Abstract: An ECU 70A is applied to an internal combustion engine 50 of in-cylinder injection type equipped with a fuel injection valve 56 that injects fuel into a combustion chamber E, an intake valve 54 and an exhaust valve 55 provided for the combustion chamber E, and VVTs 57 and 58 that cause the intake valve 54 and the exhaust valve 55 to overlap each other. In a case where the VVTs 57 and 58 cause the intake valve 54 and the exhaust valve 55 to overlap each other to thereby scavenge the combustion chamber E, the ECU 70A sets the injection pressure of fuel injected by the fuel injection valve 56 lower than that for a case where the intake valve 54 and the exhaust valve 55 are not caused to overlap each other.

Abstract: A method for controlling a fuel injector of a diesel engine having a predefined control time from a control start, in which a setpoint value of a combustion start of a combustion chamber charge of the diesel engine is ascertained. The method is characterized in that an ignition delay between the control start and the combustion start is estimated from performance parameters of the diesel engine using a computing model, and the control start is formed on the basis of the setpoint value of the combustion start and the estimated ignition delay. A control unit controls the sequence of the method.

Abstract: Methods and systems are provided for operating an engine having a plurality of notch settings. One example method comprises, during a first notch setting, adjusting engine injection timing in a first proportion to an increasing temperature, and during a second notch setting higher than the first notch setting, adjusting engine injection timing in a second proportion to the increasing temperature, the second proportion lower than the first proportion.

Abstract: A method for controlling an electric variable cam timing (VCT) actuator is disclosed. The method includes during engine shutdown, adjusting camshaft position with an electric VCT actuator to a target starting location, applying a first current to the electric VCT actuator to maintain the target starting location, and during engine startup before camshaft position feedback becomes available, applying a second current to the electric VCT actuator to maintain the target starting location.

Abstract: A fuel injection detecting device computes an actual fuel-injection-end timing based on a rising waveform of the fuel pressure detected by a fuel sensor during a period in which the fuel pressure increases due to a fuel injection rate decrease. The rising waveform is modeled by a modeling formula. A reference pressure Ps(n) is substituted into the modeling formula, whereby a timing “te” is obtained as the fuel-injection-end timing.

Abstract: A fuel injection control apparatus for controlling a fuel injection valve including an arithmetic processing section that determines whether a necessary fuel amount is injectable or not within a fuel injectable range from a first fuel injection start timing, computes a second fuel injection start timing in which the necessary fuel amount is injectable within the fuel injectable range in the case that it is not injectable, and controls the fuel injection valve at the computed second fuel injection start timing so as to start fuel injection.

Abstract: An object of the present invention is to obtain a control apparatus of an internal combustion engine capable of respectively accurately detecting a combustion change in a plurality of combustion modes. In the present invention, the control apparatus of the internal combustion engine operable upon switching the combustion mode sets a detection time and a detection duration to detect a sensor signal of a crank angle sensor 10 in accordance with the combustion mode, and determines whether or not there is the combustion change based on the sensor signal detected by the crank angle sensor 10 at the detection time and for the detection duration set by the control apparatus.

Abstract: A method for performing an intake manifold injection for at least one combustion chamber of an internal combustion engine, at least one intake valve being connected to an intake port, at least one exhaust valve and at least one injector being assigned to at least one combustion chamber, fuel being injected into the at least one intake port by the at least one injector during an injection time, the injection time being started after the closing of the at least one exhaust valve and terminated before the closing of the at least one intake valve for performing the method.

Abstract: Methods are provided for controlling an engine in response to a pre-ignition event. A pre-ignition threshold and a pre-ignition mitigating action are adjusted based on a rate of change of cylinder aircharge. As a result, pre-ignition events occurring during transient engine operating conditions are detected and addressed different from pre-ignition events occurring during steady-state engine operating conditions.

Abstract: Methods and systems are provided for reducing idling torque imbalances between cylinders by actuating a common camshaft to which the cylinders are coupled. The camshaft may be adjusted within camshaft limits during each combustion event of each cylinder. In this way, idling NVH issues may be addressed.

Abstract: An internal combustion engine can use ammonia and a non-ammonia fuel which is easier to burn than ammonia as fuel. The non-ammonia fuel is directly injected into a combustion chamber by a non-ammonia fuel injector, and the injected non-ammonia fuel is ignited, whereby combustion of the air-fuel mixture in the combustion chamber is commenced. In the control system of the internal combustion engine, the injection timing of the non-ammonia fuel is advanced at a time when a ratio of ammonia in all fuel fed to the internal combustion engine is high in comparison with the time when the ratio is low. Therefore, a control system of an internal combustion engine capable of using ammonia and a non-ammonia fuel (gasoline, light oil, hydrogen, etc.) which is easier to burn than ammonia, which suitably feeds fuel and controls combustion in order to suitably burn an air-fuel mixture in a combustion chamber is provided.

Abstract: An electronic controller for a diesel engine (1) performs primary injection control in which primary injection of fuel is controlled based on an operational status of the diesel engine and additional injection control in which additional injection of the fuel is controlled for estimation of a cetane number of the fuel. The electronic controller includes a control means that, as the additional injection control, causes a plurality of fuel injections to be performed at different injection timings as the additional injection, calculates the amount of increase in torque of a crankshaft (14) due to each of the fuel injections, estimates injection timing at which misfiring starts to occur based on a trend of variation in the calculated torque increase amount as the injection timing of the fuel injections is shifted in one direction, and estimates the cetane number of the fuel based on the estimated injection timing.

Abstract: A method and system for adaptively controlling a diesel engine to account for variations in the cetane number of the diesel fuel being used. An engine controller includes various control modules with algorithms for estimating the fuel cetane number, or determining the ignition delay that the engine is experiencing, or both. With this information, the controller can adjust the amount of exhaust gas recirculation that is used, thus varying the amount of oxygen that is available in the intake charge to burn the fuel. The controller can also adjust the timing of the fuel injection event, as another way of altering the nature of combustion. Using these techniques, the controller can optimize the engine operation based on the fuel currently being used.

Abstract: A a method for automatically controlling an internal combustion engine, in which an individual accumulator pressure (pE) of a common rail system is detected in a measurement interval and stored; in which an evaluation window is determined for the stored individual accumulation pressure (pE), within which window an injection was brought about; in which, in a first step, both a representative injection start and a trial injection end are determined in this evaluation window as a function of the detected pressure values, and, in a second step, both a trial injection start and a representative injection end are determined in this evaluation window as a function of the detected pressure values; in which the representative injection start is checked for plausibility against the trial injection start; and in which the representative injection end is checked for plausibility against the trial injection end.

Abstract: Disclosed is a valve stopping device for an internal combustion engine that does not allow valves for all cylinders to stop in the closed state even in the event of a failure. The valve stopping device includes a control device 2 and a plurality of actuators 4A, 4B, 4C, 4D, which stop either an intake valve or an exhaust valve. The actuators 4A, 4D for some of a plurality of cylinders included in the internal combustion engine stop a valve in the closed state when energized. The actuators 4B, 4C for the remaining cylinders stop a valve in the closed state when energized. The control device 2 provides control on an individual actuator basis to determine whether or not to energize the actuators 4A, 4B, 4C, 4D.

Abstract: A method for controlling a powertrain includes operating an engine substantially at wide open throttle, monitoring an output torque request, controlling the engine input torque by controlling a valve overlap setting for a cylinder of the engine based upon the output torque request wherein controlling the valve overlap setting for the cylinder modulates a residual burnt gas fraction within the cylinder utilizing at least one of an extended low slope portion of an exhaust valve closing curve and an extended low slope portion of an intake valve opening curve, and controlling an electric machine input torque based upon the output torque request and a time-lag difference between the output torque request and the controlled engine input torque.

Abstract: A hybrid internal combustion engine and air motor system is provided and includes at least one chamber having a drivable member and at least one intake valve and at least one exhaust valve, and a reservoir connected to the chamber through at least one of the intake valve and the exhaust valve. The system further comprises a computer configured to calculate air compressor efficiency during an air compressor mode of operation and select an intake and exhaust valve opening and closing timing sequence for maximizing air compressor efficiency and/or a computer configured to calculate air motor efficiency during an air motor mode of operation and select an intake and exhaust valve opening and closing timing sequence for maximizing air motor efficiency.

Abstract: Methods and systems are provided for restarting an engine when a high pressure fuel pump is degraded. In response to an indication of high pressure fuel pump degradation, fuel may be injected during an intake stroke, rather than a compression stroke, for a selected number of combustion events since the engine restart. By shifting to an intake stroke injection, the engine may be started even when sufficient fuel rail pressures are not available.

Abstract: Methods and systems for adjusting fuel injection of an internal combustion engine are disclosed. In one example, a change in fuel pressure is scheduled when a number of pilot fuel injections provided by a fuel injector to a cylinder transitions from a first number during a first engine cycle to a second number during a second engine cycle. The methods and systems may reduce engine emissions and improve engine noise characteristics.

Abstract: A control system of an internal combustion engine is provided with an air flowmeter which is arranged in an engine intake passage, has a transition period from the initial operating state to the end operating state for obtaining the output value of the air flowmeter in the period from the time of startup of the internal combustion engine to when the warmup operation ends, calculates the cumulative air amount in the transition period from the detected output value of the air flowmeter, and uses the calculated cumulative air amount and the reference intake air amount corresponding to the transition period as the basis to correct the output value of the air flowmeter.

Abstract: A method for control of an internal combustion engine includes generating, with a microelectromechanical system (MEMS) accelerometer, an acceleration signal representing vibrations of the internal combustion engine. An engine crank angle signal is generated based on the acceleration signal. The engine crank angle signal is compared with a target value. The internal combustion engine is adjusted based upon the comparing.

Abstract: In a method for determining a control parameter for a fuel injector of an internal combustion engine, the problem of enabling more precise determination of the control parameter, even if the fuel pressure (FUP) present on the fuel injector varies, is solved in that the fuel pressure (FUP) present on the fuel injector during the injection (I1, I2, I1?, I1?) is concluded while allowing for the time of the fuel pressure value detection and/or the crankshaft angle position of the internal combustion engine during the detection of the fuel pressure value, and that the control parameter is determined based on the fuel pressure (FUP) that was concluded.

Abstract: A method for controlling combustion in a direct injection internal combustion engine operable in a lean combustion mode includes monitoring in-cylinder pressure, utilizing a time-based filter to calculate an actual combustion noise based upon the monitored in-cylinder pressure, monitoring combustion control parameters utilized by the engine, determining an expected combustion noise based upon the monitored combustion control parameters, comparing the actual combustion noise to the expected combustion noise, and adjusting the combustion control parameters based upon the comparing.

Abstract: A method and a control system are provided for estimating oxygen concentration downstream a diesel oxidation catalyst within a diesel engine system. The method includes, but is not limited to at least an intake manifold, a combustion chamber, an exhaust manifold, and the diesel oxidation catalyst located in the exhaust line upstream a diesel particulate filter, the method comprising: determining unburned fuel mass flow ejected from the combustion chamber, determining air mass fraction in the exhaust manifold, estimating air mass fraction downstream the diesel oxidation catalyst as a function of said unburned fuel mass flow and said air mass fraction in the exhaust manifold, estimating oxygen concentration downstream the diesel oxidation catalyst as a function of the estimated air mass fraction downstream the diesel oxidation catalyst.

Abstract: In a hybrid-electric vehicle that includes a cabin, methods and systems are provided for modifying a first curve for engine coolant temperature (ECT) warm-up trajectory. The system includes a processor configured to execute software instructions, and a memory configured to store software instructions accessible by the processor. In one embodiment, the software instructions comprise an offset lookup table that is configured to generate, based on a calculated thermal power loss across a heater core and an ambient air temperature, an offset value for modifying the first curve for ECT warm-up trajectory to produce a desired curve for ECT warm-up trajectory that is offset from the first curve. The desired curve for ECT warm up trajectory is used to adjust temperature in the cabin so that fuel consumption can be reduced.

Abstract: Methods and systems are provided for improving fuel usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: A method to calibrate the fuel injection in at least one combustion chamber of a Diesel engine includes: a) recording the combustion noise power or amplitude in the combustion chamber over a piston position range [?1i;?2i], b) at the same time, recording the piston position during the same piston position range [?1i;?2i], c) determining from the preceding recordings for which piston position Kmin-i the measured combustion noise power passes through a minimum Pmin-i when the piston moves from position ?1i to position ?2i, d) adjusting the fuel injection according to the determined piston position Kmin-i.

Abstract: In an engine having a variable valve timing mechanism to which an intermittent operation control is applied, appropriate execution of a foreign object removal process for the variable valve timing mechanism is enabled. An engine control device (16) which can execute intermittent operation control for an engine (12) having a variable valve timing mechanism (80) comprises a judging part which judges an abnormality in the variable valve timing mechanism (80) (step S10), a foreign object removal process executing part which causes a foreign object removal process to be executed for the variable valve timing mechanism (80) when the judging part judges that there is an abnormality in the variable valve timing mechanism (80) during an engine operation (step S12), and an intermittent operation control prohibiting part which prohibits the intermittent operation control of the engine (12) during execution of the foreign object removal process of the variable valve timing mechanism (80) (step S16).

Abstract: An ON-ignition signal is outputted from an ignition control portion in a period from a posterior time point of the power stroke to an valve opening timing of an exhaust valve so that a capacitor is charged. Then, when it is determined that the maximum value of an ion-output value detected during a negative valve overlap period becomes greater than or equal to a threshold, it is determined that the applied voltage between an center electrode and a ground electrode of a spark plug is dropped. The ON-ignition signal is outputted again to charge the capacitor before the intake valve is opened.

Abstract: A method is provided for a virtual sensor system. The method may include obtaining data records associated with a plurality of input parameters and at least one output parameter and adjusting values of the input parameters based on autocorrelation of respective input parameters. The method may also include reconfiguring the input parameters based on cross-correlation of respective input parameters relative to the output parameter and establishing a first virtual sensor process model indicative of interrelationships between the adjusted and reconfigured input parameters and the output parameter.

Abstract: A voltage spike generated by the collapse of the magnetic field in a fuel injector coil is stored in a capacitor and sent to an engine control unit at a correct time regardless of when the magnetic field in the injector coil actually collapses.

Abstract: Over a diesel engine's lifetime, engine efficiency may be reduced and some of this may be attributable to sulfur deposit accumulation in the engine. A method for controlling operation of a diesel engine operating on a fuel is provided. The method may include adjusting an injection of fuel to the engine in response to a sulfur content of the fuel.

Abstract: A method for controlling combustion in a multi-cylinder spark-ignition direct-injection internal combustion engine includes determining a desired combustion phasing for maintaining acceptable combustion properties, monitoring combustion phasing of each cylinder, selecting a target combustion phasing corresponding to one of the cylinders having a most retarded combustion phasing, adjusting spark timing in each cylinder not having the most retarded combustion phasing to achieve the target combustion phasing to balance the combustion phasing in all the cylinders at the target combustion phasing, and adjusting an external EGR percentage to converge the balanced combustion phasing in all the cylinders toward the desired combustion phasing.

Abstract: A fuel injection control system of an internal combustion engine includes a required injection setting mechanism, a rapid rotational speed change detector, and an injection controller. The required injection setting mechanism calculates a required number of injections and required injection times with regard to a plurality of fuel injections, based on operating conditions of the engine. The rapid rotational speed change detector determines whether the amount of change of the engine speed is equal to or larger than a predetermined value. When it is determined that the amount of change of the engine speed is equal to or larger than the predetermined value, the injection controller controls a fuel injection valve so as to reduce or eliminate differences between the actual injection times and the required injection times. Thereby, even when the engine speed changes rapidly, deteriorations in the driveability and exhaust emissions are prevented.

Abstract: An engine fuel injection control apparatus includes a variable valve device that at least varies an intake valve open timing of an intake valve. A controller adjusts the variable valve device and a fuel injection timing of a fuel injection valve. The controller controls a fuel injection end timing in accordance with an overlap amount of the intake valve and an exhaust valve. The controller adjusts the fuel injection timing such that the fuel injection end timing is more advanced than the intake valve open timing and such that as an amount by which the overlap amount exceeds a prescribed overlap amount becomes larger, a time interval between the fuel injection end timing and the intake valve open timing is set to become increasingly larger, upon determining that the engine is being cold started and the overlap amount is larger than the prescribed overlap amount.

Abstract: Disclosed is a control device that is used for an internal combustion engine and capable of periodically varying an air-fuel ratio while keeping torque generated by the internal combustion engine at a target torque. The control device can periodically vary a target air-fuel ratio and controls a fuel injection amount in accordance with the target air-fuel ratio which periodically varies. Further, the control device sets an air amount control torque in accordance with the target torque and calculates a target air amount for achieving the air amount control torque at a predetermined virtual air-fuel ratio. The control device then provides air amount control in accordance with the target air amount and calculates an air amount that is estimated to be achieved by the air amount control.

Abstract: A method of operating a turbocharged engine having cylinders in which one of the cylinders undergoes a compression stroke. The method includes advancing an ignition spark in the one of the cylinders undergoing the compression stroke by a first amount relative to top dead center of the compression stroke at a first barometric pressure for a given engine speed and load, and advancing the ignition spark in the one of the cylinders undergoing the compression stroke by a second, lesser amount relative to top dead center of the compression stroke at a second, lower barometric pressure, for the given engine speed and load as the vehicle being at different altitudes.

Abstract: A low computation method for operating auto ignition combustion engines, in which outputs, in particular a requested torque set point TQI_SP is directly linked to an injected fuel mass flow distribution, to the EGR rate and the air control by taking into account engine out emissions & drivability constrains by using a multi-objective optimization method. A method to monitor in the embedded controller the indicated torque, TQI is also proposed.

Abstract: The present application provides a system and method for determining a secondary fuel amount for an engine. The method comprises measuring an injector signal from an engine's Engine Control Unit (ECU) for a primary injector. A delay time of the primary injector can be determined using a lookup table. An open time can be calculated based on the delay time and the primary timing value. An amount of fuel to be injected into the engine can be calculated based on the primary injector open time. An amount of secondary fuel equivalent to the amount of primary fuel can be determined. A timing value for a secondary injector signal for the secondary injector can be calculated to deliver the amount of secondary fuel to the engine.

Abstract: Internal combustion engine and method for controlling the operation of an internal combustion engine, wherein the method comprises: determining an operating load of the internal combustion engine, controlling the operation of the internal combustion engine on the basis of a standard control map which realizes a determined propulsion power of the internal combustion engine when the operating load of the internal combustion engine is constant and, when the operating load of the internal combustion engine increases to a predetermined extent, activating at least one control characteristic for modifying the standard control map so that the propulsion power of the internal combustion engine is increased.

Abstract: The invention relates to a method of controlling an internal-combustion engine (1) equipped with an exhaust gas recirculation circuit and with variable timing means, having a first actuator (8) and of a second actuator (9). The method comprises acquiring a torque setpoint for said engine Tqsp determining a position setpoint for the first actuator (8) VVTint and a position setpoint for the second actuator (9) VVTexh by using a burnt gas flow model (MEGB) that relates the position setpoints of the actuators to the engine torque setpoint Tqsp. The burnt gas flow model (MEGB) comprises a cylinder filling model (MR), the burnt gas fraction in the cylinder is controlled by applying position setpoints VVTint and VVTexh to the variable timing means (8 and 9).

Abstract: A supercharged diesel engine is equipped with an electronically controlled hydraulic system for variable actuation of the intake valves of the engine. The cam that controls each intake valve has an additional lobe for causing an additional opening of the intake valve, during the expansion and exhaust strokes, so as to provide an exhaust-gas recirculation directly inside the engine. The aforesaid additional lobe has its descending stretch radiused to the main lobe with a stretch corresponding to a non-zero lift of the valve in such a way that the profile of the lift of the valve has a portion corresponding to a substantially non-zero value of the lift that radiuses the descending stretch of the profile of the additional lift to the ascending stretch of the profile of the main lift.

Abstract: The invention provides a method for preferably controlling an internal combustion engine by precisely estimating a current value of a temperature of an exhaust device of an internal combustion engine provided with a variable valve, an exhaust turbo supercharger and the like, and controlling an affector of a temperature of an exhaust gas on the basis of a difference between a reference value of the exhaust device temperature and the current value of the exhaust device temperature.

Abstract: A method of assessing the functioning of an EGR cooler of an EGR system in an internal combustion engine, wherein the EGR cooler can be selectively operated in a first and a second operating condition; and wherein the engine comprises at least one cylinder equipped with a pressure sensor. The assessment of the functioning of the EGR cooler is based on the variation of a combustion characteristic value depending on cylinder pressure (CA50), upon switching of the EGR cooler from a first to a second operating condition.

Abstract: To partially supplant the use of fossil fuels in diesel engines, oxygen-containing fuels, such as biodiesels, are proposed as blending agents in diesel fuel. Engine calibration coefficients to control EGR rate, timings and quantities of fuel injection pulses, turbocharger boost, etc, can be determined to compensate for the lower energy content of such oxygenate blends compared to diesel fuels. According to an embodiment of the disclosure, the fuel quantity of each of multiple injection pulses is increased proportionally to compensate for the impact of oxygenates. An adjustment in the fuel injection quantity is performed in response to a new tank of fuel and the adjustment is applied for that tank of fuel. A fuel compensation factor (FCF) can be determined based on the actual amount of fuel injected compared to the expected amount of diesel fuel at the present operating condition.

Abstract: A method for adjusting fuel injection timing in an internal combustion engine including a cylinder and configured to operate multiple fuel injections in the cylinder per combustion cycle includes monitoring in-cylinder pressure through a first combustion cycle, determining actual combustion phasing metrics based upon the in-cylinder pressure, monitoring a baseline fuel injection timing comprising a first injection timing and a second injection timing, providing expected combustion phasing metrics based upon the baseline fuel injection timing, comparing the actual combustion phasing metrics to the expected combustion phasing metrics, and adjusting the baseline fuel injection timing in a second combustion cycle based upon the comparing.

Abstract: A method for determining a cylinder charge of an internal-combustion engine having valves with a variable valve gear, may include determining a maximum intake valve lift, calculating a standardized cylinder charge relative to at least one of a defined intake spread of an intake valve opening phase and a defined exhaust spread of an exhaust valve opening phase, as a function of the maximum intake valve lift, determining an overlap value, which characterizes an actual overlap of the intake valve opening phase and the exhaust valve opening phase, and determining a corrected cylinder charge based on the standardized cylinder charge and the overlap value.

Abstract: When performing a learning control of a fuel injection quantity, a fuel injection control apparatus adds a pilot fuel injection during the working state of a diesel engine when a learning data item (as a fuel injection amount correction value) is calculated per cylinder and fuel pressure. The apparatus compares, based on a combustion stroke of a target cylinder, a work load obtained during an ordinary fuel injection with a work load obtained during the pilot fuel injection. The apparatus calculates a learning data item for the target cylinder in order to correct an actual fuel injection quantity in the target cylinder with the learning data item so that the actual fuel injection quantity approaches a target fuel injection quantity.

Abstract: In an internal combustion engine provided with a fuel injection valve for injecting fuel into an intake air flow path for each cylinder, there is performed a plurality of fuel injections during one cycle for each cylinder, one injection thereof being performed in synchronization with a period during which an intake valve is being opened and reverse flow of in-cylinder gas into the intake air flow path occurs. In accordance with a measurement quantity that changes as the temperatures of the surface, at the intake air flow path, of the intake valve and the inner wall face of the intake air flow path change, there is set the proportion of the amount of fuel injected in synchronization with the period during which reverse flow occurs to the total amount of fuel injected in one cycle for each cylinder.

Abstract: A method for regulating a fuel injection system of an internal combustion engine includes outputting from a control unit an instruction to start an injection process of fuel through an injection valve, wherein during a determination of a time of the outputting of the instruction to start the injection process, the control unit takes into account delays caused by the mechanical system of the injection valve. Furthermore, during the determination of the time of the outputting of the instruction to start the injection process, the control unit also takes into account a correction value which describes the fuel pressure in the injector feed line.