СПОСОБ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ ТРАНСПОРТНОГО СРЕДСТВА В РЕЖИМЕ ОТСЕЧКИ ТОПЛИВА ПРИ ЗАМЕДЛЕНИИ

Изобретение может быть использовано в двигателях внутреннего сгорания транспортных средств. Способ управления двигателем транспортного средства в режиме отсечки топлива при замедлении (ОТЗ) заключается в том, что регулируют положение дросселя в воздухозаборнике двигателя, приводящего в движение транспортное средство, в соответствии с командами водителя транспортного средства. Во время режима (ОТЗ) увеличивают степень открытия дросселя независимо от указанных команд водителя транспортного средства в случае падения или ожидаемого падения скорости транспортного средства ниже необходимой скорости или траектории необходимой скорости. Раскрыты вариант способа управления двигателем транспортного средства в режиме отсечки топлива при замедлении и система для управления двигателем транспортного средства в режиме отсечки топлива при замедлении. Технический результат заключается в снижении потребления топлива и обеспечении торможения двигателем, являющегося результатом сопротивления трения и отрицательного ...

УПРАВЛЯЮЩЕЕ УСТРОЙСТВО ДЛЯ ДВИГАТЕЛЕЙ С НАДДУВОМ

Изобретение может быть использовано в управляющих устройствах для управления величиной требуемого крутящего момента в двигателях внутреннего сгорания с наддувом. Управляющее устройство (100) для двигателя с наддувом выполнено с возможностью управления приводным устройством впускного клапана двигателя, позволяющим изменять выбор момента для закрытия впускного клапана, дроссельной заслонкой этого двигателя и воздушным нагнетателем этого двигателя. Управляющее устройство (100) содержит блок (110) расчета целевого количества воздуха в цилиндре, блок расчета целевого количества воздуха, проходящего через впускной клапан, блок определения рабочего параметра приводного устройства впускного клапана и блок определения рабочего параметра дроссельной заслонки (10). Блок (110) расчета целевого количества воздуха в цилиндре рассчитывает количество воздуха, необходимого для реализации требуемой величины крутящего момента. Блок расчета целевого количества воздуха, проходящего через впускной клапан, рассчитывает ...

СПОСОБ ЭКСПЛУАТАЦИИ ДВИГАТЕЛЯ С РАЗВЕТВЛЕННОЙ ВЫПУСКНОЙ СИСТЕМОЙ (ВАРИАНТЫ)

Предложены способы для эксплуатации системы двигателя с разветвленной выпускной системой, обеспечивающей рециркуляцию продувочного воздуха и отработавших газов в заборный канал через первый выпускной коллектор и отработавших газов в выпускной канал через второй выпускной коллектор. В одном примере первый клапан, расположенный в магистрали рециркуляции отработавших газов (РОГ), установленной между заборным каналом и первым выпускным коллектором, соединенным с первой группой выпускных клапанов цилиндров, и/или второй клапан, расположенный в проточном канале, установленном между первым выпускным коллектором и выпускным каналом, можно регулировать в зависимости от измеренного давления в первом выпускном коллекторе. 3 н. и 17 з.п. ф-лы, 25 ил.

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ТАКТОМ РАСШИРЕНИЯ ПАРА

Предложены способ управления двигателем внутреннего сгорания, а также сам двигатель внутреннего сгорания, содержащий: по меньшей мере, один цилиндр (1), поршень (16) возвратно-поступательного хода, расположенный в указанном цилиндре (1), камеру сгорания (15), ограниченную цилиндром (1) и поршнем (16), и впускные и выпускные клапаны (2, 3), регулируемые системой (5) управления на основе ЭВМ. Двигатель внутреннего сгорания также содержит средства (10) впрыскивания воды или водяного пара в камеру сгорания (15), при этом система (5) управления выполнена с возможностью управления впускными и выпускными клапанами (2, 3) и средствами (10) для впрыскивания воды или водяного пара, так что рабочие такты, основанные главным образом на расширении газообразных продуктов горения, чередуются с рабочими тактами, основанными главным образом на расширении водяного пара. Изобретение обеспечивает повышение коэффициента полезного действия и преобразования тепла при охлаждении цилиндра и выхлопных газов в полезную ...

Механизм, управляющий фазами газораспределения ДВС

Полезная модель относится к области двигателестроения. Механизм, управляющий фазами газораспределения, содержит кинематически соединенные между собой коленчатый вал ДВС и приводной элемент, установленный подвижно в тангенциальном направлении на кулачковом валу, на котором размещено несколько пар упоров, внутри между которыми установлены пружины в сжатом положении. В пространстве между одним из упоров приводного элемента и торцами пружин размещаются упоры ведомого диска, установленного неподвижно на кулачковом валу. На диске приводного элемента равномерно по дуге окружности расположены оси, на которых установлены качающиеся центробежные грузы с зубьями, входящими в зацепление с зубчатым колесом, установленном неподвижно на кулачковом валу. Суммарное начальное усилие сжатия пружин принимается обеспечивающим создание крутящего момента относительно оси вращения приводного элемента, равным суммарному крутящему моменту на привод кулачкового вала, и создаваемого центробежными силами грузов в их ...

СПОСОБ ДЛЯ ДВИГАТЕЛЯ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ ДВИГАТЕЛЯ

Изобретение может быть использовано в двигателях внутреннего сгорания с разветвленной выпускной системой, содержащих системы рециркуляции отработавших газов. Способ для двигателя заключается в том, что согласованно регулируют фазы газораспределения впускных клапанов (2), (4), фазы газораспределения группы выпускных клапанов (6) и положение клапана (54) рециркуляции отработавших газов (РОГ) в магистрали (50) рециркуляции отработавших газов в соответствии с состоянием в компрессоре (162). Магистраль (50) рециркуляции отработавших газов установлена между заборным каналом (28), выше по потоку от компрессора (162), и выпускным коллектором (80), соединенным с группой выпускных клапанов (6). Согласованное регулирование включает в себя регулирование сначала фаз газораспределения выпускных клапанов (6). Затем осуществляют регулирование фаз газораспределения впускных клапанов (2), (4) или осуществляют регулирование положения клапана (54) рециркуляции отработавших газов, если достигнута максимальная ...

Механизм, управляющий фазами газораспределения ДВС

Полезная модель относится к области двигателестроения.Механизм, управляющий фазами газораспределения, содержит кинематически соединенные между собой коленчатый вал ДВС и приводной элемент, установленный подвижно в тангенциальном направлении на кулачковом валу. На диске приводного элемента равномерно по дуге окружности расположены оси, на которых установлены проворачивающиеся центробежные грузы с зубьями, входящими в зацепление с зубчатым колесом, установленным неподвижно на кулачковом валу. На осях проворачивания центробежных грузов установлены пружины скручивания, прижимающие их в сторону оси вращения приводного элемента.Технический результат - обеспечение работы ДВС в оптимальном режиме по фазам газораспределения при различных режимах работы по оборотам, способствующие повышению мощности, экономичности работы, снижению металлоемкости. 1 з.п. ф-лы, 2 ил.

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ТАКТОМ РАСШИРЕНИЯ ПАРА

... 1. Способ управления двигателями внутреннего сгорания для преобразования в полезную работу тепла, образуемого во время горения в цилиндре и в выхлопных газах, в котором рабочие такты, основанные главным образом на расширении газообразных продуктов сгорания, чередуются с рабочими тактами, основанными главным образом на расширении водяного пара, причем воду и/или водяной пар подают в камеру (15) сгорания в конце такта выпуска, отличающийся тем, что двигатель содержит управляемые клапаны (2, 3), управление которыми осуществляют на основе электронной системы управления, основанной на компьютерной программе, причем в ответ на выданный системой управления сигнал, указывающий на необходимость подачи воды/водяного пара в камеру (15) сгорания, впускные клапаны в эту камеру сгорания закрывают. 2. Способ по п.1, отличающийся тем, что путем подачи воды охлаждают верхнюю часть поршня (16), совершающего возвратно-поступательные движения в цилиндре (1), и горячие поверхности, ограничивающие камеру (15 ...

ДВУХТАКНЫЙ ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С ВСПРЫСКОМ ЖИДКОСТИ

... 1. Способ работы двигателя внутреннего сгорания, который работает в соответствии с двухтактным принципом, включающим чередующиеся рабочие такты и такты сжатия, при этом двигатель внутреннего сгорания содержит по меньшей мере один цилиндр (1), поршень (2), совершающий возвратно-поступательное движение в указанном цилиндре, камеру (3) сгорания, ограниченную указанным цилиндром (1) и указанным поршнем (2), по меньшей мере один вход (13) для введения воздуха для горения в камеру (3) сгорания и по меньшей мере один выход (14) для выпуска выхлопных газов из камеры (3) сгорания, отличающийся тем, что перед одним и тем же тактом сжатия или в течение него в камеру (3) сгорания впрыскивают жидкость, отличную от топлива, в связи с окончанием выпуска выхлопных газов из камеры (3) сгорания и перед началом введения воздуха в камеру (3) сгорания. ! 2. Способ по п.1, отличающийся тем, что впрыскивание жидкости начинают непосредственно после окончания выпуска выхлопных газов из камеры (3) сгорания. ! 3.

СИСТЕМА И СПОСОБ ДЛЯ СИСТЕМЫ ДВИГАТЕЛЯ С РАЗВЕТВЛЕННОЙ ВЫПУСКНОЙ СИСТЕМОЙ

СПОСОБ АДАПТИВНОГО УПРАВЛЕНИЯ СИСТЕМОЙ ДВИГАТЕЛЯ МОТОРНОГО ТРАНСПОРТНОГО СРЕДСТВА

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

УСТРОЙСТВО УПРАВЛЕНИЯ ФАЗАМИ ГАЗОРАСПРЕДЕЛЕНИЯ ДВИГАТЕЛЯ

... 1. Устройство управления фазами газораспределения двигателя, содержащее:- механизм регулируемых фаз газораспределения, имеющий первый ротор, выполненный с возможностью вращаться синхронно с вращением коленчатого вала двигателя, и второй ротор, выполненный с возможностью вращаться вместе с распределительным валом двигателя и выполненный с возможностью вращения относительно первого ротора, причем механизм регулируемых фаз газораспределения выполнен с возможностью переменно регулировать фазы газораспределения впускного/выпускного клапана, открываемого и закрываемого посредством распределительного вала, посредством изменения относительных позиций вращения обоих из роторов в диапазоне перемещения между позицией максимального опережения по фазе и позицией максимального запаздывания по фазе;- промежуточный стопорящий механизм, выполненный с возможностью ограничивать относительные позиции вращения обоих из роторов промежуточной застопоренной позицией, подходящей для запуска двигателя и расположенной ...

УСТРОЙСТВО УПРАВЛЕНИЯ

... 1. Устройство управления, применяемое к системе, имеющей двигатель, сконфигурированный таким образом, что степень сжатия может быть изменена, и катализатор, размещенный в канале для выхлопного газа, выпускаемого из двигателя, содержащее: ! модуль определения степени сжатия, выполненный с возможностью определения степени сжатия; ! модуль оценки температуры, выполненный с возможностью оценки температуры катализатора на основе степени сжатия, определяемой посредством модуля определения степени сжатия; ! модуль управления степенью сжатия, выполненный с возможностью управления степенью сжатия; и ! модуль определения разрушения, выполненный с возможностью определения состояния разрушения катализатора на основе температуры катализатора, оцененной посредством модуля оценки температуры; ! при этом модуль управления степенью сжатия выполнен с возможностью управления степенью сжатия до постоянной степени при определении состояния разрушения катализатора, выполняемом посредством модуля определения ...

VERFAHREN ZUM VERMINDERN DER EMISSIONEN IN EINER BRENNKRAFTMASCHINE

Gasaustauschkanal zwischen zwei Einlassöffnungen

System zur Verstärkung der Gemischbildung und Bewegung der Füllung in einem Brennraum (60) eines mehrventiligen Motors, wobei der Motor einen Einlasskanal (110) und in dem Einlasskanal erste und zweite Einlassventilelemente (50, 50') aufweist, wobei jedes Ventilelement unabhängig voneinander durch ein Betätigungselement (40) aktiviert wird, und das System ein Teilerelement (100) aufweist, das in dem Einlasskanal (110) zwischen dem ersten und dem zweiten Einlassventilelement (50, 50') angeordnet ist, und das Teilerelement (100) einen darin befindlichen Kanal (120) zum Übergang von Luft oder Luft und Kraftstoff von einer Seite (A, B) des Teilerelements zu der anderen (B, A) aufweist, wobei der Kanal (120) so gestaltet ist, dass der Mengenfluss von Luft oder Luft und Kraftstoff, um die Verbrennung in dem Brennraum (60) zu verstärken, direkt zu einem der beiden Einlassventilelemente (50, 50') lenkbar ist.

Verfahren zum Betrieb einer Brennkraftmaschine

Bei einem Verfahren zum Betrieb einer Brennkraftmaschine ist eine Regelung des Verbrennungsvorganges vorgesehen, bei der ein Ist-Wert der Kurbelwinkellage eines 50%-Massenumsatzpunktes des bei der Verbrennung umzusetzenden Kraftstoffes unter Berücksichtigung eines Messsignals (11) eines im Brennraum angeordneten Ionenstromsensors (4) bestimmt wird und durch Variation wenigstens einer auf die Verbrennung wirkenden Stellgröße der Brennkraftmaschine (1) einem Sollwert der Lage des 50%-Massenumsatzpunktes nachgeführt wird. DOLLAR A Um eine feine Regelung und damit eine optimale Kraftstoffverbrennung insbesondere im Kompressionszündungsbetrieb zu ermöglichen, ist erfindungsgemäß eine Bestimmung des Ist-Wertes der Kurbelwinkellage des 50%-Massenumsatzpunktes in einem geschichteten neuronalen Netz (21) vorgesehen, in dem die Messergebnisse des Ionenstromsensors (4) mit wenigstens einem weiteren laufend gemessenen Betriebsparameter der Brennkraftmaschine (1) verknüpft werden.

Steuerungsvorrichtung für Brennkraftmaschine

Wenn ein Antriebsbereich einer Kraftmaschine (11) in einem spezifizierten selbstgezündeten Verbrennungsbereich ist, wird eine Ventilzeitsteuerung in einer derartigen Art und Weise gesteuert, dass eine negative Ventilüberlappungszeitdauer (107) gebildet wird, in der sowohl ein Auslassventil (23) als auch ein Einlassventil (22) geschlossen sind. Während der negativen Ventilüberlappungszeitdauer wird eine direkte Einspritzung (110) ausgeführt, um einen Kraftstoff zu reformieren. Nachdem die direkte Einspritzung ausgeführt ist, wird eine Öffnungseinspritzung ausgeführt, um eine Ausgabe zu steuern. Hierdurch wird eine Selbstzündungsverbrennungssteuerung ausgeführt. Während der Selbstzündungsverbrennungssteuerung wird ein Kraftstoffreformiergrad des Kraftstoffs, der durch die direkte Kraftstoffeinspritzung eingespritzt wird, erfasst (111), und eine Selbstzündungsverbrennungsbedingung in einem vorliegenden Verbrennungszyklus wird auf der Grundlage des Kraftstoffreformiergrades geschätzt, der in ...

Inlet and exhaust valve timing regulator - has sliding helical gears to alter cam angle

Two cam shafts (1, 2) turn at the same speed to act against a two armed rocker pivoted on a shaft (8) provided with a helical gear having sufficient width to engage with helical gears (11, 12) on the cam shafts. The rocker shaft (8) is turned in the usual manner and speed by the engine crankshaft and turns the cam shafts via the helical gears. The cam shaft gears can be moved axially by hydraulic means so that the cams rotate to bear on the two armed rocker at different angles according to the helical gears axial position. When the system is applied to both valves. The inlet valves and exhaust valve closing and opening times can be varied to suit engine working conditions.

Verfahren zum Betrieb einer Brennkraftmaschine

Verfahren zum Betrieb einer im Viertakt arbeitenden Brennkraftmaschine mit folgenden Merkmalen: in mindestens einen Brennraum der Brennkraftmaschine, dessen Volumen sich zyklisch ändert, wird Kraftstoff direkt eingespritzt, Frischgas wird durch mindestens ein Einlassventil zugeführt und Verbrennungsabgas wird durch mindestens ein Auslassventil abgeführt, bei Teillast wird ein mageres Grundgemisch aus Luft, Kraftstoff und rückgehaltenem Abgas und bei Volllast ein stöchiometrisches Gemisch gebildet, bei Teillast erfolgt eine Kompressionszündung und bei Volllast eine Funkenzündung, die Kraftstoffmenge wird in Form von einer Voreinspritzung und einer Haupteinspritzung bereitgestellt, dadurch gekennzeichnet, dass die Voreinspritzung je nach der Verbrennungslage der Brennkraftmaschine vor dem oberen Totpunkt des Gaswechsels erfolgt und die Haupteinspritzung beim Öffnen des Einlassventils erfolgt und bei einem Lastwechsel von niedriger zu hoher Last zunächst die Masse der Voreinspritzung konstant ...

Reciprocating piston combustion engine e.g. diesel engine

The combustion engine has a control device (24) for regulating the process sequence of the engine operating cycle in dependence on detected engine operating parameters, providing a variable engine operating cycle of 4 strokes, with charging of the combustion space (22) when at least one operating parameter reaches a given value. An Independent claim is also included for a control and regulation method for a reciprocating piston combustion engine.

Verfahren und Einrichtung zur Regelung des Zylindermoments einer Brennkraftmaschine mit elektromagnetisch betriebenen Ventilen

Zündanordnung und Verbrennungsmotor

Es wird eine Zündanordnung 1 für einen Verbrennungsmotor 2 mit einer Vorbrennkammer 3 bereitgestellt, wobei die Vorbrennkammer 3 Verbindungseinrichtungen 4 zur direkten fluidleitenden Verbindung zwischen der Vorbrennkammer 3 und einem Einlasskanal 5 und/oder einem Auslasskanal 6 einer Hauptbrennkammer 7 des Verbrennungsmotors 2 aufweist.Außerdem wird eine weitere Zündanordnung 1 für einen Verbrennungsmotor 2 mit einer Vorbrennkammer 3 bereitgestellt, wobei die Vorbrennkammer 3 mindestens eine erste, eine zweite und eine dritte Gruppe A, B, C von Öffnungen 9 zur fluidleitenden Verbindung zwischen der Vorbrennkammer 3 und einer Hauptbrennkammer 7 des Verbrennungsmotors 2 aufweist.Zudem betrifft die Erfindung einen Verbrennungsmotor 2 mit einer solchen Zündanordnung 1.

Operation method for internal combustion engine of motor vehicle involves adjusting cams of adjustable camshaft by cam shaft controller such that there is time lag in between adjustment process of individual cylinder groups

The method involves operating internal combustion engine with an adjustable camshaft, whereby the cams of the cam shaft exhibit different cam contours. The adjustment process for cylinder groups for each cylinder is executed independent of each other. The adjustment is done in such a way that there is a time lag in between the adjustment process of individual cylinder groups.

Gerät zur Ansaugluftsteuerung für Motoren

IGNITION TIMING CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINES

Reducing internal combustion engine intake manifold pressure during engine start-up

The intake manifold 114 of an i.c. engine 110 is selectively fluidly coupled to an evacuation subsystem during starting to reduce pressure in the intake manifold and thereby to reduce NVH arising from the compression of un-combusted air and/or to reduce emissions arising from the evacuation of un-combustible air from the intake manifold. The evacuation subsystem may comprise (a) an evacuation reservoir 122 and a control valve 124 and/or (b) an evacuation pump 132 and a control valve 138. A controller 140 closes the valves 124,138 when the engine is shut down and opens them in a subsequent start-up. Engine shut-down may be controlled such that at least one intake valve or one exhaust valve of each cylinder is closed. The system may be applied to the engine of a hybrid vehicle.

Valve timing regime in an i.c. engine capable of operating in two-stroke mode

An internal combustion engine capable of operating in a two-stroke mode, has an engine control system 12 that acts on the valve actuating mechanism 14 to set an operating regime (Figure 3) in which the timings of the intake and exhaust valve events are, instead of being symmetrical about BDC, both advanced to such an extent that, during each rotation of the engine crankshaft, the major proportion of each event occurs during the second half of the piston downstroke. Preferably at least two-thirds of the intake event occurs during the downstroke. As a result, while both valves are open the combustion chamber is increasing in volume and the resulting negative pressure draws air from the intake system into the combustion chamber, as in a conventional four-stroke engine. The valve actuating system 14 may be camless or may include a camshaft phase changer. The invention allows two stroke operation of a dual mode 2/4 stroke engine during starting and idling without pressurising the intake system ...

Rapid transient torque management in DISI engines

A method and system for a variable displacement engine

Dual-mode engine with controlled auto-ignition

New or improved method and means for the operation of a piston internal combustion engine installation comprising an exhaust gas turbine

... 820,096. Gas turbine plant; motor power plant. DAIMLER-BENZ A.G. Aug. 2, 1957 [Aug. 11, 1956], No. 24583/57. Class 110 (3). [Also in Group XXVII] A control 14 operated automatically in response to output speed or torque, alters the timing of a vehicle I.C. engine cam-shaft 13 to give at varying engine speeds approximately constant power output of a turbine 17 driven by the engine exhaust gases. The turbine 17 drives the engine output shaft 24 via gearing 20 ... 22 and, optionally, a clutch 27 which may be disengaged during engine braking. The engine may drive the shaft 24 via an hydraulic torque converter 25, which may be set to give a very large gearing reduction or complete de-clutching when accelerating under heavy load. The engine may have separate inlet and exhaust valve cam-shafts, of which only the latter need be of adjustable timing.

ENERGIEWANDLER

Verfahren zum Erwärmen von abgasführenden Komponenten

The invention relates to a method for heating exhaust gas-conducting components in the exhaust gas tract of an internal combustion engine, in particular a self-igniting internal combustion engine. The aim of the invention is to simply and effectively allow a quick increase of the temperatures of exhaust gas components. This is achieved in that the temperature (T) of the exhaust gas and/or of an exhaust gas aftertreatment device arranged in the exhaust gas tract is measured at least in a partial load operating range with a low engine load and, if the measured temperature (T) lies below a defined threshold temperature (Ts) of preferably 250 °C, particularly preferably less than 200 °C, at least one normal run heating mode (2) is carried out, the intake valve closing (IVC) timing of at least one intake valve being switched to early or late depending on an ascertained average pressure (MEP) of the internal combustion engine relative to a standard intake valve closing (IVCs) timing in the full ...

FILLING PROCEDURE FOR A COMBUSTION ENGINE WITH COMPRESSION IGNITION

Pulse generator for a control device for valves of an internal-combustion engine

CONTINUOUS CAMLOBE PHASING APPARATUS AND METHOD THEREFOR

APPARATUS AND METHOD FOR CONTINUOUS CAMLOBE PHASING

CONTOURED FINGER FOLLOWER VARIABLE VALVE TIMING MECHANISM

A mechanism for varying the timing of the valves of an internal combustion engine wherein an elongated finger follower for each of the intake and/or each of the exhaust valves of the engine is disposed between and movable while engaged with the cams for the respective valves and linkage means that extends between the valves and the finger followers. The proximal ends of the followers are pivotally connected to the swingable ends of a plurality of cranks, the opposite ends of the cranks being connected to a control shaft that is mounted for limited rotational movement about an axis adjacent and parallel to the axis of rotation of the engine camshaft. Each finger follower has a convex surface engageable with the actuating linkage for its associated valve and a concave control surface engageable with the cam associated with a particular valve. The control surface includes contiguous portions of decreasing and increasing radius which coact with the opening and closing flank portions of the ...

System and method for engine starting

A system for an engine of a vehicle, comprising of a cylinder of the engine, a first injector configured to inject a first fuel to said cylinder, a second injector configured to inject a second fuel to said cylinder, and a controller configured to, during a first operating condition, commence combustion in the engine by injecting fuel into said cylinder from only said first injector during a first start, and during a second operating condition, to commence combustion in the engine by injecting fuel into said cylinder from only said second injector during a second start. In this way, appropriate injection can be executed according to the operation condition, thereby obtaining high effective engine starting in changing condition.

Premixed charge compression ignition engine with optimal combustion control

Direct-injection supercharged internal combustion engine having water injection, and method for operating same

Control device for variable compression ratio internal combustion engine

Variable valve actuating system and method

A variable valve actuating apparatus for an internal combustion engine, includes an intake valve timing control device to vary a center phase of an intake valve operation angle, an exhaust valve timing control device to vary a center phase of an exhaust valve operation angle, and an intake valve operation angle control device to vary an intake valve operation angle of the engine. A fail-safe control system is arranged to detect a malfunction of the exhaust valve timing control device; and to adjust an intake valve opening timing at or after an exhaust valve closing timing of the engine, upon detection of the malfunction, by operating at least one of the intake valve control device and the intake valve operation angle control device.

Control device for premix compression self-igniting engine

FUEL INJECTION ENGINE SOPHISTICATED

SUPPLY METHOD FOR INTERNAL COMBUSTION ENGINE WITH COMPRESSION IGNITION.

DEVICE OF AIR/FUEL RATIO CONTROL FOR MOTOR VEHICLE

Engine with spark ignition

INTERNAL COMBUSTION ENGINE AND PROCEEDED OF ORDERING OF THE CHOCK OF THE VALVES

Un moteur à combustion interne comprend : un moyen de calage de soupapes variable (200, 201) destiné à modifier un calage de soupape d'au moins l'une d'une soupape d'admission (60) et d'une soupape d'échappement (70), un moyen de détection de pression (230, 231) destiné à détecter une pression d'admission et une pression d'échappement du moteur à combustion interne qui pulse en association avec les actions du piston, de la soupape d'admission et de la soupape d'échappement, et un moyen de commande (250) destiné à régler le calage de soupapes sur la base d'une relation des amplitudes entre la pression d'admission et la pression d'échappement détectées par le moyen de détection de pression.

APPARATUS AND PROCESS OF ORDER FOR AN INTERNAL COMBUSTION ENGINE HAVING A SYSTEM OF VARIABLE VALVES

PROCEEDED OF ORDERING Of a COMBUSTION ENGINE IN ORDER TO COMPENSATE FOR the FAILURE Of a VALVE

L'invention propose un procédé de commande d'un moteur à combustion à quatre temps, caractérisé en ce qu'il consiste, successivement, à : - a) détecter la soupape défaillante; - b) couper l'alimentation en carburant et, si le moteur est du type à allumage commandé que l'on peut couper, à couper l'allumage, sur le cylindre correspondant; - c) si une charge a été admise dans la chambre de combustion et qu'il y a un risque de la voir brûler, commander les soupapes valides de façon à, limiter l'admission de charge carburée et diluer la charge admise par des gaz brûlés; - d) commander le fonctionnement du cylindre selon un premier mode dégradé (MD1) si la soupape défaillante est une soupape d'admission, ou selon un second mode dégradé si la soupape défaillante est une soupape d'échappement, jusqu'à ce que le fonctionnement de la soupape défaillante soit à nouveau normal.

INTERNAL COMBUSTION ENGINE HAS DIRECT INJECTION HAS VALVES COMMANDEES

Il s'agit d'un moteur à combustion interne à injection directe comprenant un arbre à came et au moins deux cylindres (1), dans chaque cylindre se déplace un piston (2) qui est relié à au moins deux soupapes d'admission (4, 5) chacune placée dans un conduit d'admission (8, 9) et au moins une soupape d'échappement (6, 7). Le déplacement desdites soupapes est indépendant de la rotation de l'arbre à came et est commandé par un calculateur (15). Les conduits d'admission sont conformés pour provoquer un champ de vitesses de l'air à l'intérieur du cylindre parallèle à l'axe de ce cylindre. Le calculateur commande, cylindre par cylindre, les instants d'ouverture et de fermeture d'au moins deux des soupapes pour adapter la forme du champ de vitesses de l'air à l'intérieur du cylindre au régime moteur.

Internal combustion engine operating method, involves computing pressure in inlet valve upstream at discrete time points during engine work cycle considering fresh air charge of combustion chamber and detected engine rpm

Procédé de mise en oeuvre d'un moteur à combustion interne (10) selon lequel pour déterminer la pression (ps) dans une zone (20) en amont d'une soupape d'admission (22) on tient compte d'une charge d'air frais (rl) d'une chambre de combustion (16), ou selon lequel pour déterminer la charge d'air frais (rl) de la chambre de combustion (16) on tient compte de la pression (ps) dans la zone (20) située en amont de la soupape d'admission (22), et selon lequel la détermination utilise également la vitesse de rotation (nmot) du vilebrequin (18) du moteur à combustion interne (10). La charge d'air frais (rl) ou la pression (ps) est calculée par les équations thermodynamiques et/ ou les équations de mécanique des fluides, au moins à un instant discret (72) pendant un cycle de travail du moteur à combustion interne (10) dans un bloc de traitement (66).

APPARATUS FOR CONTROLLING INNER COMBUSTION ENGINE

PURPOSE: An apparatus for controlling an inner combustion engine is provided to prevent troubles in change of an air fuel ratio due to a lack of fuel injection amount under an excessive operation state in which a suction pressure is decreased in view of a normal operation state. CONSTITUTION: An apparatus for controlling an inner combustion engine includes an element for detecting a suction pressure(5) of an inner combustion engine, an element for detecting an operation state(12) of the inner combustion engine, and a control element(19) for operation the inner combustion engine according to the detected operation state, wherein the control element amends a fuel injection amount according to a difference between a normal suction pressure and the detected suction pressure. COPYRIGHT 2000 KIPO ...

CONTROLLER OF INTERNAL COMBUSTION ENGINE

A controller of an internal combustion engine having a variable valve system for varying the opening area (valve lift) or a working angle (valve opening period) of at least one of an intake valve and an exhaust valve, wherein a cylinder pressure is calculated based on the opening area or working angle of at least one of the intake valve and exhaust valve varied by the variable valve system, and the internal combustion engine is controlled based on the cylinder pressure, whereby the internal combustion engine can be controlled more appropriately based on not only the cylinder pressure at the time of a peak combustion pressure but also on the cylinder pressure at the other times as in the control using a combustion pressure sensor. © KIPO & WIPO 2007 ...

METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE

Disclosed is a method for operating an internal combustion engine, wherein fuel is injected in a pre-injection and main injection process. According to the invention, pre-injection occurs in the intermediate compression stroke of the internal combustion engine. Main injection is carried out in an intake synchronous manner. The invention can be used for internal combustion engines, particularly for passenger cars and commercial vehicles.

IMPROVEMENTS IN COMBUSTION ENGINES

Improvements to the construction and operation of reciprocating internal combustion engines are described. The invention may have particular application to compression ignition engines. The constructional modifications relate to components designed to be inserted between a cylinder head and piston bore where those components effect a reduction in the combustion volume thereby reducing the geometrical compression ratio of the engine. These components may be integrated with the cylinder head and include a cylindrical sleeve or a spacer plate. These components can further incorporate a heating/cooling system to regulate the combustion chamber temperature during various phases of the engine's operation. A method is described which may be used in conjunction with the modified engine whereby turbulence from a turbo charging unit is preserved in the intake air thus enhancing air/fuel mixing. Further variations are made to the timing regime of the engine including delaying closure of the inlet ...

ENGINE OPERATION USING FULLY FLEXIBLE VALVE AND INJECTION EVENTS

A system (100) for controlling operational modes of an engine (102) including valve and injection events, in which the engine (102) comprises a plurality of cylinders (104) having an intake and exhaust valve (220, 222), an injector (224), a chamber and an intake and exhaust port. The plurality of cylinders (104) are connected by an intake and exhaust manifold. The system (100) comprises a cylinder control unit (108) for independently governing an operational mode of each of the cylinders. The cylinder control unit (108) comprises a valve control unit for controlling the operation of the intake and exhaust valves. The cylinder control unit (108) also controls opening and closing of the intake and exhaust valves (220, 222) in accordance with the independently governed operational mode of each cylinder. The cylinder control unit (108) further comprises an injector control unit for controlling the operation of each of the injectors (224). The injector control unit controls fuel injection timing ...

Multi-stroke cylinder operation in an internal combustion engine

A system and method to control engine valve timing to during the start of an internal combustion engine. Valves that may be deactivated are controlled in a manner to reduce hydrocarbon emissions during the start of an internal combustion engine.

Internal combustion engine

The invention relates to an internal combustion engine run on Otto fuel which may be compression ignition operated in a first operational range (HCCI) and spark ignition operated in a second operational range (SI), with means for adjusting valve timing of at least one intake valve (7) and of at least one exhaust valve (8), with at least one ignition equipment (18) and at least one direct injection equipment (17) in each cylinder (1). To permit in the easiest possible way compression ignition and spark ignition operation on Otto fuel, there is provided at least one intake camshaft (9) for actuating the intake valves (7) and at least one exhaust camshaft (10) for actuating the exhaust valves (8), that at least one intake valve (7) in each cylinder (1) is movable between a first and a second lift position by a device for changing the valve lift (11), and that at least one exhaust valve (8) is actuatable by a residual gas recirculation system (13) during the intake lift.

Multiple operating mode engine and method of operation

A multi-mode internal combustion engine and method of operating the engine is provided which is capable of operating in a variety of modes based on engine operating conditions to enhance fuel efficiency and reduce emissions. The multi-mode engine include a fuel delivery system and control system for permitting the engine to operate in a diesel mode, a homogeneous charge dual fuel transition mode, a spark ignition or liquid spark ignition mode and/or a premixed charge compression ignition mode. The control system and method permits the engine operation to transfer between the various modes in an effective and efficient manner by controlling one or more fuel delivery devices or other engine components so as to move along a continuous transfer path while maintaining engine torque at a substantially constant level.

Internal combustion engine having variable valve control system and NOx catalyst

An apparatus is provided which includes an internal combustion engine of a lean-burn type, an NOx catalyst disposed in an exhaust passage of the engine so as to remove nitrogen oxides contained in exhaust gas emitted from the engine, and a variable valve control system capable of changing at least one of the opening and closing timing and a lift of the intake valve and/or the exhaust valve for each cylinder of the engine. The variable valve control system is controlled so that the exhaust gas to which the NOx catalyst is exposed is controlled so as to be suitable for removing a selected gaseous component from the NOx catalyst when the selected gaseous component should be removed. A method of purifying an exhaust gas emitted from the above engine is also provided.

Variable valve timing control device for an engine

The variable valve timing control device according to the present invention controls the valve timing of the intake valves of the engine based on the optimum valve timing at the full load operation of the engine. Namely, the variable valve timing control device of the present invention determines the valve timing in accordance with the combination of the present engine load and the present engine speed in such a manner that the deviation of the valve timing from the optimum valve timing when the engine is operated in full load at the present speed does not exceed a predetermined maximum allowable value. Since the valve timing of the engine is always set within a range determined by the maximum allowable deviation from the optimum valve timing for the full load operation, when the engine is accelerated to the full load condition the amount of the change, i.e., the amount of the operation of the variable valve timing control device is kept always within the range determined by the maximum ...

Control device for supercharged internal combustion engines comprising a system for adjusting the control times of an inlet valve

An internal combustion engine having a supercharger system and a system for adjusting the control times of at least one intake valve of a cylinder within a predefined adjustment range, in which the control times are adjustable between starting from a zero position up to a maximum adjustment position, adjusting it by a defined maximum possible crank angle range in the direction of advanced ignition, and the intake length of the intake cam assigned to the intake valve is designed so that the control time for closing the intake valve is at or before bottom dead center when the zero position prevails in the system for adjusting the control times.

Vehicle stability and surge control

A system and method are described for operating an engine of a vehicle, the engine having a combustion chamber. In one example, the method may include controlling a stability of the vehicle in response to a vehicle acceleration; and adjusting dilution in the combustion chamber of the engine to reduce surge in response to the vehicle acceleration. The dilution may be adjusted by adjusting cam timing, for example.

Internal combustion engine having variable valve control system and NOX catalyst

An apparatus is provided which includes an internal combustion engine of a lean-burn type, an NOx catalyst disposed in an exhaust passage of the engine so as to remove nitrogen oxides contained in exhaust gas emitted from the engine, and a variable valve control system capable of changing the opening and closing timing and/or a lift of the intake valve and/or the exhaust valve for each cylinder of the engine. The variable valve control system is controlled so that the exhaust gas to which the NOx catalyst is exposed is controlled so as to be suitable for removing a selected gaseous component from the NOx catalyst when the selected gaseous component should be removed. A method of purifying an exhaust gas emitted from the above engine is also provided.

Control apparatus for supercharged internal combustion engine

Provided is a control apparatus for a supercharged internal combustion engine. A turbo supercharger, an exhaust bypass passage, a WGV capable of switching the opening and closing of the exhaust bypass passage, and variable valve operating mechanisms capable of changing a valve overlap period are included. The valve overlap period is shortened so that the fresh air blow-through amount Gsca becomes equal to or smaller than a predetermined blow-through determination value Gjudge when the blow-through amount Gsca is larger than the blow-through determination value Gjudge. The WGV is opened when the blow-through amount Gsca is still larger than the blow-through determination value Gjudge after the valve overlap period has been shortened.

Variable valve actuating system and method

A variable valve actuating apparatus for an internal combustion engine, includes an intake valve timing control device to vary a center phase of an intake valve operation angle, an exhaust valve timing control device to vary a center phase of an exhaust valve operation angle, and an intake valve operation angle control device to vary an intake valve operation angle of the engine. A fail-safe control system is arranged to detect a malfunction of the exhaust valve timing control device; and to adjust an intake valve opening timing at or after an exhaust valve closing timing of the engine, upon detection of the malfunction, by operating at least one of the intake valve control device and the intake valve operation angle control device.

OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF GASOLINE ENGINES

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline. 121-. (canceled)22. A turbocharged spark ignition engine , comprising:a first fueling system configured to directly inject fuel into at least one cylinder of the turbocharged spark ignition engine; anda second fueling system configured to use port fuel injection to provide fuel to the at least one cylinder,wherein the first fueling system is configured to be used across a manifold pressure range of the engine such that a fraction of total fuel introduced into the at least one cylinder provided by the first fueling system increases with increasing manifold pressure,wherein the first fueling system is configured to initiate fueling when torque from the engine exceeds a designated value,wherein the first fueling system is configured to initiate fueling in response to a signal from a knock sensor, andwherein the first fueling system uses a mixture of gasoline and ethanol.23. The turbocharged spark ignition engine of claim 22 , wherein both the first and second fueling systems are configured to be used at a maximum manifold pressure.24. The turbocharged spark ignition engine of or claim 22 , wherein the designated value is dependent on a speed of the engine.25. The turbocharged spark ignition engine of claim 22 , wherein both the first and second fueling systems are configured to be used for fueling when maximum knock suppression is desired.26. The turbocharged spark ignition engine of claim 22 , wherein the second fueling system is configured to increase ...

ENERGY CONVERTER

Method and arrangement for providing an energy converter that includes a combustion system ( 1 ) including at least one piston ( 2, 3 ), at least one combustion chamber ( 6, 7 ) having at least one inlet ( 11, 13 ) and at least one outlet ( 10, 12 ) with inlet and outlet valves ( 14, 15, 16, 17 ). At least one controllable inlet valve and at least one outlet valve is also provided. A fuel supply is provided ( 18, 19 ) for supplying fuel and a medium containing oxygen is provided for induction into the combustion chamber ( 6, 7 ). An electric machine ( 9 ) is arranged to interact directly or indirectly with the piston ( 2, 3 ) in an electromagnetic manner such that it produces electrical energy from the piston movements, as well as uses electrical energy to affect the piston movement. A control unit ( 30 ) controls the combustion system ( 1 ) and the electric machine ( 9 ). The energy converter is arranged to adapt its power output depending on the required load of the energy converter.

Methods and systems for oil leak determination and/or mitigation

Methods and systems are provided for a dual function imaging device. In one example, a method may comprise imaging exhaust gas outside of a reverse engine condition via the imaging device. The imaging device may image a surrounding area during the reverse engine condition.

Method and system to control an engine shut-down for a vehicle

The present invention relates a method and system to control an engine shut-down for a vehicle having an internal combustion engine and a start-stop system at least partially controlled by an engine management system which may issue an engine shut down request (1) and also senses combustion quality. Upon receipt of an engine shut-down request (1), inlet passages to an intake manifold of the engine are partially closed. A predetermined time period (TEGRC, TTC) after the partial closing thereof, inlet passages to the intake manifold are completely closed during maintained fuel-injection (4). The fuel injection amount (4) is increased in order to maintain an idle speed of the engine. In response to the engine management system sensing that the combustion quality (6) drops, the fuel-injection (4) is shut-off completely. As the number of revolutions per minute (7) drops below a predetermined threshold (TTHR), a predetermined time thereafter an inlet passage (3') to the intake manifold is opened ...

Intake air control system of engine

INTERNAL COMBUSTION ENGINE CONTROLLER

Process for a controlled operation of an internal combustion engine

Process for the controlled operation of a combustion engine comprises monitoring and evaluating the progress of the combustion by measuring relevant parameters, and controlling the parameters for subsequent combustion Process for the controlled operation of a combustion engine comprises monitoring and evaluating the progress of the combustion by measuring relevant parameters selected from start of combustion, combustion duration and combustion rate, and controlling the parameters for subsequent combustion. The turbulence level is changed in the combustion chamber to regulate combustion and the level is raised from a short time to stabilize the combustion. Preferred Features: The turbulence level is changed by shifting the overlap between the outlet valve opening and the inlet valve opening. The progress of the combustion is monitored using a real time cylinder pressure evaluation unit.

Apparatus and method for diagnosing an internal combustion engine

An intake air control system is arranged in an engine. The engine has an air intake passage, a throttle valve installed in the air intake passage and an intake valve for selectively opening and closing a communication between the intake passage and a cylinder. The control system comprises a target intake passage pressure setting unit which sets a target pressure in an intake passage of the engine in accordance with an operating condition of the engine; a target intake air amount setting unit which sets a target intake air amount of the engine in accordance with the operating condition of the engine; a target throttle open degree setting unit which sets a target open degree of the throttle valve of the engine in accordance with both the target pressure in the intake passage and the target intake air amount of the engine; a throttle valve drive unit which drives the throttle valve in accordance with the target open degree of the throttle valve; an intake passage pressure detecting unit which ...

Electromagnetically driven valve control system for internal combustion engines

INTAKE AIR MOUNT DETECTOR IN INTERNAL COMBUSTION ENGINE WITH VALVE TIMING CONTINUOUSLY VARIABLE MECHANISM

PROBLEM TO BE SOLVED: To accurately detect an actual take air amount compared with a reference intake air amount, by detecting the actual intake air amount while using as parameters a load detected by the load detecting means of an engine and valve timing changed according to the load. SOLUTION: Respective outputs from a crank angle sensor 51 and a throttle opening sensor 42 are inputted into an engine ECU 70, and a load is judged whether or not it is high. As a result, when the load is high, the actual valve timing displacement quantity of an inlet valve is detected on the basis of the respective signals from both magnetic sensors 54, 55, and also the detected displacement quantity is judged whether or not it is smaller than a predetermined value. At this time, when a displacement quantity required during the high load period is larger than the other predetermined value, the present intake air mass flow rate is detected on the basis of output from a thermal airflow meter 40 so as to calculate ...

可変バルブタイミング機能を有する内燃機関のための空気充填量算出方法

... 本発明は、可変バルブタイミング機能ないし調整可能な吸気および/または排気カムシャフトを有する内燃機関での気筒の空気充填量を、とくに非定常動作でダイナミックに正確に計算するための方法に関する。そのためにバルブタイミング制御の変動の影響が気筒の充填ガスにおける新鮮空気率の計算の際に考慮される。 ...

CYLINDER INTAKE AIR VOLUME CALCULATION UNIT IN ENGINE WITH VARIABLE VALVE TIMING

PROBLEM TO BE SOLVED: To calculate an amount of cylinder intake-air of an engine with variable valve timing accurately even when a volume of the cylinder changes significantly or overlap changes abruptly. SOLUTION: A volume of air Ca flowing from an output Qa of an air flow meter 14 to a manifold portion is calculated by a formula Ca=Qa.Δt. A cylinder volume when an intake valve 5 is closed, and a cylinder volume Vc corrected based on a fresh air ratio η in the cylinder according to overlap of the intake valve 5 and an exhaust valve 6 are calculated. An air volume Cm in the manifold portion is calculated by a formula Cm(n)=Cm(n-1)+Ca+Cc(n), where Ca is the air amount flowing in the manifold portion and Cc is an amount of cylinder intake of air flowing from the manifold portion to a cylinder portion, after balancing Ca and Cc. Further, a cylinder intake air volume Cc is calculated by a formula Cc=Vc.Cm/Vm, where Vm is an air volume in the manifold portion and Vc is a cylinder volume. COPYRIGHT ...

CONTROLLER FOR PREMIXED COMPRESSION SELF-IGNITION TYPE INTERNAL COMBUSTION ENGINE

PROBLEM TO BE SOLVED: To provide a controller for a multi-cylinder 4 cycle premixed compression self-ignition type internal combustion engine capable of enlarging an operation region for realizing stable self-ignition combustion. SOLUTION: This controller is constituted in such a way that an exhaust valve 34 is opened in an exhaust process of each cylinder, an intake valve 32 is closed before intake bottom dead center, and then the exhaust valve 34 is opened again before the intake bottom dead center. An exhaust gas flowrate adjusting valve 55 is arranged in a collection part of exhaust passages to adjust its opening. Consequently, this controller has a period of time when a period of opening of the exhaust valve 34 in an exhaust process of one cylinder and a period of opening of the exhaust valve 34 in an exhaust process of the other cylinder are overlapped. Combustion gas pushed out of a combustion chamber 25 of the other cylinder during this period of time is pushed into the combustion ...

CONTROLLER FOR SOLENOID DRIVE VALVE

PROBLEM TO BE SOLVED: To prevent an exhaust gas from flowing into an intake pipe in stopping of an internal combustion engine. SOLUTION: When the off operation of an ignition switch is performed (step 100), an ECU detects (step 102) the positions of intake valves of a first to fourth cylinders. The ECU continuously supplies exciting current to a fist electromagnetic coil, corresponding to the full closed intake valve to hold the intake valve in the full closed state. The ECU makes the intake valve which is not fully closed in the off operation of the ignition switch into the full closed state (step 110). When the specified time T1 passes from the off operation of the ignition switch, the ECU stops the supply of exciting current to the first electromagnetic coil, corresponding to the intake valve to half open the intake valve. COPYRIGHT: (C)2000,JPO ...

СПОСОБ И СИСТЕМА ДЛЯ СНИЖЕНИЯ ВЫБРОСОВ ТВЕРДЫХ ЧАСТИЦ

Изобретение может быть использовано в системах топливоподачи двигателей внутреннего сгорания. Способ может содержать: расположение клапана регулирования давления КРД (PCV) 286 вблизи выпуска топливной рампы 270; расположение клапана регулирования объема КРО (VCV) 282 вблизи впуска насоса высокого давления 280; и, в ответ на отклонение значения количества твердых частиц ТЧ (РМ) в отработавших газах двигателя от целевого значения количества ТЧ (РМ), регулирование количества кислорода в топливе, путем регулирования топливного отношения первого типа топлива и второго типа топлива, подаваемых в двигатель из бака первого типа топлива 210 и бака первого типа топлива 250, и открытие КРД (PCV) 286 или КРО (VCV) 282. Таким образом, содержание кислорода в топливе может быть отрегулировано для поддержания количества ТЧ (РМ) на уровне целевого значения или ниже его без использования ДСФ (DPF) в широком диапазоне конфигураций и условий работы двигателя при поддержании экономии топлива. 2 з.п. ф-лы, 8 ...

СПОСОБ ДЛЯ ДВИГАТЕЛЯ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ ДВИГАТЕЛЯ

Изобретение может быть использовано в двигателях внутреннего сгорания. Система для двигателя содержит первую группу выпускных клапанов (8), вторую группу выпускных клапанов (6) и первое и второе устройства (70) и (72) снижения токсичности выбросов. Первая группа выпускных клапанов (8) соединена по текучей среде с выпускным каналом (74) выше по потоку от турбины (164) турбонагнетателя. Первое устройство (70) снижения токсичности выбросов и второе устройство (72) снижения токсичности выбросов расположены в выпускном канале (74). Второе устройство (72) снижения токсичности выбросов расположено ниже по потоку от первого устройства (70) снижения токсичности выбросов. Вторая группа выпускных клапанов (6) соединена по текучей среде с заборным каналом (28) и выпускным каналом (74) между первым и вторым устройствами (70) и (72) снижения токсичности выбросов. Раскрыты варианты способа для двигателя. Технический результат заключается в уменьшении потока горячих отработавших газов в компрессор турбонагнетателя ...

УСТРОЙСТВО УПРАВЛЕНИЯ

Изобретение относится к устройствам управления двигателя внутреннего сгорания с изменяемыми степенями сжатия или расширения. Устройство управления, применяемое к системе, имеющей двигатель с изменяемой степенью сжатия и катализатор, размещенный в канале для выхлопного газа, выпускаемого из двигателя, содержит модуль определения степени сжатия, модуль оценки температуры, модуль управления степенью сжатия и модуль определения разрушения. Модуль определения степени сжатия выполнен с возможностью определения степени сжатия. Модуль оценки температуры выполнен с возможностью оценки температуры катализатора на основе степени сжатия, определяемой посредством модуля определения степени сжатия. Модуль определения разрушения выполнен с возможностью определения состояния разрушения катализатора на основе температуры катализатора, оцененной посредством модуля оценки температуры. Модуль управления степенью сжатия выполнен с возможностью управления степенью сжатия до постоянной степени при определении ...

УСТРОЙСТВО УПРАВЛЕНИЯ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ

Изобретение относится к устройствам управления двигателя внутреннего сгорания. Устройство управления двигателя внутреннего сгорания включает в себя механизм регулирования времени закрытия клапана, механизм регулирования степени механического сжатия, механизм зажигания и модуль компенсации вывода (модуль компенсации выходного крутящего момента), который компенсирует уменьшение вывода двигателя внутреннего сгорания, вызываемое посредством сдвига фактического времени для времени закрытия впускного клапана к стороне близко к верхней мертвой точке. Устройство управления также содержит модуль определения опорного состояния, который определяет опорное время для времени закрытия впускного клапана, опорное значение степени механического сжатия и опорное время для времени зажигания и модуль управления. Модуль управления управляет механизмом регулирования времени закрытия клапана и механизмом регулирования степени механического сжатия так, чтобы обеспечить согласование фактического времени для времени ...

УПРАВЛЕНИЕ ТЕМПЕРАТУРОЙ ТОПЛИВНОГО ФИЛЬТРА ТВЕРДЫХ ЧАСТИЦ

Изобретение может быть использовано в двигателях внутреннего сгорания. Способ для двигателя заключается в том, что в ответ на превышение температурой фильтра твердых частиц пороговой температуры при работе двигателя с отсечкой топлива в режиме замедления (ОТРЗ), полностью закрывают дроссельный клапан, выполненный с возможностью регулирования потока впускного воздуха в двигатель. В ответ на снижение давления во впускном коллекторе ниже порогового давления при полностью закрытом дроссельном клапане регулируют положение дроссельного клапана на основании температуры фильтра твердых частиц. Раскрыт вариант способа для двигателя. Технический результат заключается в предотвращении деградации фильтра и увеличении продолжительности работы с отсечкой топлива в режиме замедления. 2 н. и 12 з.п. ф-лы, 4 ил.

СИСТЕМА ДВИГАТЕЛЯ

СПОСОБ РАБОТЫ СИЛОВОЙ ПЕРЕДАЧИ (ВАРИАНТЫ)

... 1. Способ работы силовой передачи транспортного средства, включающий в себя этап, на котором:увеличивают коэффициент K гидротрансформатора в ответ на крутящий момент, обеспечиваемый двигателем, являющийся меньшим, чем требуемый крутящий момент.2. Способ по п. 1, в котором крутящий момент является крутящим моментом на колесах и требуемый крутящий момент является требуемым крутящим моментом на колесах.3. Способ по п. 2, в котором коэффициент K увеличивают в ответ на разность между крутящим моментом на колесах и требуемым крутящим моментом на колесах.4. Способ по п. 1, дополнительно включающий в себя этап, на котором регулируют коэффициент K в ответ на одно или более условий окружающей среды, которые уменьшают крутящий момент, обеспечиваемый двигателем.5. Способ по п. 4, в котором одно или более условий окружающей среды включают в себя уклон дороги, больший, чем пороговый уклон дороги.6. Способ по п. 4, в котором одно или более условий окружающей среды включают в себя барометрическое давление ...

Vorrichtung zum Auffinden von Anomalien in einer Brennkraftmaschine

VERFAHREN ZUR REGELUNG DER VERBRENNUNG IN EINER BRENNKRAFTMASCHINE UND MOTOR MIT VORRICHTUNG ZUR REGELUNG DER GASWECHSELVENTILE

Variable Ventilsteuerung für eine Brennkraftmaschine

Steuerung und Steuerverfahren für einen homogenen Kompressionszündungsmotor

Es werden eine Steuerung und ein Steuerverfahren für einen homogenen Kompressionszündungsmotor bereitgestellt, die einen hoch effizienten und stabilen Verbrennungszustand über einen weiten Bereich eines Lastzustands erhalten können. Eine Korrekturfaktorberechnungssektion führt eine Verbrennungssteuerung mit einem Überschussluftverhältnis kleiner als ungefähr 3 aus, wenn ein bestimmter Zustand erfüllt ist und berechnet einen Korrekturfaktor zum Korrigieren von Abweichungen zwischen Ausführungswerten der Ventilöffnungszeitpunkten und der Ventilöffnungsperioden eines Ansaugventils und eines Auslassventils und Basisventilöffnungszeitpunkte und Basisventilöffnungsperioden des Ansaugventils und des Auslassventils, die vorab für jeden Betriebszustand bestimmt wurden, basierend auf einem Zeitpunkt, zu dem ein Ionenstrom maximal wird, der durch eine Verbrennungszeitpunkterfassungssektion erfasst wurde, in der Verbrennungssteuerung mit dem Überschussluftverhältnis kleiner als ungefähr 3.

Intake air capacity estimation apparatus for variable moving valve engine which computes actual air capacity based on prevalent valve timing and engine speed in case airflow meter fails

The intake air capacity is controlled by manipulating the valve timing of an electromagnetic inlet valve (5). In case of malfunctioning of airflow meter (13), the actual intake air capacity is computed based on actual valve timing and engine speed. A required valve timing is figured out based on the targeted intake air capacity.

Vehicle control device

A vehicle control device applied to a vehicle including an internal combustion engine and an electrically heated catalyst which is warmed by applying a current, and includes a catalyst carrier supporting a catalyst and a carrier retention unit that retains the catalyst carrier and has an electrical insulation property. The control unit performs a control of suppressing a supply of an unburned gas from the internal combustion engine to the electrically heated catalyst so that the carrier retention unit is maintained at a lower temperature than the catalyst, when a condition for performing a fuel cut of the internal combustion engine during a deceleration is satisfied. Therefore, it is possible to suppress a rapid cooling of the catalyst, and it becomes possible to maintain a temperature of the carrier retention unit at a lower temperature than a temperature of the catalyst.

Method and system for improving engine starting

An engine system and method for improving engine starting are disclosed. In one example, engine port throttles are adjusted differently during automatic and operator initiated engine starts. The system and method may improve engine torque control during an engine start.

Valve opening and closing control apparatus

A valve opening and closing time control apparatus includes; a relative rotation angle control unit performs most delayed angle setting control of setting a relative rotation angle between a driving side rotating body and a driven side rotating body to the most delayed angle when performing an automatic stop, and most delayed angle restriction control of maintaining the relative rotation angle in the most delayed angle from a beginning of the automatic start until reaching a set timing when the automatic start-up begins, and releasing a maintenance of the most delayed angle after the setting timing.

CONTROL VALVE FOR CONTROLLING COMPRESSION RATIO AND COMBUSTION RATE

A method of controlling the compression ratio in an engine () having at least one cylinder () with a piston () includes providing an air control valve () in fluid communication with the cylinder, where the air control valve is in fluid communication with a reservoir (). The method also includes opening the air control valve () in a compression stroke before the piston () reaches top dead center, and closing the air control valve () when the piston reaches top dead center. 1) A method of controlling compression ratio in an engine having at least one cylinder with a piston; the method comprising:providing an air control valve in fluid communication with the at least one cylinder, wherein the air control valve is in fluid communication with a reservoir;opening the air control valve in a compression stroke before the piston reaches top dead center; andclosing the air control valve when the piston reaches top dead center.2) The method of further comprising the step of opening the air control valve during the combustion stroke after combustion is initiated.3) The method of further comprising the step of biasing the air control valve to a closed position.4) The method of further comprising the step of storing air in the reservoir after the air control valve is opened.5) The method of further comprising the step of communicating the air from the reservoir to the at least one cylinder after the air control valve is opened during the combustion stroke.6) The method of further comprising the step of closing the air control valve before the exhaust stroke.7) The method of further comprising the step of injecting fuel into the at least one cylinder in a compression stroke after the piston reaches top dead center.8) A method of controlling compression ratio in an engine having at least one cylinder with a piston; the method comprising:providing an air control valve in fluid communication with the at least one cylinder, wherein the air control valve is in fluid communication with ...

Control device for internal combustion engine

An ECU 70 A 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 70 A 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.

OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF GASOLINE ENGINES

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline. 121-. (canceled)22. A fuel management system for a spark ignition engine , comprising:a first fueling system that uses direct injection;a second fueling system that uses port fuel injection; anda three-way catalyst configured to reduce emissions from the spark ignition engine,wherein the fuel management system is configured to provide fueling in a first torque range, the first torque range being a first range of torque values at which both the first fueling system and the second fueling system are operable throughout the first range of torque values,wherein the fuel management system is further configured such that a fraction of fueling provided by the first fueling system is higher at a highest value of torque in the first torque range than in a lowest value of torque in the first torque range,wherein the fuel management system is further configured to provide fueling in a second torque range, the second torque range being a second range of torque values at which the second fueling system is operable throughout the second range of torque values and the first fueling system is not operable throughout the second range of torque values,wherein the fuel management system is further configured such that when the system provides fueling at a torque value that exceeds the second range of torque values, the spark ignition engine is operated in the first torque range,wherein the fuel management system is further configured to increase the fraction of fueling provided ...

Adaptive any-fuel camless reciprocating engine

An adaptive, any-fuel reciprocating engine using sensor feedback integration of high-speed optical sensors with real-time control loops to adaptively manage the electronic actuation schemes over a range of engine loads and fuels. The engine uses one or more optical sensors to collect specific types of gas property data via a spectroscopic technique to adaptively control various components within the engine.

METHOD OF CONTROLLING CVVT ACCORDING TO CURRENT CONTROL FOR OIL CONTROL VALVE

A method of controlling a CVVT may include a) checking whether a predetermined time has passed, after engine starts. b) locking an actuator by driving oil control valve with different driving currents in accordance with whether a predetermined time has passed after the engine starts. c) unlocking the actuator or feed-backing control cam phase in accordance with whether the actuator is unlocked. d) feed-backing control cam phase or locking the actuator by driving oil control valve with predetermined current in accordance with whether control cam phase is not reached before the actuator is locked. e) driving the oil control valve with predetermined current to maintain the control cam phase or turning off the oil control valve, after feed-backing control cam phase or locking the actuator by driving the oil control valve with predetermined current in accordance with whether the control cam phase is not reached before the actuator is locked. 1. A method of controlling a continuously variable valve timing apparatus according to current control of an oil control valve , the method comprising:a) checking whether a predetermined time has passed, after an engine starts;b) locking an actuator of the continuously variable valve timing apparatus by driving the oil control valve with different driving currents in accordance with whether the predetermined time has passed after the engine starts;c) unlocking the actuator or feed-backing control cam phase in accordance with whether the actuator of the continuously variable valve timing apparatus is unlocked;d) feed-backing the control cam phase or locking the actuator by driving the oil control valve with predetermined current in accordance with whether the control cam phase is not reached before the actuator is locked; ande) driving the oil control valve with predetermined current to maintain the control cam phase or turning off the oil control valve, after feed-backing the control cam phase or locking the actuator by driving the ...

CONTROL APPARATUS FOR VEHICLE

A first control unit executes a valve stop inertial running including stopping an intake valve and an exhaust valve in a closed state during rotation of an output shaft, stopping supply of fuel to an engine, and setting a clutch in an engaged state to drive pistons of the engine by a rotational force from driving wheels. A second control unit executes a valve operation running including operating the intake valve and the exhaust valve during the rotation of the output shaft, and supplying the fuel to the engine based upon an intake conduit pressure. When a cancellation request is made during execution of the valve stop inertial running, a transient control unit operates the intake valve and the exhaust valve, and controls a throttle valve to an idling opening or less, thereby supplying a negative pressure to an intake passage. 1. A control apparatus for a vehicle configured to control a vehicle comprising a valve operation mechanism that can stop an intake valve and an exhaust valve in an engine in a closed state during rotation of an output shaft in the engine , and a clutch that can switch a power transmission route between the engine and a driving wheel between an engaged state and a disengaged state , comprising:a first control unit configured to execute a valve stop inertial running including stopping the intake valve and the exhaust valve in the closed state during the rotation of the output shaft, stopping supply of fuel to the engine, controlling a throttle valve of the engine to an idling opening or less, and setting the clutch in the engaged state to drive pistons of the engine by a rotational force from the driving wheel through the output shaft;a second control unit configured to execute a valve operation running including operating the intake valve and the exhaust valve during the rotation of the output shaft, and supplying the fuel to the engine; anda transient control unit configured to execute a transient running including operating the intake valve ...

COORDINATION OF CAM TIMING AND BLOW-THROUGH AIR DELIVERY

Methods and systems are provided for reducing turbo lag by directing intake air from an intake manifold to an exhaust manifold. The intake air may be directed via an EGR passage by opening an EGR valve or by may be directed via engine cylinders by increasing positive valve overlap. Amounts of air directed via external EGR and air directed via positive valve overlap are based on engine operating conditions. 1. A method for an engine , comprising:directing intake air from an intake manifold, downstream of a compressor, to an exhaust manifold, upstream of a turbine via each of external EGR and positive valve overlap through a cylinder, wherein amounts of air directed via EGR and air directed via positive valve overlap are adjusted based on conditions.2. The method of claim 1 , wherein the directing is in response to a tip-in event.3. The method of claim 2 , wherein directing intake air via external EGR includes opening an EGR valve in an EGR passage coupled between the intake manifold claim 2 , downstream of the compressor claim 2 , and the exhaust manifold upstream of the turbine.4. The method of claim 3 , wherein directing intake air via positive valve overlap includes adjusting a variable cam timing device to adjust an intake and/or exhaust valve timing of the cylinder from a first valve timing corresponding to no positive valve overlap to a second valve timing corresponding to positive intake valve to exhaust valve overlap.5. The method of claim 4 , wherein adjusting amounts of air directed via EGR and air directed via positive valve overlap includes claim 4 , if a change in engine torque corresponding to the variable cam timing device adjustment is higher than a threshold amount claim 4 , increasing the amount of air directed via external EGR while decreasing the amount of air directed via positive valve overlap.6. The method of claim 4 , wherein adjusting the amounts of air directed via EGR and air directed via positive valve overlap includes claim 4 , if a ...

HYBRID VEHICLE AND CONTROL METHOD FOR HYBRID VEHICLE

A hybrid vehicle includes an internal combustion engine, an electrical storage device, an electric motor, an exhaust emission control device, and a controller. The internal combustion engine includes a variable valve actuating device. The variable valve actuating device is configured to change an operation characteristic (IN, IN, IN) of an intake valve. The electrical storage device is configured to store electric power. The electric power is generated by using the internal combustion engine. The electric motor is configured to generate a driving force of the hybrid vehicle by using the electric power stored in the electrical storage device. The exhaust emission control device is configured to purify exhaust gas from the internal combustion engine with the use of a catalyst. The controller is configured to execute catalyst warm-up control. The catalyst warm-up control is control for warming up the catalyst of the exhaust emission control device. The catalyst warm-up control includes first control (FIRST WARM-UP CONTROL) and second control (SECOND WARM-UP CONTROL). The first control is control for operating the internal combustion engine at a first operating point (P). The second control is control for, after the first control is executed, operating the internal combustion engine at a second operating (P) point irrespective of a driving force that is required to propel the hybrid vehicle. An output of the internal combustion engine at the second operating point (P) is larger than an output of the internal combustion engine at the first operating 1. A hybrid vehicle comprising:an internal combustion engine including a variable valve actuating device, the variable valve actuating device being configured to change an operation characteristic of an intake valve;an electrical storage device configured to store electric power, the electric power being generated by using the internal combustion engine;an electric motor configured to generate a driving force of the hybrid ...

CONTROL APPARATUS FOR VEHICLE

A vehicle having a valve stop mode control unit configured such that an intake valve and an exhaust valve are stopped in a closed state during rotation of an output shaft, supply of fuel to an engine is stopped, a clutch is made to be in an engaged state, and pistons are driven by rotational forces from driving wheels through the output shaft. When there is a request for valve stop inertial running, a negative pressure is supplied to an intake passage by a vacuum pump. 1. A control apparatus for a vehicle configured to control a vehicle comprising a valve operation mechanism that can stop an intake valve and an exhaust valve in an engine in a closed state during rotation of an output shaft of the engine , and a clutch that can switch a power transmission route between the engine and a driving wheel between an engaged state and a disengaged state , further comprising:a valve stop mode control unit configured to, in a case where a request for valve stop inertial running is made, stop the intake valve and the exhaust valve in the closed state during the rotation of the output shaft, stop supply of fuel to the engine, control a throttle valve of the engine to an idling opening or less, and set the clutch in an engaged state to drive pistons of the engine by a rotational force of the driving wheel through the output shaft; andan intake pressure control unit configured to, in a case where the request for valve stop inertial running is made, supply a negative pressure to an intake passage section by a vacuum pump connected to the intake passage section.2. The control apparatus for a vehicle according to claim 1 , whereinthe vacuum pump is configured to supply a negative pressure to a brake booster for assisting a brake force of a brake.3. The control apparatus for a vehicle according to claim 1 , whereinthe engine further comprises a vacuum switching valve for opening/closing a connecting conduit that connects the vacuum pump and the intake passage, whereinthe intake ...

CYLINDER PRESSURE BASED CONTROL OF DUAL FUEL ENGINES

Systems and methods for controlling operation of dual fuel internal combustion engines in response to cylinder pressure based determinations are disclosed. The techniques control fueling contributions from a first fuel source and a second fuel source to achieve desired operational outcomes in response to the cylinder pressure based determinations. 1. A method , comprising;operating an internal combustion engine system including an intake system connected to an engine with a plurality of cylinders and at least two fuel sources operably connected to the internal combustion engine system to provide a flow of liquid fuel to each of the plurality of cylinders and a flow of a gaseous fuel to each of the plurality of cylinders, wherein the intake system is coupled to each of the plurality of cylinders to provide a charge flow from the intake system to a combustion chamber of the respective cylinder, the internal combustion engine system further including an exhaust system;determining a pressure in the combustion chamber of at least one cylinder during a combustion cycle associated with the cylinder;determining at least one operating condition of the at least one cylinder that is based on the pressure; andadjusting a substitution rate of the gaseous fuel for the liquid fuel in response to the operating condition deviating from a target operating condition.2. (canceled)3. The method of claim 1 , wherein the pressure is an indicated mean effective pressure (IMEP) claim 1 , the operating condition is an energy output determined from the IMEP in response to combustion of the liquid fuel and gaseous fuel in the combustion chamber claim 1 , and a first part of the operating condition is an energy contribution of the liquid fuel to the energy output determined from an amount of the liquid fuel provided during the combustion cycle and a heating value of the liquid fuel and a second part of the operating condition is an energy contribution of the gaseous fuel to the energy output.4. ...

TWO-STROKE ENGINE WITH SUPERCHARGER

A two-stroke engine with a supercharger is provided that can prevent occurrence of abnormal combustion under high load and can improve fuel efficiency when compression self-ignition combustion is carried out under low load, and spark ignition combustion is carried out under high load. When an operation state of an engine body is in a high-load side operation range, an intake variable valve mechanism and an exhaust variable valve mechanism are actuated to retard at least closing timing of an intake valve and at least opening timing of an exhaust valve from those in the case where the operation state of the engine body is in a low-load side operation range at the same engine speed as the engine speed detected by engine speed detection means while particular conditions are satisfied. 1. A two-stroke engine with a supercharger , the two-stroke engine including: an engine body that has a cylinder constituting a combustion chamber , a piston inserted in and fitted to said cylinder , and an intake valve and an exhaust valve arranged on top of the cylinder and respectively opening/closing an intake port and an exhaust port; and a supercharger that is provided in an intake passage connected to the intake port of said engine body , the two-stroke engine with the supercharger further comprising:an intake variable valve mechanism capable of varying at least closing timing of the intake valve;an exhaust variable valve mechanism capable of varying at least opening timing of the exhaust valve;engine speed detection means that detects an engine speed as a speed of the engine body; andcontrol means that controls actuation of the engine body including the intake variable valve mechanism and the exhaust variable valve mechanism,wherein an open period of each of the intake valve and the exhaust valve is set to satisfy particular conditions that are that the open period includes compression bottom dead center, that the opening timing of the intake valve is later than the opening timing ...

OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF GASOLINE ENGINES

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline. 1. A fuel management system for spark ignition engine where the fuel management system controls fueling from a first fueling system that directly injects fuel into at least one cylinder as a liquid and increases knock suppression by evaporative cooling and from a second fueling system that injects fuel into a region outside of the cylinder;and where there is a range of torque where both fueling systems are used at the same value of manifold pressure;and where a fraction of fuel in the cylinder that is introduced by the first fueling system increases with increasing manifold pressure so as to prevent knock by providing increased knock resistance;and where the fuel management system controls the change in the fraction of fuel introduced by the first fueling system using closed loop control that utilizes a sensor that detects knock and where open loop control is also used;and where the open loop control uses an engine map lookup table;and where open loop control is used during transients.2. The fuel management system of where the maximum knock suppression that is employed is provided by a combination of fueling from the first and second fueling systems.3. The fuel management system of or where use of the second fueling system in addition to the first fueling system is employed to obtain combustion stability.4. The fuel management system of where fuel from the first fueling system is introduced when the engine torque is above a selected value.5. The fuel ...

Continuous variable valve duration apparatus and engine provided with the same

A continuous variable valve duration apparatus may include a camshaft, a cam unit on which a cam is formed, wherein the camshaft is inserted into the cam unit, a guide bracket having an upper guide boss formed thereon, an internal wheel transmitting rotation of the camshaft to the cam unit, a wheel housing in which the internal wheel is rotatable inserted, wherein the wheel housing includes a guide shaft on which a guide screw thread is formed and the guide shaft is inserted into the upper guide boss to be movable, a worm wheel to which an internal screw thread engaging with the guide screw thread is formed therewithin, and to which an external screw thread is formed thereon, and a control shaft on which a control worm engaging with the external screw thread is formed.

METHOD OF TWO-STEP VVL OPERATION LEARNING CONTROL AND ELECTRIC TWO-STEP VVL SYSTEM THEREOF

A method of two-step variable valve lift (VVL) operation learning control for a vehicle may include: applying, by a lift controller, a VVL control to an electric two-step VVL system; determining, by the lift controller, whether the vehicle is running in an electric vehicle (EV) mode; and when the vehicle is running in the EV mode, performing, by the lift controller, a learning time securing control of allowing a VVL operation learning to be performed by engine operating for an operation avoidance area and an operation avoidance time which are applied to a secondary lift of an exhaust valve. 1. A method of two-step variable valve lift (VVL) operation learning control for a vehicle , the method comprising:applying, by a lift controller, a VVL control to an electric two-step VVL system;determining, by the lift controller, whether the vehicle is running in an electric vehicle (EV) mode; andwhen the vehicle is running in the EV mode, performing, by the lift controller, a learning time securing control of allowing VVL operation learning to be performed by engine operating for an operation avoidance area and an operation avoidance time which are applied to a secondary lift of an exhaust valve.2. The method of claim 1 , wherein the learning time securing control includes:an EV mode learning time securing control which is performed by the engine operating in a state in which an engine and a motor are separated from a clutch based on an engine cooling water temperature; anda hybrid EV (HEV) mode learning time securing control which is performed by the engine operating in a state in which the engine and the motor are separated from the clutch based on an engine overrun time.3. The method of claim 2 , wherein a cold starting is determined based on the engine cooling water temperature.4. The method of claim 2 , wherein the EV mode learning time securing control includes:determining, by the lift controller, the EV mode;temporarily determining, by the lift controller, the engine ...

SYSTEMS HAVING DEACTIVATOR CONTROLLER OPERATIVELY CONNECTED TO DEACTIVATORS FOR AT LEAST TWO CYLINDERS AND METHODS FOR CYLINDER DEACTIVATION

In an embodiment, an internal combustion engine comprises a plurality of cylinders, each of the plurality of cylinders comprising at least one intake deactivator operatively connected to at least one intake valve and at least one exhaust deactivator operatively connected to at least one exhaust. An intake deactivator controller is operatively connected to the intake deactivators associated with at least two cylinders of the plurality of cylinders, and an exhaust deactivator controller is operatively connected to the exhaust deactivators associated with the at least two cylinders. In another embodiment, only a single deactivator controller is operatively connected to both the intake deactivators and to the exhaust deactivators associated with the at least two cylinders of the plurality of cylinders. 1. An internal combustion engine comprising:a plurality of cylinders, each of the plurality of cylinders comprising at least one intake valve and at least one exhaust valve;a plurality of intake deactivators associated with the plurality of cylinders, wherein, for each cylinder of the plurality of cylinders, at least one intake deactivator of the plurality of intake deactivators is operatively connected to the at least one intake valve and controllable to operate in either an intake activation state in which actuation of the at least one intake valve is permitted or an intake deactivation state in which actuation of the at least one intake valve is not permitted;a plurality of exhaust deactivators associated with to the plurality of cylinders, wherein, for each cylinder of the plurality of cylinders, at least one exhaust deactivator of the plurality of exhaust deactivators is operatively connected to the at least one exhaust valve and controllable to operate in either an exhaust activation state in which actuation of the at least one exhaust valve is permitted or an exhaust deactivation state in which actuation of the at least one exhaust valve is not permitted;an intake ...

CONTROL DEVICE OF INTERNAL COMBUSTION ENGINE

Provided is a control device of an internal combustion engine for suppressing variation in the internal EGR amount among cylinders and improving the merchantability. A control device of an internal combustion engine has an ECU , wherein the internal combustion engine includes an electric turbocharger and first to fourth cylinders # to #. The ECU sets a target rotation change amount DN#i for a turbine of the electric turbocharger corresponding to each cylinder according to the operation state of the internal combustion engine (Step ), and controls a TC motor of the electric turbocharger in a control period, which includes an exhaust stroke in one combustion cycle of each cylinder, to match the target rotation change amount DN#i (Step ). 1. A control device of an internal combustion engine , which comprises an exhaust pressure changing mechanism and a plurality of cylinders , wherein the exhaust pressure changing mechanism is capable of changing an exhaust pressure that is a pressure in an exhaust passage , the control device comprising:an operation amount setting unit setting an operation amount of the exhaust pressure changing mechanism, which is for changing the exhaust pressure, corresponding to each of the cylinders according to an operation state of the internal combustion engine; anda control unit controlling the exhaust pressure changing mechanism during a control period, which comprises an exhaust stroke in a combustion cycle of each of the cylinders, so as to reach the operation amount set corresponding to each of the cylinders.2. The control device of the internal combustion engine according to claim 1 , wherein the exhaust pressure changing mechanism comprises an electric turbocharger comprising an electric motor claim 1 , a turbine and a compressor that are drivable by the electric motor claim 1 ,the operation amount setting unit sets a rotation change amount of the turbine as the operation amount, andthe control unit controls the electric motor during ...

SYSTEMS AND METHODS FOR A SPLIT EXHAUST ENGINE SYSTEM

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, an intake valve timing, exhaust valve timing of a first set of exhaust valves coupled to the first exhaust manifold, and a position of an exhaust gas recirculation (EGR) valve in an EGR passage may be adjusted in coordination with one another in response to a condition at a compressor. The EGR passage may be coupled between the intake passage, upstream of the compressor, and the first exhaust manifold. 1. A method , comprising:adjusting, in coordination, an intake valve timing, an exhaust valve timing of a first set of exhaust valves, and a position of an exhaust gas recirculation (EGR) valve in an EGR passage in response to a condition at a compressor, where the EGR passage is coupled between an intake passage, upstream of the compressor, and a first exhaust manifold coupled to the first set of exhaust valves, and adjusting a position of a bypass valve disposed in a bypass passage based on the adjustment of the position of the EGR valve, the bypass passage coupled between the first exhaust manifold and an exhaust passage, downstream of a turbine, where the exhaust passage is coupled to a second exhaust manifold coupled to a second set of exhaust valves.2. The method of claim 1 , wherein adjusting in coordination includes first adjusting the exhaust valve timing and then adjusting one of the intake valve timing or the position of the EGR valve in response to the exhaust valve timing reaching a maximum amount of adjustment and based on the condition at the compressor and a current intake valve timing.3. The method of claim 2 , wherein the condition at the compressor includes one or more of condensate forming at the compressor and an inlet temperature of the compressor being below a threshold inlet ...

Early exhaust valve opening for improved catalyst light off

Energy to speed heating of a catalyst associated with an internal combustion engine can be provided in the form of sensible energy (heat) via hot combustion products. In some variations, timing of opening and/or closing of an exhaust valve can be manipulated to increase sensible heat delivered to the catalyst in the exhaust gases.

METHOD AND SYSTEMS FOR EXHAUST GAS RECIRCULATION

Various methods and systems are provided for reducing cylinder-to-cylinder variation in exhaust gas recirculation. In one embodiment, a system comprises a first cylinder group of an engine having a first number of cylinders, a second cylinder group of the engine having a second number of cylinders that is not an integer multiple of the first number of cylinders, and an exhaust system coupled to the first cylinder group and the second cylinder group. In at least one mode of operation, the exhaust system has exhaust ports of the first cylinder group fluidly coupled to an intake of the engine and exhaust ports of the second cylinder group fluidly decoupled from the intake. 1. A system , comprising:a first cylinder group of an engine having a first number of cylinders;a second cylinder group of the engine having a second number of cylinders that is not an integer multiple of the first number of cylinders; andan exhaust system coupled to the first cylinder group and the second cylinder group, and in at least one mode of operation the exhaust system has exhaust ports of the first cylinder group fluidly coupled to an intake of the engine and exhaust ports of the second cylinder group fluidly decoupled from the intake.2. The system of claim 1 , further comprising a damping volume positioned in the intake claim 1 , the damping volume comprising an expansion region to collect charge air prior to distributing the charge air to the engine claim 1 , the charge air comprising one or more of intake air or exhaust gas from the first cylinder group.3. The system of claim 1 , wherein the first number of cylinders is three cylinders claim 1 , and wherein the second number of cylinders is five cylinders.4. The system of claim 1 , wherein the exhaust system comprises a first exhaust manifold coupled to the first cylinder group and a second exhaust manifold coupled to the second cylinder group claim 1 , the first exhaust manifold fluidically coupled to the intake and the second exhaust ...

Minimizing Alcohol Use In High Efficiency Alcohol Boosted Gasoline Engines

A number of systems and methods are disclosed which increase the replenishment interval for anti-knock fluid. This is especially important during activities which require a large amount of anti-knock fluid, such as towing. In some embodiments, the systems and methods are used to reduce anti-knock fluid consumption. For example, changes to engine operation, such as rich operation, spark retarding, upspeeding, and variable valve timing, all serve to reduce the amount of anti-knock fluid required to eliminate knocking. In other embodiments, the composition of the anti-knock fluid is modified, such as by using a higher octane fluid, or through the addition of water to the anti-knock fluid. In other embodiments, the replenishment interval is increased through a larger anti-knock fluid storage capacity. In one embodiment, a three tank system is used where the third tank can be used to store gasoline or anti-knock fluid, depending on the driving conditions.

THROTTLE ADJUSTMENT DURING DECELERATION FUEL SHUT OFF

Methods and systems are provided for adjusting a throttle during deceleration fuel shut off (DFSO). In one example, a method may comprise controlling a position of a throttle in an air inlet of an engine propelling a vehicle, in relation to vehicle operator commands, and during a deceleration fuel shut off mode, increasing opening of said throttle independently of said operator commands when speed of said vehicle is or is expected to fall below a desired speed or desired speed trajectory. 1. A method comprising:controlling a position of a throttle, in an air inlet of an engine propelling a vehicle, in relation to vehicle operator commands; andduring a deceleration fuel shut off (DFSO) mode, increasing an opening of said throttle independently of said operator commands when speed of said vehicle is or is expected to fall below a desired speed or desired speed trajectory.2. The method recited in claim 1 , further comprising claim 1 , decreasing said throttle opening if said vehicle speed rises above said desired speed or desired speed trajectory during said deceleration fuel shut off mode.3. The method recited in claim 1 , further comprising increasing opening of said throttle in response to a determination that a temperature of a catalyst coupled to an exhaust of said engine will remain above a threshold during said deceleration fuel shut off mode.4. The method recited in claim 1 , further comprising claim 1 , adjusting the throttle to a closed position when entering DFSO mode claim 1 , and subsequently increasing the opening of the throttle during said DFSO mode.5. The method recited in claim 1 , wherein said engine comprises a four stroke engine and said increasing said throttle opening decreases engine braking and therefore slows a rate of said deceleration to extend operation in said deceleration fuel shut off mode.6. The method recited in claim 1 , wherein the increasing the opening of the throttle is based on a difference between the desired speed of the ...

INTERNAL COMBUSTION ENGINE CONTROL APPARATUS

Because an in-cylinder temperature becomes low immediately after cold starting, it is impossible to take large ignition timing retard to avoid combustion instability and it takes time to activate a catalyst existing downstream of an internal combustion engine. 1. An internal combustion engine control apparatus including an ignition timing control unit to control an ignition timing of an ignition device attached to an internal combustion engine ,the internal combustion engine control apparatus comprising: an in-cylinder temperature raising unit that raises an in-cylinder temperature, wherein the in-cylinder temperature is raised by the in-cylinder temperature raising unit and a retard amount of the ignition timing of the ignition device is increased by the ignition timing control unit.2. The internal combustion engine control apparatus according to claim 1 , wherein the in-cylinder temperature raising unit closes an exhaust valve before a top dead center in an exhaust stroke claim 1 , thereby providing an NVO period where an exhaust is compressed.3. The internal combustion engine control apparatus according to claim 2 , wherein the ignition timing of the ignition device is retarded by the ignition timing control unit after the NVO period is provided by the in-cylinder temperature raising unit.4. The internal combustion engine control apparatus according to claim 2 , wherein gas is injected into a cylinder during the NVO period and a pressure in a combustion chamber is increased.5. The internal combustion engine control apparatus according to claim 1 , wherein the in-cylinder temperature raising unit sets an intake valve closing timing to the vicinity of a bottom dead center to eliminate blowing back to an intake pipe claim 1 , in an intake stroke or a compression stroke.6. The internal combustion engine control apparatus according to claim 1 , wherein the in-cylinder temperature raising unit increases a mechanical compression ratio in a compression stroke or an ...

COLD START FOR HIGH-OCTANE FUELS IN A DIESEL ENGINE ARCHITECTURE

Embodiments disclosed herein relate generally to systems and methods of operating internal combustion (IC) engines, and more specifically to systems and methods of starting compression ignition (CI) engines when the surrounding environment is significantly colder than the normal operating temperature of the engine (i.e., “cold-starting”). In some embodiments, the CI engine can include an ignition-assist device. In some embodiments, a method of operating a CI engine during cold-start can include opening an intake valve to draw a volume of air into the combustion chamber, moving a piston from a bottom-dead-center position to a top-dead-center position in a combustion chamber at a compression ratio of between about 15 and about 25, injecting a volume of fuel, the fuel having a cetane number of less than about 30, closing the intake valve, and combusting substantially all of the volume of fuel. 143-. (canceled)44. A method of operating a compression ignition engine , the compression ignition engine including an engine cylinder having an inner surface , a head surface , a piston disposed and configured to move in the engine cylinder , an intake valve , an exhaust valve , and an ignition-assist device , the inner surface of the engine cylinder , the piston , the head surface , the intake valve , and the exhaust valve defining a combustion chamber , the piston and the head surface defining a bowl region of the combustion chamber , the method comprising the steps of:opening the intake valve to draw a volume of air into the combustion chamber, the volume of air having a mass-average temperature of less than about 150° C. at the moment the volume of air passes through the intake valve;moving the piston from a bottom-dead-center (BDC) position to a top-dead-center (TDC) position in the combustion chamber at a compression ratio of between about 15 and about 25;injecting a volume of fuel at an engine crank angle between 0 and 360 degrees, the fuel having a cetane number of less ...

Vehicle controller

A vehicle controller performs a throttle-valve-late-close control in which the throttle valve is held open until a delay time has passed after the fuel cut is started, and an EGR-valve-open-close control in which the EGR valve is repeatedly opened and closed. Then, the throttle valve is closed and the EGR valve is opened. In a period from a latter period of an exhaust stroke to a preceding period of an intake stroke, a valve-overlap control is executed so that a variable valve timing controller is controlled to make both an intake valve and an exhaust valve opened. A pumping loss of an engine is sufficiently reduced and an energy-regenerate efficiency can be effectively improved.

Hydraulic control system for engine

A hydraulic control system for an engine having a plurality of cylinders includes: valve stop mechanisms that switch the engine from all-cylinder operation to cylinder cut-off operation; a VVT that can change the timing to open and close valves 14 during all-cylinder operation and cylinder cut-off operation; an oil pump that supplies oil to hydraulically operated devices including the valve stop mechanisms and the VVT through a hydraulic path; and a control device. The control device controls a maintaining oil pressure, which is required to maintain the operated state of the valve stop mechanisms during cylinder cut-off operation, so that the maintaining oil pressure is set to a high value in a high oil viscosity region.

Method and apparatus for controlling operation of an internal combustion engine

An internal combustion engine is described. Controlling the internal combustion engine includes gathering engine operating data during steady-state engine operation, including gathering a first dataset associated with a cylinder air charge during steady-state operation of the engine in the PVO state and gathering a second dataset associated with a cylinder air charge during steady-state operation of the engine in the NVO state. An optimization routine is executed to determine a first subset of parameters associated with a first relationship for a cylinder air charge model based upon the second dataset. The optimization routine is also executed to determine a second subset of parameters associated with a second relationship for the cylinder air charge model based upon the first dataset. A cylinder air charge is determined in real-time during engine operation based upon the cylinder air charge model and the first and second subsets of parameters.

METHODS AND SYSTEMS FOR AN IGNITION ARRANGEMENT OF AN INTERNAL COMBUSTION ENGINE

Methods and systems are provided for a prechamber. In one example, the prechamber comprises one or more valves for optionally adjusting gas flow therethrough. The one or more valves may allow pre-chamber and combustion chamber settings to be modified, thereby enhancing combustion operating parameters. 1. A system , comprising:a pre-chamber comprising a first passage fluidly coupled to an inlet passage and a second passage fluidly coupled to an exhaust passage, wherein an ignition device is configured to provide a spark directly into an interior volume of the pre-chamber.2. The system of claim 1 , wherein the first passage comprises a first valve and the second passage comprises a second valve.3. The system of claim 1 , wherein the pre-chamber comprises a first group of openings claim 1 , a second group of openings claim 1 , and a third group of openings fluidly coupling the interior volume of the pre-chamber to a combustion chamber.4. The system of claim 3 , wherein the first group of openings is sized differently than the second group of openings claim 3 , and wherein the second group of openings is sized differently than the third group of openings.5. The system of claim 3 , wherein the first group of openings is larger than the second group of openings claim 3 , and wherein the second group of openings is larger than the third group of openings.6. The system of claim 1 , wherein fuel is not injected into the pre-chamber.7. An engine system claim 1 , comprising:a fuel injector and a spark plug, wherein the spark plug is positioned to provide a spark directly to an interior volume of a pre-chamber, wherein the pre-chamber is fluidly coupled to a combustion chamber via a plurality of openings, an intake passage via a first passage, and an exhaust passage via a second passage, and wherein a first valve is arranged in the first passage and a second valve is arranged in the second passage.8. The engine system of claim 7 , wherein the pre-chamber is arranged outside of ...

Optimized fuel management system for direct injection ethanol enhancement of gasoline engines

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

Control device for spark-ignition engine

A controller (an engine controller 100 ) feeds a fuel into a cylinder 11 through a fuel feeder (including a fuel injection valve 53 and a fuel feeding system 54 ) when the cylinder 11 is in an intake stroke and a compression stroke and if an engine body (an engine 1 ) is both in a cold running phase and under a heavy load. The engine body at or below a predetermined temperature is in the cold running phase. The load applied to the engine body is heavy when the engine body is under at least a predetermined load. The controller also lowers the upper limit of the charging efficiency of the engine body as the vaporization rate of the fuel fed into the cylinder decreases.

ROCKER ARM MECHANISM

A rocker arm mechanism capable of selectively adjusting a timing of opening or closing an intake or an exhaust valve of a plurality of exhaust valves by shifting according to a crankshaft angle and by gradually changing a maximum valve opening, or electively, allows for engine braking by decompression by opening the plurality of exhaust valves before a compression stroke in a plurality of internal combustion engines. 1. A rocker arm mechanism , wherein the rocker arm mechanism is capable of selectively adjusting a timing of opening or closing an intake or an exhaust valve of a plurality of exhaust valves by shifting according to a crankshaft angle and by changing a maximum valve opening , or selectively , allows for engine braking by decompression by opening the plurality of exhaust valves before a compression stroke in a plurality of internal combustion engines , and the rocker arm mechanism comprises:at least one rocker arm, wherein the at least one rocker arm is engaged with a camshaft from one side of the at least one rocker arm and with the exhaust valve of the plurality of exhaust valves from another side of the at least one rocker arm and the at least one rocker arm transfers a movement formed by means of the camshaft to the exhaust valve of the plurality of exhaust valves, and comprising at least one movement member,wherein the at least one movement member is connected to a side of the at least one rocker arm engaged with the exhaust valve of the plurality of exhaust valves and capable of rotating clockwise or counterclockwise around an axis;a clockwise and counterclockwise movement of the at least one movement member is ensured by a way of a first force applying means and a second force applying means via a rotating bracket, wherein the rotating bracket is in a middle of the at least one movement member,the at least one movement member is able to apply a force, as a consequence of a clockwise or counterclockwise rotation, in a direction the plurality of ...

VARIABLE COMBUSTION SYSTEM FOR AN INTERNAL COMBUSTION ENGINE

A variable combustion system for an internal combustion engine, which suppresses mechanical compression ratio change control by a variable mechanical compression ratio control mechanism and carries out internal EGR amount change control by a variable valve actuating control mechanism on a preferential basis in a first operating region in which a compression self-ignition combustion is carried out, and which suppresses the internal EGR amount change control by the variable valve actuating control mechanism and carries out the mechanical compression ratio change control by the variable mechanical compression ratio control mechanism on a preferential basis in a second operating region in which a spark ignition combustion is carried out. 1. A variable combustion system for an internal combustion engine , comprising:a variable valve actuation control mechanism configured to control an internal EGR amount to a combustion chamber of an internal combustion engine;a variable mechanical compression ratio control mechanism configured to control a mechanical compression ratio in the combustion chamber; anda control device configured to switch a combustion form of a mixture in the combustion chamber of the internal combustion engine to any one of compression self-ignition combustion and spark ignition combustion and to control the variable valve actuating control mechanism and the variable mechanical compression ratio control mechanism,wherein the control device suppresses mechanical compression ratio change control by the variable mechanical compression ratio control mechanism and carries out internal EGR amount change control by the variable valve actuating control mechanism on a preferential basis in a first operating region in which the compression self-ignition combustion is carried out, andthe control device suppresses the internal EGR amount change control by the variable valve actuating control mechanism and carries out the mechanical compression ratio change control by ...

CONTROL METHOD OF INTERNAL COMBUSTION ENGINE

A preparation control for suppressing fluctuation of an output torque of the engine at the time of executing switching operation from the whole cylinder operation to the partial cylinder operation is executed when having made a switching request from the whole cylinder operation to the partial cylinder operation, the valve operation phase is fixed to a predetermined phase before executing the switching operation, and the cylinder deactivation mechanism is controlled so as to execute the switching operation at a target switching time which is prefixed by corresponding to the predetermined phase. The target switching time is previously set to a timing at which abnormal noises are not generated, by corresponding to the valve operation phase fixed to the predetermined phase. 1. A control method of an internal combustion engine which comprises a plurality of cylinders , a valve operation phase variable mechanism configured to change a valve operation phase of at least one of an intake valve and an exhaust valve provided in each of the plurality of cylinders , and a cylinder deactivation mechanism configured to perform switching between partial cylinder operation in which a part of the plural cylinders is operated and whole cylinder operation in which all of the cylinders are operated , comprising steps of:(a) executing, by a computer, a preparation control for suppressing fluctuation of an output torque of the engine at a time of executing switching operation from the whole cylinder operation to the partial cylinder operation when a switching request from the whole cylinder operation to the partial cylinder operation is made;(b) fixing, by a computer, the valve operation phase to a predetermined phase before executing the switching operation; and(c) outputting, by a computer, switching command signal to the cylinder deactivation mechanism based on a target switching time which is prefixed in accordance with the predetermined phase so as to execute the switching operation ...

CAM ROTARY ENGINE POWER SYSTEM OF INTERNAL COMBUSTION TYPE

A cam rotary engine power system of internal combustion type, making use of the cam and a plurality of cam followers to form cam mechanisms, and forming a plurality of circumferential distributed sealing working chambers with the inner-cavity-member, the external-rotating-surface-member and the end-cover-member. The volume of those chambers change with the relative rotation of the cam and the cam followers, in which the intake, compression, power and exhaust processes of the Otto cycle are completed by valve coordination. The chemical energy produced by gas combustion is directly converted into the mechanical energy of the rotor in the form of fixed axis rotation. The power system does not set the crankshaft of piston engine, and the high pressure gas directly drives the rotor to rotate and output power. The structure of this power system is relatively simple and its parameters can be adjusted in a wide range. 1. A power system of cam rotary internal combustion engine , comprising an inner cavity member , an external rotating surface member , a cam , end cover members , cam followers , valves and valve controllers; wherein , rise and fall intervals of the cam's contour profile causing size change of the cam surface , an annular clearance with varied dimension being formed by encircling the cam with the inner surface of the inner cavity rotating surface member , the outer surface of the external rotating surface member and the end cover members , in which the coupled surfaces form the contact sealing relationship except the cam contour profile; the cam being fixed with one of the inner cavity member or the external rotating surface member and rotated relative to the other; a set of cam followers being installed on the inner cavity member or the external rotating surface member which is not fixed with the cam , sealing contact being formed by a higher pair joints between the cam followers and the smooth cam contour profile surface , so as to separate the annular ...

INTERNAL COMBUSTION ENGINE CONTROLLER

A controller is applied to such an internal combustion engine that an exhaust throttle valve for controlling the flow volume of exhaust gas of the exhaust passage is provided in the exhaust passage, an intake variable valve mechanism for changing the timing of opening and closing each intake valve or an exhaust variable valve mechanism for changing the timing of opening and closing each exhaust valve is provided, and an overlap period when an opening period of the intake valve and an opening period of the exhaust valve overlap with each other can be provided, and controls the exhaust throttle valve so that an opening degree of the exhaust throttle valve in the overlap period is made smaller than an opening degree of the exhaust throttle valve in a case where the overlap period is not provided. 1. An internal combustion engine controller being applied to an internal combustion engine where an exhaust throttle valve allowed to control flow volume of exhaust gas in an exhaust passage is provided in the exhaust passage , at least one of an intake variable valve mechanism allowed to change a timing of opening and closing each intake valve and an exhaust variable valve mechanism allowed to change a timing of opening and closing each exhaust valve is provided , and an overlap period when an opening period of the intake valve and an opening period of the exhaust valve overlap with each other is allowed to be provided , the internal combustion engine controller comprising a computer executing a computer program to function as a valve controlling device which is configured to control the exhaust throttle valve , whereinthe internal combustion engine comprises a plurality of cylinders; and an exhaust manifold where exhaust gas discharged from the plurality of cylinders is collected,the exhaust throttle valve is provided on a downstream side further than the exhaust manifold in the exhaust passage, andthe valve controlling device is configured to control the exhaust throttle ...

METHOD AND ARRANGEMENT FOR DETERMINING EXHAUST MASS FLOW THROUGH A DIESEL PARTICULATE FILTER, AND FOR CONTROLLING ONE OR MORE ENGINE COMPONENTS AS A FUNCTION OF DETERMINED EXHAUST MASS FLOW

A method is provided for determining exhaust mass flow through a diesel particulate filter (DPF) in an engine arrangement including an engine and an exhaust after treatment system (EATS) comprising the DPF. The method comprises determining soot loading and soot distribution in the DPF, measuring pressure drop over the DPF, measuring pressure in the DPF, measuring temperature in the DPF, and determining exhaust mass flow through the DPF as a function of the measured pressure drop, the measured pressure, the measured temperature, and the soot loading and soot distribution. An arrangement is also provided for determining exhaust mass flow through a diesel particulate filter. A method for controlling one or more engine components, and an engine, are also provided. 1. A method for determining exhaust mass flow through a diesel particulate filter (DPF) in an engine arrangement comprising an engine and an exhaust after treatment system (EATS) comprising the DPF , the method comprising:determining soot loading and soot distribution in the DPF;measuring pressure drop over the DPF;measuring pressure in the DPF;measuring temperature in the DPF; anddetermining exhaust mass flow through the DPF as a function of the measured pressure drop, the measured pressure, the measured temperature, and the soot loading and soot distribution.2. The method as set forth in claim 1 , comprising determining soot loading in the DPF using a radio frequency (RF) sensor.3. The method as set forth in claim 1 , comprising determining soot distribution in the DPF using a radio frequency (RF) sensor.4. A method for controlling an engine in an engine arrangement comprising the engine and an exhaust after treatment system (EATS) comprising a diesel particulate filter (DPF) claim 1 , the method comprising: determining soot loading and soot distribution in the DPF,', 'measuring pressure drop over the DPF,', 'measuring pressure in the DPF,', 'measuring temperature in the DPF, and', 'determining exhaust mass ...

CONTROL APPARATUS FOR ENGINE

A control apparatus for an engine is provided. The control apparatus includes an intake control valve controller for fully closing, when an engine stop request is issued, an intake control valve for adjusting a flow rate of intake air passing through an intake passage of the engine, an engine speed increase controller for increasing an engine speed to reach a target speed after the intake control valve is fully closed by the intake control valve controller, and a fuel injection stopper for stopping a fuel injection after the engine speed is increased by the engine speed increase controller. 1. A control apparatus for an engine , comprising:an intake control valve controller for fully closing, when an engine stop request is issued, an intake control valve for adjusting a flow rate of intake air passing through an intake passage of the engine;an engine speed increase controller for increasing an engine speed to reach a target speed after the intake control valve is fully closed by the intake control valve controller; anda fuel injection stopper for stopping a fuel injection after the engine speed is increased by the engine speed increase controller.2. The control apparatus of claim 1 , wherein the engine is provided with a turbocharger including movable flaps configured to adjust a turbocharging pressure claim 1 , andwherein the control apparatus further comprises a flap controller for fully closing the flaps of the turbocharger when the engine stop request is issued.3. The control apparatus of claim 1 , wherein the engine is provided with an alternator for generating electric power via a drive force of the engine claim 1 , andwherein the control apparatus further comprises an alternator controller for increasing a load of the alternator when the engine stop request is issued.4. The control apparatus of claim 3 , wherein the alternator controller suspends operation of the alternator once the engine stop request is issued claim 3 , and resumes the operation of the ...

APPARATUS AND METHOD FOR CALCULATING INTERNAL EXHAUST GAS RECIRCULATION (EGR) AMOUNT OF ENGINE INCLUDING CONTINUOUSLY VARIABLE VALVE DURATION APPARATUS

A method and apparatus for calculating an internal exhaust gas recirculation (EGR) amount of an engine include a continuously variable valve duration (CVVD) apparatus. The internal EGR amount is calculated by correcting a backflow gas amount based on a valve duration changed by operation of the continuously variable valve duration apparatus during valve overlap of an intake valve or an exhaust valve. 1. A method for calculating an internal exhaust gas recirculation (EGR) amount of an engine including a continuously variable valve duration apparatus (CVVD) , comprising:calculating an internal EGR amount, by an internal EGR amount calculator, based on valve duration changed by operation of the continuously variable valve duration apparatus during valve overlap of an intake valve or an exhaust valve.2. The method of claim 1 , wherein the internal EGR amount is a sum of a residual gas amount in a cylinder of the engine and a backflow gas amount of gas flowing back into the cylinder during valve overlap claim 1 , and the backflow gas amount is a value obtained by correcting a basic backflow gas amount determined based on an exhaust pressure claim 1 , an intake pressure claim 1 , an exhaust gas temperature claim 1 , and valve overlap duration in a valve overlap period based on the valve duration changed by the operation of the continuously variable valve duration apparatus.3. The method of claim 2 , wherein when correcting the basic backflow gas amount claim 2 , the basic backflow gas amount is corrected at a predetermined ratio by using valve profile determined based on a maximum opening point in time (most opening position (MOP)) and a valve closing point in time of the intake valve or the exhaust valve controlled by the continuously variable valve duration apparatus.4. The method of claim 2 , wherein when correcting the basic backflow gas amount claim 2 , the basic backflow gas amount is corrected at a predetermined ratio by using valve profile determined based on a ...

CONTROL APPARATUS AND CONTROL METHOD FOR VARIABLE VALVE MECHANISM

A control apparatus and method for a variable valve mechanism operated by an oil pressure by a variable displacement pump that is capable of varying its capacity. A control apparatus and a control method for a variable valve mechanism, by which deterioration of fuel efficiency and deterioration of operability can be suppressed, is provided. When controlling the variable valve mechanism that is operated by the oil pressure by a variable displacement pump, the control gain of the variable valve mechanism is changed, according to the capacity switching condition or the capacity switching operation of the variable valve mechanism. Driving the variable valve mechanism dependent on an actual hydraulic pressure state is enabled by changing the control gain of the variable valve mechanism in response to switching of the variable displacement pump, so that deterioration of fuel efficiency and operability can be inhibited while suppressing overshoot and response lag. 118.-. (canceled)19. A control apparatus for a variable valve mechanism that is operated by an oil pressure by a variable displacement pump , comprising: switch a control gain of the variable displacement to a control gain for a first oil pressure when the variable displacement pump is under the first oil pressure or the first oil pressure is indicated, and', 'switch the control gain of the variable displacement to a control gain for a second oil pressure when the variable displacement pump is under the second oil pressure that is different from the first oil pressure, or the second oil pressure is indicated;, 'a control unit configured toora control unit configured to use an oil pressure ratio between the second oil pressure and the first oil pressure as a correction coefficient, and to multiply a control gain of the variable valve mechanism by the correction coefficient based on whether the variable displacement pump is under the first oil pressure or the second oil pressure, or whether the first oil pressure ...

METHOD AND CONTROL UNIT FOR CARRYING OUT A GAS EXCHANGE IN A CYLINDER OF AN INTERNAL COMBUSTION ENGINE AND INTERNAL COMBUSTION ENGINE HAVING SUCH A CONTROL UNIT

A method for carrying out a gas exchange in a cylinder of an internal combustion engine is provided. The cylinder is connected to a gas line section via a valve. An actuator adjusts a gas pressure in the gas line section. The valve closes at a fixed point in time in a working cycle of the internal combustion engine in case of a constant torque of the internal combustion engine. The method includes the steps of recognizing a torque change request; determining a target value for the gas pressure in the gas line section in dependence on the torque change request; and determining a variable point in time for closing the valve as a result of the torque change request, wherein the variable point in time is shifted in the working cycle relative to the fixed point in time in dependence on the target value of the gas pressure. 1. A method for carrying out a gas exchange in a cylinder of an internal combustion engine , the method comprising:providing the internal combustion engine such that the cylinder is connected, via a valve, to a gas line section and providing, in the gas line section, an actuator for adjusting a gas pressure in the gas line section, wherein the valve closes at a fixed point in time in a working cycle of the internal combustion engine in case of a constant torque of the internal combustion engine;recognizing a torque change request;determining a target value for the gas pressure in the gas line section in dependence on the torque change request and subsequently determining a variable point in time for closing the valve as a result of the torque change request, wherein the variable point in time is shifted in the working cycle relative to the fixed point in time in dependence on the target value of the gas pressure; andcontrolling the actuator as a result of the torque change request in such a way that the target value of the gas pressure prevails in the gas line section.2. The method according to claim 1 , which comprises determining the target value for ...

CONTROL APPARATUS OF ENGINE

A control apparatus of an engine including intake and exhaust valves and a variable valve timing mechanism for varying open and close timings is provided. The apparatus includes a processor configured to execute an increasing amount controlling module for performing a fuel amount increase control in which a fuel injection amount is increased to decrease an exhaust gas temperature, and a valve controlling module for controlling, via the variable valve timing mechanism, an overlapping period in which the intake and exhaust valves are both opened on intake stroke. When the increasing amount controlling module performs the increase control, based on an increase of a temperature of the exhaust gas in the increase control, the valve controlling module determines whether a protection for an exhaust system component is required, and if the protection is determined to be required, the valve controlling module shortens the overlapping period. 1. A control apparatus of an engine including an intake valve , an exhaust valve , and a variable valve timing mechanism for varying open and close timings of at least one of the intake and exhaust valves , the control apparatus comprising a processor configured to execute:an increasing amount controlling module for performing a fuel amount increase control in which an injection amount of fuel is increased so as to decrease a temperature of exhaust gas; anda valve controlling module for controlling, via the variable valve timing mechanism, an overlapping period in which the intake and exhaust valves are both opened on intake stroke of the engine,wherein when the increasing amount controlling module performs the fuel amount increase control, based on a temperature increase of the exhaust gas estimated to occur due to the fuel amount increase control, the valve controlling module determines whether a protection for a component of an exhaust system of the engine is required, and if the protection for the component of the exhaust system is ...

CONTROL APPARATUS OF ENGINE

A control apparatus of an engine including an intake valve, an exhaust valve, and a variable valve timing mechanism for varying open and close timings of at least one of the intake and exhaust valves, is provided. The control apparatus includes a processor configured to execute a valve controlling module for performing, via the variable valve timing mechanism, a valve overlap in which the intake and exhaust valves are both opened on intake stroke of the engine, and a temperature estimating module for estimating a temperature of exhaust gas at a given location in the exhaust system by estimating a temperature increase of the exhaust gas caused by afterburn and accounting for the temperature increase, the afterburn occurring due to fresh air blowing through a cylinder of the engine to an exhaust system during the valve overlap. 1. A control apparatus of an engine including an intake valve , an exhaust valve , and a variable valve timing mechanism for varying open and close timings of at least one of the intake and exhaust valves , the control apparatus comprising a processor configured to execute:a valve controlling module for performing, via the variable valve timing mechanism, a valve overlap in which the intake and exhaust valves are both opened on intake stroke of the engine; anda temperature estimating module for estimating a temperature of exhaust gas at a given location in the exhaust system by estimating a temperature increase of the exhaust gas caused by afterburn and accounting for the temperature increase, the afterburn occurring due to fresh air blowing through a cylinder of the engine to an exhaust system during the valve overlap.2. The control apparatus of claim 1 , wherein the temperature estimating module estimates a discharging temperature based on an operating state of the engine and estimates the exhaust gas temperature at the given location in the exhaust system based on the discharging temperature claim 1 , the discharging temperature being a ...

CONTROL APPARATUS FOR SUPERCHARGED INTERNAL COMBUSTION ENGINE

Provided is a control apparatus for a supercharged internal combustion engine. A turbo supercharger, an exhaust bypass passage, a WGV capable of switching the opening and closing of the exhaust bypass passage, and variable valve operating mechanisms capable of changing a valve overlap period are included. The valve overlap period is shortened so that the fresh air blow-through amount Gsca becomes equal to or smaller than a predetermined blow-through determination value Gjudge when the blow-through amount Gsca is larger than the blow-through determination value Gjudge. The WGV is opened when the blow-through amount Gsca is still larger than the blow-through determination value Gjudge after the valve overlap period has been shortened. 1. A control method for a supercharged internal combustion engine , including a turbo supercharger which includes , in an exhaust passage , a turbine that is operated by exhaust energy; an exhaust bypass passage which branches off from the exhaust passage at an upstream side portion of the turbine and merges with the exhaust passage at a downstream side portion of the turbine; a waste gate valve which is capable of switching an opening and closing of the exhaust bypass passage; and one or both of an intake variable valve operating mechanism and an exhaust variable valve operating mechanism , and a controller , the method comprising:obtaining by the controller a blow-through amount of fresh air that blows through a combustion chamber from an intake passage to the exhaust passage;shortening by the controller a valve overlap period during which an opening period of an exhaust valve overlaps with an opening period of an intake valve so that the blow-through amount becomes equal to or smaller than a predetermined blow-through determination value when the blow-through amount is larger than the blow-through determination value;determining by the controller whether or not the blow-through amount is still larger than the blow-through ...

Method for controlling of valve timing of continuous variable valve duration engine

A method for controlling intake and exhaust valves of an engine includes: Controlling opening and closing timings of the intake and exhaust valves by an intake continuous variable valve timing (CVVT) device and an exhaust CVVT devices; determining, by a controller, target intake and exhaust opening durations of the intake and exhaust valves, and target opening and closing timings of the valves based on an engine load and an engine speed; modifying current intake and exhaust opening durations based on the target opening durations via an intake continuous variable valve duration (CVVD) device and an exhaust CVVD device; adjusting opening or closing timings of the valves to the target opening or closing timings of the valves while maintaining the modified opening durations of the valves.

VALVE TIMING ADJUSTMENT DEVICE

Hall sensors respectively output a measurement signal, a voltage level of which changes according to a rotation position of an electric motor. A rotation signal generator of a drive circuit generates a rotation speed signal and a rotation direction signal of the electric motor based on the measurement signals. A control circuit generates control signals of the electric motor according to edges of output signals of the rotation signal generator. A signal corrector corrects an excess or a shortage of the edge of the signal at the time of starting the electric motor based on: the voltage levels of the rotation speed signal and the rotation direction signal at the time of turning off and the time of turning on of an electric power source; and a rotation direction of the electric motor at the time of starting thereof. 1. A valve timing adjustment device for adjusting opening and closing timings of an intake valve or an exhaust valve of an internal combustion engine by an electric motor , comprising:a rotation position sensor that is configured to output a measurement signal, a voltage of which changes between two levels according to a rotation position of the electric motor;a rotation signal generator that is configured to generate a rotation speed signal and a rotation direction signal of the electric motor based on the measurement signal;a control circuit that is configured to generate a control signal for commanding a target rotation speed of the electric motor and a control signal for commanding a target rotation direction of the electric motor based on edges of the rotation speed signal and edges of the rotation direction signal; anda signal corrector that is configured to correct an excess or a shortage of one or more edges of the rotation speed signal and an excess or a shortage of one or more edges of the rotation direction signal at a time of starting the electric motor based on: a voltage level of the rotation speed signal and a voltage level of the rotation ...

IN-CYLINDER EGR FOR AIR FUEL RATIO CONTROL

Air to fuel ratio management comprises sensing a power output request for the engine and determining a fuel-efficient air to fuel ratio. A current air to fuel ratio is sensed in one or both of an intake manifold and an exhaust manifold connected to the engine. An air to fuel ratio adjustment is determined based on the fuel-efficient air to fuel ratio and based on the current air to fuel ratio. An in-cylinder exhaust gas recirculation technique is selected. The in-cylinder exhaust gas recirculation technique adjusts an oxygen and particulate content of exhaust gas resulting from combustion. A number of cylinders of the multiple-cylinder engine are selected to implement the in-cylinder exhaust gas recirculation technique. The intake valves and the exhaust valves are controlled to adjust the oxygen and particulate content of the exhaust gas by applying a second compression stroke of the respective reciprocating pistons to the exhaust gas. 1. A system for air to fuel ratio (AFR) management in a multiple-cylinder engine , the engine comprising respective reciprocating pistons in the multiple cylinders , the respective reciprocating pistons connected to a crankshaft for rotation of the crankshaft , a computer-controllable fuel injection system configured to inject fuel in to the multiple cylinders , respective computer-controllable intake valves and exhaust valves for opening and closing the multiple cylinders , and a computer control network connected to the fuel injection system and the respective intake valves and respective exhaust valves , the network comprising a processor , a tangible memory device , and processor-executable control algorithms for implementing a method for AFR management , the method comprising:sensing a power output request for the engine;determining a fuel-efficient air to fuel ratio based on the sensed power output;sensing a current air to fuel ratio in one or both of an intake manifold connected to the engine and an exhaust manifold connected ...

System And Method For Controlling A Variable Valve Actuation System To Reduce Delay Associated With Reactivating A Cylinder

An engine control system includes a cylinder control module that deactivates and reactivates a cylinder of an engine based on a driver torque request while an ignition system associated with the engine is in an on position. A firing order module selectively adjusts a firing order of the engine based on a time when the cylinder is reactivated. 1. An engine control system comprising:a cylinder control module that deactivates and reactivates a cylinder of an engine based on a driver torque request while an ignition system associated with the engine is in an on position; anda firing order module that selectively adjusts a firing order of the engine based on a time when the cylinder is reactivated.2. The engine control system of claim 1 , wherein the firing order module adjusts the firing order when the driver torque request is greater than a predetermined torque.3. The engine control system of claim 1 , wherein the firing order module advances spark in the cylinder by N degrees when a crank angle is less than a predetermined angle.4. The engine control system of claim 3 , wherein the crank angle corresponds to a piston position at the time relative to top dead center and N is an integer greater than 1.5. The engine control system of claim 4 , wherein N is 360.6. A method for controlling an engine claim 4 , comprising:deactivating and reactivating a cylinder of an engine based on a driver torque request while an ignition system associated with the engine is in an on position; andselectively adjusting a duration of a period for which at least one of an intake valve and an exhaust valve of the cylinder are opened based on a first time corresponding to a crank angle of the engine when the cylinder is reactivated relative to top dead center;opening the exhaust valve at a second time that is based on the first time.opening the exhaust valve when the cylinder is reactivated if the crank angle is greater than a first predetermined angle; andadjusting a firing order of the ...

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

A control apparatus for an internal combustion engine, which, in the case of intake-side and exhaust-side cleaning controls being performed, is capable of ensuring stable combustion of a mixture when the engine is returned from a decelerating FC operation to a normal operation, thereby making it possible to enhance marketability. The control apparatus for the engine includes an ECU. The ECU performs intake-side cleaning control for controlling an intake cam phase CAIN to a predetermined most advanced value CAIN_ADV so as to increase a valve overlap period of an intake valve and an exhaust valve, and performs exhaust-side cleaning control for controlling an exhaust cam phase CAEX to a predetermined most retarded value CAEX_RET so as to increase the valve overlap period of the intake valve and the exhaust valve. Further, during execution of one of the intake-side and exhaust-side cleaning controls, the ECU inhibits execution of the other. 1. A control apparatus for an internal combustion engine that includes a variable intake cam phase mechanism of a hydraulically-driven type for changing an intake cam phase which is a phase of an intake cam for opening and closing an intake valve with respect to a crankshaft , and a variable exhaust cam phase mechanism of a hydraulically-driven type for changing an exhaust cam phase which is a phase of an exhaust cam for opening and closing an exhaust valve with respect to the crankshaft , the control apparatus controlling the intake cam phase and the exhaust cam phase via the variable intake cam phase mechanism and the variable exhaust cam phase mechanism , comprising:intake-side cleaning control means for performing intake-side cleaning control that controls the intake cam phase to be advanced such that a valve overlap period of the intake valve and the exhaust valve is increased;exhaust-side cleaning control means for performing exhaust-side cleaning control that controls the exhaust cam phase to be retarded such that the valve ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device for an internal combustion engine includes an internal combustion engine and a valve opening-closing timing control device. The valve opening-closing timing control device has a phase adjustment mechanism for setting a relative rotation phase of a driving-side rotator and a driven-side rotator. The phase adjustment mechanism overlaps a timing of opening an intake valve with a timing of opening an exhaust valve, by setting, in a predetermined period, the relative rotation phase such that the exhaust valve closes after a top dead center position has been reached, and a bypass passage is provided that connects an exhaust passage of one cylinder that is in an exhaust process to the exhaust passage of another cylinder that is in an intake process at the same time as the exhaust process. 1. A control device for an internal combustion engine comprising:an internal combustion engine including: a plurality of cylinders each including a combustion chamber; a piston that moves between a top dead center position and a bottom dead center position in each of the cylinders; a crankshaft connected to the piston; an intake passage and an exhaust passage that are connected to the combustion chamber in each of the cylinders; an intake valve provided at a connecting port between the combustion chamber in each of the cylinders and the intake passage, and an exhaust valve provided at a connecting port between the combustion chamber and the exhaust passage; and an intake shaft and an exhaust shaft that are connected to the intake valve and the exhaust valve, respectively; anda valve opening-closing timing control device including: a driving-side rotator that rotates synchronously with the crankshaft; a driven-side rotator that rotates integrally with the exhaust shaft, the driven-side rotator being arranged so as to be able to relatively rotate with respect to the driving-side rotator, coaxially with a rotation axis of the driving-side rotator; and a phase adjustment ...

CONTROL METHOD AND CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control method for an internal combustion engine, the internal combustion engine including a valve timing control mechanism on at least an intake side and configured to control an operation of the valve timing control mechanism on the intake side during acceleration, the method including, calculating a relational expression between an intake valve timing, the intake valve timing being an operation timing of an intake valve, and a cylinder air charge amount in a range in which the intake valve timing can be advanced or retarded within a predetermined calculation cycle from a current value, calculating a target air charge amount, the target air charge amount being a target value of the cylinder air charge amount during the acceleration, based on an operating state of the internal combustion engine, calculating a target value of the intake valve timing corresponding to the target air charge amount from the relational expression for each calculation cycle, and setting a command signal for the valve timing control mechanism on the intake side based on a calculated target value of the intake valve timing. 1. A control method for an internal combustion engine , the internal combustion engine including a valve timing control mechanism on at least an intake side and configured to control an operation of the valve timing control mechanism on the intake side during acceleration , the method comprising:calculating a relational expression between an intake valve timing, the intake valve timing being an operation timing of an intake valve, and a cylinder air charge amount in a range in which the intake valve timing can be advanced or retarded within a predetermined calculation cycle from a current value;calculating a target air charge amount, the target air charge amount being a target value of the cylinder air charge amount during the acceleration, based on an operating state of the internal combustion engine;calculating a target value of the intake valve timing corresponding ...

SYSTEM AND METHOD FOR VARIABLE COMPRESSION RATIO ENGINE

Methods and systems are provided for improving calibration of a variable compression ratio engine. Cylinder-to-cylinder compression ratio variations are detected and accounted for by comparing cylinder fuel flow and IMEP at each compression ratio setting. Dilution parameters including EGR and VCT schedule are also calibrated to account for the cylinder-to-cylinder compression ratio variations. 1. A method for an engine , comprising:actuating a variable compression ratio mechanism of an engine to mechanically adjust a target compression ratio of the engine in accordance with an updated calibration, the updated calibration based on each of fuel flow and peak torque of each cylinder at each compression ratio setting of the mechanism.2. The method of claim 1 , wherein the updated calibration includes:estimating the fuel flow and the peak torque of each cylinder at a plurality of compression ratio settings;quantifying a total engine fuel flow of the engine at each of the plurality of compression ratio settings as a sum of the fuel flow of each cylinder at a corresponding compression ratio setting; andlearning a total torque of the engine at each of the plurality of compression ratio settings as a sum of the torque of each cylinder at the corresponding compression ratio setting.3. The method of claim 1 , wherein the actuating includes:when driver torque demand is lower than a threshold, actuating the mechanism to one of a plurality of compression ratio settings having a lowest total engine fuel flow; andwhen driver torque demand is higher than the threshold, actuating the mechanism to another of the plurality of compression ratio settings having a highest total engine torque.4. The method of claim 3 , wherein the threshold is based on one or more of accelerator pedal position claim 3 , engine speed claim 3 , fuel octane claim 3 , ambient temperature claim 3 , and ambient humidity.5. The method of claim 1 , further comprising claim 1 , adjusting an engine dilution ...

INTERNAL COMBUSTION ENGINE CONTROL METHOD AND INTERNAL COMBUSTION ENGINE CONTROL DEVICE

When an operation state switches from a first operation region A to a second operation region B, the valve timing of an intake valve and an exhaust valve is switched upon switching of the operation state from the first operation region A to the second operation region B. When the operation state switches from the first operation region A to the second operation region B, the air-fuel ratio is switched after a first predetermined time T has elapsed since when the actual valve timing of the intake valve became a second intake valve timing and the actual valve timing of the exhaust valve became a second exhaust valve timing. In this way, it becomes possible to ensure ignition when the operation state switches. 17.-. (canceled)8. An internal combustion engine control method comprising:setting exhaust valve timing at a first exhaust valve timing setting and setting intake valve timing at a first intake valve timing setting when in a first operation region for operating an internal combustion engine with an air fuel ratio set at a predetermined air fuel ratio setting;setting the exhaust valve timing at a second exhaust valve timing setting and setting the intake valve timing at a second intake valve timing setting when in a second operation region for operating the internal combustion engine with the air fuel ratio set leaner than the predetermined air fuel ratio setting, wherein the second exhaust valve timing setting is more advanced than the first exhaust valve timing setting, wherein the second intake valve timing setting is more advanced than the first intake valve timing setting; andin response to a shift of an operating state of the internal combustion engine from the first operation region into the second operation region, starting a shift of the air fuel ratio after the exhaust valve timing is actually set at the second exhaust valve timing setting and the intake valve timing is actually set at the second intake valve timing setting.9. The internal combustion ...

MULTI-CYLINDER INTERNAL COMBUSTION ENGINE

A multi-cylinder internal combustion engine () having four cylinders is provided with an EGR device () including an EGR cooler (). The multi-cylinder internal combustion engine has: four exhaust side branch conduits () each being provided to each cylinder (); a storage tank () which stores condensed water (CW) generated by the EGR cooler (); and four condensed water introduction conduits () each being provided to each exhaust side branch conduit () and being communicated with the exhaust side branch conduit () and the storage tank (). When the wall temperature of the cylinders () in the decelerating operation is equal to or more than a predetermined temperature, an exhaust-side variable valve mechanism (B) and an intake-side variable valve mechanism (A) are controlled respectively so that the valve closing timing of an exhaust valve () is retarded, and the valve opening timing of an intake valve () is retarded. 1. A multi-cylinder internal combustion engine having: a plurality of cylinders; and an EGR device including an EGR cooler , whereinthe multi-cylinder internal combustion engine comprising:a plurality of exhaust side branch conduits, each of the plurality of exhaust side branch conduits being provided to each of the plurality of cylinders;a condensed water storage portion where condensed water generated by the EGR cooler is stored;a plurality of condensed water introduction conduits, each of the plurality of condensed water introduction conduits being provided for each exhaust side branch conduit, and is communicated with a corresponding exhaust side branch conduit and with the condensed water storage portion,an exhaust-side variable valve mechanism being allowed to change valve timing of each exhaust valve; anda computer executing a computer program to function as a valve timing control device being configured to control the exhaust-side variable valve mechanism so that a valve closing timing of the exhaust valve is retarded when wall temperature of the ...

PROCESSING METHOD OF A CAMSHAFT SENSOR

A processing method for a camshaft sensor including a toothed wheel, rotationally integral with a camshaft, rotating in front of a fixed sensing element capable of transmitting a signal indicating the profile of the toothed wheel, the method including the following steps: receiving a tooth edge, identifying the corresponding index, performing at least one first processing operation using each index, further including the following steps: qualifying an index and performing at least one second processing operation using the index, if it is qualified. 1. A processing method for a camshaft sensor comprising a toothed wheel , rotationally integral with a camshaft , rotating in front of a fixed sensing element capable of transmitting a signal indicating the profile of the toothed wheel , each tooth edge of said toothed wheel being characterized by an index of said tooth edge , the index being a sequence number of a tooth edge on the toothed wheel of the camshaft sensor , the method comprising the following steps:receiving a tooth edge,identifying the corresponding index,performing at least one first processing operation using each index,qualifying an index, said qualification step being a selection step, selecting from all the indices, that retains an index that is then called qualified index or that does not retain said index, andcompleting at least one second processing operation using said index, if said index is qualified.2. The method as claimed in claim 1 , wherein the qualification step qualifies an index according to a frequency criterion by qualifying one index in n claim 1 , according to a criterion of minimum elapsed time from a previous qualified index claim 1 , according to a criterion of angular distance relative to a previous qualified index or even according to a predefined list of indices.3. The method as claimed in claim 2 , wherein the qualification step qualifies equidistant indices.4. The method as claimed in claim 2 , wherein the number n is an ...

Minimizing Alcohol Use In High Efficiency Alcohol Boosted Gasoline Engines

A number of systems and methods are disclosed which increase the replenishment interval for anti-knock fluid. This is especially important during activities which require a large amount of anti-knock fluid, such as towing. In some embodiments, the systems and methods are used to reduce anti-knock fluid consumption. For example, changes to engine operation, such as rich operation, spark retarding, upspeeding, and variable valve timing, all serve to reduce the amount of anti-knock fluid required to eliminate knocking. In other embodiments, the composition of the anti-knock fluid is modified, such as by using a higher octane fluid, or through the addition of water to the anti-knock fluid. In other embodiments, the replenishment interval is increased through a larger anti-knock fluid storage capacity. In one embodiment, a three tank system is used where the third tank can be used to store gasoline or anti-knock fluid, depending on the driving conditions.

SYSTEMS AND METHODS FOR FUEL POST INJECTION TIMING

Methods and systems are provided for fuel post injection for diesel particulate filter (DPF) regeneration. In one example, a method may include, responsive to a request for generating exotherms in an exhaust system of an engine while combustion is discontinued in at least one cylinder of the engine, injecting fuel into a cylinder within a threshold crank angle range around top dead center (TDC) of a compression stroke of the cylinder and also within the threshold crank angle range around top dead center of an exhaust stroke of the cylinder, the threshold crank angle range extending from no more than 40 crank angle degrees before TDC to no more than 40 crank angle degrees after TDC. In this way, fuel post injections may be injected +/−40 crank angle degrees after TDC of the compression and exhaust strokes to increase exhaust temperature while avoiding wall wetting and oil-in-fuel dilution. 1. A method , comprising:responsive to a request for generating exotherms in an exhaust system of an engine while combustion is discontinued in at least one cylinder of the engine, injecting fuel into a cylinder within a threshold crank angle range around top dead center of a compression stroke of the cylinder and also within the threshold crank angle range around top dead center of an exhaust stroke of the cylinder, the threshold crank angle range extending from no more than 40 crank angle degrees before top dead center to no more than 40 crank angle degrees after top dead center.2. The method of claim 1 , further comprising:adjusting an air flow through the engine responsive to the request for generating the exotherms in the exhaust system of the engine.3. The method of claim 2 , wherein injecting fuel into the cylinder within the threshold crank angle range around top dead center of the compression stroke of the cylinder and also within the threshold crank angle range around top dead center of the exhaust stroke of the cylinder comprises:determining an amount of fuel to inject ...

METHOD AND SYSTEM FOR APPLYING ENGINE KNOCK WINDOWS

Methods and systems are disclosed for operating an engine that includes a knock control system that may determine contributions of individual noise sources to an engine background noise level. The contributions of the individual noise sources may be the basis for establishing the presence or absence of knock in one or more engine cylinders. 1. An engine operating method , comprising:ceasing to supply fuel to a first engine cylinder via a controller;adjusting open timing of a knock window of the first engine cylinder to span a timing of a closing of a device of a second cylinder via the controller while fuel delivery to the first engine cylinder is ceased; andsampling output of a knock sensor during the knock window via the controller.2. The method of claim 1 , further comprising generating an engine knock background noise level via sampling output of the knock sensor.3. The method of claim 2 , further comprising generating an indication of engine knock via the engine knock background noise level.4. The method of claim 1 , where the device is a port fuel injector claim 1 , and where the engine is rotating when ceasing to supply fuel to the first engine cylinder.5. The method of claim 1 , where the device is a direct fuel injector.6. The method of claim 1 , where the device is a poppet valve.7. The method of claim 6 , where the poppet valve is an intake valve.8. An engine operating method claim 6 , comprising:ceasing to supply fuel to all engine cylinders via a controller;adjusting poppet valve timing of all engine cylinders such that intake and exhaust valves do not close while knock windows of all engine cylinders are open via the controller while fuel delivery to all engine cylinders is ceased; andsampling output of one or more knock sensors while knock windows of all engine cylinders are open via the controller.9. The method of claim 8 , where four knock sensors are sampled during a cycle of an engine.10. The method of claim 8 , where adjusting poppet valve timing ...

METHOD AND SYSTEM FOR ENGINE KNOCK DETECTION

Methods and systems are disclosed for operating an engine that includes a knock control system. The method and system may increase opportunities to learn one or more engine knock background noise levels via changing poppet valve timing and/or fuel injection timing. The method and system may also improve knock detection if knock sensor degradation is suspected. 1. An engine operating method , comprising:sampling an output of a first knock sensor in a knock window of a selected cylinder via a controller; andsampling an output of a second knock sensor in the knock window of the selected cylinder via the controller in response to generating less than a threshold total number of engine knock indications from sampling of the first knock sensor in the knock window of the selected cylinder.2. The method of claim 1 , where the first knock sensor is positioned physically closer to the selected cylinder than the second knock sensor claim 1 , and where the output of the first knock sensor is not sampled in the knock window when the output of the second knock sensor is sampled in the knock window.3. The method of claim 1 , further comprising generating a knock intensity value via output of the first knock sensor.4. The method of claim 1 , further comprising generating a knock intensity value via output of the second knock sensor.5. The method of claim 1 , further comprising indicating engine knock via output of the first knock sensor and a first engine knock background noise level.6. The method of claim 5 , further comprising learning a second engine knock background noise level after changing from sampling the first knock sensor in the knock window of the selected cylinder to sampling the second knock sensor in the knock window of the selected cylinder.7. The method of claim 6 , further comprising indicating engine knock via output of the second knock sensor and the second engine knock background noise level.8. An engine operating method claim 6 , comprising:sampling output of ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE AND INTERNAL COMBUSTION ENGINE SYSTEM

The control device for an internal combustion engine comprises a control unit configured to perform control processing comprising, during warming-up of the internal combustion engine , advancing valve opening timing and valve closing timing of an exhaust valve of the internal combustion engine with respect to respective preset reference values thereof, and retarding fuel injection timing of the internal combustion engine with respect to a preset reference value thereof. According to this control device for the internal combustion engine, warming-up of the internal combustion engine can be effectively facilitated, and the warming-up time of the internal combustion engine can thus be shortened. 1: A control device for an internal combustion engine , the control device comprising a controller configured to perform a control process , the control process comprising , during a warming-up operation of the internal combustion engine , advancing valve opening timing and valve closing timing of an exhaust valve of the internal combustion engine with respect to respective preset reference values thereof , and retarding fuel injection timing of the internal combustion engine with respect to a preset reference value thereof.2: The control device for an internal combustion engine according to claim 1 , wherein the controller is configured to perform the control process comprising advancing such that the valve opening timing and the valve closing timing of the exhaust valve of the internal combustion engine with respect to the respective reference values thereof claim 1 , and thereafter claim 1 , retarding the fuel injection timing of the internal combustion engine with respect to the reference value thereof.3: An internal combustion engine system claim 1 , comprising:an internal combustion engine; anda control device for the internal combustion engine,wherein the control device comprises a controller configured to perform a control process, the control process comprising, during ...

Method for Operating an Internal Combustion Engine of a Motor Vehicle, in Particular of a Motor Car

A method for operating an internal combustion engine having a cylinder, an intake valve, an air pipe, and a valve element disposed in the air pipe, includes detecting a signal for causing a fuel supply of the cylinder to switch off. The valve element is moved out of a first position into a second position triggering a lower flow cross-section while the fuel supply is still activated, where a first cam for actuating the intake valve is allocated to the intake valve. While the fuel supply is still activated, switching from the first cam to a second cam and via the second cam the intake valve is actuated such that the intake valve causes a reduced air intake. An exhaust cam shaft for actuating an exhaust valve is set in an advance direction such that a valve intersection of the intake valve and of the exhaust valve ceases. 110.-. (canceled)11. A method for operating an internal combustion engine of a motor vehicle , wherein the internal combustion engine has a cylinder , a piston moveably received in the cylinder , an intake valve allocated to the cylinder , an air pipe that can be flowed through at least by air and via which at least air flowing through the air pipe can be supplied to the cylinder , and a valve element disposed in the air pipe for setting a flow cross-section that can be flowed through by the air , comprising the steps of:a) detecting a signal for causing a fuel supply of the cylinder to switch off;b) as a result of the detecting, moving the valve element out of a first position triggering a first value of the flow cross-section into a second position triggering a second value of the flow cross-section that is lower in comparison to the first value, while the fuel supply of the cylinder is still activated, wherein a first cam for actuating the intake valve is allocated to the intake valve; andc) while the fuel supply of the cylinder is still activated, switching from the first cam to a second cam which is different from the first cam, wherein via the ...

CONTROL DEVICE FOR COMPRESSION RATIO VARIABLE INTERNAL COMBUSTION ENGINE

A control device for a compression ratio variable internal combustion engine is provided with a compression ratio variable mechanism for changing an engine compression ratio in accordance with a rotational position of a control shaft, and a detection unit that detects an actual compression ratio. In a predetermined engine operating condition such as immediately after an engine start, reference position learning operation for the detection unit is carried out with the control shaft mechanically locked up at a predetermined reference position. During operation of the engine, even when the actual compression ratio is lost or a difference between the actual compression ratio and a target compression ratio becomes greater than an assumed deviation, due to some abnormalities, the reference position learning operation is immediately carried out, thereby enabling a quick return to a state where normal compression ratio control can be carried out. 1. A control device for a compression ratio variable internal combustion engine provided with a compression ratio variable mechanism for changing an engine compression ratio in accordance with a rotational position of a control shaft and configured to control the compression ratio variable mechanism to a target compression ratio set in accordance with an engine operating condition , comprising:a compression ratio detection unit that detects an actual compression ratio corresponding to an actual engine compression ratio;a first reference position learning means for carrying out reference position learning operation for the compression ratio detection unit with the control shaft mechanically locked up at a predetermined reference position in a predetermined engine operating condition; anda second reference position learning means for carrying out the reference position learning operation, during operation of the engine, when the actual compression ratio is lost or when a difference between the actual compression ratio and a target ...

Drive control device for internal combustion engine

An internal combustion engine includes: a fuel injection valve injecting fuel; an intake timing varying mechanism controlling the opening/closing of an intake valve provided at an intake port; and an exhaust timing varying mechanism controlling the opening/closing of an exhaust valve provided at an exhaust port. When a request has been made to reduce a fuel wet amount, which is a quantity of fuel adhering to a wall surface of the internal combustion engine facing to an injection field where fuel is injected, in the startup of the internal combustion engine, the control device executes wet reduction control. In the wet reduction control, at least one of the intake timing varying mechanism or the exhaust timing varying mechanism is controlled so as to reduce the fuel wet amount by a counterflow blowing back toward the intake port.

Gasoline Particulate Reduction Using Optimized Port And Direct Injection

Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing. 1. A spark ignition engine where temporary advanced closing of the exhaust valve is used to provide hot gas which goes into the manifold;and where a control system determines when the exhaust valve timing returns from the advanced closing to a less advanced closing.2. The spark ignition engine of where the temporary advanced closing reduces particulate generation relative to what it would have been if the temporary advanced exhaust valve timing were not used.3. The spark ignition engine of where the temporary advanced closing reduces hydrocarbon emission relative to what it would have been if the temporary advanced exhaust valve timing were not used.4. The spark ignition engine of where the exhaust valve timing is temporarily advanced by between 30 and 60 crank angle degrees.5. The spark ignition engine of where the control system uses closed loop control where information is provided by a sensor to determine when to stop the use of the advanced exhaust valve timing.6. The spark ignition engine of where the control system uses open loop control to determine when to stop using the advanced exhaust valve timing.7. The spark ignition engine of where the advanced exhaust valve closing is controlled using information about the engine temperature.8. The spark ignition engine of where port fuel injection is employed.9. The spark ignition engine of where direct fuel injection employed.10. The spark ignition engine of where the temporary advanced valve closing is used during cold start and where the hot gas assists in evaporation of liquid fuel from the manifold.11. A spark ignition engine where ...

Variable compression ratio internal combustion engine

The variable compression ratio internal combustion engine 1 comprises: a variable compression ratio mechanism 6 able to change a mechanical compression ratio; an exhaust promotion mechanism 50, 55 able to reduce cylinder residual gas after an exhaust stroke of cylinders; and a control device 80 configured to control the mechanical compression ratio by the variable compression ratio mechanism and control an operation of the exhaust promotion mechanism. The control device is configured to operate the exhaust promotion mechanism in at least a partial time period of a time period from when it is demanded that the mechanical compression ratio be raised to when the mechanical compression ratio finishes being changed.

ENGINE CONTROL DEVICE

An engine control device is provided, which includes an engine body where a cylinder is formed, an exhaust passage through which exhaust gas discharged from the engine body circulates, a NOsensor disposed in the exhaust passage and configured to detect a concentration of NOin the exhaust gas, an injector configured to change an air-fuel ratio inside the cylinder, an in-cylinder temperature changer configured to change a temperature inside the cylinder, and a controller configured to control the injector and the exhaust shutter valve. The controller controls the injector based on a detection value of the NOsensor to variably set the air-fuel ratio inside the cylinder, and when a particular condition that the air-fuel ratio inside the cylinder is leaner than a preset upper limit is satisfied, and causes the in-cylinder temperature changer to raise the temperature inside the cylinder. 1. A control device for an engine provided with an engine body where a cylinder is formed , and an exhaust passage through which exhaust gas discharged from the engine body circulates , the control device comprising:{'sub': x', 'x, 'a NOsensor disposed in the exhaust passage and configured to detect a concentration of NOin the exhaust gas;'}an injector configured to change an air-fuel ratio inside the cylinder; an exhaust shutter valve;', 'an exhaust variable valve timing mechanism (VVT); or', 'the exhaust VVT and an intake VVT; and, 'an in-cylinder temperature changer configured to change a temperature inside the cylinder, the in-cylinder temperature changer including{'sub': 'x', 'a controller including a processor configured to control the injector and the in-cylinder temperature changer, the controller controlling the injector based on a detection value of the NOsensor to variably set the air-fuel ratio inside the cylinder, and when a particular condition that the air-fuel ratio inside the cylinder is leaner than a preset upper limit is satisfied, the controller causing the in-cylinder ...

THERMAL POWER MEASUREMENT

There can be provided an engine control apparatus having a controller operable to receive input from a heat flux sensor arranged to measure combustion power within an internal combustion engine and to use said input in a control process to determine an adjustment to a controllable engine operation parameter. 1. An engine control apparatus , comprising:a controller connected to receive input from a heterogeneous gradient heat flux sensor, the heterogeneous gradient heat flux sensor arranged to measure combustion power within an internal combustion engine, the controller configured to use said input in a control process to determine an adjustment to a controllable engine operation parameter; andthe engine control apparatus further comprising the heterogeneous gradient heat flux sensor, the heterogeneous gradient heat flux sensor comprising metal-metal or metal-semiconductor layers with the layers being inclined relative to the operating surface of the sensor and wherein heat and electric conductivity and thermoelectric power coefficient are different in two dimensions, and being arranged with the operating surface in direct thermal communication with a combustion chamber of the engine.2. The apparatus of claim 1 , wherein the controllable engine operation parameter comprises one or more selected from the group comprising: fuel supply quantity; oxidant supply quantity; ignition timing; oxidant supply timing; fuel supply timing; exhaust outlet timing; exhaust outlet quantity; and valve timing.3. The apparatus of claim 1 , wherein the internal combustion engine comprises a continuous combustion engine or a cyclical combustion engine.4. The apparatus of claim 1 , further comprising an amplifier connected between the controller and a heat flux sensor to amplify the input from the heat flux sensor.5. The apparatus of claim 1 , further comprising a signal processor connected to receive the input from a heat flux sensor and configured to calculate therefrom a parameter ...

INTERNAL COMBUSTION ENGINE WITH CAMSHAFT VALVE PHASE VARIATION DEVICE

A combustion engine for a vehicle includes a first centrifugal device for varying timing of a first plurality of suction or relief valves with respect to the drive shaft. A driving disc is mounted idle on a first camshaft which controls the valves, and at least one driven disc is integral with the camshaft. Drive elements for transmitting motion from the driving disc to the driven disc are interposed between the two discs causing a relative rotation of the driven disc with respect to the driving disc when the rotation speed of the discs exceeds a predetermined threshold. A distribution system connects the drive shaft with the driving disc so as to cause the rotation thereof. A second gear meshes with a first gear so that rotation of the driving disc mounted on the first camshaft causes the rotation of the second camshaft to control other valves of the engine. 2. The engine according to claim 1 , wherein said distribution system comprises a first distribution wheel keyed onto said drive shaft claim 1 , a second distribution wheel which is integral with said first disc claim 1 , and a flexible drive element which connects said distribution wheels so that the rotation of said drive shaft is transferred to said driving disc.3. The engine according to claim 2 , wherein said engine comprises a sleeve body which is integral in rotation with said driving disc claim 2 , wherein said driving disc is placed at a first end of said sleeve body claim 2 , which comprises a flange portion defined at a second end claim 2 , opposite to said first end claim 2 , said second distribution wheel being connected to said flange portion of said sleeve body.4. The engine according to claim 3 , wherein said engine comprises axial preloading means which act on said driving disc by opposing the axial translation with respect to said driven disc along a direction parallel to the rotation axis of said one of said camshafts.5. The engine according to claim 1 , wherein said first gear is made in one ...

SYSTEM AND METHOD FOR PROVIDING EGR TO AN ENGINE

Methods and systems are provided for providing exhaust gas recirculation to a naturally aspirated internal combustion engine. In one example, exhaust gas is recirculated to an engine intake via a dedicated scavenging manifold and a scavenging exhaust valve. The exhaust gas and fresh air that has not participated in combustion may be recirculated to engine cylinders even at high engine loads since the exhaust gas and fresh air is returned to the engine air intake at a pressure greater than atmospheric pressure. 2. The method of claim 1 , wherein opening the second exhaust valve following opening the first exhaust valve includes flowing combusted exhaust gases to the intake passage via the second exhaust valve.3. The method of claim 1 , wherein opening the opening the second exhaust valve following opening of the first exhaust valve and reopening the second exhaust valve following opening of the intake valve includes claim 1 , after opening the second exhaust valve following opening of the first exhaust valve claim 1 , closing the second exhaust valve for a duration prior to reopening the second exhaust valve following opening of the intake valve.4. The method of claim 3 , wherein the duration of closing the second exhaust valve prior to reopening occurs in an intake stroke of the same cycle of the cylinder.5. The method of claim 1 , wherein the opening the second exhaust valve following opening the first exhaust valve includes opening the second exhaust valve during an exhaust stroke of the same cycle of the cylinder and closing the second exhaust valve during the exhaust stroke or during an intake stroke of the same cycle of the cylinder.6. The method of claim 5 , wherein the reopening of the second exhaust valve includes reopening the second exhaust valve during the intake stroke of the same cycle of the cylinder and closing the second exhaust valve during a compression stroke of the same cycle of the cylinder.7. The method of claim 1 , further comprising: during ...

Method and System for Diesel Cylinder Deactivation

A system and method for cylinder deactivation in a multi-cylinder diesel engine comprises pumping air in to an intake manifold of the diesel engine using a turbocharger. Air is pumped in to the intake manifold using an intake air assisting device. And, fuel injection is selectively deactivated to at least one of the cylinders in the diesel engine. An intake valve and an exhaust valve is selectively deactivated for the at least one of the cylinders of the diesel engine. 136-. (canceled)37. A pollution management system for a diesel engine , comprising: piston connected to a crankshaft;', 'fuel injector connected to an injection controller;', 'intake valve connected to an intake valve controller; and', 'exhaust valve connected to an exhaust valve controller;, 'a diesel engine comprising a plurality of combustion cylinders, each of the plurality of combustion cylinders comprising a respectivea load monitoring sensor; a catalyst for filtering pollution from an exhaust stream; and', 'a sensor for measuring a pollution level in the exhaust stream; and, 'an exhaust system connected to the exhaust valves, the exhaust system comprising receive load data;', 'determine a load on the engine;', 'determine an engine output requirement based on the load on the engine;', 'receive pollution level sensor data from the sensor;', 'determine a pollution level in the exhaust stream;', 'determine whether the pollution level exceeds a pollution threshold;', select at least one of the plurality of combustion cylinders for deactivation;', 'command the injection controller to deactivate the respective fuel injector for the at least one of the selected combustion cylinders;', 'command the intake valve controller to deactivate the respective intake valve for the at least one of the selected combustion cylinders, and', 'command the exhaust valve controller to deactivate the respective exhaust valve controller for the at least one of the selected combustion cylinders; and, 'when the pollution ...

Method to Determine the Mass of Air Trapped in Each Cylinder of an Internal Combustion Engine

A method to determine the mass of air trapped in each cylinder of an internal combustion engine, which comprises determining, based on a model using measured and/or estimated physical quantities, a value for a first group of reference quantities; determining, based on said model, the actual inner volume of each cylinder as a function of the speed of rotation of the internal combustion engine and of the closing delay angle of the intake valve; and calculating the mass of air trapped in each cylinder as a function of the first group of reference quantities and of the actual inner volume of each cylinder. 2. A method according to and comprising the further steps of:{'sub': EXH', 'EXH, 'detecting the pressure Pof the gas flow in the exhaust and the temperature Tof the gas flow in the exhaust;'} {'br': None, 'i': P', '*V', '/R*T', '+M, 'sub': EXH', 'CC', 'EXH', 'OVL, 'OFF='}, 'calculating the mass OFF of gases by means of the following equation{'sub': 'CC', 'b': '3', 'Vdead volume of the combustion chamber of the cylinder (); and'}R constant of the mixture of fresh air and/or exhaust gases.34. A method according to and comprising the further step of calculating the mass OFF of gases claim 1 , in case P inside the intake manifold () is greater than the pressure Pof the gas flow in the exhaust claim 1 , by means of the following equation:{'br': None, 'i': P', '*V', 'R*T', 'M, 'sub': EXH', 'CC', 'EXH', 'EXH_SCAV, 'OFF=/()−\u2003\u2003[16]'}{'sub': 'CC', 'b': '3', 'Vdead volume of the combustion chamber of the cylinder ();'}{'sub': 'EXH_SCAV', 'b': 3', '6', '7, 'Mresidual mass of exhaust gases present inside the combustion chamber of the cylinder () and directly directed towards the exhaust manifold () through the respective exhaust valve (); and'}R constant of the mixture of fresh air and/or exhaust gases.416. A method according to claim 3 , wherein the internal combustion engine () comprises a low-pressure exhaust gas recirculation circuit; the method comprises the further ...

METHOD AND SYSTEM FOR BINARY FLOW TURBINE CONTROL

Methods and systems are provided for adjusting the opening of a scroll valve of a binary flow turbine. Scroll valve adjustments are used at different engine operating conditions to improve engine performance and boost response. Scroll valve adjustments are coordinated with wastegate and EGR valve adjustments for improved engine control. 1. A method for an engine , comprising:adjusting, via a controller, an engine torque actuator including a scroll valve coupled to an inlet of one scroll of a multi-scroll exhaust turbine and coupled to each cylinder exhaust port of the engine;the adjusting including moving the scroll valve towards a closed position in response to an indication of engine deactivation while the engine still rotates;directly injecting fuel to cylinders of the engine via direct injectors coupled directly to the cylinders; andadjusting cylinder intake and/or exhaust valve timing responsive to an operating parameter during engine operation.2. The method of claim 1 , wherein the indication of engine deactivation includes a deceleration fuel shut-off claim 1 , and wherein valve timing is adjusted based on a position of the scroll valve position to adjust an amount of internal EGR delivered to the engine.3. The method of claim 1 , wherein the one scroll is a first claim 1 , outer scroll claim 1 , the multi-scroll exhaust turbine including a second claim 1 , inner scroll claim 1 , the scroll valve not coupled to an inlet of the second scroll.4. The method of claim 1 , wherein the scroll valve is coupled downstream of an exhaust manifold coupled to each cylinder of the engine.5. The method of claim 4 , wherein moving the scroll valve to the closed position includes moving the scroll valve to the closed position based on one or more of turbine speed or boost pressure during the indication of engine deactivation.6. The method of claim 5 , wherein the moving based on turbine speed includes moving the scroll valve based on a difference between an estimated or ...

METHOD AND APPARATUS FOR DIAGNOSING ENGINE SYSTEM

A method of and an apparatus for diagnosing an engine system are provided. An apparatus for diagnosing an engine system including a continuous variable valve duration (CVVD) apparatus and an exhaust gas recirculation (EGR) apparatus may include: an accelerator pedal position sensor detecting a position of an accelerator pedal; a brake pedal position sensor detecting a position of a brake pedal; a vehicle speed sensor detecting a speed of a vehicle; an intake pressure sensor detecting an intake pressure; and a controller determining whether a fuel cut condition is satisfied and determining whether the CVVD apparatus and an EGR valve is in a failure state when the fuel cut condition is satisfied. 1. A method of diagnosing an engine system including a continuous variable valve duration (CVVD) apparatus and an exhaust gas recirculation (EGR) apparatus , the method comprising:detecting data, by a data detector, for diagnosing the engine system;determining, by a controller, whether a fuel cut condition is satisfied based on the detected data;operating, by the controller, an EGR valve such that an opening amount of the EGR valve becomes a first target opening amount when the fuel cut condition is satisfied;determining, by the controller, whether an increased amount of an intake pressure by operation of the EGR valve is within a first predetermined range;operating, by the controller, the CVVD apparatus such that an opening duration of an intake valve becomes a first target duration when the increased amount of the intake pressure by operation of the EGR valve is within the first predetermined range;determining, by the controller, whether a decreased amount of the intake pressure by operation of the CVVD apparatus is within a second predetermined range; anddetermining, by the controller, that the CVVD apparatus is in a failure state when the decreased amount of the intake pressure by operation of the CVVD apparatus is out of the second predetermined range.2. The method of ...

METHOD AND APPARATUS FOR CONTROLLING ENGINE SYSTEM

A method of controlling an engine system may include: method of controlling an engine system including a continuous variable valve duration (CVVD) apparatus, the method including: detecting data for controlling the engine system; determining whether a speed of an engine is less than a predetermined speed; determining whether a position value of an accelerator pedal is greater than a predetermined position value when the rotation speed of the engine is less than the predetermined speed; operating the CVVD apparatus to increase a valve overlap when the position value of the accelerator pedal is greater than the predetermined position value; and performing a knock control after the valve overlap is increased. 1. A method of controlling an engine system including a continuous variable valve duration (CVVD) apparatus , the method comprising:detecting data for controlling the engine system;determining whether a rotation speed of an engine is less than a predetermined rotation speed;determining whether a position value of an accelerator pedal is greater than a predetermined position value when the rotation speed of the engine is less than the predetermined rotation speed;operating the CVVD apparatus to increase a valve overlap when the position value of the accelerator pedal is greater than the predetermined position value; andperforming a knock control after the valve overlap is increased.2. The method of claim 1 , wherein the performing of the knock control includes advancing an ignition timing.3. The method of claim 2 , further including:determining whether knocking of the engine occurs while the ignition timing is advanced; andretarding the ignition timing when the knocking occurs.4. The method of claim 1 , further including performing an air-fuel ratio control after the valve overlap is increased.5. The method of claim 4 , wherein the performing of the air-fuel ratio control includes controlling an air-fuel ratio to be lean.6. The method of claim 1 , wherein the ...

METHOD AND APPARATUS FOR DIAGNOSING ENGINE SYSTEM

A method and apparatus for diagnosing an engine system are provided. An apparatus for diagnosing an engine system including a continuous variable valve duration (CVVD) apparatus according to an exemplary embodiment of the present invention may include: an accelerator pedal position detector configured for detecting a position of an accelerator pedal; a brake pedal position detector configured for detecting a position of a brake pedal; a vehicle speed detector configured for detecting a speed of a vehicle; an intake pressure detector configured for detecting an intake pressure; and a controller configured for determining whether a fuel cut condition is satisfied and determining whether the CVVD apparatus is in a failure state when the fuel cut condition is satisfied. 1. A method of diagnosing an engine system including a continuous variable valve duration (CVVD) apparatus , the method comprising:detecting data for diagnosing the engine system;determining whether a fuel cut condition is satisfied based on the data;operating the CVVD apparatus wherein a duration of an intake valve is a first target duration when the fuel cut condition is satisfied;determining whether a decrease amount of an intake pressure by operation of the CVVD apparatus is within a first predetermined range; anddetermining that the CVVD apparatus is in a failure state when the decrease amount of the intake pressure by operation of the CVVD apparatus is not within the first predetermined range.2. The method of claim 1 , further including:maintaining the duration of the intake valve to the first target duration for a predetermined time when the decrease amount of the intake pressure by operation of the CVVD apparatus is within the first predetermined range;monitoring the intake pressure at a time point at which the predetermined time has elapsed; anddetermining whether the intake pressure at the time point at which the predetermined time has elapsed is within a second predetermined range.3. The ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

A method for controlling valve timing of an engine may include: classifying control regions; applying a maximum duration to an intake valve and controlling a valve overlap in a first control region; applying the maximum duration to the intake valve and an exhaust valve in a second control region; controlling a manifold absolute pressure (MAP) of an intake manifold to be maintained constant in a third control region; controlling a wide open throttle valve (WOT) and creating a valve overlap by reducing interference of exhaust in a fourth control region; and controlling a wide open throttle valve (WOT) and controlling an intake valve closing timing based on the engine speed. In particular, the control regions are classified by a controller based on an engine load and an engine speed compared with predetermined values, respectively. 1. A method for controlling valve timing provided with both a continuous variable duration(CVVD) device and a continuous variable valve timing (CVVT) device at an intake valve side and an exhaust valve side respectively , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load, a first control region determined by the controller when the engine load is less than a first predetermined load,', 'a second control region determined by the controller when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load,', 'a third control region determined by the controller when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load,', 'a fourth control region determined by the controller when the engine load is greater than or equal to the second predetermined load and the engine speed is less than a predetermined speed, and', 'a fifth control region determined by the controller when the engine load is greater than or equal to the third predetermined load and the ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

A method for controlling valve timing is provided for a turbo engine provided with a continuous variable valve duration(CVVD) device, a two stage variable valve duration device(VVD) and a continuous variable valve timing(CVVT) device. The method includes: classifying control regions; retarding an intake valve closing(IVC) timing and controlling an exhaust valve to limit a valve overlap in a first region; applying a maximum duration to an intake valve and applying a long duration to the exhaust valve in a second region; applying the long duration to the exhaust valve and advancing the IVC timing in a third region; controlling a throttle valve to be fully opened, applying a short duration to the exhaust valve and retarding an exhaust valve opening(EVO) timing in a fourth region; and controlling the throttle valve to be fully, applying the long duration to the exhaust valve and retarding the IVC timing in a fifth region. 1. A method for controlling valve timing of a turbo engine provided with a continuous variable valve duration (CVVD) device on an intake valve side and with a two stage variable valve duration device (VVD) and a continuous variable valve timing (CVVT) device on an exhaust valve side , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load;retarding, by the controller, an intake valve closing (IVC) timing by a predetermined angle and controlling an exhaust valve to limit a valve overlap by applying a long duration in a first control region;applying, by the controller, a maximum duration to the intake valve and applying the long duration to the exhaust valve to maintain the valve overlap as a maximum value in a second control region;applying, by the controller, the long duration to the exhaust valve and advancing the IVC timing according to an increase of the engine load in a third control region;controlling, by the controller, a throttle valve to be fully opened, applying a ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

A method for controlling valve timing for an engine includes: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve and controlling an exhaust valve to limit a valve overlap in a first region; controlling the intake valve and the exhaust valve to maintain the maximum duration in a second region; advancing an intake valve closing (IVC) timing and an exhaust valve closing (EVC) timing in a third region; approaching the IVC timing to a bottom dead center (BDC) in a fourth region; controlling a throttle valve to be fully opened, advancing an intake valve opening (IVO) timing before a top dead center (TDC), and controlling the IVC timing to be a predetermined value after the BDC in a fifth region; and controlling the throttle valve to be fully opened and advancing the IVC timing in a sixth region. 1. A method for controlling valve timing of a turbo engine provided with a continuous variable valve duration (CVVD) device and a continuous variable valve timing (CVVT) device at an intake valve side and a continuous variable valve duration (CVVD) device at an exhaust valve side , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load;applying, by the controller, a maximum duration to an intake valve and controlling an exhaust valve to limit a valve overlap in a first region;controlling, by the controller, the intake valve and the exhaust valve to maintain the maximum duration in a second region;advancing, by the controller, an intake valve closing (IVC) timing and an exhaust valve closing (EVC) timing by a predetermined angle in a third region;approaching, by the controller, the IVC timing to a bottom dead center (BDC) in a fourth region;controlling, by the controller, a throttle valve to be fully opened, advancing an intake valve opening (IVO) timing before a top dead center (TDC) and controlling the IVC timing to be ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

The method for controlling valve timing for a turbo engine includes: classifying control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve and applying a long duration to an exhaust valve in a first control region; applying the maximum duration to the intake and applying the long duration to the exhaust valve in a second control region; applying the long duration to the exhaust valve and advancing an intake valve closing (IVC) timing in the third control region; applying a short duration to the exhaust valve and controlling the IVC timing in the fourth control region; controlling a wide open throttle valve (WOT) and applying the short duration to the exhaust valve in the fifth control region; controlling a WOT and controlling the IVC timing by applying the long duration to the exhaust valve in the sixth control region. 1. A method for controlling valve timing of a turbo engine provided with a continuous variable valve duration (CVVD) device and a continuous variable valve timing (CVVT) device disposed on an intake valve side , and provided with a two-stage variable valve duration (VVD) device and a continuous variable valve timing (CVVT) device disposed on an exhaust valve side , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load, a first control region determined by the controller when the engine load is less than a first predetermined load,', 'a second control region determined by the controller when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load,', 'a third control region determined by the controller when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load,', 'a fourth control region when the engine load is greater than or equal to the second predetermined load and the engine speed is greater than or ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

A method for controlling valve timing is provided for an engine including a continuous variable valve duration device disposed on an intake valve side, and a continuous variable valve duration device and continuous variable valve timing device disposed on an exhaust valve side. The method includes: classifying first, second, third, fourth, and fifth control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve and controlling a valve overlap in the first control region; applying the maximum duration to the intake valve and exhaust valve in the second control region; controlling a manifold absolute pressure (MAP) of an intake manifold to be maintained consistently in the third control region; controlling a wide open throttle valve (WOT) and retarding an exhaust valve opening (EVO) timing in the fourth control region; and controlling the WOT and retarding an intake valve closing (IVC) timing in the fifth control region. 1. A method for controlling valve timing provided with a continuous variable valve duration device disposed on an intake valve side , and with a continuous variable valve duration device and continuous variable valve timing device disposed on an exhaust valve side , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load, a first control region determined by the controller when the engine load is less than a first predetermined load,', 'a second control region determined by the controller when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load,', 'a third control region determined by the controller when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load,', 'a fourth control region determined by the controller when the engine load is greater than or equal to the second predetermined load and the engine ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

A method for controlling valve timing is provided for an engine including continuous variable duration (CVVD) device disposed on both intake valve and exhaust valve sides respectively. The method may include: classifying control regions into first, second, third, fourth, and fifth control regions based on engine load and speed; applying a maximum duration to an intake valve and controlling a valve overlap in a first control region, applying the maximum duration to the intake valve and exhaust valve in the second control region; controlling a manifold absolute pressure (MAP) of an intake manifold to be maintained consistently in the third control region; controlling a throttle valve to be fully opened, advancing an intake valve closing (IVC) timing, and controlling an exhaust valve closing (EVC) timing to after top dead center in the fourth control region; and controlling a wide open throttle valve (WOT) and retarding the intake valve closing in the fifth control region. 1. A method for controlling valve timing provided with a continuous variable duration (CVVD) device disposed on both intake valve side and exhaust valve sides respectively , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load, a first control region determined by the controller when the engine load is less than a first predetermined load,', 'a second control region determined by the controller when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load,', 'a third control region determined by the controller when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load,', 'a fourth control region determined by the controller when the engine load is greater than or equal to the second predetermined load and the engine speed is less than a predetermined speed, and', 'a fifth control region when the engine load ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

A method for controlling valve timing of an engine includes: classifying control regions depending on an engine speed and an engine load, and applying a maximum duration to an intake valve and controlling a valve overlap in the first control region; advancing an intake valve closing (IVC) timing and applying the maximum duration to the exhaust valve in the second control region; advancing both the IVC timing and an exhaust valve closing (EVC) timing in the third control region; fixing an exhaust valve opening (EVO) timing and approaching the EVC timing to a top dead center (TDC) in the fourth control region; controlling a wide open throttle valve (WOT) and retarding the EVO timing in the fifth control region; and controlling the WOT, advancing the EVO timing, and approaching the EVC timing to the TDC in the sixth control region. 1. A method for controlling valve timing provided with a continuous variable valve timing (CVVT) device at an intake valve side and a continuous variable valve duration (CVVD) and a continuous variable valve timing (CVVT) devices at an exhaust valve side , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load, a first control region determined by the controller when the engine load is less than a first predetermined load,', 'a second control region determined by the controller when the engine load is greater than or equal to the first predetermined load and less than a second predetermined load,', 'a third control region determined by the controller when the engine load is greater than or equal to the second predetermined load and less than a third predetermined load,', 'a fourth control region determined by the controller when the engine load is greater than or equal to the second predetermined load and the engine speed is greater than or equal to a first predetermined speed and less than a second predetermined speed,', 'a fifth control region determined by the ...

SYSTEM AND METHOD FOR CONTROLLING VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine, including: classifying a plurality of control regions based on engine load and speed; applying a maximum duration to an intake valve and a long duration to an exhaust valve in a first control region; maintaining a maximum valve overlap in a second control region; advancing intake valve closing (IVC) timing and exhaust valve closing (EVC) timing in a third control region; applying a short duration to the exhaust valve and controlling the IVC timing to bottom dead center in a fourth control region; controlling a throttle valve to be fully opened, and controlling the IVC timing to an angle after BDC in a fifth control region; and applying the long duration to the exhaust valve, and controlling the IVC timing to prevent knocking in a sixth control region. 1. A method for controlling valve timing of a turbo engine provided with a continuous variable valve duration (CVVD) device at an intake and a two-stage variable valve duration (VVD) device and a continuous variable valve timing (CVVT) device at an exhaust , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine load and an engine speed;applying, by the controller, a maximum duration to an intake valve and a long duration to an exhaust valve in a first control region;applying, by the controller, the maximum duration to the intake valve, applying the long duration to the exhaust valve, and maintaining a maximum valve overlap in a second control region;applying, by the controller, the long duration to the exhaust valve and advancing an intake valve closing (IVC) timing and an exhaust valve closing (EVC) timing in a third control region;applying, by the controller, a short duration to the exhaust valve and controlling the IVC timing to be close to a bottom dead center (BDC) in a fourth control region;controlling, by the controller, a throttle ...

SYSTEM AND METHOD FOR CONTROLLING VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration. The method may include: classifying a plurality of control regions depending on an engine speed and an engine speed; applying a maximum duration to an intake valve in a first control region; maintaining the maximum duration of the intake valve and controlling the exhaust valve to reach a maximum duration in a second control region; advancing intake valve closing (IVC) timing and exhaust valve closing (EVC) timing in a third control region; controlling the IVC timing to be close to bottom dead center (BDC) in a fourth control region; controlling a throttle valve to be fully opened and controlling the IVC timing to an angle after BDC in a fifth control region; and controlling the throttle valve to be fully opened and advancing the IVC timing in a sixth control region. 1. A method for controlling valve timing of a turbo engine provided with continuous variable valve duration (CVVD) devices at an intake and an exhaust , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load;applying, by the controller, a maximum duration to an intake valve in a first control region;maintaining, by the controller, the maximum duration of the intake valve and controlling, by the controller, the exhaust valve to reach a maximum duration in a second control region;advancing, by the controller, an intake valve closing (IVC) timing and an exhaust valve closing (EVC) timing in a third control region;controlling, by the controller, the IVC timing to be close to a bottom dead center (BDC) in a fourth control region;controlling, by the controller, a throttle valve to be fully opened and controlling the IVC timing to an angle after the BDC in a fifth control region; andcontrolling, by the controller, the throttle valve to be fully opened and advancing the IVC timing in a sixth control region.2. The ...

SYSTEM AND METHOD FOR CONTROLLING VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine. The method may include: classifying a plurality of control regions depending on an engine speed and an engine load; retarding an intake valve closing (IVC) timing and limiting a valve overlap between an intake valve and an exhaust valve in a first control region; advancing the IVC timing and applying a maximum duration to the exhaust valve in a second control region; advancing the IVC timing according to an increase of the engine load in a third control region; controlling a throttle valve to be fully opened and advancing the IVC timing in a fourth control region; and controlling the throttle valve to be fully opened and retarding the IVC timing in a fifth control region. 1. A method for controlling valve timing of an engine provided with a continuous variable valve timing (CVVT) device at an intake and a continuous variable valve duration (CVVD) device at an exhaust , the method comprising:classifying, by a controller, a plurality of control regions depending on an engine speed and an engine load;retarding, by the controller, an intake valve closing (IVC) timing and limiting a valve overlap between an intake valve and an exhaust valve in a first control region;advancing, by the controller, the IVC timing and applying a maximum duration to the exhaust valve in a second control region;advancing, by the controller, the IVC timing according to an increase of the engine load in a third control region;controlling, by the controller, a throttle valve to be fully opened and advancing the IVC timing in a fourth control region; andcontrolling, by the controller, the throttle valve to be fully opened and retarding the IVC timing in a fifth control region.2. The method of claim 1 , wherein an exhaust valve closing (EVC) timing is set as a maximum value capable of maintaining combustion stability in the first control region.3. The method of claim 1 ...

System and method for controlling valve timing of continuous variable valve duration engine

The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine. The method may include: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve and controlling a valve overlap between the intake valve and an exhaust valve in a first control region; maintaining the maximum duration of the intake valve and applying a maximum duration to the exhaust valve in a second control region; maintaining a manifold absolute pressure (MAP) at a predetermined pressure in a third control region; controlling a throttle valve to be fully opened and generating the valve overlap in a fourth control region; and controlling the throttle valve to be fully opened and controlling intake valve closing (IVC) timing according to the engine speed in a fifth control region.

Method of controlling continuously variable valve timing system for limp-home

A method of controlling a continuously variable valve timing system, may include determining whether there is an error of a position of a cam, performing a passive control based on a value learned about a position of the cam during previous driving when it is determined that there is an error of the position of the cam, determining whether a motion of the continuously variable valve timing system is stopped while the passive control is performed based on the value learned about the position of the cam during the previous driving, learning the stopping position of the continuously variable valve timing system when it is determined that the motion of the continuously variable valve timing system is stopped, and learning a position for limp-home of the continuously variable valve timing system and then controlling the continuously variable valve timing system to the learned position for the limp-home.

Process and an apparatus to adjust the ignition timing of an internal combustion engine

A process to adjust the ignition timing of an air-fuel mixture in a combustion chamber of an internal combustion engine, the process comprises determining a first quantity indicative of a pressure of the mixture for a cycle of the engine, determining a second quantity indicative of a speed of the engine, determining a third quantity indicative of a first temperature of a conditioning fluid, providing a heat exchange mathematical model for the combustion chamber, which maps the three quantities from the first to the third one onto a fourth quantity indicative of a second temperature of a wall portion around the combustion chamber, estimating the fourth quantity by means of the three determined quantities and by means of the mathematical model, and adjusting the ignition timing as a function of the fourth estimated quantity.

METHODS AND SYSTEMS FOR AN OXYGEN SENSOR

Methods and systems are provided for accurately learning the zero point of an intake gas oxygen sensor in varying ambient humidity conditions. The learned zero point is corrected based on an estimated ambient humidity to calibrate the reading for dry air conditions or standard humidity conditions. EGR control is performed by comparing the output of an intake oxygen sensor during EGR conditions relative to the humidity-corrected zero point. 1. A method for an engine with a turbocharger , comprising:cooling boosted intake charge with a charge air cooler;estimating an ambient humidity via an intake humidity sensor while learning a reference point for an intake oxygen sensor at a reference intake pressure, the reference point corresponding to an oxygen sensor reading when no EGR is present;combusting cooled intake charge, including EGR, with directly injected fuel in the engine;adjusting valve timing of one of an intake and exhaust valve of the engine;passing turbocharger compressor bypass flow through a ventuir to generate a draw on an accessory passage;correcting the learned reference point based on the estimated ambient humidity; andadjusting an opening of an EGR valve based on the correcting.2. The method of claim 1 , wherein the accessory passage is a purge passage claim 1 , and wherein each of the humidity sensor and the oxygen sensor are positioned upstream of an intake throttle and downstream of the charge air cooler in an engine intake manifold.3. The method of claim 1 , wherein learning the reference point includes learning a nominal amount of oxygen based on an output of the intake oxygen sensor at the reference intake pressure during selected engine idling conditions or selected engine non-fueling conditions.4. The method of claim 3 , wherein correcting the learned reference point based on the estimated ambient humidity includes calculating an amount of oxygen displaced by the estimated ambient humidity claim 3 , and adding the calculated amount of oxygen to ...

SYSTEM AND METHOD FOR PROVIDING EGR TO AN ENGINE

Methods and systems are provided for providing exhaust gas recirculation to a naturally aspirated internal combustion engine. In one example, exhaust gas is recirculated to an engine intake via a dedicated scavenging manifold and a scavenging exhaust valve. The exhaust gas and fresh air that has not participated in combustion may be recirculated to engine cylinders even at high engine loads since the exhaust gas and fresh air is returned to the engine air intake at a pressure greater than atmospheric pressure. 1. An engine method , comprising:ejecting a second portion of exhaust gas from combustion in a cylinder during the cycle to a scavenge manifold at a first time, the cylinder included in a naturally aspirated engine; andejecting fresh air from the cylinder to the scavenge manifold during the cycle of the cylinder at a second time, the second time different from the first time.2. The method of claim 1 , further comprising returning the second portion of exhaust gas and the fresh air to cylinders of the engine and ejecting a first portion of exhaust gas from combustion in the cylinder during a cycle of the cylinder to an exhaust manifold.3. The method of claim 2 , where the exhaust gas and the fresh air is returned to the cylinders of the engine via a passage that enters an engine air intake upstream of a throttle.4. The method of claim 2 , where the exhaust gas and the fresh air is at a pressure higher than atmospheric pressure.5. The method of claim 1 , further comprising adjusting timing of a camshaft to vary the second portion of exhaust gas and the fresh air exiting the cylinder.6. The method of claim 1 , where the fresh air has not participated in combustion in an engine.7. The method of claim 1 , further comprising cooling the second portion of exhaust gas.8. A method for a naturally aspirated engine claim 1 , comprising:during a cycle of a cylinder, opening a scavenging exhaust valve a first time via a first cam lobe during an exhaust stroke of the ...

SYSTEMS AND METHODS FOR A SPLIT EXHAUST ENGINE SYSTEM

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, an intake valve timing, exhaust valve timing of a first set of exhaust valves coupled to the first exhaust manifold, and a position of an exhaust gas recirculation (EGR) valve in an EGR passage may be adjusted in coordination with one another in response to a condition at a compressor. The EGR passage may be coupled between the intake passage, upstream of the compressor, and the first exhaust manifold. 1. A method , comprising:adjusting, in coordination, an intake valve timing, exhaust valve timing of a first set of exhaust valves, and a position of an exhaust gas recirculation (EGR) valve in an EGR passage in response to a condition at a compressor, where the EGR passage is coupled between an intake passage, upstream of the compressor, and a first exhaust manifold coupled to the first set of exhaust valves.2. The method of claim 1 , wherein adjusting in coordination includes first adjusting the exhaust valve timing and then adjusting one of the intake valve timing or the position of the EGR valve in response to the exhaust valve timing reaching a maximum amount of adjustment and based on the condition at the compressor and a current intake valve timing.3. The method of claim 2 , wherein the condition at the compressor includes one or more of condensate forming at the compressor and an inlet temperature of the compressor being below a threshold inlet temperature claim 2 , where the threshold inlet temperature is based on a temperature at which condensate forms at the compressor.4. The method of claim 1 , wherein adjusting in coordination includes modulating the position of the EGR valve claim 1 , and during the modulating claim 1 , adjusting each of the intake valve timing and the exhaust valve ...

Systems and methods for a split exhaust engine system

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, each of a first valve positioned in an exhaust gas recirculation (EGR) passage, the EGR passage coupled between the intake passage and the first exhaust manifold coupled to a first set of cylinder exhaust valves, and a second valve positioned in a flow passage coupled between the first exhaust manifold and the exhaust passage may be adjusted based on a measured pressure in the first exhaust manifold.

ABNORMALITY DIAGNOSIS SYSTEM FOR AIR FLOW METER

A storage device of a control system stores a trained neural network that is trained by using training data to which information as to whether there is an abnormality in an air flow meter is given as a true label. The trained neural network receives, as inputs, condition index values including the opening of a throttle valve and the engine speed, a load detected value calculated based on a detection signal of the air flow meter, a load estimated value estimated without using the detection signal of the air flow meter, and a change index value indicating the degree of change of the engine load. A CPU of the control system executes a diagnostic process to determine whether there is an abnormality in the air flow meter, using the neural network, which receives the condition index values, load detected value, load estimated value, and change index value as the inputs. 1. An abnormality diagnosis system that makes a diagnosis of an abnormality in an air flow meter provided in an intake passage of a vehicle-mounted engine having a throttle valve , the abnormality diagnosis system comprising:a storage device configured to store a trained neural network that is trained by using training data to which information as to whether there is an abnormality in the air flow meter is given as a true label, the trained neural network receiving, as inputs, condition index values indicating conditions of the vehicle-mounted engine including an opening of the throttle valve and an engine speed as a rotational speed of an output shaft of the vehicle-mounted engine, a load detected value as an index value of an engine load calculated based on a detection signal of the air flow meter, a load estimated value as an index value of the engine load estimated based on the condition index values without using the detection signal of the air flow meter, and a change index value indicating a degree of change of the engine load; andan execution device configured to execute a diagnostic process to ...

A Four-Stroke Internal Combustion Engine Including Variable Compression Ratio and a Vehicle

A four-stroke internal combustion engine including variable compression ratio comprises a crankcase including a crankshaft having a crankpin and being supported by the crankcase and rotatable with respect thereto about a crankshaft axis, a connecting rod including a big end and a small end, a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion which is eccentrically disposed with respect to the crankpin, a crank member drive system for rotating the crank member at a rotation frequency with respect to the crankcase which is half of that of the crankshaft, and a control system for operating the engine with repetitive cycles, wherein the compression ratio in the compression stroke is changed. The control system is configured to interrupt the repetitive cycles by rotating the crankshaft an additional single revolution between two successive combustion strokes for switching between a high and low compression ratio. 1. A four-stroke internal combustion engine including variable compression ratio , comprisinga crankcase including at least a cylinder having an intake valve and an exhaust valve,a crankshaft having a crankpin and being supported by the crankcase and rotatable with respect thereto about a crankshaft axis,a connecting rod including a big end and a small end,a piston being rotatably connected to the small end and slidable in the cylinder,a crank member being rotatably mounted on the crankpin, and comprising at least a bearing portion which is eccentrically disposed with respect to the crankpin, and having an outer circumferential wall which bears the big end of the connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end,a crank member drive system configured to rotate the crank member at a rotation frequency with respect to the crankcase which is half of that of the crankshaft,a control system configured to operate the engine with repetitive cycles, ...

Method and system for diagnosing operation of an engine compression ratio changing mechanism

Methods and systems for diagnosing operation of a compression ratio adjusting mechanism are described. In one example, an output of a pressure sensor is sampled and an assessment of the engine's present compression ratio is made after adjusting sampling of the output. Engine operation may be adjusted responsive to whether or not degradation of the compression ratio adjusting mechanism is indicated.

INTERNAL-COMBUSTION ENGINE VALVE TIMING CONTROL APPARATUS

Provided is a valve timing control apparatus, for an internal combustion engine, capable of sufficiently draining hydraulic oil from between a pulley and a housing body. The pulley includes a through-hole extending axially therethrough at a position radially outward with respect to the outer peripheral surface of the housing body. The through-hole is formed so as to extend over a bottom portion and cylindrical portion of the pulley. 1. A valve timing control apparatus for an internal combustion engine , the valve timing control apparatus comprising:a housing body formed in a cylindrical shape, and including a plurality of shoes formed so as to project from an inner peripheral surface of the housing body;a vane rotor including a rotor configured to rotate integrally with a camshaft of the internal combustion engine, and a vane formed so as to project from an outer peripheral surface of the rotor and dividing a space between adjacent shoes into an advance angle chamber and a retard angle chamber; anda pulley including a cylindrical portion formed in a cylindrical shape, configured such that rotation from a crankshaft is transmitted to an outer peripheral side thereof, and accommodating the housing body at an inner peripheral side thereof, and a bottom portion closing a first side of the housing body and to which the housing body is secured; anda plate closing a second side of the housing body,wherein the pulley includes a through-hole extending therethrough in a rotation axis direction of the pulley at a position radially outward with respect to an outer peripheral surface of the housing body, andthe through-hole is formed so as to extend over the bottom portion and cylindrical portion of the pulley.2. The valve timing control apparatus for the internal combustion engine of claim 1 , wherein the through-hole is formed so that at least a part of the through-hole is located radially outward with respect to a smallest diameter of an inner peripheral surface of the ...

OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF GASOLINE ENGINES

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline. 1. A fuel management system for a turbocharged spark ignition engine where the fuel management system controls fueling from a first fueling system that directly injects fuel into at least one cylinder as a liquid and increases knock suppression by evaporative cooling and where fueling is also provided by a second fueling system that injects fuel into a region outside of the cylinder;and where there is a first torque range wherein both fueling systems are used throughout this range;and wherein the fraction of fuel in the cylinder that is introduced by the first fueling system increases with increasing manifold pressure;and where fueling from the second fueling system alone is used when the torque is decreased below the lower end of the first torque range.2. The fuel management system of where the maximum knock suppression during a driving cycle is provided by operation with fueling from both fueling systems.3. The fuel management system of or where the combustion stability is greater with operation of the first fueling system and the second fueling system than operation with the first fueling system alone.4. The fuel management system of where variable valve timing is used.5. The fuel management system of where the fraction of fuel provided by the first fueling system increases with manifold pressure so as to prevent knock.6. The fuel management system of where variable valve timing is used so as to reduce the fraction of fuel provided by the first fueling ...

DIRECT-INJECTION SUPERCHARGED INTERNAL COMBUSTION ENGINE HAVING WATER INJECTION, AND METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE OF THIS TYPE

Systems and methods are provided for a direct-injection engine having at least one cylinder head comprising at least one cylinder, in which each cylinder is assigned an injection nozzle which: is at least connectable to a fuel reservoir which serves for storing fuel, is secured in a nozzle holder, and is fitted with a nozzle needle which is displaceable in the direction of a longitudinal axis in a nozzle needle guide and, opens up at least one nozzle hole in order to introduce fuel. A control piston may be mounted movably on the injection nozzle, is displaceable in a translatory manner along the longitudinal axis of the injection nozzle between an inoperative position and a working position, and closes at least one fluid connection in the inoperative position and opens up same in the working position in order to introduce water into the associated cylinder. 1. A direct-injection supercharged internal combustion engine having water injection and comprising , is at least connectable to a fuel reservoir which serves for storing fuel;', 'is secured in a nozzle holder serving as a receptacle; and', 'is fitted with a nozzle needle which is displaceable in the direction of a longitudinal axis in a nozzle needle guide and, opens up at least one nozzle hole in order to introduce fuel, wherein a control piston is provided, which', 'is mounted movably on the injection nozzle;', 'is displaceable in a translatory manner along the longitudinal axis of the injection nozzle between an inoperative position and a working position; and', 'closes at least one fluid connection in the inoperative position and opens up the at least one fluid connection in the working position in order to introduce water into the associated cylinder, wherein the control piston connects the at least one fluid connection in the working position to a chamber which, as part of a water supply system, is at least connectable via a supply line to a water reservoir which serves for storing water., 'at least one ...