Abstract: A method of controlling a spark-ignition engine including an ignition plug for spark-igniting mixture gas inside a cylinder in an engine body, and an effective compression ratio changing module for changing an effective compression ratio of the engine body is provided. The method includes estimating, based on engine speed, engine load, and environmental conditions, a limit effective compression ratio serving as a maximum effective compression ratio where pre-ignition does not occur, calculating a current effective compression ratio, calculating a value obtained by subtracting the effective compression ratio from the limit effective compression ratio, as a margin before pre-ignition occurs, and decreasing, when the margin is below a predetermined minimum margin, the effective compression ratio of the engine body by using the effective compression ratio changing module so that the margin is increased to be above the minimum margin, which is set constant regardless of at least environmental conditions.

Abstract: In a method for controlling an internal combustion engine with direct fuel injection, an injection parameter is determined in dependence on a temperature of the internal combustion engine. The method is characterized in that a first value of the internal combustion engine temperature is determined which, in the event of changes in the operating point of the internal combustion engine, changes comparatively quickly to a value which is characteristic of the new operating point. A second value of the internal combustion engine temperature is formed which, in the event of changes in the operating point, changes comparatively slowly, and in that the injection parameter is defined in dependence on the first value and the second value.

Abstract: A method for determining a mission plan for a powered system having at least one primary power generating unit when a desired parameter of the mission plan unobtainable and/or exceeds a predefined limit, the method includes identifying a desired parameter prior to creating a mission plan which may be unobtainable and/or in violation of a predefined limit, and notifying an operator of the powered system and/or a remote monitoring facility of the desired parameter.

Abstract: A fuel injection control apparatus for an internal combustion engine which can inject a fuel injection quantity to a fuel injector with accuracy even when the fuel injection quantity is reduced than before is provided.

Abstract: A control device has a CPU for determining an opening time and a conversion time, set in a non-injection period between preceding and present injections, in an interception process every fuel injection, and a control circuit for controlling a converting unit, independent of the operation of the CPU, to convert an analog signal, indicating fuel pressure of an injector, into a converted value at the conversion time. The CPU determines a closing time from the opening time and the converted value in another interception process. The device has a driving circuit for starting the valve opening at the opening time to open the injector and to inject fuel from the opened injector into an engine and starting the valve closing at the closing time to close the injector and to stop the fuel injection when the injected fuel reaches a required quantity.

Abstract: A method to reduce engine noise in a multi-cylinder direct injection internal combustion engine. The internal combustion engine includes a high pressure fuel pump having both an inlet valve fluidly connected to a fuel source and an outlet valve typically connected to a pressurized fuel rail. In order to reduce engine noise, especially at low engine speeds, the timing of the opening of either the fuel pump inlet valve or fuel pump outlet valve is varied so that it coincides with the opening of the fuel injectors.

Abstract: Provided is a control apparatus for an internal combustion engine that can suppress deterioration of a catalyst that is ascribable to a control delay of a variable valve operating apparatus when transitioning to a valve stopped state accompanying a fuel-cut operation, or when transitioning from the valve stopped state to a combustion limit operating state. An intake variable valve operating apparatus capable of changing the operating state of an intake valve to a valve stopped state by continuously changing a lift amount and working angle of the intake valve is included.

Abstract: Methods and systems are provided for addressing cylinder pre-ignition. Each cylinder of an engine may be operated in either a split injection mode or a single injection mode based on the pre-ignition history of the cylinder. The timing and number of injections in the split injection mode is adjusted based on the pre-ignition count of the cylinder.

Abstract: The invention relates to a method for controlling a valve (13) in a thermal engine (10), the valve having a closed position and an opened position, the method comprising at least one step of opening the valve, said step including at least one phase (I) for bringing the valve into an open position and a phase (II) for maintaining the valve in an intermediate position between the closed position and the opened position. The invention also relates to a device for implementing this method and to a method for supplying an engine with an oxidant.

Abstract: Methods are provided for operating an engine with a variable fuel blend in a cylinder, where the variable fuel blend varies a peak achievable engine torque for a given operating condition. One example method comprises selectively operating an engine actuator that affects engine torque and engine fuel economy at the given operating condition, and extending operation of the actuator to higher engine torques as a peak engine torque for the given operating condition increases.

Abstract: A method for operating a valve actuated with the aid of an actuator, in particular, an injection valve of an internal combustion engine of a motor vehicle, where the actuator is activated using an activation signal characterizing a desired opening duration of the valve. The activation signal characterizing the desired opening duration is corrected as a function of a valve delay time, in order to obtain a corrected activation signal for activating the actuator; the valve delay time representing a temporal deviation between the activation signal and an actual change of an operating state of at least one component of the valve, in particular, of the valve element of an electromagnetic actuator, or of a valve needle.

Abstract: A method for controlling differences in cylinder mixtures for a two cylinder bank engine having a turbocharger is presented. In one example, the description includes a method for adjusting valve timing to reduce cylinder mixture variation.

Abstract: A misfire detecting apparatus for an internal combustion engine is provided. The engine has an output shaft connected via a torsion element to an input shaft of a transmission mechanism. A transmission rotational speed parameter indicative of a rotational speed of the input shaft is detected. A modified engine rotational speed parameter is calculated by modifying the detected engine rotational speed parameter based on the transmission rotational speed parameter, an engine rotation moment on the input side of the torsion element, and a transmission rotation moment on the output side of the torsion element. An average change amount of the modified rotational speed parameter, and an inertia speed changing component, are calculated. Further, a corrected rotational speed parameter is calculated by correcting the modified rotational speed parameter according to the average change amount and the inertia speed changing component.

Abstract: The present invention is related to an apparatus for and a method of controlling an engine provided with: a variable operation angle mechanism that is provided for varying a valve operation angle of an engine valve driven by a camshaft, and is capable of varying a center phase of the valve operation angle in response to a variation in the valve operation angle; and a variable valve timing mechanism provided for varying a rotating phase of the camshaft relative to a crankshaft of the engine, in which a target valve operation angle and a target rotating phase is calculated based on the engine operating state, and a correction value for correcting the target rotating phase based on the target valve operation angle is set. Then, the target rotating phase is corrected by the correction value, thereby controlling the variable valve timing mechanism based on the corrected target rotating phase.

Abstract: A method for controlling differences in exhaust gas residual amount for a two cylinder bank engine having at least one turbocharger is presented. In one example, the description includes a method for adjusting valve timing to reduce cylinder exhaust gas residual variation.

Abstract: An internal combustion engine includes a hydraulically-driven variable valve timing device for adjusting the opening timing and the closing timing of an intake valve and configured to include a start retard position for decompression that is retarded further from the most retarded position during a normal operating state, and a control system configured to start a cranking operation of the internal combustion engine while the variable valve timing device is positioned in the start retard position for decompression, to determine during the cranking operation whether operating oil has drained from the variable valve timing device, when it has been determined that oil has drained from the variable valve timing device, to set a delay time between the cranking operation start and an advance operation of the variable valve timing device longer than the situation in which operating oil is replete.

Abstract: Various systems and methods are described for controlling combustion stability in an engine driving a transmission. One example method comprises limiting airflow to the engine in response to a spark timing retarded beyond a spark retard threshold, the limiting airflow to the engine reducing engine torque output and compensating for the reduction in engine torque output by adjusting a transmission operating parameter.

Abstract: A method for controlling differences in cylinder mixtures for a two cylinder bank engine having a turbocharger is presented. In one example, the description includes a method for adjusting valve timing to reduce cylinder mixture variation.

Abstract: A stop-time target phase setting unit sets a target phase CAr for an intake valve to a target phase, which is used when an engine is stopped, in response to issuance of an engine stop command. An engine stop control unit generates a series of control commands for an engine stop process in response to issuance of the engine stop command. A motoring command unit generates a first MG control command for rotating the engine using a motor for a predetermined period Tm that is counted by a timer in response to issuance of the engine stop command. Thus, the engine idles even after fuel combustion stops. In this way, the period in which the valve phase can be changed by a VVT mechanism is increased. As a result, a valve phase when the engine stops is reliably brought to the target phase that is suitable for next engine starting.

Abstract: A fuel injection control apparatus includes a first injection timing setting device, a target second injection timing setting device, a reference injection timing calculator, and a second injection timing setting device. The reference injection timing calculator is configured to calculate, as a reference injection timing, a timing at which a second-injection boosting operation is to be completed. The second-injection boosting operation is to re-boost a reduced voltage which has been reduced because of an execution of a first injection operation by using a booster circuit. The second injection timing setting device is configured to set, as a second injection timing at which a second injection operation is to be started, a later one of a target second injection timing set by the target second injection timing setting device and the reference injection timing calculated by the reference injection timing calculator.

Abstract: A control device for an internal combustion engine that is capable of easily switching between a stratified operation mode and a non-stratified operation mode is provided for a port injection spark ignition internal combustion engine. Injection directions in which sprayed fuel is injected from a fuel injection valve are defined nearer the center of a cylinder than the centers of two intake valves. Injection timing of the fuel injection valve is controlled by the stratified operation mode completing the fuel injection in the exhaust stroke, and the non-stratified operation mode completing the fuel injection in a range from a compression stroke to the exhaust stroke. The injection end timing of the fuel injection valve in the stratified operation mode is retarded from the injection end timing in the non-stratified operation mode, in which the fuel injection time is equal to or shorter than that in the stratified operation mode.

Abstract: A method for operating a valve actuated by way of an actuator, in particular a fuel injection valve of an internal combustion engine of a motor vehicle, in which a first delay time is identified, which time characterizes a time difference between a point in time of a first change in an energization signal for the actuator and a point in time of a first change in the operating state of the valve corresponding to the first change in the energization signal. According to the present invention, from the first delay time at least one second delay time of the valve is inferred, which latter time characterizes a time difference between a point in time of a second change, different from the first change, in the energization signal and a point in time of a second change in the operating state of the valve corresponding to the second change in the energization signal.

Abstract: A method for starting an internal combustion engine having direct fuel injection, comprising of adjusting a number of direct injections per combustion cycle based on a cylinder event number from a first cylinder event.

Abstract: A control apparatus for a cylinder injection type internal combustion engine wherein the variable lift mechanism lessens the lift of the intake valve so as to set the time of opening the intake valve in a retarded angle position, in cold starting of the engine. The time of closing the exhaust valve is accordingly set in a retarded angle position.

Abstract: An ECU controls to inject a small amount of fuel in an expansion/exhaust stroke under constraint of the minimum fuel injection capability of an injector at the time of warming-up of a catalyst. The ECU controls injection of fuel in expansion/exhaust strokes (expansion/exhaust stroke injection) at the time of warming-up of a catalyst. Fuel injection control is performed so that when temperature of the catalyst becomes higher than a predetermined temperature, fuel injection in the expansion/exhaust strokes is performed for a period of a predetermined ratio in a selected cycle period. The expansion/exhaust stroke injection is not performed in the other period. By effectively utilizing oxygen absorbed on the catalyst, while suppressing slip HC, the activation time of the catalyst can be shortened.

Abstract: An apparatus for detecting dispersion abnormality in air-fuel ratio between cylinders of a multiple-cylinder engine, including a waste gate passage (26) which bypasses a turbine (25b) of a turbocharger (25), a waste gate valve (27) which opens/closes the passage (26), an air-fuel ratio sensor (17) installed in an exhaust passage on the downstream of an outlet of the passage (26), an abnormality detecting unit for detecting dispersion abnormality in air-fuel ratio between cylinders by comparing a parameter value correlating with a fluctuation of the sensor (17) value with a predetermined threshold, and an exhaust speed increasing unit for increasing exhaust gas speed. The apparatus further includes a controller (22) which controls the valve (27) and the exhaust speed increasing unit, and the controller (22) opens, when dispersion abnormality in the air-fuel ratio between cylinders is detected, the valve (27) and increases exhaust speed by the exhaust speed increasing unit.

Abstract: A handheld work apparatus has a combustion engine with an ignition unit, a unit for supplying fuel and a device to determine the rotational speed (n). The ignition unit includes a spark plug, a coil and a pole group. The pole group and the coil are moved in dependence on the rotational movement of a crankshaft of the combustion engine, whereby a ignition voltage is induced in the coil. The work apparatus has an open loop control which controls the ignition time (ZZP). A diagnostic unit for damage diagnosis is detachably connected to the work apparatus. For damage diagnosis, the diagnostic unit captures the course of the induced ignition voltage over at least one engine cycle when the combustion engine is running and damage is determined on the basis of the course of the captured voltage.

Abstract: An object of this invention is to promptly detect a crank angle based on in-cylinder pressures and easily compensate for a detection error by processing that has a low computational load. An ECU 50 calculates an in-cylinder pressure ratio (Pn+1/Pn) based on in-cylinder pressures Pn and Pn+1 at two crank angles separated by a predetermined angle ??. The ECU 50 includes map data that represents relations between volume ratio parameters (Vn?/Vn+1?) calculated using in-cylinder volumes Vn and Vn+1 at the crank angles, and the crank angles. Therefore, when cranking, a crank angle can be detected based on the in-cylinder pressure ratio and the map data earlier than a conventional cylinder discrimination operation. Gains included in the in-cylinder pressures Pn and Pn+1 can be removed by dividing the two pressures, and exponential operations and the like can be eliminated by using the map data to thus suppress the computational load.

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: The invention relates to a method for operating an internal combustion engine and a combustion chamber for such an internal combustion engine. According to the method, a thinned base mixture is ignited by additionally injecting a pilot fuel at an injection point in time, wherein the injection point in time of the pilot fuel is selected such that the pilot fuel is not fully homogenized with the base mixture.

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 method for controlling differences in cylinder mixtures for a two cylinder bank engine having a turbocharger is presented. In one example, the description includes a method for adjusting valve timing to reduce cylinder mixture variation.

Abstract: An internal combustion engine is operable in an efficiency mode providing a first power output range between zero and a transition power output and in a power mode providing a second power output range between the transition power output and a maximum power output. The efficiency mode can include a first ignition timing and a first air/fuel ratio of the mixture to avoid premature auto-ignition, and the power mode can include a second ignition timing and a second air/fuel ratio of the mixture to avoid premature auto-ignition of the mixture. To further enable knock free operation of such an engine, turbulence can be imparted to the mixture to promote a faster burn duration and high temperatures that may lead to premature auto-ignition of the mixture can be avoided.

Abstract: A method for operating an internal combustion engine, in particular, of a motor vehicle. The internal combustion engine includes an injector having a nozzle needle for injecting fuel into a combustion chamber of the internal combustion engine, as well as an output stage component. A desired signal is specified for a lift characteristic of the nozzle needle. The injector is activated by the output stage component. A lift signal is ascertained that corresponds to the actual lift characteristic of the nozzle needle. An actual signal is ascertained from the lift signal. A deviation signal is ascertained in response to a deviation of the actual signal from the desired signal.

Abstract: Methods and systems are provided for fuel systems including a gaseous fuel. Temporary flow restrictions in the fuel line of a first gaseous fuel may be addressed by temporarily shifting to cylinder operation with a second liquid fuel. Upon resumption of first fuel operation, if the flow restriction persists, a diagnostic code may be set and cylinder operation with the second fuel may be restarted.

Abstract: It is possible to ensure good starting performance and operability of an engine, reduce starting time with improved combustion stability, and improve noise vibration harshness (NVH), regardless of whether the engine is started at low temperature even if a high-pressure fuel pump in a gasoline direct injection (GDI) engine breaks, without using an additional dedicated device.

Abstract: A micro-hybrid motor vehicle 2 having an engine 5 started by an electrical starter 6 is disclosed having a starter system that adaptively responds to ageing of an electrical power source such as a capacitor 12 used to power the starter motor 6 so as to maintain engine starting performance. The starter system includes a controller 20 which is programmed to increase the voltage used to charge the capacitor 12 when it is determined that the state of health of the capacitor 12 has degraded.

Abstract: A control device of a control valve used for an intake air-gas system of an engine, the device including, but not limited to: the control valve which is an intake air throttle valve provided in the intake air-gas system provided in the intake air-gas system of the engine to control the flow rate of intake air to the engine, or an EGR valve provided in the intake air-gas system of the engine to control the flow rate of EGR gas to the engine; and a control unit which determines a target opening of the control valve in response to the operation conditions of the engine, and controls the opening of the control valve so that the opening conforms with the target opening, wherein the control unit is configured so that, in a case where the target opening is maintained at a same level during over a fixed duration, the target opening is changed, in time, from the target opening which is determined in response to the operation conditions of the engine and controls the opening of the control valve, in order to prevent th

Abstract: A method for controlling differences in exhaust gas residual amount for a two cylinder bank engine having at least one turbocharger is presented. In one example, the description includes a method for adjusting valve timing to reduce cylinder exhaust gas residual variation.

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. A method for selecting an intake and exhaust valve opening and closing timing sequence for maximizing air compressor efficiency and/or for selecting an intake and exhaust valve opening and closing timing sequence for maximizing air motor efficiency is also disclosed.

Abstract: Turbo lag is a known impediment of a turbocharged, small displacement engine providing the feel of a large displacement engine. A method of spinning up the exhaust turbine during an interval between the time that the operator moves his/her foot from the brake pedal to the accelerator pedal to initiate a launch. A non-exhaustive list of actions that can be taken to increase exhaust enthalpy provided to the turbine include: opening the throttle, retarding the spark, and closing the wastegate. Additionally, a brake can be applied at one of the vehicle wheels to keep the engine from launching forward during this interval.

Abstract: For the direct re-entry in the CAI operating mode following a pull fuel cut off phase the CAI specific valve lift is maintained during its pull fuel cut off phase. Upon a request signal for the CAI re-entry after the closing time of the particular cylinder, an advance fuel injection quantity is injected in the combustion chamber and externally ignited and combusted in the following CAI interim compression phase of the exhaust stroke, as a result of which hot exhaust gas is formed in the combustion chamber, fresh air is drawn into the combustion chamber during the following intake stroke, a main fuel injection quantity is injected in a main compression phase during the following compression stroke, and the exhaust gas content brought about from the earlier auxiliary fuel injection, is mixed with the air-fuel mixture newly introduced for the main ignition to form a self-ignitable, homogenous fresh air-exhaust gas-fuel mixture.

Abstract: A method of controlling a vehicle powertrain and a corresponding vehicle control system are provided that enable operation in an electric-only operating mode for an extended range by adjusting the threshold minimum state of charge of the battery, i.e., the state of charge of the battery at which the engine will be started to allow the battery charge to be replenished, in accordance with vehicle location. The engine will also be started when the vehicle is within a predetermined distance of a long-term parking location.

Abstract: In a method and the corresponding apparatus for operating an internal combustion engine with a plurality of cylinders (Z1 to Z4) which are assigned in each case one injection valve (18) for metering in fuel, a control apparatus (25) is provided with in each case one output stage (25a) for actuating the injection valves (18) of the plurality of cylinders. Here, first of all work injection operations (P0 to P4) are determined for a cylinder (CYL_i) with the duration and positioning in relation to the crankshaft rotary angle. Following this, late injection operations (P5), which are required in certain operating modes, for the preceding cylinder (CYL_i?1) in the ignition sequence are arranged in a setpoint crankshaft angular range (SB) in such a way that no temporal overlaps occur between individual work and late injection operations.

Abstract: An ECU executes a program including the step of stopping power supply to an electric motor if a phase of an intake valve is in a first region between the most retarded angle and CA. In the case where the phase of the intake valve is in the first region, the rotational speed of relative rotation between the output shaft of the electric motor and a sprocket is reduced at reduction gear ratio R thereby to vary the phase of the intake valve. In the case where the phase of the intake valve is in a second region between CA and the most advanced angle, the rotational speed of the relative rotation is reduced at reduction gear ratio R thereby to vary the phase of the intake valve.

Abstract: In a method for controlling the injection amount for an injector on an internal combustion engine, dependent on a given time period and the duration of the hold phase, the energy stored in the injector is calculated either with a correction value or with the voltage and charge values at the end of the hold phase.

Abstract: In a variable valve unit provided with a variable valve mechanism that varies opening characteristics of an engine valve by rotary motion of a control shaft, an actuator that generates a rotary motion of the control shaft, a stopper restricting the rotary motion of the control shaft, and an angle sensor capable of outputting signals corresponding to angle positions of the control shaft, when the signal of the angle sensor at an angle position where the rotation of the control shaft is restricted by the stopper are learned, the actuator is controlled such that the control shaft is pressed against the stopper, after which drive torque of the actuator is reduced and with the drive torque reduced, signals of the then-angle sensor are stored.

Abstract: The present invention provides a fuel saving apparatus that provides information, such as vehicle speed, a fuel injection period, fuel efficiency and engine load, to a driver in real time, thereby enabling the driver to develop economic driving and economical driving habits.

Abstract: In a parking brake control device, the minimum value of a motor current is set as an idle current after a motor begins to be driven, specifically, in a period during which the idle current is being sampled. As a result, the idle current is set to a value which reflects the temperature of an electric parking brake and the dispersion of individual units of the motor. Accordingly, it is possible to provide a parking brake control device, which can set a target current value capable of coping with the dispersion of the individual units of the motor by calculating the target current value by adding a target effective current necessary to generate an actuation force to the idle current set as described above.

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.