder pressure sensor 64 and feedback-controls the combustion parameter such that the estimated center-of-gravity position of a heat generation rate becomes equal to the target crank angle.

Abstract: A vehicle starter assembly includes a switching circuit configured to operate in a charging state and a discharging state, and a first energy storage device and a second energy storage device electrically connected to the switching circuit. The first energy storage device and the second energy storage device are connected in parallel to one another in the charging state and in series with one another in the discharging state. The processor is programmed to detect an engine start request and output a switch control signal that toggles the switching circuit between the charging state and the discharging state to start an internal combustion engine of a host vehicle.

Abstract: A vehicle control system is provided to ensure acceleration response while improving energy efficiency in an autonomous vehicle in which an operating mode is selected from an autonomous mode and a manual mode. A switching device is disposed between a motor and drive wheels to switch a driving mode between a direct drive mode and a differential drive mode. A controller executes a motor-idling control to keep a speed of the motor to a standby speed during propulsion in a motor-standby mode. The controller is configured to select a first standby speed of a motor idling control in a case that the vehicle is propelled in the manual mode, and to select a second standby speed that is lower than the first standby speed in a case that the vehicle is propelled in the autonomous mode.

Abstract: A mobility information processing apparatus includes: an allocator that allocates one driving mode-selected from driving modes having different drive forms to each partitioned section, in a route of a moving object; and an estimator that estimates the driving mode selected for each section located apart from a predetermined point in the route and that calculates an estimated amount of energy required for traveling in the section estimated to correspond to the one selected driving mode among the driving modes, wherein the allocator determines whether the one selected driving mode is allocated to each section up to a predetermined point in the route on the basis of an allocated energy amount obtained by subtracting the estimated energy amount calculated by the estimator from a residual energy amount of a power source used in the one selected driving mode for each section up to the predetermined point in the route.

Abstract: A method for evaluating a crankshaft. The method comprises receiving data related to a three dimensional scan of the crankshaft, generating a crankshaft computer model based on the data, and determining whether the crankshaft is suitable for machining into a machined crankshaft based on the crankshaft computer model.

Abstract: Systems and methods for improving fuel injection of an engine that includes a cylinder receiving fuel from a direct fuel injector are disclosed. In one example, a transfer function or gain of a direct fuel injector is adjusted in response to an exhaust lambda value and a pulse width of a plurality of split fuel injections provided to an injector of the cylinder during a cylinder cycle.

Abstract: In an injector driving apparatus, a driving circuit supplies a current individually to each coil of multiple injectors, a current detection element detects the current flowing in a common current flow path, which is common to the coils, a current supply period guard part forcibly stops the current supplied from the driving circuit to the coil upon determination that a measured period reached a predetermined set period based on a detection result of the current detection element, and a diagnosis part operates in a period of no fuel injection to check whether the current supply period guard part normally stops the current supplied to the coil, by continuously supplying the current to the coil for only a short period, which disables the injector to open a valve, and sequentially switches over the coils.

Abstract: A control device (7) of a cylinder direct injection type internal combustion engine (1) controls a fuel injection device (4) and an ignition device (5), executes injection of the fuel and ignition over multiple times, and executes a control of varying an interval between a timing of the injection of the fuel and a timing of the ignition, at the time of an ignition start in which the fuel is injected into a combustion chamber (3) in an expansion stroke with rotation of an output shaft (6) is stopped state and the fuel is ignited to start the rotation of the output shaft (6). The control device (7) varies the interval between the timing of the injection of the fuel and the timing of the ignition by adjusting a correlation of a pitch of the injection of the fuel over multiple times and a pitch of the ignition over multiple times. Therefore, the internal combustion engine (1) and the control device (7) have an effect of being able to enhance the starting property.

Abstract: A parameter determination system includes first and second difference modules, a ratio module, and an M index module. The first difference module determines a first crankshaft angle of a combustion event of an engine, determines a second crankshaft angle of the combustion event of the engine, and determines a first difference between the first and second crankshaft angles. The second difference module determines a third crankshaft angle of the combustion event of the engine, determines a fourth crankshaft angle of the combustion event of the engine, and determines a second difference between the third and fourth crankshaft angles. The ratio module determines a ratio of the first difference to the second difference. The M index module determines an M index value for the Wiebe function based on the ratio and displays the M index value on a display.

Abstract: Various systems and methods for determining a start of fuel injection including a gaseous fuel in an internal combustion engine are provided. In one embodiment, an end of gas injection, a duration of gas injection, and a start of gas injection in an induction pipe of a cylinder of an internal combustion engine is determined based on one or more operating parameters. An earliest possible start of gas injection is further determined, and if the start of gas injection is before the earliest possible start of gas injection, at least one of the one or more operating parameters is modified such that the start of gas injection does not occur before the earliest possible start of gas injection.

Abstract: A method and apparatus is provided for operating a piston driven, internal combustion engine (10) including a the piston (40) translating in a cylinder (30). The engine (10) has an intake stroke, followed by a partial exhaust stroke, followed by a compression stroke, followed by a power stroke and then an exhaust stroke, all of which are sequentially repeated. The compression stroke has a stroke length that is less than the stroke length of the power stroke.

Abstract: A controlled engine shutdown method is disclosed that includes monitoring exhaust system temperature, monitoring operator shutdown commands, and delaying engine shutdown based on exhaust system temperature. The method can include inhibiting any process that affects exhaust temperatures, for example DPF regeneration. The method can use a shutdown timer, allow operator override of the shutdown delay, and display a delay notification message. The method can also include predicting when an engine shutdown is expected, and delaying or aborting any process that would affect exhaust temperatures when an engine shutdown is predicted. Predicting can include monitoring various machine states, determining an average activity interval for the machine, determining a geographic shutdown area, determining a shutdown time of day and/or monitoring a machine fluid level.

Abstract: A valve assembly includes a valve having a head and a stem. The head is configured to seal against a valve seat. The stem has a distal end. A first piston radially extends from the stem of the valve and is enclosed within a housing. A second piston is fixed to the distal end of the stem and seals against the housing. A first chamber is defined by the first piston, second piston and the housing and receives a compressed gas and maintains a desired gas pressure. A spring device is disposed intermediate the first piston and the housing. During normal operation of the engine, the gas pressure within the first chamber seals the head of the valve against the valve seat with the spring device in a compressed arrangement and wherein during periods of insufficient gas pressure the spring device biases the valve to seal against the valve seat.

Abstract: A system, for use in accounting for an effect of a long-trip cycle on remaining life of engine oil, being used in a vehicle, using a long-trip rebate value. The system includes a computer processor and a non-transitory computer-readable medium that is in operative communication with the processor and has instructions that, when executed by the processor, cause the processor to perform various operations. The operations include determining a long-trip time indicating an amount of time that the vehicle was operated recently in the long-trip cycle. The operations further include determining the long-trip rebate according to a rebate function using the determined long-trip time.

Abstract: A control system for an engine includes an injection timing adjustment module and an injection control module. The injection timing adjustment module generates an adjusted fuel injection timing when a fuel request is received and the engine is operating in a transient state, wherein the adjusted fuel injection timing is based on a base fuel injection timing, an elapsed time since the fuel request, and at least one of a plurality of engine operating parameters. The injection control module controls fuel injection based on the adjusted fuel injection timing for a period, and controls fuel injection based on the base fuel injection timing after the period.

Abstract: A method for operating an internal combustion engine, in particular a gas engine, having at least three cylinders, wherein a cylinder-specific signal (pmax, E) is acquired from each of the at least three cylinders, wherein a reference value (pmedian, Emedian) is generated from the cylinder-specific signals (pmax, E), wherein at least one combustion parameter (Q, Z) of one of the at least three cylinders is controlled as a function of a deviation of the cylinder-specific signal of the one of the at least three cylinders (pmax, E) from the reference value (pmedian, Emedian), whereupon the cylinder-specific signal of the one of the at least three cylinders (pmax, E) follows the reference value (pmedian, Emedian), wherein a median of the cylinder-specific signals (pmax, E) is generated as the reference value (pmedian, Emedian).

Abstract: A stop control system for an engine including a crankshaft is provided with a motor and a control device. The motor is connected to the crankshaft of the engine, and the control device is configured to stop the crankshaft in a compression stroke of the engine by temporarily driving the motor to thereby assist rotation of the crankshaft that is still being forwardly rotated after starting stop control operation of the engine under predetermined engine stop conditions.

Abstract: A control device for an internal combustion engine with a turbo-supercharger including a variable valve mechanism at least at either one of an intake side and an exhaust side includes a scavenging amount setting means for determining an upper limit value of a scavenging amount moving from an intake passage to an exhaust passage across the interior of a cylinder during a valve overlap period to satisfy a performance requirement for the internal combustion engine, and a variable valve control means for controlling the duration of the valve overlap period according to the scavenging amount.

Abstract: A method for monitoring torque produced by a motor vehicle engine, or an electric engine, including: comparing an estimated or measured value of torque produced by the engine with a low limit value or high limit value to detect excessive braking or acceleration and/or a lack of braking or acceleration; calculating the low limit value or high limit value, the calculating including: subtracting or adding a static error value to a torque value requested by a driver of the vehicle to obtain a low or high intermediate signal; and applying, to the intermediate signal, a delay corresponding to a response time of the engine to a torque increase request or to a torque decrease request expressed by the driver of the vehicle.

Abstract: By reducing the serial transmission amount of pulses between a driving IC and a control IC, the transmission times of various commands other than the transmission time of the pulses can be secured, so that the improvement of reliability and high performance of the entirety of an electronic control device can be realized. The serial transmission between the driving IC and the control IC is started at the time when the edges of the pulses are detected.

Abstract: A system is provided for controlling a powered unit having an engine configured to operate using a plurality of fuel types each in a corresponding fuel tank. The system includes a controller operable to transmit a first set of control signals including a first set of valve signals to the each fuel tank based at least in part on a first stored engine operating profile to control amounts of fuel from each fuel tank to the engine. The controller can transmit a second set of control signals including a second set of valve signals to each fuel tank based at least in part on a second stored engine operating profile to control amounts of fuel from each fuel tank to the engine. Further, the controller can switch, by transmitting either the first set of control signals or the second set of control signals, between a first operating condition associated with a first external domain and a second condition associated with a second external domain.

Abstract: A system of dusulfurizing an LNT may control desulfurization of the LNT provided in an apparatus of purifying exhaust gas, in which the LNT may be adapted to absorb nitrogen oxide (NOx) contained in the exhaust gas at a lean air/fuel ratio and to release the absorbed nitrogen oxide and reduce the nitrogen oxide contained in the exhaust gas or the released nitrogen oxide at a rich air/fuel ratio and the apparatus of purifying exhaust gas may further include a particulate filter trapping particulate matter contained in the exhaust gas as soot and regenerated by burning the trapped soot when a regeneration condition is satisfied, and a controller controlling desulfurization of the LNT and regeneration of the particulate filter.

Abstract: A method is disclosed for determining the force acting on the nozzle needle of a directly driven piezo injector, in which an electrical voltage is built on the piezo actuator which drives the nozzle needle by means of a charging process. After the charging process has ended, the voltage at the piezo actuator is measured again. A voltage gradient is determined from consecutive voltage values. Conclusions of the force acting on the nozzle needle are drawn from the voltage gradients.

Abstract: In a method for operating an internal combustion engine in which fuel arrives in at least one combustion chamber via at least one injector configured as an electromagnetic actuating device, an opening delay time of the injector (18) is ascertained by varying a control duration of the injector and analyzing a characteristic curve of an electrical operating variable of the injector that characterizes a movement of a valve element of the injector.

Abstract: A control device for an internal combustion engine of a spark-ignition type that injects fuel directly into a combustion chamber including a temperature detector that detects the temperature of the combustion chamber, a load detector that detects the load of the internal combustion engine, and a controller. The controller performs a first control when the temperature of the combustion chamber is lower than or equal to a predetermined temperature and the load of the internal combustion engine is higher than a predetermined load such that the timing of fuel injection is advanced compared with the timing when the load of the internal combustion engine is lower than or equal to the predetermined load.

Abstract: This disclosure provides system and method that can determine hydraulic start of injection (SOI) in engines using an in-cylinder pressure sensor. The system and method determine apparent heat release rate (AHRR) curve data for the cylinder from the pressure information provided by the in-cylinder pressure sensors, and the hydraulic SOI from the derivative of the AHRR curve data. The system and method provide diagnostic, control and/or compensation opportunities for fuel injector operation in high pressure fuel rail engine systems without use of expensive or complex fuel injector components.

Abstract: A control apparatus for an internal combustion engine where the inside of a combustion chamber is divided into a layer of internal EGR gas and a combustible layer to perform stratified combustion. In a port-injected engine equipped with first and second intake valves, the opening timing of the first intake valve is set before a top dead center (TDC) and the opening timing of the second intake valve is set after the TDC, and the closing timings of the first intake valve and the second intake valve are set after a bottom dead center. Then, fuel injection toward the first intake valve is started after the EGR gas, which was blown back to the intake port upstream of the first intake valve, is drawn into the combustion chamber after the top dead center.

Abstract: A system for a vehicle includes a mode control module and a valve control module. The mode control module selectively sets a desired ignition mode for an engine to one of a spark ignition (SI) mode and a homogenous charge compression ignition (HCCI) mode. Using a fully flexible valve actuator, the valve actuator module selectively adjusts closing timing of an exhaust valve in response to: the desired ignition mode transitioning from the HCCI mode to the SI mode; and the desired ignition mode transitioning from the SI mode to the HCCI mode.

Abstract: Methods and systems are provided for reducing late burn induced cylinder pre-ignition events. In response to a late burn combustion event in a cylinder, ignition coil dwell time is extended in the cylinder to reduce unintended combustion delays. In addition, pre-ignition mitigating actions are performed in a neighboring cylinder that may be prone to pre-ignition induced by the late combustion event.

Abstract: A system according to the principles of the present disclosure includes a temperature estimation module and a fuel control module. The temperature estimation module estimates a piston temperature associated with a cylinder based on engine operating conditions. The fuel control module controls at least one of injection timing associated with the cylinder, injection pressure associated with a cylinder, injection location associated with a cylinder, and a number of injections per engine cycle associated with the cylinder based on the piston temperature.

Abstract: An internal combustion engine has a cylinder, a cylinder head mounted to the cylinder, a piston disposed in the cylinder, and a fuel injection valve. A combustion chamber is defined by the piston, the cylinder head and the cylinder. The fuel injection valve has a plurality of injection holes that injects fuel directly inside the cylinder from a side of the combustion chamber. The injection holes inject fuel in a spray shape with an overall shape, which is formed by a plurality of sprays being injected from the injection holes. The overall shape expands toward the cylinder head and forms one part of a conical shape that is dented near the piston. Central axes of some of the injection holes are oriented toward a boundary portion near the exhaust valve formed at a crown surface of the piston and an inner wall of the cylinder when fuel is injected.

Abstract: Methods and systems are provided for operating an engine including a first and a second bank of cylinders. One example method comprises, adjusting engine injection timing based on a first temperature of a first intake of the first bank and a second temperature of a second intake of the second bank.