Abstract: A method for operating an internal combustion engine is provided and at least a first map of prefixed first values is predetermined, each prefixed first value being a function of a prefixed nominal fuel quantity (Qecu—prefix). The method includes, but is not limited to the steps of determining a nominal fuel quantity (Qecu) for one injection, calculating an actual, torque forming, injected fuel quantity of the injection (QUEGO) and calculating at least one first parameter (Qdelta) which is related to the actual, torque forming, injected fuel quantity of the injection (QUEGO). After that, the nominal fuel quantity (Qecu) is modified according to the value of the at least one first parameter (Qdelta) so as to obtain a corrected fuel quantity (QecuCorr) that corresponds to the actual fuel quantity injected during the injection.

Abstract: In controlling an engine, an amount of an intake charge provided, during operation of the engine, to a combustion chamber of the engine is determined. The intake charge includes an air component, a fuel component and a diluent component. An amount of the air component of the intake charge is determined. An amount of the diluent component of the intake charge is determined utilizing the amount of the intake charge, the amount of the air component and, in some instances, the amount of the fuel component. An amount of a diluent supplied to the intake charge is adjusted based at least in part on the determined amount of diluent component of the intake charge.

Abstract: In a method of monitoring for a misfire event in an internal combustion engine signals representative of engine speed are monitored for successive engine revolutions subsequent to each firing event. The monitored signals are stored (e.g., in a buffer) and processed to detect changes in the monitored speed signals. Changes in monitored speed signals that are indicative of an actual misfire event are detected and a misfire count is changed in response thereto.

Abstract: A first arbitration unit determines one demand engine torque of static demand engine torques set in a power train driver model and an ECT torque control system. The demand engine torque determined by the first arbitration unit is converted into dynamic demand engine torque by a conversion unit. A second arbitration unit determines demand engine torque for use in control of an engine from among the dynamic demand engine torque converted from the static demand engine torque by the conversion unit, dynamic demand engine torque set by a VDIM system, and dynamic demand engine torque set by a vibration suppression control system. An engine control system controls the engine according to the demand engine torque determined by the second arbitration unit.

Abstract: A method for controlling intake manifold oxygen for an engine having a fresh air inlet and an exhaust gas recirculation (EGR) circuit includes the steps of: establishing an ideal excess oxygen ratio for combustion in the engine; calculating a total mass flow of oxygen to be delivered to an intake manifold of the engine to maintain the ideal excess oxygen ratio; determining a mass flow of EGR oxygen in the mass flow of EGR gas; and controlling a desired mass flow of fresh oxygen to be delivered to the intake manifold such that the sum of the desired mass flow of fresh oxygen and the mass flow of EGR oxygen is equal to the desired total mass flow of oxygen, by re-adjusting the EGR valve.

Abstract: The present invention relates to a method and apparatus for three dimensional calibration of an on-board diagnostics system. In one embodiment, the present invention is a method for calibrating an on-board diagnostic system for an automobile including the steps of generating a three dimensional surface corresponding to an engine operating under a first condition, generating a three dimensional surface corresponding to the engine operating under a second condition, and generating a three dimensional threshold surface using the three dimensional surface corresponding to the engine operating under the first condition and the three dimensional surface corresponding to the engine operating under the second condition.

Abstract: A system and method for real-time, self-learning characterization of fuel injector performance during engine operation. The system includes an algorithm for an engine controller which allows the controller to learn the correlation between the fuel mass and pulse width for each injector in the engine in real time while the engine is running. The controller progressively perceives those pulse widths that achieve the desired fuel mass, while it can continuously adapt what it has learned based on various input variations, such as temperature and fuel rail pressure. The controller then uses the learned actual performance of each injector to command the pulse width required to achieve the desired quantity of fuel for each cylinder on each cycle.

Abstract: A method for equalizing fuel injector flows among a plurality of fuel injectors in an internal combustion engine including the steps of a) characterizing the electrical and/or mechanical performance of each fuel injector; b) imprinting characterization data on each fuel injector; c) reading the imprinted data into a control computer, preferably at the time of engine assembly or sub-assembly; and d) using the characterization data in an algorithm to adjust at least one electrical parameter such as hold current, peak current, and boost time for each fuel injector in an assembled engine during each fuel injection cycle.

Abstract: The present invention provides an injector-ignition fuel injection system for an internal combustion engine, comprising an ECU controlling a heated catalyzed fuel injector for heating and catalyzing a next fuel charge, wherein the ECU uses a one firing cycle look-ahead algorithm for controlling fuel injection. The ECU may further incorporate a look-up table, auto-tuning functions and heuristics to compensate for the rapid rotational de-acceleration that occurs near top dead center in lightweight small ultra-high compression engines as may be used with this invention. The ECU may further ramp heat input to the injector in response to engine acceleration requests and, under such circumstances, may extend its look-ahead for up to four firing cycles.

Abstract: A method for calibrating an engine control module includes sampling a first signal from a first oxygen sensor located upstream from a catalyst. The first signal indicates an oxygen content of exhaust gas produced by an engine. The method further includes predicting a response of a second oxygen sensor located downstream from the catalyst using a model of the catalyst and the first signal and sampling a second signal from the second oxygen sensor. The method further includes determining a component of the second signal based on a difference between samples of the second signal and the predicted response. The component is due to gases other than oxygen. Additionally, the method includes calibrating the engine control module based on the component of the second signal. The engine control module controls an amount of fuel injected into the engine.

Abstract: A learning value for correcting a basic injection pulse such that an actual air-fuel ratio approximates to a target air-fuel ratio is calculated individually for each injection time number, which is decided according to an operation state of an engine. Thus, even if the number of occurrence(s) of invalid injection time changes with the injection time number and the invalid injection time changes with time, the appropriate learning value can be calculated for each injection time number. If injection from an injector is performed according to an injection pulse corrected with the learning value, the change of the invalid injection time can be absorbed and accuracy of a fuel injection quantity can be improved.

Abstract: A valve timing control apparatus for a valve timing adjusting unit that adjusts valve timing of an engine. The control apparatus learns a reference position. The control apparatus computes an actual phase based on the learned reference position. The control apparatus computes a target phase based on an engine operational state. The control apparatus controls a hydraulic actuator to perform a phase control based on a difference between the target phase and the actual phase. The control apparatus determines whether the lock mechanism is under an abnormal state. When the control apparatus determines that the lock mechanism is under the abnormal state, the control apparatus is prohibited from performing the phase control that uses the reference position.

Abstract: an intake system control device includes: an acquisition section that acquires an operation condition of an engine; a steady-state value determination section that determines input and output steady-state values for an intake system of the engine based on the acquired operation condition; a gain determination section that determines a gain for a state space model; and a first input calculation section that calculates the intake system input from the acquired operation condition, the input steady-state value, the output steady-state value, and an intake system output by using the state space model having the determined gain.

Abstract: Depending on a trim controller diagnosis, a suspicion marker for an asymmetric ageing of the exhaust gas probe is allocated either a “true” value or a “false” value and, if the value of the suspicion marker is “true”, a dynamic diagnosis will be performed based on the exhaust gas probe's measuring signal, on the basis of the results of which diagnosis either an asymmetrically aged or a non-asymmetrically aged exhaust gas probe will be detected.

Abstract: A method for the self-learning of the variation of a nominal functioning feature of a high pressure pump in an internal combustion engine, which pump feeds fuel to a common rail and is controlled by a solenoid valve depending on an objective pressure inside the common rail and by using the nominal functioning feature which provides a delivery of fuel; in cut-off conditions of the engine, the method includes determining the value of the pressure leaks due to blow-by in the common rail; measuring the real pressure of the fuel inside the common rail; actuating the high pressure pump by controlling the solenoid valve with a predetermined closing angle; measuring the real pressure of the fuel inside the common rail again; determining a pressure deviation between the real pressure and an expected pressure of the fuel, and correcting the nominal functioning feature according to this deviation.

Abstract: When an engine torque trace is set during acceleration or deceleration, the ratio of increase or decrease in the engine torque per unit time is restricted so that when the engine torque generated during acceleration or deceleration approaches an engine torque (balance torque) at which the engine is oriented upright with respect to the engine mount, the engine torque stays near the balance torque for a prescribed time.

Abstract: A control device projects a lock pin to lock a VCT phase in an intermediate lock phase when a lock request occurs. A learning unit learns one of a most retarded phase, a most advanced phase, and an intermediate lock phase, as a reference phase. A control unit sets a target phase according to the reference phase and controls the control device. A monitor unit determines that the VCT phase has passed through the intermediate lock phase when the lock request occurs before completion of learning of the reference phase, and when a change in the VCT phase becomes greater than a threshold. The threshold is set to be greater than a sum of i) a design value of a phase difference between the intermediate lock phase and one of the most retarded phase and the most advanced phase and ii) a range of a product variation of the phase difference.

Abstract: Data indicating a sudden change in a bulk modulus of fuel and data indicating a usage state and a usage environment of an injector as of occurrence of an injection abnormality are stored in EEPROM mounted in the injector. Thus, it can be analyzed whether a cause of a defect such as the injection abnormality is use of inferior fuel based on the data related to the bulk modulus. In addition, it can be analyzed whether the cause of the defect such as the injection abnormality is a severe usage state and a severe usage environment based on the data related to the usage state and the usage environment. Thus, the data useful for analyzing the cause of the defect related to the fuel injection can be provided.

Abstract: A controller (2) of the present invention includes a learning section which learns the property of fuel; a control section which controls combustion conditions (compression ratio, ignition timing, etc.) within a combustion chamber (CC) on the basis of the leaned property; and a supply-source-status detection section which detects a change in the statue of a fuel supply source (161) for supplying the fuel to a fuel injector (162). When a change in the status of the fuel supply source (161) is detected, before re-learning of the fuel property, the control section (2) shifts the combustion conditions based on the learned fuel property such that occurrence of anomalous combustion is suppressed.

Abstract: A fuel injection controller includes an ECU controlling an operation of a fuel injector based on a characteristic data of the fuel injector, an EEPROM provided to the injector, and an EEPROM provided to the ECU. Identification information by which the fuel injector is individually identified is stored in both of the EEPROMs. It is determined whether the identification information stored in the injector-side EEPROM is identical to the identification information stored in the ECU-side EEPROM. Based on this determination result, it can be determined whether the injector and/or the ECU are exchanged to new one.

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: A variable valve timing control apparatus for an internal combustion engine having a crankshaft and a camshaft, the variable valve timing control apparatus including a hydraulic variable valve timing device, an intermediate lock mechanism, and an oil pressure control device. The control apparatus learns an intermediate lock position to obtain a learning value of the intermediate lock position when the intermediate lock mechanism locks the VCT phase at the intermediate lock position. The control apparatus computes an actual VCT phase based on the learning value of the intermediate lock position. The control apparatus computes a target VCT phase in accordance with an operational condition of the engine based on the learning value of the intermediate lock position. The control apparatus controls a control amount of the oil pressure control device such that the actual VCT phase becomes the target VCT phase.

Abstract: When the internal combustion engine is in an injection-free operating mode, a selected injector is open for injecting a small fuel amount, whereby at least one working cycle with injector control follows or precedes one cycle without control, a differential of two subsequent segment times of the cylinder associated with the selected injector or another variable, that reproduces a temporal crankshaft angle speed modification, is determined as a measurement value respectively for the cycle with and without control, and a relation is formed between the values of the cycles with or without control and used to correct the injection characteristic curve. The engine operates with active ignition and the value for the cycle with control is tested by taking into account ignition faults and the relation is only used to correct the curve if the value in the cycle with control significantly deviates from the one without control.

Abstract: An ECU executes a program including: detecting the engine speed NE and the current KL (S1010, S1020) when the ISC learning control is started (“YES” in S1000); changing the ignition efficiency so that the NE and the output torque are kept unchanged even when the throttle valve opening amount changes (S1030); calculating the target torque by multiplying the ISC target torque by the ignition efficiency (S1040); calculating the target KL based on the target torque, the NE and the MBT (S1050); calculating the throttle valve opening amount based on the target KL (S1060); calculating the target ignition timing based on the NE, the current KL and the target torque (S1070); and controlling an engine using the calculated throttle valve opening amount, ignition timing and fuel injection amount (S1080).

Abstract: An evaporated fuel gas concentration learning section A8 renews an evaporated fuel gas concentration learning value based on a feedback correction amount FAF. An estimated purge rate calculating section A9 estimates, a flow of an evaporated fuel gas introduced into a combustion chamber based on a flow KP of an evaporated fuel gas passing through a purge control valve in consideration of a transportation delay time duration and a behavior of the evaporated fuel gas. An instructed injection amount determining section A10 calculates a purge correction amount based on the evaporated fuel gas concentration learning value and the estimated purge flow.

Abstract: A logical sensor method is provided for internal combustion engines (Compression Ignited or Spark Ignited) based on a software algorithm (SBS). This algorithm identifies the mixture diesel/bio-diesel present in a vehicle's fuel tank and adapts the engine control strategy as a function of the fraction of FAME (Fatty Acid Methyl Esters) vegetal-based oil or oil produced from organic waste blended into a crude oil based diesel fuel (average chemical formula C12H23).

Abstract: A method for controlling a motor vehicle. According to the method, a volumetric filling efficiency for air in the motor is determined using a network of artificial neurones.

Abstract: A machine is disclosed. The machine may have an engine having a combustion chamber. The machine may also have a first sensor configured to generate a first signal indicative of a speed of the combustion engine. Additionally, the machine may have a second sensor configured to generate a second signal indicative of a desired supplied fuel quantity. The machine may also have a counter configured to generate a third signal indicative of a count. Additionally, the machine may have a fuel injection system having a controller. The controller may be configured to, based on the first, second, and third signals, select one of a plurality of shot modes and generate a corresponding fourth signal. The fuel injection system may also have a fuel injector configured to, based on the fourth signal, inject a quantity of fuel into the combustion chamber.

Abstract: A method for the determination of a fuel mass of a pre-injection injected into at least one combustion chamber of an internal combustion engine by means of at least one injection under high pressure is characterized in that a corrective variable is determined for the pre-injection by means of a comparison between a measure for the actual amount of injected fuel of at least one test post-injection carried out for a predetermined target amount of a desired pre-injection due to a measure, and the measure for the target amount.

Abstract: An internal combustion system and a water injection nozzle to position a water mist within an internal chamber of an internal combustion engine. In one form, the apical cone of the injection is altered with respect to the position of the piston within the interior chamber. In another form, the air fuel mixture is charged at an opposing charge to the water mist to create a water droplet gaseous fuel mixture for combustion within the anterior chamber.

Abstract: An estimation apparatus includes: a learning prohibition unit, configured to prohibit a learning unit from executing a learning control and retain a learning value, which is set just before prohibiting, as a fixed learning value which is a fixed value, when the fuel component amount estimation condition is satisfied; an air-fuel ratio correction amount computation unit, configured to compute a correction amount of the air-fuel ratio based on the feedback correction value and the fixed learning value, when the fuel component amount estimation condition is satisfied; an injection correction value change rate computation unit, configured to compute a change rate of the correction amount; an alcohol component correction value computation unit, configured to compute an alcohol component correction value based on the change rate; and an alcohol component amount estimation unit, configured to estimate an alcohol component amount in fuel based on the alcohol component correction value.

Abstract: A control system is provided. This system generally includes a table datastore that stores data in a table format wherein the table format includes a plurality of zones. A data storage module stores learned data to one or more of the plurality of zones. A data access module generates a table output by retrieving the learned data from one or more of the plurality of zones and interpolating between the learned data.

Abstract: A method for equalizing fuel injector flows among a plurality of fuel injectors in an internal combustion engine including the steps of a) characterizing the electrical and/or mechanical performance of each fuel injector; b) imprinting characterization data on each fuel injector; c) reading the imprinted data into a control computer, preferably at the time of engine assembly or sub-assembly; and d) using the characterization data in an algorithm to adjust at least one electrical parameter such as hold current, peak current, and boost time for each fuel injector in an assembled engine during each fuel injection cycle.

Abstract: An internal combustion engine has at least one cylinder and an exhaust gas tract, in which an exhaust gas sensor, that can be heated in a controlled manner, is arranged. An exhaust gas temperature of an exhaust gas flowing in the exhaust gas tract is determined as a function of the heating power (P_HEAT) supplied to the exhaust gas sensor. An estimated value of the exhaust gas temperature is determined as a function of a physical model of the combustion of the air/fuel mixture and of the exhaust gas tract as a function of at least one operating variable of the internal combustion engine, but independent of the heating power supplied to the exhaust gas sensor. Model parameters of the physical model are adapted as a function of a deviation of the estimated value and of the exhaust gas temperature determined by the supplied heating power.

Abstract: A control apparatus which is capable of ensuring both high-level stability and accuracy of control and reducing manufacturing costs thereof and computation load thereon, even when controlling a controlled object having extremal characteristics or a controlled object of a multi-input multi-output system. The control apparatus is comprised of an onboard model analyzer and a cooperative controller. The onboard model analyzer, based on a controlled object model defining the relationships between an intake opening angle and an exhaust reopening angle, and an indicated mean effective pressure, calculates first and second response indices and indicative of a correlation therebetween, respectively.

Abstract: Methods and apparatus are provided for determining refrigerant charge in a vapor compressor system (VCS) of an aircraft. The methods and apparatus comprise the following steps of, and/or means for, generating a data set from historical data representative of a plurality of VCS operating conditions over time, identifying one or more steady-state data points in the generated data set, forming a revised data set that includes at least the steady-state data points, using principal components analysis (PCA) to derive values for a plurality of minimally correlated input variables, supplying the derived values for the plurality of minimally correlated input variables and the corresponding values for the VCS refrigerant charge in the revised data set to a nonlinear neural network model, and deriving a simulator model characterizing a relationship between the plurality of minimally correlated input variables and the VCS refrigerant charge.

Abstract: A fuel supply control apparatus for an engine includes an alcohol concentration detector and an engine temperature detector. The apparatus increases an amount of fuel supplied to the engine as the detected alcohol concentration becomes higher. The apparatus increases the amount of fuel as the engine temperature becomes lower and as the alcohol concentration becomes higher. The apparatus feed-back corrects the amount of fuel by using a correction value such that an actual air-fuel ratio becomes a theoretical air fuel ratio. The apparatus determines that water is mixed with fuel when the correction value during a cold operational state indicates leaner than the lean value of the correction value used during a warm operational state. The apparatus reduces the increased amount of fuel when water is mixed with fuel.

Abstract: A method for estimating temperature of an internal combustion engine exhaust gases, a system for estimating exhaust gas temperature, and an engine equipped with such a system. The method uses an estimator with a neural network provided with a feedback loop returning directly or indirectly in the network input one or more quantities of the network output.

Abstract: A control device and control method for an internal combustion engine capable of using a gasoline and alcohol blend as fuel.

Abstract: The present invention provides an injector-ignition fuel injection system for an internal combustion engine, comprising an ECU controlling a heated catalyzed fuel injector for heating and catalyzing a next fuel charge, wherein the ECU uses a one firing cycle look-ahead algorithm for controlling fuel injection. The ECU may further incorporate a look-up table, auto-tuning functions and heuristics to compensate for the rapid rotational de-acceleration that occurs near top dead center in lightweight small ultra-high compression engines as may be used with this invention. The ECU may further ramp heat input to the injector in response to engine acceleration requests and, under such circumstances, may extend its look-ahead for up to four firing cycles.

Abstract: In a vehicle equipped with both an engine and a motor as the driving power source, in the event of incompletion of learning a control demand for regulation of an idling rotation speed of the engine, intermittent operation prohibition control of the invention permits intermittent operation of the engine under the setting of a gearshift lever to a parking position. The intermittent operation prohibition control of the invention prohibits the intermittent operation of the engine, on the other hand, under the setting of the gearshift lever to a drive position. This arrangement avoids the continuous operation of the engine against the driver's expectation, while prohibiting the intermittent operation of the engine to ensure the opportunity of learning the control demand for regulation of the idling rotation speed of the engine.

Abstract: A fuel injector performs a main injection and a pilot injection prior to the main injection. A fuel injection controller detects an ignition timing of a fuel injected at the main injection, detects a driving condition of the internal combustion engine, and varies a pilot injection quantity of the pilot injection when the driving condition is stable. Furthermore, the controller detects a variation in ignition timing due to a variation in the pilot injection quantity, and learns the pilot injection quantity based on the variation in ignition timing due to the variation in the pilot injection quantity.

Abstract: A learning device changes each of multiple parameters to an increased side and to a decreased side with respect to a reference value set for each of the multiple parameters. The learning device calculates an approximation degree for each combination of the changes of the multiple parameters. The learning device performs update by using the combination of the changes providing the highest approximation degree among the approximation degrees as the combination of the updated reference values when an update end condition is not satisfied. The update end condition is a condition that the approximation degree at the reference values is higher than any of the approximation degrees after the change. The learning device decides the reference values as learning values of the multiple parameters when the update end condition is satisfied.

Abstract: A power output apparatus for outputting power to a drive shaft includes a control unit that controls an internal combustion engine to perform an idle operation at a predetermined rotation speed, executes idle control amount learning, in which an idle control amount serving as a control amount obtained during the control is learned in accordance with establishment of a predetermined learning condition, within a range in which a rotation speed of the drive shaft is lower than a first speed, when the idle control amount learning is incomplete, and executes again the idle control amount learning within a range in which the rotation speed of the drive shaft is lower than a second speed, which is lower than the first speed, when the idle control amount learning is complete.

Abstract: When a specified learning executing condition is established, a command furl injection quantity ratio (CFIQ-ratio) between two fuel injectors is compulsorily changed and a fuel injection quantity error of each fuel injector is learned respectively based on the CFIQ-ratio and an air-fuel-ratio feedback correction value. Based on the learning value of fuel injection quantity error, a fuel injection period of each fuel injector is respectively corrected, whereby each fuel injection quantity error of two fuel injectors is respectively corrected with respect to each cylinder. Thereby, a ratio of fuel injection quantity between two fuel injectors is accurately controlled.

Abstract: The control apparatus for an internal combustion engine includes a throttle opening learning value calculation unit for calculating a throttle opening learning value based on a deviation between a target throttle opening and a learning throttle opening, controls the throttle opening by a learning corrected target throttle opening obtained by correcting the target throttle opening with the throttle opening learning value, and updates and stores a real-time learning value and a long time learning value based on a magnitude relation between values respectively obtained by adding the long time learning value to throttle openings respectively indicated by two effective opening area axis points of a correlation map, between which lies an actual effective opening area, and an actual throttle opening when the throttle opening learning value composed of the real-time learning value and the long time learning value is to be calculated.

Abstract: A method for automatically controlling a stationary gas engine, where an engine speed control deviation is computed from a set engine speed (nSL) and an actual engine speed (nIST), and a set torque is determined as a correcting variable from the speed control deviation by a speed controller, where a set volume flow is determined as a function of the set torque to establish a mixture throttle angle (DKW1, DKW2) and a gas throttle angle, and where the set volume flow is varied to adjust the gas throttle angle by a correction factor.

Abstract: A method for plausibilization of an engine control function for an internal combustion engine includes: provision of injection parameters with which an injection of fuel into cylinders of the internal combustion engine is controlled on the basis of a torque that is to be realized; estimation of an actual torque of the internal combustion engine as a function of the injection parameters; and evaluation of the actual torque as a function of the torque that is to be realized, in order to plausibilize the engine control function.

Abstract: A method for adjusting a lookup table that includes preset on-time values for an injector of an engine linked to fuel injection quantity values (?). The following steps are executed in a situation when the output shaft of the engine is disconnected from the output shaft of the gearbox. A torque loss value (Tloss) and a combustion efficiency value (?F) are determined or received. An actual fuel injection quantity value (?actual) is calculated, based on the torque loss value and the combustion efficiency value. An on-time value (tg) linked to the actual fuel injection quantity value is determined from the lookup table and the on-time value is compared with a presently applied on-time value (tb) that is established by an engine control with the aid of a regulator and the lookup table. The lookup table is adjusted based on the result of the comparison.

Abstract: An estimation apparatus includes: a learning prohibition unit, configured to prohibit a learning unit from executing a learning control and retain a learning value, which is set just before prohibiting, as a fixed learning value which is a fixed value, when the fuel component amount estimation condition is satisfied; an air-fuel ratio correction amount computation unit, configured to compute a correction amount of the air-fuel ratio based on the feedback correction value and the fixed learning value, when the fuel component amount estimation condition is satisfied; an injection correction value change rate computation unit, configured to compute a change rate of the correction amount; an alcohol component correction value computation unit, configured to compute an alcohol component correction value based on the change rate; and an alcohol component amount estimation unit, configured to estimate an alcohol component amount in fuel based on the alcohol component correction value.