СПОСОБ И УСТРОЙСТВО УПРАВЛЕНИЯ СИЛОВЫМ АГРЕГАТОМ ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к двигателестроению, в частности к способам и устройствам управления силовым агрегатом. Изобретение позволяет повысить точность управления силовым агрегатом двигателя внутреннего сгорания. При осуществлении способа управления силовым агрегатом транспортного средства в зависимости от заданной величины некоторого выходного параметра силового агрегата регулируют по меньшей мере один регулируемый параметр силового агрегата. Помимо по меньшей мере одной заданной величины выходного параметра силового агрегата передают также заданное значение, характеризующее динамику установки на эту заданную величину, и в зависимости от указанной заданной величины и указанного дополнительного заданного значения выбирают по меньшей мере один регулируемый параметр. По меньшей мере одно дополнительное заданное значение представляет собой заданное время установки, в течение которого выходной параметр должен установиться на заданную величину. Устройство управления силовым агрегатом транспортного ...

СПОСОБ И УСТРОЙСТВО ДЛЯ ОПТИМИЗАЦИИ РАБОТЫ ДВИГАТЕЛЯ

Изобретение относится к двигателестроению, в частности к устройствам и способам оптимизации работы двигателя. Изобретение позволяет повысить точность регулирования работы двигателя на динамических режимах. Устройство для управления работой двигателя внутреннего сгорания транспортного средства, имеющего датчик крутящего момента для определения создаваемого двигателем крутящего момента и регулирующие механизмы для регулирования параметров, связанных с крутящим моментом, содержит микропроцессор, выполненный с возможностью воздействия на регулирующие механизмы; и схемы памяти, выполненные с возможностью обращения к ним микропроцессора. Схемы памяти содержат данные, составляющие, по меньшей мере, один набор значений параметров и диапазон значений крутящего момента, отвечающих соответствующим параметрам данного набора или каждого из наборов, и набор команд, подлежащих выполнению посредством микропроцессора. Микропроцессор циклически получает в режиме реального времени от датчика крутящего момента ...

Способ и устройство управлени силовым агрегатом транспортного средства

... 1. Способ управления силовым агрегатом транспортного средства, при осуществлении которого в зависимости от заданной величины некоторого выходного параметра силового агрегата регулируют по меньшей мере один регулируемый параметр силового агрегата, при этом помимо по меньшей мере одной заданной величины выходного параметра силового агрегата передают также заданное значение, характеризующее динамику установки на эту заданную величину, и в зависимости от указанной заданной величины и указанного дополнительного заданного значения выбирают по меньшей мере один регулируемый параметр, отличающийся тем, что по меньшей мере одно дополнительное заданное значение представляет собой заданное время установки, в течение которого выходной параметр должен установиться на заданную величину. 2. Способ по п.1, отличающийся тем, что заданной величиной является заданное значение крутящего момента. 3. Способ по любому из предыдущих пунктов, отличающийся тем, что в зависимости от заданной величины формируют заданное ...

Steuervorrichtung für einen Verbrennungsmotor

STEUERUNGSSYSTEM FÜR EINE BRENNKRAFTMASCHINE UNTER VERWENDUNG VON BENZIN ODER METHAN ODER FLÜSSIGGAS (LPG) ALS BRENNSTOFF

ZUENDZEITPUNKTREGELEINRICHTUNG FUER EINE BRENNKRAFTMASCHINE

The ignition timing is switched from a fixed timing at starting to a map timing retrieved dependent on engine load, speed and temperature when the engine reaches a predetermined speed which varies dependent on engine temperature.

Motor-Steuervorrichtung

Elektronische Steuerung für einen Verbrennungsmotor

Brennkraftmaschinensteuervorrichtung

Brennkraftmaschinensteuervorrichtung, umfassend: eine Kurbelwinkel-Erfassungseinrichtung (9) zum Erfassen eines Kurbelwinkels einer Brennkraftmaschine; eine Nockenwinkel-Erfassungseinrichtung (8) zum Erfassen eines Nockenwinkels der Brennkraftmaschine; eine Phasendifferenz-Berechnungseinrichtung zum Berechnen einer Phasendifferenz zwischen dem Kurbelwinkel und dem Nockenwinkel aus dem Ergebnis der Erfassung der Kurbelwinkel-Erfassungseinrichtung (9) und dem Ergebnis der Erfassung der Nockenwinkel-Erfassungseinrichtung (8); und eine Motorsteuereinrichtung (11) zum Ausführen einer Korrektur der Steuerzeitvorgabe eines Zündzeitpunktes und/oder eines Kraftstoff-Einspritzzeitpunktes auf Grundlage des Ergebnisses der Phasendifferenzberechnung durch die Phasendifferenz-Berechnungseinrichtung; eine Phasendifferenz-Mittelungsberechnungseinrichtung zum Berechnen eines Mittelwerts der Phasendifferenzen, die von der Phasendifferenz-Berechnungseinrichtung berechnet werden; und wobei die Motorsteuereinrichtung ...

Ignition retarding device for motor vehicles

In the case of a mechanical or electronic device for retarding the ignition timing of an internal combustion engine of motor vehicles in conjunction with the fuel cut-off undertaken in overrun conditions at speeds in excess of a restoration speed, with an ignition timing adjuster which, for a brief period after restoration of the fuel feed, occurring at this speed, provides for retarding of the ignition timing, the degree of retarding and the rate at which this retarding is cancelled after restoration of the fuel feed are dependent on the fall in the speed of the internal combustion engine between the onset of overrun conditions and the restoration speed.

Brennkraftmaschinen- Steuerungssystem eines Hybridfahrzeugs

VIERTAKT-VERBRENNUNGSMOTOR

Electronic, revolution rate dependent control and/or diagnosis for internal combustion engines involves computing control or diagnostic value from voltage amplitude per revolution

The method involves generating a.c voltages depending on engine angular position and speed that are sampled by a controler and used to supply electrical current. The controler detects at least one amplitude per revolution, derives a control or diagnostic value, sets one or more control or diagnostic flags and/or triggers a control event in the controler and/or a diagnostic or control signal, especially an ignition and/or load information signal. The method involves using a generator synchronized to the engine that generates a.c voltages depending on the engine angular position and speed that are sampled by a preferably programmable controler and used to supply electrical current, whereby the amplitudes of the a.c. voltages correspond to the engine speed. The controler detects at least one amplitude occurring each revolution and computes a control or diagnostic value from it, sets one or more control or diagnostic flags and/or triggers a control event in the controler and/or a diagnostic ...

Battery-voltage-dependent control of idling speed of IC engine

The control unit (10) responds to signals from sensors of engine operating conditions (12-14), engine speed (22), battery voltage (26) and combustion air intake (30). Amplifying and/or differentiating and integrating stages (52,54) produce a control signal for the throttle flap (34). The speed and load signals are also related to a stored characteristic (98) used in production of a control signal for the ignition timing (36). Preferably a desired idling speed is worked out by a set-point device (38) containing characteristics, tables or computation programs.

Verfahren zum Steuern des Luftmengenstromes von Verbrennungskraftmaschinen

Verfahren zum Steuern des Luftmengenstromes einer Verbrennungskraftmaschine mit direkter Kraftstoffeinspritzung und mindestens einem Einlass- und Auslassorgan, wobei mit Hilfe einer steuerbaren Gasaustrittsöffnung, welche sich in jedem Kompressionsraum der Verbrennungskraftmaschine befindet und die zugeführte Luftmenge in jedem Zylinder einstellt, dadurch gekennzeichnet, dass - ein Fahrpedalsignal (γ) erfasst wird, dessen Wert von der Fahrpedalstellung abhängt, - ein Drehzahlsignal (n) erfasst wird, dessen Wert von der Drehzahl der Verbrennungskraftmaschine abhängt und aus γ und n Lastkollektive gebildet werden, - sowohl die lastkollektivabhängige Öffnungsdauer (tLi) einer Gasaustrittsöffnung im Kompressionsrum jedes Zylinders der Verbrennungskraftmaschine während des Verdichtungstaktes als auch die lastkollektivabhängige Kraftstoffeinspritzmenge (∼tLi) je Arbeitsspiel und Zylinder bestimmt werden sowie - die Zündwinkel (ZW) lastkollektivabhängig bestimmt werden.

Driving management system for road vehicle has central control circuit connected to throttle valve, spark advance-retard and induction or exhaust valve timing and to accelerator and clutch pedal

The central control circuit (1) receives inputs from the accelerator pedal (2) and a switch (4) connected to the clutch pedal (3). There are inputs from a speedometer (5) and an engine rev counter (6). The outputs from the central control circuit are passed to the internal combustion engine (10) controls, including a throttle valve (11), spark advance and retard (12) and the induction or exhaust valve timing (13). The control system manages the engine and clutch engagement to prevent reduction of engine revs below a given critical value.

Übergangsregelsystem zwischen zwei funkengezündeten Brennzuständen in einem Motor

Verfahren zur automatisierten Kalibrierung der Steuerung einer Maschine

Verfahren zur Kalibrierung der Steuerung einer Maschine, insbesondere einer Brennkraftmaschine, wobei für zumindest einen Lastpunkt die Sensitivität verschiedener Betriebsparameter (X, Y, Z, ...) analysiert wird und unter Anwendung eines statistischen Versuchsplans für ausgewählte Messpunkte (M, M0) mit vorbestimmten Betriebsparametern (X, Y, Z, ...) Betriebsmessungen an der Maschine durchgeführt werden, dadurch gekennzeichnet, dass für zumindest einen nicht fahrbaren Messpunkt (M) Hilfsmesspunkte (A1, A2, A3, A4, ...) definiert werden, welche auf einer Verbindungslinie (L) zwischen einem stabilen Zentralmesspunkt (C) innerhalb der Betriebsgrenzen (G) der Maschine und dem Messpunkt (M) liegen, und dass der der Betriebsgrenze (B) am nächsten liegende fahrbare Hilfsmesspunkt (A1, A2, A3, A4, ...) als Ersatzmesspunkt (E) den weiteren Betriebsmessungen zugeführt wird.

Vorrichtung zur Steuerung einer Brennkraftmaschine

Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine

Verfahren zum Betreiben einer Brennkraftmaschine, welche in wenigstens zwei Betriebsarten betrieben wird und bei welcher zwischen den beiden Betriebsarten umgeschaltet wird, wobei für jede Betriebsart wenigstens die einzuspritzende Kraftstoffmasse und der einzustellende Zündwinkel bestimmt wird, wobei beim Umschalten von der einen auf die andere Betriebsart eine Umschaltphase sich ergibt, dadurch gekennzeichnet, dass während der Umschaltphase bei der Bestimmung der einzuspritzenden Kraftstoffmasse und des einzustellenden Zündwinkels für die einzelnen Zylinder bei der Bestimmung der einzuspritzenden Kraftstoffmasse die neue Betriebsart berücksichtigt wird und bei der Bestimmung des einzustellenden Zündwinkels die alte oder die neue Betriebsart berücksichtigt wird, oder bei der Bestimmung der einzuspritzenden Krafstoffmasse die alte Betriegsart berücksichtigt wird und bei der Bestimmung des einzustellenden Zündwinkels die alte Betriebsart berücksichtigt wird.

Verfahren zur Drehrichtungsumkehr bei Zweitaktmotoren

Das Verfahren dient zur Drehrichtungsumkehr eines Zweitaktmotors durch gezieltes Setzen einer Frühzündung beim Auslaufen. Um die Drehrichtung des Motors mit nur einem Sensor bestimmen zu können, wird vorgeschlagen, mit Hilfe eines Inkrementalgebers zyklische Schwankungen der Winkelgeschwindigkeit des Kurbeltriebes beim Auslaufen zu ermitteln und durch Zuordnung von Gebersegmenten eine Information über die Winkelstellung des Kurbeltriebes zu erlangen, die in Verbindung mit einer weiteren Stellungsinformation durch eine Lücke des Inkrementalgebers zur Bestimmung der Drehrichtung herangezogen wird. Ein hierzu geeigneter Sensor kann bei Kolbenmotoren auch unabhängig von dem Verfahren zur Bestimmung der Winkelstellung des Kurbeltriebes verwendet werden.

DEVICE FOR ADJUSTING THE IGNITION PHASE OF AN INTERNAL COMBUSTION ENGINE

... 1385052 Ignition timing for I C engines ALFA ROMEO SpA 17 Jan 1972 [18 Jan 1971] 2246/72 Heading F1B A reciprocating I.C. engine comprises an electrical or electronic ignition system including a distributer with a plate mounted for rotational movement to alter the ignition timing, a three dimensional cam 40 and a follower 60 which are relatively movable to allow the instantaneous point of contact of the follower on the cam surface to move in two directions at right angles to each other and to the direction of guided movement of the follower, which is connected to the plate to adjust its angular position. Relative movement in one of said two directions is caused by movements of the throttle control 82 and relative movement in the other of said two directions is caused by engine speed responsive means 52-59, 85-87. The cam 40 is mounted on hollow shaft 46 for rotation by a pulley 42 in response to throttle control 82 and the axial position of the cam is determined by the pressure difference ...

IGNITION TIMING CONTROL

IGNITION TIMING CONTROL SYSTEM FOR AN ENGINE

SPARK IGNI'ION INTERNAL COMBUSTION ENGINE

... 1424992 Preventing running-on of internal combustion engines FORD MOTOR CO Ltd 31 Jan 1974 [5 Feb 1973] 04501/74 Headings F1B and F1K In an internal combustion engine having a spark ignition system and means H to introduce air to the induction system D on engine shut-down, to prevent the engine from continuing to run, means I are provided to delay the de-energization of the ignition system during shut-down to permit ignition of any combustible mixture in the engine while the air is being introduced. When the ignition switch C is opened current flow to the solenoid assembly 28 stops allowing the element 26 to close the contacts 27. Current can then flow to a contact 39. Upon initiation of engine shut-down the manifold vacuum is usually high so that the element 38 permits current to flow to the solenoid actuator 18 which results in opening of the duct 10. When manifold vacuum decays to a predetermined level the contacts 39 will be opened causing closing of the duct 10 and breaking of current ...

Controlling i.c.engine ignition timing

Method and apparatus for controlling ignition timing during alternating rich and lean fuel-air composition excursions for efficiency and for controlling torque fluctuations associated with the excursions. The method, for use in a vehicle having an internal combustion engine including an electronic fuel and spark control module, includes reducing spark advance instantaneously during a rich fuel-air excursion, and increasing spark advance during a lean fuel-air excursion. The amount of spark advance adjustment is preferably determined utilizing nonlinear functions which relate spark, torque ratios, and air-fuel ratios.

Diagnostic method and system for a variable compression ratio internal combustion engine

A diagnostic method and system for a motor vehicle having an internal combustion engine operable in a plurality of compression ratio operating states includes the steps of determining a change in spark adjustment required to avoid knock 204, 208 as the engine is operated in selected ones of the various compression ratio operating states, and evaluating operation of the internal combustion engine based at least in part on the change in spark adjustment. The evaluation may be determined from the differences between the adjustments required at different compression ratios.

A system and method for adjusting the air/fuel ratio of an engine

System for diagnosing an air/fuel ratio sensor

A first group of cylinders of the engine are operated with air and substantially not fuel, and a second group are operated with both air and fuel. Output readings of exhaust gases sensor(s) 76 are taken and degradation of the sensor(s) is determined from those readings. The second group of cylinders may be operated either lean or at stoichiometric, and the sensor, which is preferably an exhaust gas oxygen sensor, is used to control the air/fuel ratio. The engine may also be operated in a mode with fuel and air in both groups of cylinders.

CENTRALIZED AIR-POLLUTION ALLEVIATING SYSTEM FOR A VEHICLE

... 1325501 Purifying I C engine exhaust gases; treating change; timing ignition NISSAN MOTOR CO Ltd 22 Dec 1970 [29 Dec 1969] 60811/70 Heading F1B A system comprises a plurality of vehicular air-pollution reducing devices adapted to be kept operative under individual predetermined conditions of engine operation, a plurality of sensers for sensing engine operating conditions to produce corresponding electric signals, and a controller responsive to the electric signals for determining the individual predetermined conditions to activate the devices. The vehicle speed is sensed by a A.C. generator 10 connected to the shaft of the speedometer 15, the generator output being fed to a controller 31 where it is rectified and fed through adjustable potentiometers to the bases of two transistors so that the transistors are switched on at speeds of 16 kph and 80 kph respectively. The depression in the intake manifold 19 is sensed by a spring-loaded diaphragm 16 which moves a linear cam 20 to close a switch ...

A method for maintaining engine speed when starting and idling

The method includes the step of operating the internal combustion engine, measuring the rotational speed of the crankshaft, defining an expected desired engine speed 42-50, calculating a speed error as the rotational speed of the crankshaft less the expected engine speed 52, and changing the predetermined amount of delivered fuel to be combusted in each of the plurality of cylinders to reduce the speed error 58-62. The preferred embodiment is implemented in fuzzy logic and includes spark timing control 64-68.

Hybrid operating mode for DSI engines

Spark Ignition Interruption and Catalytic Converter Protection

A method and system for a variable displacement engine

Gasoline Engine Knock Control

A diagnostic method for a variable compression ratio engine

Engine management system

EXHAUST GAS REACTION CONTROL SYSTEM

FUEL SUPPLY MEANS FOR INTERNAL COMBUSTION ENGINE

... 1537344 Spray carburetters; treating IC engine charges; timing ignition YAMAHA HATSUDOKI KK 14 May 1976 [17 May 1975] 19960/76 Headings F1B and F1H The cylinder 2 of an I.C. engine is connected by intake passage 7 to a two-barrel carburetter which includes the following features:- Starting carburetter 13, comprising float chamber 22, nozzle 16 and plug valve 15 which has a hole 18 which is aligned with passage 14 when plug 15 is in its lowest position. Vacuum chamber 19a is connected to intake passage 7 by duct 20, through solenoid valve 21. The duct is closed during starting provided that the engine coolant temperature is less than 45‹C by the action of thermo switch 23. A time delay device opens duct 20 to suction, so that passage 14a is closed, after a pre-determined time, provided that the coolant temperature is above 15‹C, as detected by thermo-switch 30. First acceleration pump 80 comprises a pump chamber 82 supplied from float chamber 34 and mechanically connected to throttle valve ...

Process and device to obtain by variation in advance the deceleration of the engine of a motor vehicle provided with an automatic gear box.

PROCEDURE FOR THE CONTROLLING OF THE TRANSITION OF AN DIRECTINJECTING PETROL ENGINE

CONTROL DEVICE FOR A COMBUSTION ENGINE

Verfahren zur Steuerung einer Brennkraftmaschine

A method of controlling an internal combustion engine having a plurality of cylinders, in particular a stationary internal combustion engine, wherein actuators of the internal combustion engine are actuable in crank angle-dependent relationship and/or sensor signals of the internal combustion engine can be ascertained in crank angle-dependent relationship, for compensation of a torsion of a crankshaft, by which torsion deviations in the crank angle occur between a twisted and an untwisted condition of the crankshaft, wherein for at least two of the cylinders a cylinder-individual value of the angle deviation is ascertained and the crank angle-dependent actuator or sensor signals are corrected in dependence on the detected angle deviation.

MECHANISM FOR POLLUTANT REGULATION FOR AN INTERNAL-COMBUSTION ENGINE.

IGNITING AND INJECTION CONTROL DEVICE FOR THE INTERNAL-COMBUSTION ENGINE OF A MOTOR VEHICLE

BACK DRAFT CARBURETOR

Control apparatus for internal combustion engine

Process for controlling the ignition point in internal combustion engines

INTERNAL COMBUSTION ENGINE

PROTECTION SYSTEM

Apparatus and method for calibrating an engine management system

ENGINE WITH SPARK IGNITION OPERATION THROUGH THE OIL PRESSURE SWITCH AFTER FUEL SHUTOFF

C-3988 ENGINE WITH SPARK IGNITION OPERATION THROUGH THE OIL PRESSURE SWITCH AFTER FUEL SHUTOFF A motor vehicle engine includes an operator controlled fuel injection enabling switch effective to disconnect electric fuel injection apparatus from an electric power source and thus initiate the cessation of engine operation when deactivated. However, the spark ignition system is still powered through an oil pressure switch so as to continue engine operation for a few extra crankshaft rotations to reduce the unburned fuel in the intake passage as the engine stops and thus reduce throttle bore coking. In a vehicle having a fuel pump relay activated by the fuel injection enabling switch with contacts connected across the oil pressure switch, the invention may be obtained by changing the power connection of the spark ignition system from the fuel injection enabling (ignition) switch to the fuel pump relay.

EXHAUST GAS RECIRCULATION CONTROL SYSTEM

BACK DRAFT CARBURETOR FOR TWO-CYCLE ENGINES

ANTI-DIESELING CONTROL FOR INTERNAL COMBUSTION ENGINES

SYSTEM AND METHOD FOR ENHANCING RAPID WARM-UP CATALYTIC CONVERTER

APPARATUS AND METHOD FOR CALIBRATING AN ENGINE MANAGEMENT SYSTEM

A method and control apparatus for an internal combustion engine that allows an operator to calibrate engine performance relative to an engine operating characteristic. The control apparatus comprises a base engine control map that correlates values of the characteristic with values of a base engine control, a trim control map that correlates the values of the characteristic with values of a trim control, an engine control unit that obtains from the base engine control and trim control maps the respective base engine control and trim control values that are based on the characteristic value, and a panel that is operatively coupled with the engine control unit and includes a first switch regulating a trim signal supplied to the engine control unit. The trim control map is separated from the base control map. The engine control unit calculates an engine operating control value based on the obtained values. The calculated engine operating control value is supplied to the internal combustion ...

CONTROLLED ENGINE SHUTDOWN FOR A HYBRID ELECTRIC VEHICLE

This invention is a method and system to control engine shutdown in a hybrid electric vehicle (HEV). The invention allows for reduced tailpipe emissions during the many engine shutdowns and subsequent restarts during the course of an HEV drive cycle and reduced evaporative emissions, during an HEV "soak" (inactive) period. The engine shutdown routine can ramp off fuel injectors, control engine torque (via electronic throttle control), control engine speed, stop spark delivery by disabling the ignition system, stop purge vapor flow by closing a vapor management valve (VMV), stop exhaust gas recirculation (EGR) flow by closing an EGR valve, and flush the intake manifold of residual fuel (vapor and puddles) into the combustion chamber to be combusted. The resulting exhaust gas byproducts are then converted in the catalytic converter.

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

An engine ECU executes a program including the steps of: calculating a fuel injection ratio of an in-cylinder injector (S100); calculating an amount of spark advance using a first map employed when the in-cylinder injector has a fuel injection ratio of one, said first map providing a timing of ignition with a maximum amount of spark advance (S220); calculating an amount of spark advance using a second map employed for a fuel injection ratio of zero, said second map providing a timing of ignition with a minimum amount of spark advance (S230); and calculating an amount of spark advance using a third map employed for a fuel injection ratio larger than zero and smaller than one, said third map providing a timing of ignition with a larger amount of spark advance for a larger ratio (S240).

A PRECISE, CONTROLLED EXHAUST/INTAKE SYSTEM FOR THE INTERNAL COMBUSTION ENGINE

This invention consists of the necessary parts such as a transducer, amplifier, generator and accompanying sensors, hardware, software to create a precisely timed sonic/sound wave/pulse capable of compressing and influencing the movement of gasses within the confines of an internal combustion engine - especially its exhaust/intake system.

METHOD OF OPERATING AN INTERNAL COMBUSTION ENGINE

ELECTRONICALLY CONTROLLED CARBURETOR

The present invention involves a carbureted fuel system for an internal combustion engine for small utility implements. The engine includes a crankcase with a cylinder bore. The crankcase rotatably supports a crank shaft having a fl ywheel and a magnet disposed on an outer periphery of the flywheel. The crankshaft is a lso connected to a reciprocating piston disposed in the cylinder bore. A cylinder he ad is attached to the crankcase over the cylinder bore, and a carburetor is disposed o n the cylinder head. The carburetor is in communication with a fuel supply and an air inlet. The carburetor includes a mixing chamber in which the fuel and air are mixed together and then introduced into the manifold and eventually into the cylinder via a valve for combustion therein. In communication with the main passage of the carburetor is a secondary air inlet in which is disposed an air bleed device, su ch as a solenoid or PZT operated actuator, which is controlled by an electronic control unit. An ...

Einrichtung zur Regelung des Brennstoffzuflusses zum Vergaser an Fahrzeugverbrennungsmotoren.

Computer-controlled internal combustion engine equipped with spark plugs

Pressure regulating valve for oil supply line of engine

The invention provides a pressure regulating valve for an oil supply line of an engine. The pressure regulating valve provided by the invention comprises a valve body, a valve plug and an iron core coil assembly, wherein the valve body is provided with a through channel; the valve plug is used for regulating the opening degree of the channel; the iron core coil assembly is used for operating the valve plug to regulate the opening degree of the channel; the magnetic force of the iron core coil assembly is controlled by the ignition switch of the engine; when the engine is ignited, the opening degree of the channel of the valve body is regulated to the minimum; and when the engine is started completely, the channel is completely started by the valve plug under the magnetic action of the iron core coil assembly. Compared with the existing pressure regulating device for the oil supply line of the engine, the pressure regulating valve provided by the invention is additionally arranged in the ...

Dynamically reconfigurable internal combustion engine

INTERNAL COMBUSTION ENGINE

PROCESS AND CONTROL DEVICE Of a THERMAL ENGINE

PROCEEDED OF ORDERING Of an INTERNAL COMBUSTION ENGINE

START METHOD WITHOUT STARTER OF A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE

INTERNAL COMBUSTION ENGINE COMPRISING a DEVICE OF EXHAUST GEAR IMPROVES

INSPECTING DEVICE OF the REACTION OF EXHAUST FUMES Of an INTERNAL COMBUSTION ENGINE

PROCESS AND DEVICE OF PLACEMENT Of a THERMAL ENGINE

METHOD FOR MANAGING THE INJECTION AND IGNITION SYSTEM OF AN INTERNAL COMBUSTION ENGINE

METHOD AND APPARATUS FOR CONTROL OF AN ENGINE

PROCEEDED Of EMISSION OF WIDTHS Of IMPULSES Of INJECTION Of an INTERNAL COMBUSTION ENGINE AND APPARATUS FOR the IMPLEMENTATION OF the PROCESS

Anti-pollution system - for automatic redn of oxides of nitrogen and unburnt gases in internal combustion engine exhaust gase

PROCEEDED OF ORDERING Of a FUEL INJECTION ENGINE OF FUEL REGULEE BY PROBE L AND HAS LIGHTING ORDERS

PROTECTIVE CIRCUIT RELATING TO THE NUMBER OF REVOLUTIONS, FOR A EMBRAYAGECENTRIFUGE

L'invention se rapporte à un dispositif pour commander la vitesse de rotation d'un moteur à combustion interne dans un outil de travail guidé et manoeuvré à la main, comportant un embrayage centrifuge (3) qui embraye lors du dépassement d'une première vitesse de rotation et est embrayé après avoir atteint une deuxième vitesse de rotation. Pour éviter une sollicitation thermique excessive de l'embrayage, un circuit de protection (17) est activé lorsque la vitesse de rotation actuelle se situe dans une bande de vitesses de rotation entre la première et la deuxième vitesse de rotation et surveille la durée de séjour de la vitesse de rotation actuelle à l'intérieur de ladite bande, pour, en cas de dépassement d'une durée de séjour prescrite, intervenir dans la commande du processus de combustion de façon que la vitesse de rotation quitte ladite bande.

PROCESS AND Inspecting DEVICE Of an INTERNAL COMBUSTION ENGINE, HAS LIGHTING ORDERS

L'invention concerne un procédé de contrôle d'un moteur à allumage et injection commandés électroniquement, disposant d'au moins trois actionneurs de commande d'air, d'allumage et de richesse, réalisant tout d'abord une modélisation dynamique linéaire de la production du couple moteur par une fonction logarithme et sa fonction inverse, suivie d'une régulation du couple, multivariable de type linéaire quadratique intégrale, à partir de la mesure du régime, de la pression collecteur, des masses d'air entrant et sortant du collecteur, du débit d'air de commande de l'actionneur d'air, et éventuellement de la richesse et du rendement de richesse.

PROCESS AND CONTROL DEVICE OF the TORQUE Of an INTERNAL COMBUSTION ENGINE AT the TIME OF the ACTUATION OF the VEHICLE

Procédé servant à faire fonctionner un moteur à combustion interne, dans lequel on définit au préalable un couple de consigne pour le couple de torsion du moteur à combustion interne, on fournit ce couple de consigne au moteur à combustion interne au moins en exerçant une influence sur l'arrivée de l'air et sur l'angle d'allumage, le rendement étant dans au moins un état de fonctionnement prédéfini altéré par rapport à des états de fonctionnement se trouvant en dehors d'au moins cet état de fonctionnement, en déplaçant dans le sens du retard l'angle d'allumage et en augmentant l'arrivée de l'air, le couple de torsion du moteur à combustion interne demeurant sensiblement le même. Il y a au moins un état de fonctionnement quand on identifie une volonté de mise en route du conducteur.

ELECTRONIC CONTROLLER FOR INTERNAL COMBUSTION ENGINE

The electronic controller has a storage device (9) to memorise a function that represents a reduction pattern in the output drive force of the combustion engine to suppress acceleration vibration in the vehicle. A fuel control device (96) during acceleration controls the quantity of fuel supplied and/or the ignition time point such that the output drive force from the engine during a given time is reduced according to the function. Acceleration is detected by detecting (8) the opening of the engine's throttle valve (3). Copyright 1997 KIPO ...

DEVICE FOR CONTROLLING CYLINDER FUEL INJECTION TYPE INTERNAL COMBUSTION ENGINE

A METHOD FOR OPERATING A LARGE ENGINE AND A LARGE ENGINE

control apparatus for internal combustion engine

Device of engine control

motocicleta

INTERNAL COMBUSTION ENGINE POWER OUTPUT CONTROL IN RESPONSE TO AN ANOMALOUS RUNNING CONDITION

The invention is a method for regulating the power delivered by an engine and includes, during the operation of the engine, the following stages: measuring, for each engine cycle (1), the value of the engine RPM (10, 11, 12, 13) at the level of an angular position (a) of the crankshaft in a specific stroke (IS, PS); calculating, at the final instant (A) of each time interval Tl (200), an activation value X* obtained from the comparison between the last RPM value (10) measured before the final instant (A) and the last RPM value (12) measured before the initial instant (B) of the time interval Tl (200); verifying if the activation value X* differs from zero and if the last values of the engine RPM (10) and of the percentage opening of the throttle valve TPS measured before the final instant (A) fall within a certain operating area (100); if the checks give a positive outcome, activating the reduction of the engine power in proportion to the activation value X*.

ENGINE CONTROL APPARATUS AND ENGINE CONTROL METHOD

An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.

CONTROL METHOD AND COMBUSTION ENGINE CONTROLLED ACCORDING TO SAID METHOD AND HAVING AN EXHAUST GAS TURBOCHARGER

The invention relates to a method and to a combustion engine controlled according to said method and having at least one exhaust gas turbocharger, wherein, when the performance required of the combustion engine increases, an increase in the rotational speed of the turbocharger is assisted by an increase in the exhaust gas temperature. As a function of the performance requirement and the respective current operating point of the exhaust gas turbocharger, and using a corresponding computer model, a current target exhaust gas temperature is determined and, based on this, a target control value of at least one control parameter influencing the exhaust gas temperature is determined, which control value is necessary for the target exhaust gas temperature to be reached, and said target control value is applied to the control of the combustion engine in order to increase the exhaust gas temperature. As a result, by preventing thermal overloading of the exhaust gas turbocharger, the response time ...

DYNAMICALLY RECONFIGURABLE INTERNAL COMBUSTION ENGINE

A dynamically re-configurable multi-stroke internal combustion engine, comprised of programmable computer processor controlled engine components for decoupling the four classic strokes of an internal combustion engine and electronically managing engine cylinder components including such cylinder components as electronically controllable valves, fuel injection and air fuel mixture ignition, allowing additional engine cylinder unit component states and thus cylinder strokes to be independently altered or re-sequenced by computer control to provide alternate engine modes of operation. Some alternate engine modes are facilitated by addition of a compressed air storage reservoir to receive cylinder generated compressed air or transfer compressed air to cylinder units in other modes to increase engine power, efficiency or utility. Sensor input and on-demand requirements drive control logic to manage engine strokes through control of individual cylinder component states. Dynamic reconfiguration ...

DEVICE FOR SUPPRESSING ENGINE KNOCKING IN AN INTERNAL COMBUSTION ENGINE

L'invention concerne un dispositif pour supprimer le cognement dans un moteur à combustion interne, caractérisé en ce qu'il comprend un détecteur pour la détection de chaque paramètre de fonctionnement du moteur; une unité de commande pour la détermination des valeurs de réglage pour l'injection et l'allumage, sur la base des paramètres de fonctionnement détectés; un détecteur de phases dynamiques pour la détection d'une phase dynamique du moteur et un dispositif correcteur pour la correction des valeurs de réglage pour l'allumage, et en ce qu'il est réalisé de telle sorte que la grandeur de commande d'allumage pour une phase dynamique détectée par le détecteur de phases dynamiques pour empêcher le cognement soit réglée retardée d'une dérivation dynamique (wkrdya) fonction d'une différence de charge prévue ('DELTA'rlPr) et puisse être réajustée progressivement, à la fin de la phase dynamique, à la valeur de réglage déterminée par l'unité de commande.

METHOD FOR SELECTIVELY CUTTING OFF INJECTION INTO ONE OR MORE CYLINDERS OF A COMBUSTION ENGINE AND CORRESPONDING MOTOR VEHICLE

The invention relates chiefly to a method for managing engine torque by selectively cutting off injection into one or more cylinders of a controlled‑ignition combustion engine. According to the invention, the method involves the step of determining a maximum number (Nmax) of cylinders for which the injection can permissibly be cut off, and as soon as at least one of the following safety problems: the reaching of an injection advance limit; a problem of injection; a malfunctioning of a double flywheel, is detected, the method further comprises the step of cutting off the injection to one of the cylinders, this step of cutting off the injection of one of the cylinders being able to be repeated up to the limit of the maximum number (Nmax) of cylinders injection to which can permissibly be cut off. Another subject of the invention is a motor vehicle equipped with an engine management computer able to run the method according to the invention.

CATALYST LIGHT-OFF METHOD AND DEVICE FOR DIRECT INJECTION ENGINE

Le dispositif d'allumage catalytique pour moteur à injection direct de la présente invention comprend un identificateur d'état thermique (31) permettant d'évaluer l'état thermique d'un catalyseur (22) de conversion des gaz d'échappement, un régulateur d'injection de carburant (33) permettant de réguler l'injection de carburant par un injecteur (11), et un synchroniseur d'allumage (35). Lorsque le catalyseur est à l'état non chauffé où sa température est inférieure à la température d'activation, le régulateur d'injection de carburant (33) commande à l'injecteur (11) une injection fractionnée intervenant entre le temps d'admission et un point d'allumage. On obtient ainsi un cycle à injection retardée et un cycle à injection anticipée. Le cycle à injection retardée donne un mélange présentant des irrégularités locales. Le cycle à injection anticipée donne un mélange uniforme et pauvre. C'est le synchroniseur d'allumage (35) qui décide de retarder le point d'allumage.

METHOD AND DEVICE FOR ADJUSTING OPENING TIME OF A FUEL INJECTOR, FOR MOUNTING A DIRECT INJECTION INTERNAL COMBUSTION ENGINE

The invention concerns a method which consists in: a) emitting a series of sparks into a cylinder (1) of the engine, filled with an air/fuel mixture to be ignited, at predetermined successive times; b) identifying the one spark which initiates ignition of said mixture; c) evaluating the difference separating emission time of said spark from a predetermined ignition time ensuring supply by the engine of a predetermined mechanical power; and d) correcting the opening time of said fuel injector (3) on the basis of said difference, so as to initiate subsequent ignitions of the air/fuel mixture in said cylinder (1) at said predetermined time.

METHOD AND DEVICE FOR CONTROLLING THE TRANSITION BETWEEN NORMAL OPERATION AND OVERRUN FUEL CUT-OFF OPERATION OF AN OTTO ENGINE OPERATED WITH DIRECT FUEL INJECTION

The problem during overrun fuel cut-off operation, i.e. cut-off of fuel injection during trailing throttle conditions of the vehicle, is that the transition entails an undue torque jump, resulting in the smooth operation of the engine and the driving comfort of the passengers of the vehicle being affected. The aim of the invention is to reduce the torque jump. Said aim is achieved by injecting fuel into a cylinder of the Otto engine in a multiple injection process, at least a partial quantity of the fuel that is to be injected being injected during the compression phase, whereby the quantity of air that is taken in advantageously decreases because no internal cooling takes place while the efficiency is advantageously reduced due to the lesser degree of swirling, resulting in lower torque. Overall, torque (DM) is reduced to a significantly greater extent than by merely adjusting the spark angle (ZW) while smooth operation of the Otto engine is not affected.

Spark ingition type stratified combustion internal combustion engine

A fuel injector (6) and spark plug (7) are arranged in a combustion chamber (5) of an internal combustion engine. By forming by stratification a self-ignitable preliminary air-fuel mixture in the combustion chamber (5), a spatial distribution is given to the density of the preliminary air-fuel mixture in the combustion chamber (5). Part of the preliminary air-fuel mixture formed in the combustion chamber (5) is ignited by the spark plug (7) to cause combustion by flame propagation, then the remaining preliminary air-fuel mixture is successively made to self-ignite and burn with a time lag. The ignition timing is set so that the ratio of the preliminary air-fuel mixture made to burn by self-ignition becomes more than a predetermined lower limit and less than a knocking generation limit.

Operating apparatus for controlling a vibratory rammer

An operating apparatus (1) controls working revolutions of a vibratory rammer. The operating apparatus (1) includes an operating lever (4) movable between an idle position (2) and a stop position (3) and an engine switch-off function (5) and a fuel shut-off function (6). The engine switch-off function (5) and fuel shut-off function (6) are actuated with the operating lever (4) to be inactive in the idle position (2) or activated in the stop position (3). The engine switch-off function (5) is activated before the fuel shut-off function (6) is activated when the operating lever (4) is moved from the idle position (2) to the stop position (3). The activation ceases in reverse order when the operating lever (4) is moved from the stop position (3) to the idle position (2).

Method and device for operating a drive unit

A method for operating an internal combustion engine includes: providing a desired power specification for triggering the drive unit; providing a specification of operating point-dependent power ranges for the supplied desired power specification, in which steady-state operation of the drive unit is permissible, a power range that is not permissible in the steady state being defined between the operating point-dependent power ranges; when a change in the desired power specification for the drive unit in a transitional operating mode necessitates traversing the power range that is not permissible in the steady state, triggering the drive unit on the basis of a specification of a guided desired power, the guided desired power specification being determined by guiding the desired power specification.

Method for Purging Fuel Vapors

A method for improving purging of fuel vapors from a boosted engine is presented. In one embodiment, the method increases the efficiency of a venturi that supplies vacuum to purge fuel vapors from a vapor storage canister.

Method and system for pre-ignition control

Methods and systems are provided for mitigating engine pre-ignition based on a feed-forward likelihood of pre-ignition and feedback from a pre-ignition event. In response to an indication of pre-ignition, a cylinder may be enriched while an engine load is limited. The enrichment may be followed by an enleanment to restore exhaust catalyst feed-gas oxygen levels. The mitigating steps may be adjusted based on engine operating conditions, a pre-ignition count, as well as the nature of the pre-ignition.

Engine control system with algorithm for actuator control

An engine control apparatus works to determine a target value of each of performance parameters associated with different types of performances of a combustion engine based on operating conditions of the combustion engine, determine target values of combustion parameters associated with combustion states of fuel in the combustion engine based on the target values of the performance parameters using first correlation data representing correlations between the performance parameters and the combustion parameters, and calculate command values of controlled parameters for actuators as a function of the target values of the combustion parameters. When actual values of the performance parameters are in coincidence with the target values, the system changes or corrects the target value of a selected one of the performance parameters so as to enhance the level of a corresponding one of the performances of the engine based on the other performance parameters.

Internal Combustion Engine Control Device

An internal combustion engine control device is provided which can accurately estimate intake pipe temperature behavior during transient time even in an internal combustion engine embedded with a variable valve or a turbocharger. The internal combustion engine control device estimates transient behavior of the intake pipe temperature, on the basis of a flow rate (dGafs/dt) of gas flowing into the intake pipe, a flow rate (dGcyl/dt) of gas flowing from the intake pipe, an intake pipe pressure Pin, and a temporal changing rate (dPin/dt) of the intake pipe pressure. The device performs knocking control during transient time, on the basis of the estimated transient behavior of the intake pipe temperature.

METHOD AND DEVICE FOR CONTROLLING THE EXHAUST GAS RECIRCULATION RATE FOR INTERNAL COMBUSTION ENGINES DURING LEAN OPERATION

A method for setting an exhaust gas recirculation rate in an engine system having an internal combustion engine, the exhaust gas recirculation rate indicating the portion of the exhaust gas recirculated into one cylinder of the internal combustion engine with regard to the total gas quantity present in the cylinder, including: operating the internal combustion engine according to an input for the exhaust gas recirculation rate, an ignition of an air/fuel mixture being carried out in the cylinder at a certain ignition timing; adjusting the ignition timing in the cylinder of the internal combustion engine; correcting the input for the exhaust gas recirculation rate as a function of a change in an operating behavior of the internal combustion engine due to the ignition timing adjustment. 19-. (canceled)10. A method for setting an exhaust gas recirculation rate in an engine system having an internal combustion engine , the exhaust gas recirculation rate indicating a portion of the exhaust gas recirculated into one cylinder of the internal combustion engine with regard to a total gas quantity present in the cylinder , the method comprising:operating the internal combustion engine according to an input for the exhaust gas recirculation rate, an ignition of an air/fuel mixture being carried out in the cylinder at a certain ignition timing;adjusting the ignition timing in the cylinder of the internal combustion engine; andcorrecting the input for the exhaust gas recirculation rate as a function of a change in an operating behavior of the internal combustion engine due to the ignition timing adjustment, wherein the input for the exhaust gas recirculation rate is increased, when acted on by a correction value, when a torque provided by the internal combustion engine is increased in a case of an ignition timing retardation and when the torque provided by the internal combustion engine is reduced in a case of an ignition timing advance.11. The method as recited in claim 10 , ...

CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINE

A control system for an internal combustion engine where when the engine is decelerating the amount of intake air supplied to a combustion chamber is controlled. A target auxiliary intake air amount SAIRCMD necessary for preventing misfiring of the engine by supplying only an auxiliary intake air amount to a combustion chamber and a target intake air amount GAIRCMD which is a target value of the amount of intake air supplied to the combustion chamber are calculated according to the state NE, AP of the engine. When the engine is decelerating, and misfires, misfire avoidance control is executed controlling an auxiliary intake air amount control valve to be more opened such that the auxiliary intake air amount becomes the target auxiliary intake air amount SAIRCMD and a throttle valve to be more closed such that the amount of intake air supplied to the combustion chamber becomes the target intake air amount GAIRCMD. 1. A control system for an internal combustion engine that includes an EGR passage connected to an intake passage and an exhaust passage , and is provided with an EGR device for recirculating part of exhaust gases which are exhausted to the exhaust passage , as EGR gas , via the EGR passage to the intake passage , comprising:a throttle valve provided on a downstream side of a connecting portion of the intake passage to the EGR passage, for controlling an amount of intake air flowing through the intake passage;a bypass passage connected to an upstream side of the connecting portion of the intake passage to the EGR passage, and to a downstream side of the throttle valve in the intake passage;an auxiliary intake air amount control valve provided in the bypass passage, for controlling an auxiliary intake air amount which is an amount of fresh air supplied to a combustion chamber of the engine via the bypass passage;operation state-detecting means for detecting an operation state of the engine;target auxiliary intake air amount-calculating means for calculating ...

SYSTEMS AND METHODS FOR CORRECTING MASS AIRFLOW SENSOR DRIFT

Systems and methods for correcting mass airflow sensor drift include an operation conditions module to interpret a base calibration function, a MAF sensor input value, and a current operating condition. A MAF correction module determines an expected MAF value in response to the current operating condition and a predetermined operating condition. The MAF correction module will also determine an adjusted MAF value in response to the expected MAF value, the base calibration function, and the MAF sensor input value. A MAF reporting module is structured to provide the adjusted MAF value. 1. A system , comprising:an internal combustion engine having an air intake assembly;a mass airflow (MAF) sensor operably coupled to the air intake assembly; and an operation conditions module structured to interpret a base calibration function, a MAF sensor input value, and a current operating condition;', 'a MAF correction module structured to determine an expected MAF value in response to the current operating condition and a predetermined operating condition, and to determine an adjusted MAF value in response to the expected MAF value, the base calibration function, and the MAF sensor input value; and', 'a MAF reporting module structured to provide the adjusted MAF value., 'a controller comprising2. The system of claim 1 , wherein the internal combustion engine is a diesel engine having an exhaust gas recirculation (EGR) inlet operably coupled to the air intake assembly downstream of the MAF sensor.3. The system of claim 1 , wherein the MAF sensor is one of a hot-film MAF sensor and a hot-wire MAF sensor.4. The system of claim 1 , wherein the air intake assembly includes a turbocharger having a compressor inlet and claim 1 , wherein the MAF sensor is positioned upstream of the compressor inlet.5. The system of claim 1 , the controller further comprising an error margin module structured to interpret a threshold MAF sensor difference and to determine a MAF sensor difference in ...

PATH PLANNING DURING COMBUSTION MODE SWITCH

Systems and methods are provided for transitioning between a first combustion mode and a second combustion mode in an internal combustion engine. A current operating point of the engine is identified and a target operating point for the internal combustion engine in the second combustion mode is also determined. A predefined optimized transition operating point is selected from memory. While operating in the first combustion mode, one or more engine actuator settings are adjusted to cause the operating point of the internal combustion engine to approach the selected optimized transition operating point. When the engine is operating at the selected optimized transition operating point, the combustion mode is switched from the first combustion mode to the second combustion mode. While operating in the second combustion mode, one or more engine actuator settings are adjusted to cause the operating point of the internal combustion to approach the target operating point. 1. A method of transitioning between a first combustion mode and a second combustion mode in an internal combustion engine , the method comprising:identifying a current operating point for the internal combustion engine operating in the first combustion mode, the current operating point including a current value of a first operating parameter of the internal combustion engine and a current value of a second operating parameter of the internal combustion engine;determining a target operating point for the internal combustion engine to be operating in the second combustion mode, the target operating point including a target value of the first operating parameter and a target value of the second operating parameter;accessing from a memory a plurality of optimized transition operating points, each optimized transition operating point including a target transition value of the first operating parameter and a target transition value of the second operating parameter;selecting an optimized transition operating ...

STARTING CONTROL DEVICE AND STARTING CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE

When a fuel oil leakage from an injector during a stop of an engine is large and a fuel oil leakage determination condition is satisfied, an intake air flow rate is increased and then the engine is started. Through such control, while the engine is cranked at the time of a start, it is possible to early scavenge an air-fuel mixture having a high concentration of HC, and it is possible to optimize an air-fuel ratio (set an air-fuel ratio to an appropriate value within a combustible range) at the time of a start of the engine. As a result, a combustion state gets better, torque at the time of a start of the engine increases, and the startability of the engine improves. 1. A starting control device for an internal combustion engine that causes an air-fuel mixture of intake air and fuel injected from a fuel injection valve to combust in a combustion chamber to obtain power , comprising:a control unit configured to execute scavenging control at the time of a start of the engine when a condition for determining a fuel oil leakage from the fuel injection valve is satisfied.2. The starting control device according to claim 1 , wherein the scavenging control is control for increasing an intake air flow rate at the time of a start of the engine.3. The starting control device according to claim 2 , wherein the control unit increases the intake air flow rate by controlling an opening degree of a throttle valve claim 2 , provided in an intake passage that communicates with the combustion chamber claim 2 , at the time of a start of the engine.4. The starting control device according to claim 3 , wherein the control unit controls the opening degree of the throttle valve in the case of increasing the intake air flow rate to an opening degree at which negative pressure is not generated in the intake passage downstream of the throttle valve in a flow of the intake air.5. The starting control device according to claim 3 , wherein the control unit sets the opening degree of the ...

METHOD OF CONTROLLING THE BURNT GAS FRACTION IN AN ENGINE CYLINDER WITH EGR AND IGR

The invention relates to a method of controlling an internal-combustion engine () equipped with an exhaust gas recirculation circuit and with variable timing means, having a first actuator () and of a second actuator (). The method comprises acquiring a torque setpoint for said engine Tdetermining a position setpoint for the first actuator () and a position setpoint for the second actuator () by using a burnt gas flow model (MEGB) that relates the position setpoints of the actuators to the engine torque setpoint T. The burnt gas flow model (MEGB) comprises a cylinder filling model (MR), the burnt gas fraction in the cylinder is controlled by applying position setpoints and to the variable timing means ( and ). 110-. (canceled)11. A method of controlling an internal-combustion engine comprising at least one cylinder , at least one intake valve in the at least one cylinder and at least one exhaust valve for burnt gas discharge from the at least one cylinder , an exhaust gas recirculation circuit and with variable timing means , including a first actuator of the intake valve and a second actuator of the exhaust valve comprising:{'sub': 'q', 'sup': 'sp', 'acquiring a torque setpoint for the engine T;'}{'o': [{'@ostyle': 'single', 'VVT'}, {'@ostyle': 'single', 'VVT'}], 'sub': int', 'exh', 'q, 'sup': 'sp', 'determining a position setpoint for the first actuator and a position setpoint for the second actuator by using a burnt gas flow model which relates position setpoints of the actuators to the engine torque setpoint Tand includes a cylinder filling model; and'}{'o': [{'@ostyle': 'single', 'VVT'}, {'@ostyle': 'single', 'VVT'}], 'sub': int', 'exh, 'controlling a burnt gas fraction in the at least one cylinder by controlling the first and second actuators respectively with the position setpoints and .'}12. A method as claimed in claim 11 , wherein the filling model is a static cylinder filling model estimating a sucked air mass and a burnt gas mass in the cylinder as a ...

ENGINE EMISSION CONTROL STRATEGY FOR SMOKE AND NOx

An engine control system () apportions smoke and NOx in engine-out exhaust gas by a strategy () that corrects a target percentage for fresh air and a target percentage for exhaust gas to recalculate a set-point for fresh air mass flow. The target percentage for fresh air mass flow is calculated as a function of engine speed (N) and an engine output torque request (TQI_DRIV). 1. A compression ignition engine comprising:engine cylinders within which combustion of fuel occurs to operate the engine;an intake system for introducing fresh air into the engine cylinders;a fueling system for introducing fuel into the engine cylinders for combustion with the fresh air;an exhaust manifold into which the engine cylinders deliver exhaust gas created by combustion of fuel in the engine cylinders;an exhaust system for conveying exhaust gas from the exhaust manifold to atmosphere;an EGR system for diverting some of the exhaust gas coming from the exhaust manifold to mix with fresh air coming from the intake system and form an air/exhaust mixture that enters the engine cylinders through the intake manifold; anda control system for processing data to control certain aspects of engine operation and comprising a strategy: for calculating the difference between actual mass flow of the air/exhaust mixture that enters the engine cylinders and a set-point for fresh air mass flow calculated by the control system and then dividing the difference by the actual mass flow of the air/exhaust mixture that enters the engine cylinders to yield a target percentage for exhaust gas in the air/exhaust mixture while imposing both a maximum limit and a minimum limit on the target percentage for exhaust gas in the air/exhaust mixture; for dividing the multiplication product of an engine output torque request and a minimum air/fuel ratio that is a function of engine speed and the engine output torque request by the actual mass flow of the air/exhaust mixture that enters the engine cylinders to yield a ...

METHOD AND DEVICE FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE

The invention relates to a method for stopping an internal combustion engine, wherein an amount of air which is supplied via an air metering device of the internal combustion engine, in particular a throttle flap (), is reduced after a stopping order has been detected. According to the invention, the amount of air which is supplied via the air metering device of the internal combustion engine is again increased when the detected speed (n) of the internal combustion engine falls below a predefinable speed threshold value (ns), wherein an intake cylinder (ZYL) to which the amount of air is supplied does not enter any working cycle after the amount of supplied air has been increased. 12. A method for stopping an internal combustion engine , in which a quantity of air supplied to the internal combustion engine via an air metering device is reduced after a stop request has been detected , characterized in that the quantity of air supplied to the internal combustion engine via the air metering device is increased again if a detected speed (n) of the internal combustion engine falls below a specifiable speed threshold value (ns) , wherein an inlet cylinder (ZYL) , to which the quantity of air is supplied , no longer goes into a power stroke after the quantity of air supplied is increased.22. The method as claimed in claim 2 , characterized in that the speed threshold value (ns) is reduced if the inlet cylinder (ZYL) goes into the power stroke after the quantity of air metered in is increased and before the internal combustion engine comes to a halt.32. The method as claimed in claim 1 , characterized in that the speed threshold value is increased if the inlet cylinder (ZYL) no longer goes into a compression stroke after the quantity of air metered in is increased.4. The method as claimed in claim 1 , characterized in that the specifiable speed threshold value is modified in accordance with a reverse oscillation angle (RPW).5. The method as claimed in claim 4 , ...

DUAL THROTTLE ENGINE SPEED CONTROL

Disclosed embodiments include throttle engine speed control systems, methods and power machines incorporating the same. In one embodiment, a power machine has a controllable power source that receives a command signal to control the power source. First and second throttle input devices provide first and second throttle input signals, respectively, that are indicative of actuation thereof. A controller receives and combines the first and second throttle input signals to generate the command signal. 1. A power machine having a controllable power source that is configured to receive a command signal for controlling the power source , the power machine comprising:a first throttle input device configured to provide a first throttle input signal indicative of actuation thereof;a second throttle input device configured to provide a second throttle input signal indicative of actuation thereof;a controller capable of receiving the first and second input signals and combine the first and second throttle input signals to generate the command signal.2. The power machine of claim 1 , wherein the power source includes a power source control unit in communication with the controller and configured to receive the command signal for controlling the power source.3. The power machine of claim 1 , wherein the power source is an engine and wherein the electronic control unit is configured to control engine speed based upon the command signal generated from the combined first and second throttle input signals.4. The power machine of claim 3 , wherein the controller is configured to calculate the command signal as a function of a baseline command signal claim 3 , indicated by the first throttle input device and an offset signal claim 3 , indicated by the second throttle input device claim 3 , that is added to the baseline signal so that the command signal is between the baseline command signal a maximum command signal.5. The power machine of claim 4 , wherein the controller is configured ...

METHOD AND APPARATUS FOR CONTROLLING START-UP OF INTERNAL COMBUSTION ENGINE

The internal combustion engine () has a throttle () for controlling an intake air amount and performs start-up through cranking. The starter switch () detects cranking initiation, and the crank angle sensor () detects the number of revolutions of the engine. The controller () drives the throttle () in a closed position along with the cranking initiation. The controller () can obtain both the intake negative pressure for promoting vaporization of fuel and the intake air amount necessary to maintain the idle rotation speed by counting the number of strokes or the number of revolutions of the internal combustion engine () from the cranking initiation and opening the throttle () from the closed position as the count number reaches a predetermined number. 1. A method of controlling start-up of an internal combustion engine that has a throttle for controlling an intake air amount and performs a start-up through cranking , the method comprising:detecting cranking initiation of the internal combustion engine;closing the throttle when the cranking is initiated;counting a number of strokes from the cranking initiation or a number of revolutions from the cranking initiation of the internal combustion engine;determining whether or not a count number has reached a predetermined number; andopening the throttle when the count number has reached the predetermined number.2. The method as defined in claim 1 , wherein the predetermined number is set in advance such that thereafter an intake negative pressure is developed and an intake air amount required to maintain a target idle rotation speed is obtained.3. The method as defined in claim 1 , further comprising stopping opening of the throttle when a throttle opening corresponding to the target idle rotation speed has been achieved.4. The method as defined in claim 1 , further comprising determining whether or not a rotation speed of the internal combustion engine has reached a target idle rotation speed and delaying an ignition ...

SENSOR SIGNAL PROCESSING DEVICE

A microcomputer is formed of a CPU and a detection circuit and inputs sensor signals of a vibration sensor and a rotation sensor. The detection circuit includes an AD converter circuit for AD conversion of the sensor signal of the vibration sensor at a predetermined sampling interval, a peak hold circuit for detecting a peak value of the sensor signal, a RAM for storing the peak value, a counter for detecting a crank angle at a peak value detection time, and an angle calculation part. The microcomputer divides a pre-ignition check interval into plural interval units and checks the pre-ignition based on the peak value detected in each unit interval. The pre-ignition and the knock are checked by using different threshold values in an interval, in which the pre-ignition check interval overlaps a knock check interval. 1. A sensor signal processing device comprising:an AD conversion part for converting an analog sensor signal outputted from a sensor, which detects a combustion condition in a cylinder of an engine, into a digital signal;a pre-ignition check interval setting part for setting a pre-ignition check interval in synchronism with a crank angle indicated by a rotation sensor signal, which varies with a rotation of a crankshaft of the engine;a crank angular interval setting part for setting a plurality of crank angular intervals by dividing the pre-ignition check interval;a time measuring part for measuring elapse time in the plurality of crank angular intervals;a peak value detection part for detecting a peak value of the digital signal outputted from the AD conversion part in each of the plurality of crank angular intervals;a crank angle calculation part for calculating a peak value detection crank angle, at which the peak value is detected in each of the plurality of crank angular intervals, based on the elapse time measured by the time measuring part until the peak value is detected by the peak value detection part; anda memory part for storing the peak value ...

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE (AS AMENDED)

Provided is a control apparatus for an internal combustion engine, which can determine whether or not there is a failure concerning a switching of an operational state of an intake valve, in the internal combustion engine that includes a valve stop mechanism that is capable of switching the operational state of the intake valve between a valve operating state and a valve closed/stopped state, without the need of adding a new sensor for the failure determination. An intake variable valve operating apparatus () is provided that includes a valve stop mechanism capable of switching the operational state of the intake valve () between the valve operating state and the valve closed/stopped state. A crank angle sensor () is provided for detecting the crank angle of the internal combustion engine (). An intake pressure sensor () is provided for detecting the actual intake pressure pim. It is determined whether or not there is a failure concerning the switching of the operational state of the intake valve () between the valve operating state and the valve closed/stopped state by the valve stop mechanism, based on an intake pressure difference dlpm (first difference) between the actual intake pressure pim and the pseudo intake pressure pmcrt at a predetermined crank angle (for example, 60° C.A after the top dead center in each cylinder). 1. A control apparatus for an internal combustion engine , comprising:a valve stop mechanism that is capable of switching an operational state of an intake valve between a valve operating state and a valve closed/stopped state;a crank angle sensor for detecting a crank angle of an internal combustion engine;an intake pressure sensor for detecting an actual intake pressure at an integral part of an intake passage that leads to a plurality of cylinders equipped with the internal combustion engine; anda controller that is configured to determine whether or not there is a failure concerning the switching of the operational state of the intake ...

METHOD AND DEVICE FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE

In a method for stopping an internal combustion engine, a quantity of air supplied to the internal combustion engine via an air-metering device, e.g., a throttle valve, is reduced after a stop request has been determined, and the quantity of air supplied to the internal combustion engine via the air-metering device is increased again when a detected speed of the internal combustion engine falls below a predefinable speed threshold value. The predefinable speed threshold value is increased when, after the metered quantity of air is increased up to stopping of the internal combustion engine, an intake cylinder no longer passes through a bottom dead center. 113-. (canceled)14. A method for controlling an internal combustion engine , comprising:reducing a quantity of air supplied to the internal combustion engine via an air-metering device after a stop request for stopping the engine has been detected; andsubsequently increasing the quantity of air supplied to the internal combustion engine via the air-metering device when a detected speed of the internal combustion engine falls below a predefined speed threshold value;wherein the predefined speed threshold value is increased when, after the metered quantity of air is increased up to stopping of the internal combustion engine, an intake cylinder no longer passes through a bottom dead center, and wherein the speed threshold value is reduced when, after the metered quantity of air is increased up to stopping of the internal combustion engine, the intake cylinder goes into a power stroke.15. The method as recited in claim 14 , wherein the quantity of air metered in by the air-metering device is increased immediately after closing of an exhaust valve of the intake cylinder.16. The method as recited in claim 14 , wherein fuel is injected to provide an ignitable fuel/air mixture in the intake cylinder when the intake cylinder goes out of the intake stroke.17. The method as recited in claim 14 , wherein fuel is injected one of ...

CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

A control apparatus for an internal combustion engine is provided that can successfully achieve a desired acceleration by avoiding an absence of torque of the internal combustion engine due to an influence of EGR gas when the torque increases toward a required torque. A required throttle valve opening degree TAreq is set based on a required torque TQreq in accordance with a required throttle valve opening degree map that defines a relation between the required torque TQreq and the required throttle valve opening degree TAreq. In addition, a required EGR valve opening degree EGRreq is set based on a required load factor KLreq in accordance with a required EGR valve opening degree map that defines a relation between the required load factor KLreq and the required EGR valve opening degree EGRreq. 1. A control apparatus for an internal combustion engine , comprising:a throttle valve that adjusts an air amount that is taken into an internal combustion engine;an EGR valve that opens and closes an EGR passage that makes an intake passage and an exhaust passage communicate with each other; anda controller that is configured to:control, in accordance with a required throttle valve opening degree, a throttle valve opening degree of the throttle valve;control, in accordance with a required EGR valve opening degree, an EGR valve opening degree of the EGR valve;obtain a required torque that is required of the internal combustion engine;obtain an air amount information concerning the air amount;set the required throttle valve opening degree based on the required torque in accordance with a first relation information that defines a relation between the required torque and the required throttle valve opening degree; andset the required EGR valve opening degree based on the air amount information in accordance with a second relation information that defines a relation between the air amount information and the required EGR valve opening degree,wherein the second relation information ...

METHOD AND SYSTEM FOR CONTROLLING FUEL USAGE

Methods and systems are provided for improving fuel usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients. 1. A method of operating an engine comprising ,adjusting a direct water injection to an engine cylinder;during a first water injection timing, adjusting an engine throttle by a first amount based on an amount of water injected; andduring a second, later, water injection timing, adjusting the engine throttle by a second, lesser, amount based on the amount of water injected.2. The method of claim 1 , wherein a water injection amount is adjusted based on engine knock.3. The method of claim 1 , wherein a water injection amount is adjusted based on claim 1 , desired engine dilution claim 1 , and EGR transients.4. The method of claim 1 , wherein the second claim 1 , later claim 1 , timing is with respect to intake valve closing (IVC).5. The method of claim 4 , further comprising adjusting the water injection timing later from IVC as knocking increases.6. The method of claim 4 , further comprising retarding the water injection timing from IVC as the desired dilution increases.7. The method of claim 1 , wherein the first injection timing is more retarded from IVC than the second injection timing.8. The method of claim 1 , wherein the second injection timing is before IVC.9. The method of claim 1 , wherein at least part of the second injection timing is before IVC.10. A method of operating an engine comprising claim 1 ,direct injecting an amount of knock control fluid to a cylinder of the engine based on engine operating conditions; andadjusting an engine throttle position of a throttle downstream of a compressor based on the injection amount, injection timing, and fluid composition.11. The method ...

method and device for carrying out an adaptive control of a position of an actuator of a position transducer

A method for operating a controller for a position transducer system, of a throttle valve position transducer in an engine system having an internal combustion engine, the control being performed to obtain a manipulated variable for triggering an actuating drive of the position transducer system, the control being performed by initially applying a transfer function to a system deviation to obtain an adapted system deviation and subsequently applying a transfer function to the adapted system deviation to obtain the manipulated variable, the transfer function being a function which indicates a deviation of a model of a nominal position transducer system having predefined nominal parameters from the model of the position transducer system to be controlled, an adaptation of the control process being performed by adapting the transfer function, in that the parameters of the model of the position transducer system to be controlled are adapted, in particular in real time. 1. A method for operating a controller for a position transducer system , which is a throttle valve position transducer in an engine system having an internal combustion engine , the method comprising:performing the control so as to obtain a manipulated variable for triggering an actuating drive of the position transducer system, including:initially applying a transfer function to a system deviation to obtain an adapted system deviation and then applying a transfer function to the adapted system deviation to obtain the manipulated variable, the transfer function being a function which indicates a deviation of a model of a nominal position transducer system having predefined nominal parameters from the model of the position transducer system to be controlled; andadapting the control process being carried out by adapting the transfer function in that the parameters of the model of the position transducer system to be controlled are adapted, in real time.2. The method of claim 1 , wherein the transfer ...

STRADDLE TYPE VEHICLE

The opening control mechanism includes a frame, a support shaft, a first pulley, a second pulley, a first elastic member and a second elastic member. A position taken by the second pulley when no force acts on the grip is referred to as a second reference position. The second pulley can be rotated in a second direction of rotation, starting from the second reference position. A processing unit performs a specified operation when the second pulley has been rotated in the second direction of rotation, starting from the second reference position, by a predetermined amount. 1. A straddle type vehicle , comprising:a handlebar;a grip attached to the handlebar;an engine;an intake passage connected with the engine;a throttle body, including a throttle valve, provided on the intake passage;a drive pulley configured to be rotated as the grip is rotated;a first throttle cable and a second throttle cable located between the drive pulley and the throttle valve;a processing unit configured to perform a specified operation or issue an instruction in response to an operation of the grip; and a frame,', 'a support shaft supported by the frame and rotatable in a first direction of rotation starting from a first reference position,', 'a first pulley attached to the support shaft, the first pulley being non-rotatable relative to the support shaft, and the first throttle cable being connected with the first pulley,', 'a second pulley attached to the support shaft, the second throttle cable being connected with the second pulley, and', 'a first elastic member located between the frame and the first pulley,, 'an opening control mechanism configured to control a degree of opening of the throttle valve, wherein the opening control mechanism includes'} a force is transmitted from the first throttle cable to the first pulley such that the first pulley is rotated in the first direction of rotation to move the support shaft from the first reference position in the first direction of rotation,', ...

INTAKE CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINE

An intake control system for an internal combustion engine, which, even when there are a plurality of intake air amounts for attaining one target torque, is capable of positively selecting a minimum intake air amount therefrom without causing hunting, and setting the minimum intake air amount as a target intake air amount, thereby making it possible to improve fuel economy. The intake control system calculates a maximum intake air amount, sets a plurality of provisional intake air amounts within a range of 0 to the maximum intake air amount, calculates torques estimated to be output from the engine with respect to the provisional intake air amounts, respectively, selects a minimum provisional intake air amount that makes the estimated torque equal to or close to the target torque from the relationship between the provisional intake air amounts and the estimated torques, and sets the same as the target intake air amount. 1. An intake control system for an internal combustion engine , for setting a target intake air amount according to a target torque of the engine and controlling an intake air amount based on the set target intake air amount , comprising:maximum intake air amount-calculating means for calculating, based on operating conditions of the engine, a maximum amount of intake air that can be drawn into a combustion chamber, as a maximum intake air amount;provisional intake air amount-setting means for setting a plurality of provisional intake air amounts different from each other within a range of the intake air amount, which ranges from 0 to the calculated maximum intake air amount;estimated torque-calculating means for calculating, based on the operating conditions of the engine, estimated torques that are estimated to be output from the engine assuming that the set plurality of provisional intake air amounts of intake air are drawn into the combustion chamber, respectively, as a plurality of estimated torques;provisional intake air amount-estimated torque ...

INTERNAL COMBUSTION ENGINE WHICH MAY BE SELECTIVELY OPERATED BY THE TWO-STROKE METHOD OR THE FOUR-STROKE METHOD AND METHOD FOR OPERATING SUCH AN INTERNAL COMBUSTION ENGINE

Systems and methods are provided for operating an internal combustion engine in a two-stroke mode or a four-stroke mode to achieve greater fuel efficiency and minimize emissions. The system comprises a mode-adaptable valve; a valve rocker arm to actuate opening and closing of the mode adaptable valve; a cam follower of a first cam for carrying out a two-stroke mode; a cam follower of a second cam for carrying out a four-stroke mode; and a pin to mechanically couple the valve rocker arm to the cam follower of the first cam or the cam follower of the second cam. Coupling the valve rocker arm to the cam follower of the first cam enables a two-stroke mode and coupling the valve rocker arm to the cam follower of the second cam enables a four-stroke mode. 2. The internal combustion engine as claimed in claim 1 , wherein the valve actuation device comprises two cam followers associated with the first and second cams and a valve rocker arm suitable to open and close the mode-adaptable valve.3. The internal combustion engine as claimed in claim 2 , wherein the two cam followers are able to be individually claim 2 , mechanically coupled to the valve rocker arm in order to actuate the mode-adaptable valve in the two-stroke mode when the valve rocker arm is mechanically coupled to the cam follower of the first cam and in the four-stroke mode when the valve rocker arm is mechanically coupled to the cam follower of the second cam.4. The internal combustion engine as claimed in claim 2 , wherein the at least one valve rocker arm is a tilting lever and the two cam followers comprise tilting levers.5. The internal combustion engine as claimed in claim 1 , wherein both the at least one inlet opening and the at least one outlet opening of the at least one cylinder are provided with the mode-adaptable valve.6. The internal combustion engine as claimed in claim 1 , wherein the at least one outlet opening of the at least one cylinder is provided with the mode-adaptable valve.7. The ...

AIRFLOW CONTROL SYSTEMS AND METHODS

An engine control system for a vehicle, includes a delay and rate limit module, a throttle control module, a phaser control module, and an exhaust gas recirculation (EGR) control module. The delay and rate limit module applies a delay and a rate limit to a first torque request to produce a second torque request. The throttle control module determines a target throttle opening based on the second torque request and selectively adjusts a throttle valve based on the target throttle opening. The phaser control module determines target intake and exhaust phasing values based on the second torque request and selectively adjusts intake and exhaust valve phasers based on the target intake and exhaust phasing values, respectively. The EGR control module determines a target EGR opening based on the first torque request and selectively adjusts an EGR valve based on the target EGR opening. 1. An engine control system for a vehicle , comprising:a delay and rate limit module that applies a delay and a rate limit to a first torque request to produce a second torque request;a throttle control module that determines a target throttle opening based on the second torque request and that selectively adjusts a throttle valve based on the target throttle opening;a phaser control module that determines target intake and exhaust phasing values based on the second torque request and that selectively adjusts intake and exhaust valve phasers based on the target intake and exhaust phasing values, respectively; andan exhaust gas recirculation (EGR) control module that determines a target EGR opening based on the first torque request and that selectively adjusts an EGR valve based on the target EGR opening.2. The engine control system of further comprising an adjustment module that determines a first torque adjustment based on a product of a first predetermined value and a difference between the second torque request and an estimated torque output of the engine claim 1 , that determines a second ...

ABNORMAL COMBUSTION DETECTION APPARATUS FOR INTERNAL COMBUSTION ENGINE

An object of the present invention is to provide a technology that enables an abnormal combustion detection apparatus for a spark ignition internal combustion engine having a plurality of cylinders to detect abnormal combustion such as pre-ignition and knocking with improved accuracy. To achieve the object, according to the present invention, in an abnormal combustion detection apparatus for a spark-ignition internal combustion engine that determines or detects the occurrence of abnormal combustion by comparing a vibration intensity obtained from a measurement signal of a knock sensor and a determination threshold, when the occurrence of abnormal combustion is detected, the apparatus corrects a determination threshold for the next cylinder using as parameters the peak value of the vibration intensity at the time of the occurrence of abnormal combustion and the engine speed. 1. An abnormal combustion detection apparatus for a spark-ignition internal combustion engine having a plurality of cylinders , comprising:measurement unit for measuring the vibration intensity of the internal combustion engine;determination unit for performing determination processing, which determines that abnormal combustion occurs, if the vibration intensity measured by said measuring unit in a determination period set for each cylinder is higher than a determination threshold; andcorrection unit for correcting a determination threshold to be used in determination processing for a next cylinder on the basis of a peak value of the vibration intensity measured by said measurement unit at the time when the abnormal combustion occurs and an engine speed, when it is determined by said determination unit that the abnormal combustion occurs.2. An abnormal combustion detection apparatus according to claim 1 , wherein claim 1 , said correction unit calculates the intensity of vibration lingering in the determination period for the next cylinder using as parameters said peak value and said engine speed ...

METHOD FOR REINFORCING ANTI-ENGINE STALL AND VEHICLE

A method for reinforcing anti-engine stall may include performing a cam timing control for measuring engine speed of an engine wherein when abnormality of a crank position detector is detected by a controller, engine speed of the engine is controlled to be higher than that at the time when the abnormality of crank position detector occurs while maintaining position for cam phase control operation of a variable timing system. 1. A method for reinforcing anti-engine stall comprising:performing a cam timing control for enhancing modeling an engine speed of an engine by a camshaft position sensor (CMPS) wherein, when abnormality of a crank position detector is detected by a controller, the engine speed of the engine is controlled to be higher than an engine speed at a time when the abnormality of the crank position detector occurs while maintaining position for cam phase control operation of a variable timing system.2. The method according to claim 1 , wherein modeling of revolutions per minute (RPM) of the engine is applied to the engine control claim 1 , wherein the modeling is calculated by the camshaft position sensor (CMPS).3. The method according to claim 2 , wherein the engine RPM modeling is continuously performed with activation of the engine.4. The method according to claim 1 , wherein the maintaining of the position of the variable timing system includes maintaining a state at a time when the abnormality of the crank position detector is detected and switching the state to a default state after a limp home to secure stability of engine RPM.5. The method according to claim 1 , wherein a diagnostic trouble code is applied to the cam timing control until the diagnostic trouble code is displayed.6. The method according to claim 1 , wherein the cam timing control includes:detecting the abnormality of the crank position detector with respect to a crankshaft after the engine is activated and controlled;determining values of engine control to engine RPM modeling ...

APPARATUS AND METHOD FOR CONTROLLING IGNITION TIMING OF ENGINE

An apparatus and a method for controlling an ignition timing of an engine may include a storage storing a map table in which correction torques are recorded; a receiver receiving first atmospheric information corresponding to a current position of a vehicle; a detector configured for measuring second atmospheric information corresponding to the current position of the vehicle; and a controller configured for detecting a corresponding correction torque from the map table on the basis of the first atmospheric information and the second atmospheric information, correcting a required torque using the detected correction torque, and controlling an ignition timing of an engine on the basis of the corrected required torque. 1. An apparatus for controlling an ignition timing of an engine , the apparatus comprising:a storage configured for storing a map table in which correction torques are recorded;a receiver configured for receiving first atmospheric information corresponding to a current position of a vehicle;a detector configured for measuring second atmospheric information corresponding to the current position of the vehicle; anda controller configured for detecting a corresponding correction torque from the map table on a basis of the first atmospheric information and the second atmospheric information, correcting a required torque using the detected correction torque, and controlling the ignition timing of the engine on a basis of the corrected required torque.2. The apparatus according to claim 1 , wherein the controller is configured to detect the corresponding correction torque from the map table on a basis of a mass of water vapor and a mass of moist air drawn into a cylinder of the engine.3. The apparatus according to claim 2 , wherein the controller is configured to detect the corresponding correction torque from the map table claim 2 , on a basis of a difference between a mass flow rate of the moist air drawn into the cylinder of the engine at a current ...

Methods and systems for spark timing control

Methods and systems are provided for adjust spark timing based on ambient humidity and transient tip-in parameters. In one example, a method may include, during a tip-in, retarding spark timing based on each of ambient humidity, peak air charge, and rate of change of air charge. As such, the spark timing retard may be higher at lower humidity levels, and the spark timing retard may be lower at higher humidity levels.

Control apparatus for internal combustion engine

An ECU outputs an ignition signal and a discharge waveform control signal. An ignition device closes an ignition switching element in a period during which the ignition signal is input. After a stop of the input of the ignition signal and in a period of input of the discharge waveform control signal, the ignition device controls current flowing through a primary coil to a discharge current command value that is determined by the discharge waveform control signal by opening or closing a control switching element. A discharge control unit determines whether there is an abnormality. When it is determined that there is an abnormality, the ECU avoids control executed by the discharge control unit, and causes the discharge control unit to execute control during times of low-rotation and low-load operation of an internal combustion engine in order to determine whether the discharge control unit has returned to a normal state.

IGNITION CONTROL DEVICE

An ignition control device includes an ignition coil, a main ignition circuit unit for performing a main ignition operation, and an energy input circuit unit for performing an energy input operation. A main ignition signal generation circuit generates a main ignition signal such that a point in time when a waiting time has passed from a detection start time of a first signal of an ignition control signal at which a signal level of the ignition control signal changed from a first level to a second level for the first time, and the signal level of the ignition control signal is the second level, is a start of the main ignition signal, and a detection end time of a second signal of the ignition control signal at which the signal level of the ignition control signal shifts to the first level thereafter is an end of the main ignition signal. 1. An ignition control device comprising:an ignition coil which generates discharge energy in a secondary coil connected to a spark plug by increasing and decreasing a primary current flowing through a primary coil;a main ignition circuit unit which controls energization of the primary coil to perform a main ignition operation for causing the spark plug to generate a spark discharge; andan energy input circuit unit which performs an energy input operation for superimposing a current of the same polarity on a secondary current caused to flow through the secondary coil by the main ignition operation,wherein the ignition control device further comprises a signal separation circuit unit which receives an ignition control signal which is a signal combining a main ignition signal for controlling the main ignition operation, an energy input signal for controlling the energy input operation, and a target secondary current instruction signal, and separates one or more signals included in the received ignition control signal,the ignition control signal includes a first pulse signal and a second pulse signal, and is transmitted prior to the ...

ASSEMBLY AND METHOD FOR SAFE STARTING OF AN INTERNAL COMBUSTION ENGINE

An internal combustion engine for driving a working assembly with a clutch, including a combustion chamber into which a mixture of fuel and air is supplied, a spark plug to ignite the mixture, ignition of the mixture driving a piston operably coupled to a crank portion of the engine, a fuel supply system including a fuel valve and a throttle valve, a throttle position sensor configured to determine a position of the throttle valve, a speed sensor configured to determine engine speed, and an electronic control unit configured to control operation of the fuel valve and the spark plug, the electronic control unit being configured to initiate a speed limitation operation in response to a first position of the throttle valve at engine start-up, wherein the speed limitation operation continues until the throttle valve is moved from its first position. 1. An internal combustion engine arranged to be used with a power tool and for driving a working assembly of said power tool , said working assembly having a clutch , said engine comprising:a combustion chamber into which a mixture of fuel and air is supplied;a spark plug disposed proximate to the combustion chamber to ignite the mixture by generating a spark, ignition of the mixture driving a piston operably coupled to a crank portion of the engine;a fuel supply system including a fuel valve and the throttle valve, the fuel valve being arranged to control fuel provision into the mixture and the throttle valve being adjustable to control the provision of air into the mixture;a throttle position sensor configured to determine a position of the throttle valve within a full range of operation of the throttle valve;a speed sensor configured to determine engine speed; anda controller configured to control the operation of the fuel valve and the spark plug, the controller being configured toreceive an indication of the engine speed from the speed sensor and to determine whether the engine speed exceeds a threshold value, and, if ...

INTAKE MANIFOLD AND CYLINDER AIRFLOW ESTIMATION SYSTEMS AND METHODS

An engine control system includes a prediction module that, during an exhaust stroke of a first cylinder of an engine, determines a predicted intake manifold pressure at an end of a next intake stroke of a second cylinder following the first cylinder in a firing order of the cylinders. An air per cylinder (APC) module determines a predicted mass of air that will be trapped within the second cylinder at the end of the next intake stroke of the second cylinder based on the predicted intake manifold pressure. A fueling module controls fueling of the second cylinder during the next intake stroke based on the predicted mass of air. 1. An engine control system comprising:a prediction module that, during an exhaust stroke of a first cylinder of an engine, determines a predicted intake manifold pressure at an end of a next intake stroke of a second cylinder following the first cylinder in a firing order of the cylinders;an air per cylinder (APC) module that determines a predicted mass of air that will be trapped within the second cylinder at the end of the next intake stroke of the second cylinder based on the predicted intake manifold pressure; anda fueling module that controls fueling of the second cylinder during the next intake stroke based on the predicted mass of air.2. The engine control system of wherein the fueling module controls fueling of the second cylinder during the next intake stroke further based on a target air/fuel mixture.3. The engine control system of wherein the prediction module determines the predicted intake manifold pressure during the exhaust stroke of the first cylinder when a piston of the first cylinder of reaches a predetermined position during the exhaust stroke.4. The engine control system of wherein the prediction module determines the predicted intake manifold pressure based on differences between a mass air flowrate into an intake manifold and a mass air flowrate out of the intake manifold determined during a predetermined period before ...

IGNITION TIMING CONTROL APPARATUS FOR AN INTERNAL COMBUSTION ENGINE

The present invention is provided with: an injection timing detection unit; an engine rotation speed detection unit; an engine load detection unit; and a storing unit for storing control data of the variation in optimal ignition timing with respect to engine speed and engine load, and control data of correction coefficient pertaining to optimal ignition timing with respect to the engine load at a specific fuel injection timing. Referring to the control data, the variation in the optimal ignition timing is determined based on the detected fuel injection timing and the detected engine rotation speed; and, referring to the control data, the variation in the optimal ignition timing is determined based on the specific fuel injection timing and the detected engine speed, and the deviation between the respective variation in the optimal injection timing is determined. 1. An ignition timing control apparatus for a spark ignition internal combustion engine which injects fuel directly into a combustion chamber , comprising:an injection timing detection unit for detecting a fuel injection timing;a rotation speed detection unit for detecting an engine rotation speed;a load detection unit for detecting an engine load;a storing unit for storing control data of variation in an optimal ignition timing with respect to an engine rotation speed and a fuel injection timing and control data of a correction coefficient of the optimal ignition timing with respect to an engine load; anda control unit for obtaining an optimal ignition timing based on the fuel injection timing detected by the injection timing detection unit, the engine rotation speed detected by the rotation speed detection unit and the engine load detected by the load detection unit, wherein a variation in the optimal ignition timing based on the detected fuel injection timing and the detected engine rotation speed by referring to the control data;', 'a variation in the optimal ignition timing based on a previously ...

IGNITION TIMING CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

An ignition timing control apparatus for an internal combustion engine includes an electronic control unit configured to i) perform determination as to whether knocking has occurred in the engine; ii) update a first learning value and a second learning value such that the ignition timing is retarded when determining that knocking has occurred; and iii) derive, as a required ignition timing, a timing obtained by retarding a base ignition timing based on the first and second learning values. The electronic control unit is configured to update the second learning value within a range in which an update amount of the second learning value within a prescribed period set in advance does not exceed a prescribed amount, when updating the second learning value.

ENHANCED TRACTIVE POWER AT LOW SPEEDS

A method is disclosed for operating an internal combustion engine in which a coolant temperature of an engine coolant of the internal combustion engine is determined and is compared with a predetermined threshold temperature. If the coolant temperature is higher than the predetermined threshold temperature, a thermal input into the engine coolant is reduced by changing at least one operating parameter of the internal combustion engine. This can be done, for example, by raising a charging pressure of the internal combustion engine. 1. A method for operating an internal combustion engine , comprising:determining a coolant temperature of an engine coolant of the internal combustion engine;comparing the coolant temperature with a predetermined threshold temperature; andreducing a thermal input into the engine coolant by changing at least one operating parameter of the internal combustion engine responsive to a coolant temperature higher than the predetermined threshold temperature.2. The method according to claim 1 , further comprising increasing a charging pressure of the internal combustion engine to reduce the thermal input into the engine coolant.3. The method according to claim 2 , further comprising determining a charge air temperature of a charge air of the internal combustion engine claim 2 , and increasing a charge air pressure of the internal combustion engine based on the charge air temperature.4. The method according to claim 3 , further comprising determining a difference in charging pressure as a function of the charge air temperature claim 3 , and increasing the charging pressure of the internal combustion engine based on the difference in charging pressure.5. The method according to claim 4 , where a first difference in charging pressure is determined for a first charge air temperature claim 4 , and a second difference in charging pressure is determined for a second charge air temperature higher than the first charge air temperature claim 4 , the second ...

ENGINE CONTROLLER AND ENGINE CONTROL METHOD

A first intake air amount an engine is calculated based on a detected value of an intake air flow rate of an air flowmeter. A second intake air amount is calculated based on any one of a detected value of an intake pipe pressure and a throttle opening degree instead of the detected value of the intake air flow rate. When it is determined that the intake pulsation is not large, a difference amount of the second intake air amount from the first intake air amount is calculated. A corrected second intake air amount, which is a sum of the second intake air amount and the difference amount, is set as an intake air amount calculated value when it is determined that the intake pulsation is large. 1. An engine controller configured to execute:a first intake air amount calculation process for calculating a first intake air amount, which serves as a calculated value of an intake air amount of an engine, based on a detected value of an intake air flow rate of an air flowmeter;a second intake air amount calculation process for calculating a second intake air amount, which serves as a calculated value of an intake air amount of the engine, based on any one of a detected value of an intake pipe pressure and a throttle opening degree instead of the detected value of the intake air flow rate;a determination process for determining whether intake pulsation in an intake passage of the engine is large;a difference amount calculation process for, when determining in the determination process that the intake pulsation is not large, calculating a difference amount of the second intake air amount from the first intake air amount; setting the first intake air amount as an intake air amount calculated value of the engine when determining in the determination process that the intake pulsation is not large, and', 'setting a corrected second intake air amount, which is a sum of the second intake air amount and the difference amount, as the intake air amount calculated value when determining in ...

MIXED SIGNAL IC FOR USE IN AN AUTOMOBILE ELECTRONIC CONTROL UNIT

Disclosed is an apparatus for use in an ECU. In one embodiment, the apparatus include a first microcontroller coupled to a first IC. The first IC is configured to receive and process sensor signals from respective sensors in an automobile. The first IC is configured to generate first signals in response to processing the sensor signals. The first microcontroller is configured to receive and process one or more of the first signals in accordance with instructions stored in memory of the first microcontroller. The first microcontroller is configured to generate a control signal for controlling a component, such as a spark plug, of the automobile in response to the first microcontroller processing the one or more of the first signals. The first IC is also configured to generate another control signal for controlling another component of the automobile in response to processing the sensor signals. 1. An apparatus comprising:a first microcontroller coupled to a first IC;wherein the first IC is configured to receive and process sensor signals from respective sensors in an automobile;wherein the first IC is configured to generate first signals in response to processing the sensor signals;wherein the first microcontroller is configured to receive and process one or more of the first signals in accordance with instructions stored in memory of the first microcontroller;wherein the first microcontroller is configured to generate a control signal for controlling a component of the automobile in response to the first microcontroller processing the one or more of the first signals;wherein the first IC is configured to generate a first control signal for controlling a first component of the automobile in response to processing the sensor signals.2. The apparatus of further comprising a second IC configured to receive and process the sensor signals claim 1 , wherein the second IC is configured to generate a second control signal for controlling a second component of the automobile ...

ADAPTIVE-ADJUSTMENT METHOD, ELECTRONIC DEVICE AND STORAGE MEDIUM FOR ENGINE OPERATION

An adaptive-adjustment method for engine operation includes: upon receipt of an instruction, reducing a ratio of air to fuel of an engine until a rotational speed after the reduction is less than the rotation speed before the reduction, and a rotational speed difference between the rotational speeds before and after the reduction is greater than a preset drop value; increasing the ratio of air to fuel of the engine until the rotational speed after the increase is less than the rotational speed before the increase, and a rotational speed difference between the rotational speeds before and after the increase is greater than the preset drop value; determining an offset of a control parameter corresponding to an adaptive-adjustment state for the engine according to a reduced ratio of air to fuel and an increased ratio of air to fuel; and controlling the engine at a current time according to the offset. 1. An adaptive-adjustment method for engine operation , wherein the method comprises:upon receipt of an adaptive-adjustment instruction, reducing a ratio of air to fuel of an engine by a first preset step until a rotational speed after the reduction is less than the rotational speed before the reduction, and a rotational speed difference between the rotational speed before the reduction and the rotational speed after the reduction is greater than a preset drop value;increasing the ratio of air to fuel of the engine by a second preset step until the rotational speed after the increase is less than the rotational speed before the increase, and a rotational speed difference between the rotational speed before the increase and the rotational speed after the increase is greater than the preset drop value;determining a first offset of a control parameter corresponding to an adaptive-adjustment state for the engine according to a reduced ratio of air to fuel and an increased ratio of air to fuel, wherein the control parameter comprises at least one of an ignition angle parameter ...

APPARATUS AND METHOD FOR CONTROLLING ENGINE OF VEHICLE

A method for controlling an engine of a vehicle includes: monitoring, by a controller, engine operation data including a crank position and an engine rotation speed; obtaining, by the controller, a measured air amount flowing into to a specific cylinder; calculating, by the controller, an expected air amount at an intake valve closing time based on the measured air amount; calculating, by the controller, a fuel amount based on the expected air amount; calculating, by the controller, an ignition timing based on the engine rotation speed and the expected air amount; and injecting, by the controller, the calculated fuel amount and performing ignition at the ignition timing. 1. A method for controlling an engine of a vehicle , the method comprising:monitoring, by a controller, engine operation data including a crank position and an engine rotation speed;obtaining, by the controller, a measured air amount flowing into a specific cylinder;calculating, by the controller, an expected air amount at an intake valve closing time based on the measured air amount;calculating, by the controller, a fuel amount based on the expected air amount;calculating, by the controller, an ignition timing based on the engine rotation speed and the expected air amount; andinjecting, by the controller, the calculated fuel amount and performing ignition at the ignition timing.2. The method of claim 1 , wherein obtaining the measured air amount is performed at a first time point that is a reference time point for identifying cylinders.3. The method of claim 2 , wherein calculating the expected air amount is performed at a second time point that is later than the first time point.4. The method of claim 1 , wherein calculating the expected air amount comprises:calculating a first air deviation amount based on a change rate of the measured air amount;calculating a second air deviation amount based on a change rate of a throttle opening; andcalculating the expected air amount based on the first air ...

COMBUSTION CONTROL DEVICE FOR GAS ENGINE

An object is to prevent an engine from entering an unstable combustion state such as misfire upon recovery, by halting or reducing gas fuel for a cylinder in which knocking is occurring, and then increasing the gas fuel again to appropriately perform a recovery control upon recovery to the optimum operation. A combustion control device for a gas engine includes: a knocking determination unit configured to determine occurrence of knocking of each of cylinders; a knocking reduction unit configured to halt or reduce supply of gas fuel to a cylinder in which the knocking is occurring and reduce supply of the gas fuel to other cylinders in which the knocking is not occurring; a first recovery unit configured to recover a state where the gas fuel is halted or reduced in the cylinder in which the knocking is occurring; and a second recovery unit configured to recover a state where the gas fuel is reduced in the other cylinders which are not the cylinder in which the knocking is occurring. A recovery time of the first recovery unit is shorter than a recovery time of the second recovery unit and recovery of the cylinder in which the knocking is occurring is performed as a priority. 1. A combustion control device for a gas engine , comprising:a knocking determination unit configured to determine occurrence of knocking of each of cylinders;a knocking reduction unit configured to halt or reduce supply of gas fuel to a cylinder in which the knocking is occurring and reduce supply of the gas fuel to other cylinders in which the knocking is not occurring, when the occurrence of the knocking is determined by the knocking occurrence determination unit;a first recovery unit configured to recover a state where the gas fuel is halted or reduced in the cylinder in which the knocking is occurring, when it is determined that the knocking is not occurring after the halt or reduction; anda second recovery unit configured to recover a state where the gas fuel is reduced in the other ...

METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE, IN PARTICULAR A GAS ENGINE

The invention relates to a method for operating an internal combustion engine comprising: determining a first set point value of a volume of air to be taken into the combustion chamber of the internal combustion engine within one working cycle thereof by retrieving the first set point value from a first characteristic map stored in a memory device of an electronic computing device as a function of a current engine speed of the internal combustion engine and as a function of a torque to be provided by the internal combustion engine; and determining a second set point value by retrieving the second set point value from a second characteristic map stored in the memory device of the electronic computing device as a function of a current engine speed of the internal combustion engine and as a function of a current volume of air supplied to the combustion chamber. 1. A method for operating an internal combustion engine comprising at least one combustion chamber , comprising the steps:by an electronic computing device: ascertaining a first set point value of an amount of air to be taken into the combustion chamber of the internal combustion engine within a working cycle thereof in that the first set point value is retrieved from a first characteristic map stored in a memory device of the electronic computing device depending on a current speed of the internal combustion engine and depending on a torque to be provided by the internal combustion engine;by the electronic computing device: ascertaining a second set point value in that the second set point value is retrieved from a second characteristic map stored in the memory device of the electronic computing device depending on the current speed of the internal combustion engine and depending on a current amount of air supplied to the combustion chamber;{'claim-text': ['is a second set point value of an amount of recirculated exhaust gas to be taken into the combustion chamber within the working cycle, or', 'a second set ...

METHOD AND DEVICE FOR REGULATING THE PRESSURE OF THE COMBUSTION GAS AND/OR EXHAUST GAS OF A MACHINE

A method and a device for regulating the pressure of the combustion gas and/or exhaust gas of a machine, in particular an internal combustion engine. The combustion gas is supplied to the machine via a supply line and is discharged via an exhaust gas line, and the supply line and/or the exhaust gas line has a regulating device, the regulating device delimiting a pressure-regulated section of the supply line and/or the exhaust gas line, and wherein the pressure in each pressure-regulated section is measured at more than one point. 1. A method for regulating pressure of a combustion gas and/or exhaust gas of a machine , the combustion gas being supplied to the machine via a supply line and being discharged via an exhaust gas line , the supply line and/or the exhaust gas line having a regulating device , the regulating device delimiting a pressure-regulated section of the supply line and/or of the exhaust gas line ,whereinin each pressure-regulated section the pressure is measured at more than one point in order to reduce the effects of resonances, fluctuations and pressure waves on the pressure measurement, the pressure in each pressure-regulated section being adjusted on the basis of a weighted arithmetic mean value of the pressures measured at a plurality of points in the pressure-regulated section by regulation of the regulating device.2. The method according to claim 1 , wherein the pressure in each pressure-regulated section is kept substantially constant.3. The method according to claim 1 , wherein the pressure regulation in the pressure-regulated section in question is carried out on a basis of a time mean value of the measured pressures claim 1 , the mean value being formed over a period of time which is equal to or greater than a period of a resonance of a standing pressure wave in the pressure-regulated section in question.4. The method according to claim 1 , wherein the pressure in the pressure-regulated section is measured at exactly three points.5. The ...

METHOD OF CONTROLLING GAS ENGINE AND GAS ENGINE DRIVE SYSTEM

A method of controlling a gas engine connected to a turbocharger including a compressor and a turbine includes: performing a knocking control operation of optimizing an ignition timing as a steady operation; and in a case where a load of the gas engine increases during the steady operation, when a degree of increase in the load is relatively small, gradually increasing an actual fuel injection amount while keeping the ignition timing, and when the degree of increase in the load is relatively great, retarding the ignition timing and then gradually increasing the actual fuel injection amount. 1. A method of controlling a gas engine connected to a turbocharger including a compressor and a turbine , the method comprising:performing a knocking control operation of optimizing an ignition timing as a steady operation; andin a case where a load of the gas engine increases during the steady operation, when a degree of increase in the load is relatively small, gradually increasing an actual fuel injection amount while keeping the ignition timing, and when the degree of increase in the load is relatively great, retarding the ignition timing and then gradually increasing the actual fuel injection amount.2. The method of controlling a gas engine according to claim 1 , whereinthe case where the load increases is a case where a necessary fuel injection amount increases,when the degree of increase in the load is relatively small is when an increase speed of the necessary fuel injection amount is less than a threshold, andwhen the degree of increase in the load is relatively great is when the increase speed of the necessary fuel injection amount is greater than the threshold.3. The method of controlling a gas engine according to claim 1 , whereinthe case where the load increases is a case where an actual rotational speed of the gas engine decreases from a target rotational speed,when the degree of increase in the load is relatively small is when a deviation between the actual ...

METHOD AND SYSTEM FOR DETERMINING DIESEL ENGINE AIRFLOW IN AN ENGINE USING A LATE INTAKE VALVE CLOSURE STRATEGY

A method can determine diesel engine airflow in a diesel internal combustion engine using a late intake valve closure (LIVC) strategy. The method includes monitoring the air temperature in an intake manifold to determine an intake manifold air temperature; monitoring a coolant temperature; and determining the air temperature in an intake port of a diesel internal combustion engine. The method includes monitoring the air pressure in the intake manifold and monitoring the engine speed of the diesel internal combustion engine. Moreover, the method includes determining the air density in the diesel internal combustion engine and determining a diesel engine airflow; and determining an intake valve closure crank angle. The method additionally includes determining an adjusted diesel engine airflow based on the diesel engine airflow, engine speed, and intake valve closure crank angle. 1. A method for determining an adjusted diesel engine airflow in a diesel internal combustion engine using a late intake valve closure (LIVC) strategy , the method comprising:monitoring air temperature in an intake manifold to determine an intake manifold air temperature;monitoring a coolant temperature;determining an air temperature in an intake port of the diesel internal combustion engine, wherein the intake port is in fluid communication with the intake manifold, and the air temperature in the intake port is based on the intake manifold air temperature and the coolant temperature;monitoring an air pressure in the intake manifold;monitoring an engine speed of the diesel internal combustion engine;determining an air density in the diesel internal combustion engine based on the air pressure in the intake manifold and the air temperature in the intake port;determining a diesel engine airflow based on the air density and the engine speed;determining an intake valve closure timing with respect to a crankshaft position of the diesel internal combustion engine in order to determine an intake valve ...

Internal Combustion Engine Control Device

The invention provides an internal combustion engine control device capable of performing a stable combustion at a lean combustion limit. In an internal combustion engine control device that controls an internal combustion engine provided with an ignition device igniting an air-fuel mixture formed inside a combustion chamber, an intake side air temperature of the internal combustion engine is controlled in response to a compression ratio of the combustion chamber. 1. An internal combustion engine control device which controls an internal combustion engine provided with a fuel injection device directly injecting fuel into a combustion chamber and an ignition device igniting an air-fuel mixture formed inside the combustion chamber , the internal combustion engine control device comprising:a temperature control unit which controls an intake side air temperature of the internal combustion engine in response to a compression ratio of the combustion chamber.2. The internal combustion engine control device according to claim 1 ,wherein a target intake air temperature is set to have a negative correlation with respect to a compression ratio of the combustion chamber, andwherein the temperature control unit controls an intake side air temperature of the internal combustion engine to become the target intake air temperature in response to the compression ratio of the combustion chamber.3. An internal combustion engine control device which controls an internal combustion engine provided with a fuel injection device directly injecting fuel into a combustion chamber and an ignition device igniting an air-fuel mixture formed inside the combustion chamber and in which a target intake air temperature is set to have a negative correlation with respect to a compression ratio of the combustion chamber claim 1 , the internal combustion engine control device comprising:an ignition timing control unit which controls the ignition device so that an ignition timing of the ignition device is ...

CONTROLLER AND CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE

A controller for an internal combustion engine includes a fuel introduction process of introducing an air-fuel mixture containing fuel injected by a fuel injection valve into an exhaust passage without burning the air-fuel mixture in a cylinder. The fuel introduction processor is configured to perform, during the execution of the fuel introduction process, a determination process of determining whether afterfire, in which the air-fuel mixture burns at an upstream side of a three-way catalyst device in the exhaust passage, has occurred and a stopping process of stopping the fuel introduction process when determining in the determination process that the afterfire has occurred. 1. A controller configured to control an internal combustion engine , the internal combustion engine includes:a fuel injection valve;a cylinder into which air-fuel mixture containing fuel injected by the fuel injection valve is introduced;an ignition device that ignites the air-fuel mixture introduced into the cylinder with a spark;an exhaust passage through which gas discharged out of the cylinder flows; anda three-way catalyst device arranged in the exhaust passage, whereinthe controller comprises a fuel introduction processor configured to execute a fuel introduction process of introducing the air-fuel mixture, which contains the fuel injected by the fuel injection valve, into the exhaust passage without burning the air-fuel mixture in the cylinder, andthe fuel introduction processor is configured to perform:a determination process of determining, during the execution of the fuel introduction process, whether afterfire, in which the air-fuel mixture burns at an upstream side of the three-way catalyst device in the exhaust passage, has occurred; anda stopping process of stopping, during the execution of the fuel introduction process, the fuel introduction process when determining in the determination process that the afterfire has occurred.2. The controller according to claim 1 , whereinthe ...

METHOD FOR ENGINE CONTROL BASED ON CONTROL TIMING PREDICTION AND VEHICLE THEREOF

A method for engine control under an entire driving range of a vehicle based on control timing prediction implemented in the vehicle is provided, which may reduce a start angle error calculated at a calculation time prior to an operation time when actual injection and ignition is performed by grasping a tooth period change tendency for a tooth period of a current time that injector/igniter drivers of an engine control unit read from an engine position management driver and calculating a start angle of fuel injection and ignition through prediction of the tooth period to match an actual operation time. In particular, since the prediction of the tooth period to match the actual operation time is based on a change tendency of the tooth period stored up to the current time, the injection and ignition time effectively reflects an engine operation situation in which an engine RPM is changed. 1. A method for engine control based on control timing prediction , comprising:when an engine control unit is activated to enter into a start angle operation time prediction control under an entire driving range of a vehicle, by the engine control unit,performing the start angle operation time prediction control including calculating a crank tooth corresponding to an operation time of fuel injection and of ignition;calculating a tooth period average value that is divided into a current tooth period average value and a past tooth period average value through a number of teeth read in a reverse direction from the latest calculation time;calculating a tooth period variation from the tooth period average value;calculating a future tooth period average value that matches the tooth period of the operation time from the tooth period average value and the tooth period variation;calculating the start angle corresponding to the operation time of the fuel injection and ignition; andperforming an injection and ignition output at the start angle.2. The method according to claim 1 , wherein ...

CONTROL APPARATUS AND CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE

A control apparatus for an internal combustion engine that can be a four-cycle engine including cylinders into which fuel is directly injected, the control apparatus includes an electronic control unit. The electronic control unit is configured to execute a fuel injection and an ignition for the cylinder in an expansion stroke on a condition that a stop of the piston in any one of the cylinders at vicinity of a top dead center after a compression stroke is predicted when the electronic control unit is configured to stop the fuel injection and the ignition for the internal combustion engine upon fulfillment of a predetermined stop condition. 1. A control apparatus for an internal combustion engine that can be a four-cycle engine including cylinders into which fuel is directly injected and pistons , the control apparatus comprising:an electronic control unit configured to execute a fuel injection and an ignition for the cylinder in an expansion stroke on a condition that a stop of the piston in any one of the cylinders at vicinity of a top dead center after a compression stroke is predicted when the fuel injection and the ignition for the internal combustion engine are stopped upon fulfillment of a predetermined stop condition.2. The control apparatus according to claim 1 , whereinthe electronic control unit is configured to execute the fuel injection and the ignition for the cylinder in the expansion stroke, after a recovery condition is satisfied when the fuel injection and the ignition are executed for the cylinder after the stop of the piston at vicinity of the top dead center after the compression stroke has occurred, the recovery condition is a predetermined condition related to an in-cylinder pressure of each of the cylinder.3. The control apparatus according to claim 1 , wherein the internal combustion engine further includes a variable valve timing device that changes an opening timing of an exhaust valve of the internal combustion engine claim 1 , whereinthe ...

SYSTEM AND METHOD FOR TUNING A VEHICLE ENGINE CONTROL UNIT

A device, and associated methods of operation, for adjusting automotive operational parameters of a vehicle to improve automotive performance. The device includes a connector configured to mate with an on-board diagnostics port of the vehicle. The device further includes a processor configured to communicate with an engine control unit of the vehicle when the connector is mated with the on-board diagnostics port. The processor obtains information from the engine control unit, such as vehicle identification information and diagnostics information. The obtained information is transmitted to a remote database for processing via a transmitter of the dongle device. After the information is processed, the processor receives instructions from the database for adjusting the engine control unit and transmits the instructions to the engine control unit to adjust select operational parameters. 1. A device for adjusting automotive operation parameters of a vehicle , the device comprising:a connector having one or more engagement features operable to connect to an on-board diagnostics port of the vehicle;a processor operable to communicate with an engine control unit of the vehicle when the connector is connected to the on-board diagnostics port, the processor configured to obtain vehicle information from the engine control unit;a transmitter in operative communication with the processor and in wireless communication with a remote server, the transmitter configured to transmit to the remote server the vehicle information obtained by the processor from the engine control unit; anda receiver in wireless communication with the remote server and the processor, the receiver configured to receive instructions for adjusting operational parameters of the engine control unit, wherein the receiver communicates the instructions to the processor, and wherein the processor adjusts the operational parameters of the engine control unit based on the instructions.2. The device of claim 1 , ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device for an internal combustion engine capable of performing additional injection in addition to regular injection includes an electronic control unit. The electronic control unit is configured to calculate an ignition timing at a predetermined crank angle before a compression top dead center. The electronic control unit is configured to calculate an injection amount of fuel at a predetermined time interval and to calculate an injection amount of the fuel at the predetermined crank angle. The electronic control unit is configured to control the fuel injection valve such that the fuel injection valve additionally injects the fuel in an increase amount before ignition, when the injection amount calculated at the predetermined crank angle is increased due to retardation of the ignition tinting calculated after the fuel in the injection amount calculated at the predetermined time interval is regularly injected. 1. A control device for an internal combustion engine , the internal combustion engine including: a fuel injection valve that injects fuel directly into a combustion chamber , an ignition device provided in the combustion chamber; and a catalyst provided in an exhaust passage , and being capable of performing additional injection in addition to regular injection , the control device comprisingan electronic control unit configured to:i) calculate an ignition timing at a predetermined crank angle before a compression top dead center;iii calculate an injection amount of the fuel at a predetermined time interval and to calculate an injection amount of the fuel at the predetermined crank angle; andiii) control the fuel injection valve such that the fuel injection valve additionally injects the fuel in an increase amount before ignition, when the injection amount calculated at the predetermined crank angle is increased due to retardation of the ignition timing calculated after the fuel in the injection amount calculated at the predetermined time interval is ...

Engine control device

Provided is an engine control device capable of suppressing deterioration of combustion stability due to a change in engine temperature in an engine which performs lean combustion or EGR combustion. When lean combustion in which an air-fuel mixture leaner than a stoichiometric air-fuel ratio is burned or exhaust gas recirculation combustion in which a diluted air-fuel mixture is burned by re-suctioning exhaust gas discharged from the combustion chamber into the combustion chamber is performed, a ratio of a fuel injection amount during a compression stroke to a total fuel injection amount during one combustion cycle is increased as a temperature of an engine decreases.

METHOD AND SYSTEMS FOR EGR CONTROL

Various methods and systems are provided for controlling exhaust gas recirculation in an engine. One embodiment for a system comprises an engine having first and second cylinder groups, and an exhaust gas recirculation (EGR) passage coupled between the first cylinder group and an intake manifold of the engine, flow of EGR through the EGR passage controlled by one or more EGR exhaust valves, and a controller configured to maintain a target intake gas concentration by adjusting the one or more EGR exhaust valves and adjusting fuel injection amounts to the first cylinder group differently than the second cylinder group. 1. A system comprising:an engine having first and second cylinder groups, and an exhaust gas recirculation (EGR) passage coupled between the first cylinder group and an intake manifold of the engine, flow of EGR through the EGR passage controlled by one or more exhaust valves; anda controller configured to maintain a target intake gas concentration by adjusting the one or more exhaust valves and adjusting fuel amounts to the first cylinder group differently than the second cylinder group.2. The system of claim 1 , wherein the controller is configured to adjust the one or more exhaust valves and fuel amounts to the first cylinder group differently than the second cylinder group responsive to a transient engine operation.3. The system of claim 2 , wherein the transient engine operation comprises a change in a throttle position.4. The system of claim 2 , wherein the target intake gas concentration is a target intake oxygen concentration claim 2 , and wherein the transient engine operation comprises an intake oxygen concentration being below a reference intake oxygen concentration by at least a predetermined amount.5. The system of claim 4 , wherein when the intake oxygen concentration is not below the reference intake oxygen concentration by at least the predetermined amount claim 4 , the controller is configured to:maintain the target intake oxygen ...

Vehicle Control Device

A vehicle control device is provided, which includes an engine including an ignition plug oriented inside a combustion chamber, a component provided in or near an exhaust passage of the engine, a processor configured to execute a vehicle attitude controlling module for controlling an attitude of a vehicle by retarding an ignition timing of the ignition plug to reduce an engine torque so as to decelerate the vehicle, when a condition is satisfied, the condition being that the vehicle is traveling and a steering angle related value that is related to a steering angle of a steering device increases, and a torque reduction restricting module for restricting a reduction amount of the engine torque as at least one of an engine load and an engine speed increases during the vehicle attitude control. 1. A vehicle control device , comprising:an engine including an ignition plug oriented inside a combustion chamber;a component provided in or near an exhaust passage of the engine; and a vehicle attitude controlling module for controlling an attitude of a vehicle by retarding an ignition timing of the ignition plug to reduce an engine torque so as to decelerate the vehicle, when a condition is satisfied, the condition being that the vehicle is traveling and a steering angle related value that is related to a steering angle of a steering device increases; and', 'a torque reduction restricting module for restricting a reduction amount of the engine torque as at least one of an engine load and an engine speed increases during the vehicle attitude control., 'a processor configured to execute2. The vehicle control device of claim 1 , wherein the torque reduction restricting module restricts the reduction amount of the engine torque as the engine load and the engine speed increase.3. The vehicle control device of claim 2 , whereinthe engine includes a turbocharger having a compressor that is provided in an intake passage of the engine and for turbocharging by the compressor intake air ...

Control Unit Of An Internal Combustion Engine

Control device of an internal combustion engine, namely, for controlling injectors or gas valves of a fuel supply system of the internal combustion engine, wherein the control device controls each injector for opening the same such that the voltage present at the respective injector changes between different voltage levels in a boost phase of the control as well as in a hold phase of the control, and wherein the control device controls the respective injector in the boost phase such that after reaching a defined boost current level the voltage present at the respective injector changes between a relatively low boost voltage level which is greater than zero volts and a relatively high boost voltage level which is greater than a supply voltage of the control device. 18- (canceled)9. A control device of an internal combustion engine for controlling injectors/gas valves of a fuel supply system of the internal combustion engine , the control device being configured to:control each injector or each gas valve for opening such that a voltage present at the respective injector/gas valve changes between different voltage levels in a boost phase of the control as well as in a hold phase of the control,wherein the control device controls the respective injector or the respective gas valve in the boost phase such that after reaching a defined boost current level the voltage present at the respective injector/gas valve changes between a first boost voltage level greater than zero volts (0 V) and a second boost voltage having a level greater than the first boost level and greater than a supply voltage of the control device.10. The control device according to claim 9 , wherein the first boost voltage level corresponds to the supply voltage of the control device.11. The control device according to claim 10 , wherein the control device controls the respective injector/gas valve in the hold phase such that the voltage present at the injector/gas valve claim 10 , changes between a ...

ROTATIONAL SENSOR AND CONTROLLER

Engine control systems having rotational sensors and controllers, and associated methods and systems, are disclosed herein. An engine control system in accordance with a particular embodiment can include a drum operably coupled to a rotating shaft of an engine. The drum can include a pattern positioned on its surface and a sensor can be positioned proximate to the drum to read the pattern and/or write a new pattern. A rod can operably couple the drum to an engine input mechanism and operate to axially move the drum. The axial movement of the drum can shift the pattern to different portions, resulting in a change in the timing for an engine event. 1. An engine control system comprising:a drum operably coupled to a rotating shaft of an engine, the drum having a surface;a pattern positioned on the surface of the drum, the pattern having a first portion and a second portion, wherein the first portion corresponds to a first engine event and the second portion corresponds to a second engine event;a spring positioned to bias the drum in a first direction;a rod operably coupled to an engine input mechanism and positioned to urge the drum in a second direction, opposite to the first direction; anda sensor positioned proximate to the drum and configured to detect the pattern, wherein movement of the drum moves the pattern between a first position with the first portion of the pattern adjacent to the sensor and a second position with the second portion of the pattern adjacent to the sensor.2. The engine control system of wherein the first engine event corresponds to idling of the engine claim 1 , and wherein the second engine event corresponds to an increase in engine speed.3. The engine control system of wherein the sensor comprises an optical sensor claim 1 , wherein the pattern includes a first color and a second color claim 1 , wherein the first color corresponds to a first fuel type claim 1 , and wherein the second color corresponds to a second fuel type.4. The engine ...

IGNITION SYSTEM FOR LIGHT-DUTY COMBUSTION ENGINE

In at least some implementations, an ignition system for a light-duty combustion engine includes a charge winding, a microcontroller and a power supply sub-circuit. The sub-circuit is coupled to both the charge winding and the microcontroller and includes a first power supply switch, a power supply capacitor and a power supply zener. The sub-circuit is arranged to turn off the first power supply switch so that charging of the power supply capacitor stops when the charge on the power supply capacitor exceeds the breakdown voltage on the power supply zener. In at least some implementations, the power supply capacitor may power the microcontroller and the power supply sub-circuit may limit or reduce the amount of electrical energy taken from the induced AC voltage of the charge winding to a level that is still able to sufficiently power the microcontroller yet saves energy for use elsewhere in the system. 1. An ignition system for a light-duty combustion engine , comprising:a charge winding that induces charge;an ignition discharge storage device that stores induced charge;an ignition discharge switch that discharges stored charge;microcontroller that controls the ignition discharge switch; anda power supply sub-circuit that is coupled to both the charge winding and the microcontroller and provides power to the microcontroller, wherein the power supply sub-circuit is configured to allow charging by the charge winding when the stored charge on the power supply sub-circuit is less than a threshold and to prevent charging by the charge winding when the stored charge on the power supply sub-circuit is greater than the threshold.2. The ignition system of claim 1 , wherein the charge winding induces charge and is coupled to the ignition discharge storage device claim 1 , the ignition discharge storage device stores the induced charge from the charge winding and is coupled to the ignition discharge switch claim 1 , the ignition discharge switch discharges the stored charge on ...

ANALOG CONTROLLER FOR ELECTRONIC THROTTLE BODY

A throttle assembly for an engine may include a remote throttle lever, a sensor, and a terminal. The remote throttle lever may be coupled physically to a user input device and operable to be moved under control of the user input device. The sensor is configured to detect a position of the remote throttle lever and generate an output signal indicative of the position of the remote throttle lever. The terminal configured to provide the output signal to a controller of the engine. 1. A throttle assembly for an engine , the throttle assembly comprising:a remote throttle lever coupled physically to a user input device and operable to be moved under control of the user input device;a sensor configured to detect a position of the remote throttle lever and generate an output signal indicative of the position of the remote throttle lever; anda terminal configured to provide the output signal to a controller of the engine.2. The throttle assembly of claim 1 , further comprising:a cable that couples the remote throttle lever to the user input device.3. The throttle assembly of claim 1 , wherein a voltage of the output signal is proportional to the position of the remote throttle lever.4. The throttle assembly of claim 1 , further comprising:a wire pin connector configured to connect the terminal to the sensor.5. The throttle assembly of claim 1 , wherein the sensor is a magnetic sensor.6. The throttle assembly of claim 1 , wherein the sensor includes a potentiometer associated with a variable resistance based on the position of the remote throttle lever that impacts the output signal.7. The throttle assembly of claim 1 , wherein the sensor includes a linear variable differential transformer.8. The throttle assembly of claim 1 , further comprising:a calibration input configured to reset a reference position of the sensor.9. An engine comprising:an electronic control unit; and{'claim-text': ['a remote throttle lever coupled physically to a user input device and operable to be ...

METHOD AND SYSTEM FOR LEARNING CONTRIBUTIONS TO AN ENGINE KNOCK BACKGROUND NOISE LEVEL

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:retarding spark timing of a first cylinder via a controller in response to a request to learn an engine knock background noise level; anddeactivating a direct fuel injector and activating a port fuel injector of a second cylinder via the controller in response to the request to learn the engine knock background noise level.2. The method of claim 1 , further comprising increasing cylinder load and maintaining a driver demand torque in response to the request to learn the engine knock background noise level.3. The method of claim 2 , where the cylinder load is increased via opening a throttle.4. The method of claim 1 , further comprising maintaining spark timing in engine cylinders other than the first cylinder in response to the request to learn the engine knock background noise level.5. The method of claim 1 , further comprising determining the engine knock background noise level via integrating output of a knock sensor that occurs during a predetermined crankshaft interval.6. The method of claim 5 , further comprising determining an engine knock intensity level based on the engine knock background noise level.7. The method of claim 6 , where the engine knock intensity level is determined for a cylinder other than the first cylinder.8. An engine operating method claim 6 , comprising:retarding spark timing of a first cylinder via a controller in response to a request to learn a base engine knock background noise level; andadjusting a poppet valve timing of a second cylinder via the controller in response to the request to learn the base engine knock background noise level.9. The method of ...

VEHICLE CONTROL UNIT

The present invention relates to a vehicle control unit (). The vehicle control unit () comprises an input () for detecting a start demand and a driving condition. The vehicle control module also comprises a control module () arranged to control an engine start attribute according to a first profile () and a second profile (). The vehicle control module () also comprises a selection module () arranged to select between the first and second profiles () based on detecting a predetermined driving condition, in response to detecting a start demand. 120-. (canceled)21. A control unit for a vehicle comprising:an input for detecting a start demand;a selection module arranged to select between a first engine start profile and a second engine start profile in dependence on a monitored condition, wherein the first engine start profile has a higher magnitude of engine speed overshoot prior to idle than the second engine start profile and the second engine start profile has a suppressed flare prior to idle speed; anda control module arranged to control an engine start attribute according to the first engine start profile or the second engine start profile, in response to detection of the start demand.22. The control unit of claim 21 , wherein at least one of the first engine start profile and the second engine start profile is customizable by an end user.23. (canceled)24. The control unit of claim 21 , comprising a noise control module to control a supplementary noise source of the vehicle to accentuate or attenuate at least one of a flare of the first engine start profile and the flare of the second engine start profile.25. The control unit of claim 24 , wherein the supplementary noise source comprises an infotainment system comprising a speaker claim 24 , the infotainment system arranged to emit additional noise in response to the first engine start profile being selected and to emit anti-noise in response to the second engine start profile being selected.26. The control unit ...

ENGINE CONTROL SYSTEMS AND METHODS

A system comprising an air actuator configured to control air delivered to an engine; a fuel actuator configured to control fuel delivered to an engine; and a controller configured to: actuate the air actuator in response to a first torque signal; and actuate the fuel actuator in response to a second torque signal. 120-. (canceled)21. A system , comprising:a memory configured to store a parameter;a controller coupled to the memory and configured to control air and fuel delivered to an engine in response to the parameter such that the engine is controlled in a stoichiometric mode when the parameter has a first value and a lean mode when the parameter has a second value.22. The system of claim 21 , wherein the parameter comprises at least one air-to-fuel ratio limit.23. The system of claim 22 , wherein:the at least one air-to-fuel ratio limit includes an upper air-to-fuel ratio limit and a lower air-to-fuel ratio limit; andthe upper air-to-fuel ratio limit is substantially equal to the lower air-to-fuel ratio limit in the stoichiometric mode.24. The system of claim 22 , wherein:the at least one air-to-fuel ratio limit includes an upper air-to-fuel ratio limit and a lower air-to-fuel ratio limit; andthe upper air-to-fuel ratio limit is different from the lower air-to-fuel ratio limit in the lean mode.2533-. (canceled)34. The system of claim 24 , wherein the upper air-to-fuel ratio limit is substantially equal to the lower air-to-fuel ratio limit in the stoichiometric mode.35. The system of claim 21 , wherein for the stoichiometric mode the parameter includes an air-to-fuel ratio (AFR) lower limit and an air target that are set to stoichiometric air values and for the lean mode the parameter includes an open AFR lower limit and air target.36. The system of claim 21 , wherein the controller is configured to control an engine torque of the engine claim 21 , wherein the controller is further configured to actuate an air actuator of a spark ignition engine in the ...

VARIABLE VALVE DEVICE OF INTERNAL COMBUSTION ENGINE

A variable valve device for an internal combustion engine is equipped with a variable valve mechanism capable of changing the working angle of an intake valve while holding the maximum lift amount of the intake valve constant. The variable valve device retards the timing for closing the intake valve as the load of the internal combustion engine rises, and enlarges the working angle, while holding the timing for opening the intake valve constant. Operating characteristics of the intake valve are provided in accordance with the load of the internal combustion engine. 1. A variable valve device for an internal combustion engine , the variable valve device comprising:a variable valve mechanism that can change a working angle of an intake valve while holding a maximum lift amount of the intake valve constant, andthe variable valve device is configured to retard a timing for closing the intake valve as a load of the internal combustion engine rises and enlarge the working angle, while holding a timing for opening the intake valve constant.2. The variable valve device for the internal combustion engine according to claim 1 , whereinthe variable valve device sets the timing for closing the intake valve as a vicinity of a bottom dead center when the load of the internal combustion engine is low.3. The variable valve device for the internal combustion engine according to claim 1 , whereinthe variable valve device retards the timing for closing the intake valve with respect to the vicinity of the bottom dead center when the load of the internal combustion engine is high.4. The variable valve device for the internal combustion engine according to claim 1 , whereinthe variable valve device changes the timing for closing the intake valve such that a volumetric efficiency is maximized, when the load of the internal combustion engine is intermediate.5. The variable valve device for the internal combustion engine according to claim 1 , whereinthe internal combustion engine includes ...

ACTIVE PLURAL INLET AIR INDUCTION SYSTEM

An air intake system includes a first inlet and a first valve member that moves between an open position and a closed position to regulate flow through a first passage toward a manifold. The first valve member is biased toward the open position. The system also includes a second inlet and a second valve member that moves between an open position and a closed position to regulate flow through a second passage toward the manifold. The second valve member is biased toward the closed position. Moreover, the system includes a sensor that detects a condition of the vehicle and a controller that simultaneously causes the first valve member to move toward the closed position and the second valve member to move toward the open position when the sensor detects the condition. 1. An air intake system for a vehicle comprising:a first inlet defining a first passage that leads to a manifold;a first valve member that is operably mounted to the first inlet and that moves between an open position and a closed position to regulate flow through the first passage toward the manifold, the first valve member biased toward the open position;a second inlet defining a second passage that leads to the manifold; a second valve member that is operably mounted to the second inlet and that moves between an open position and a closed position to regulate flow through the second passage toward the manifold, the second valve member biased toward the closed position;a sensor that detects a condition of the vehicle; anda controller that simultaneously causes the first valve member to move toward the closed position and the second valve member to move toward the open position when the sensor detects the condition.2. The air intake system of claim 1 , further comprising an actuator that is operably connected to the controller claim 1 , the actuator operable to actuate the first valve member toward the closed position and to actuate the second valve member toward the open position.3. The air intake ...

Method for operating an internal combustion engine of a hand-guided power tool

In a power tool, an internal combustion engine is coupled by a clutch to a tool member. An ignition control device is provided that for each engine speed of the internal combustion engine specifies at least one ignition timing. For each engine speed of a first engine speed range a correlated first ignition timing is specified, wherein each first ignition timing is an ignition timing of a first ignition timing range. For each engine speed of a second engine speed range, adjoining the first engine speed range, a correlated second ignition timing is specified, wherein each second ignition timing is an ignition timing of a second ignition timing range. The first ignition timing is retarded by at least 5° crank angle relative to the second ignition timing. The first engine speed range extends at least from the coupling engine speed range to the limit engine speed of approximately 7,000 RPM. 1. A method for operating an internal combustion engine of a hand-guided power tool , wherein the power tool has a clutch and at least one tool member , wherein the clutch engages at a coupling engine speed and wherein the internal combustion engine at engine speeds above the coupling engine speed is operatively connected by the clutch to the tool member , wherein the internal combustion engine has a cylinder and a piston supported reciprocatingly in the cylinder , wherein the piston drives in rotation a crankshaft which is rotatably supported in a crankcase of the internal combustion engine , wherein the internal combustion engine has an ignition control device that for each engine speed of the internal combustion engine specifies at least one ignition timing; the method comprising:specifying for each engine speed of a first engine speed range a correlated first ignition timing, wherein each first ignition timing is an ignition timing of a first ignition timing range;specifying for each engine speed of a second engine speed range, adjoining the first engine speed range, a correlated ...

VEHICLE CONTROL DEVICE

The vehicle control device is designed to control a vehicle equipped with an engine (), and an automatic transmission () comprising a torque converter () with a lockup clutch (). The vehicle control device comprises a controller () configured to perform control of changing an engagement degree of the lockup clutch () and to, when such a condition that the vehicle is traveling and a steering angle-related value as a parameter related to a steering angle of a steering apparatus of the vehicle increases is satisfied, reduce an output toque of the engine () to generate a deceleration of the vehicle to thereby execute a torque reduction control for controlling an attitude of the vehicle. The controller () is configured to reduce the output toque of the engine (), in accordance with the engagement degree of the lockup clutch () controlled by a lockup control. 1. A vehicle control device , comprising:a driving source configured to generate torque as a driving force for vehicle traveling;a driving source adjusting mechanism configured to adjust an output torque of the driving source;a driving force transmitting mechanism configured to transmit the output toque of the driving source to road wheels;an engagement element provided in the driving force transmitting mechanism;an engagement degree change control part configured to perform control of changing an engagement degree of the engagement element; anda vehicle attitude control part configured to control the driving source adjusting mechanism to reduce the output toque of the driving source to thereby generate a deceleration of the vehicle so as to control an attitude of the vehicle, when such a condition that the vehicle is traveling and a steering angle-related value as a parameter related to a steering angle of a steering apparatus of the vehicle increases is satisfied,wherein the vehicle attitude control part is configured to control the driving source adjusting mechanism to reduce the output toque of the driving source ...

CONTROL DEVICE FOR ENGINE

A control device for controlling an engine based on an operating state of a vehicle is provided. The control device includes a processor configured to execute a basic target torque determining module for determining a basic target torque based on an operating state of the vehicle, a torque reduction amount determining module for determining a torque reduction amount based on a part of the operating state of the vehicle, a final target torque determining module for determining a final target torque based on the basic target torque and the torque reduction amount, an engine controlling module for controlling the engine to output the final target torque, and a torque change smoothing module for smoothing a chronological change of the final target torque corresponding to the torque reduction amount at a smaller smoothing degree than that of the chronological change of the final target torque corresponding to the basic target torque. 1. A control device for controlling an engine based on an operating state of a vehicle , comprising a processor configured to execute:a basic target torque determining module for determining a basic target torque based on an operating state of the vehicle including an operation of an accelerator pedal;a torque reduction amount determining module for determining a torque reduction amount based on a part of the operating state of the vehicle, the part of the operating state excluding the operation of the accelerator pedal;a final target torque determining module for determining a final target torque based on the basic target torque and the torque reduction amount;an engine controlling module for controlling the engine to output the final target torque; anda torque change smoothing module for smoothing a chronological change of the final target torque corresponding to the torque reduction amount at a smaller smoothing degree than a smoothing degree of the chronological change of the final target torque corresponding to the basic target torque.2 ...

HUMIDITY BASED MAF COMPENSATION

According to at least one aspect of the present technology, a method is provided for compensating the output of a mass air flow sensor in response to humidity level. The method includes determining an actual mass air flow value (MAF_ACT) using the mass air flow sensor. The method also includes determining an actual humidity value (HUM_ACT) of the air flow that is measured by the mass air flow sensor. The method further includes determining if the actual humidity value (HUM_ACT) is outside of a preselected operating range. If the actual humidity value (HUM_ACT) is outside of the preselected operating range, the method determines a humidity-compensated mass air flow value (MAF_HUM) as a function of the actual mass air flow value (MAF_ACT) and the actual humidity value (HUM_ACT). 1. A method for compensating the output of a mass air flow sensor in response to humidity level , the method comprising:determining an actual mass air flow value (MAF_ACT) using the mass air flow sensor;determining an actual humidity value (HUM_ACT) of the air flow that is measured by the mass air flow sensor;determining if the actual humidity value (HUM_ACT) is outside of a preselected operating range;if the actual humidity value (HUM_ACT) is outside of the preselected operating range, then determining a humidity compensated mass air flow value (MAF_HUM) as a function of the actual mass air flow value (MAF_ACT) and the actual humidity value (HUM_ACT).2. The method of claim 1 , wherein the step of determining an actual humidity value (HUM_ACT) comprises reading an output of a humidity sensor.3. The method of claim 1 , wherein the step of determining an actual mass air flow value (MAF_ACT) comprises reading an output of the mass air flow sensor.4. The method of claim 1 , wherein the step of determining if the actual humidity value (HUM_ACT) is outside of a preselected operating range comprises determining if the actual humidity value (HUM_ACT) exceeds an upper humidity threshold (HUM_MAX).5. ...

INTERNAL COMBUSTION ENGINE CONTROL FOR IMPROVED FUEL EFFICIENCY

A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines based on skip fire operation of the engine are described. 1. A method of controlling the operation of a vehicle that includes a continuously variable transmission and an engine having at least one least one working chamber , each working chamber being generally arranged to operate in a succession of working cycles , the method comprising:operating the engine in a skip fire mode that skips the firing of selected skipped working cycles and fires selected active working cycles, wherein an amount of air and fuel that is substantially optimized for fuel efficiency is delivered to the working chambers during the active working cycles; andcontrolling the continuously variable transmission such that during operation in the skip fire mode the engine operates at a rotational speed that is substantially optimized for fuel efficiency; andwhereby when the engine is operated in the skip fire mode, a majority of the active working cycles are operated in a condition that is substantially optimized for fuel efficiency.2. A power train controller for controlling the operation of a vehicle having an internal combustion engine and a transmission , the internal combustion engine having a plurality of working chambers , each working chamber being generally arranged to operate in a succession of working cycles , the engine controller comprising:firing sequence determining logic arranged to determine a firing sequence that includes skipped working cycles and active working cycles during operation of the engine in a skip fire mode; andtransmission control logic arranged to control the transmission such that during operation in the skip fire mode the engine operates at a rotational speed that is substantially optimized for fuel efficiency; andfiring control logic arranged to direct the firing of the working chambers in the determined firing sequence.3. A power train controller as recited in ...

CONTROLLER AND CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE

In a dither control process performed on a fuel injection valve, at least one cylinder is set as a rich combustion cylinder and another cylinder is set as a lean combustion cylinder. A dither control process is executed in a first mode when a vehicle is driven in a normal manner by a user. The dither control process is executed in a second mode on condition that a command signal for performing a temperature raising process on the exhaust gas purifier is input from a device outside the vehicle at a repair shop. The absolute value of the difference between the air-fuel ratio of the lean combustion cylinder and the air-fuel ratio of the rich combustion cylinder obtained by the dither control process is set to be greater in the second mode than in the first mode. 1. A control device for an internal combustion engine , wherein the internal combustion engine is installed in a vehicle and includes an exhaust gas purifier that purifies exhaust gas discharged from a plurality of cylinders and a plurality of fuel injection valves that are respectively provided for the cylinders , the control device being configured to execute:a dither control process for operating the fuel injection valves to set at least one of the cylinders as a rich combustion cylinder and to set at least another one of the cylinders that differs from the at least one of the cylinders as a lean combustion cylinder, wherein the rich combustion cylinder has an air-fuel ratio that is richer than a. stoichiometric air-fuel ratio, the lean combustion cylinder has an air-fuel ratio that is leaner than the stoichiometric air-fuel ratio, the dither control process is executed in a first mode when the vehicle is driven in a normal manner by a user, and the dither control process is executed in a second mode on condition that a command signal for performing a temperature raising process on the exhaust gas purifier is input from a device outside the vehicle at a repair shop; anda process for setting an absolute value ...

ENGINE CONTROLLER

There are provided a start determinator for determining whether or not the vehicle has started, an elapsed timer for measuring elapsed time since start of the vehicle determined by the start determinator; and a start controller for adjusting an engine output by changing the output in multiple stages until the elapsed time measured by the elapsed timer reaches a control time determined in advance if the start of the vehicle is determined by the start determinator. 1. An engine controller , comprising:a start determinator for determining whether or not the vehicle has started;an elapsed timer for measuring elapsed time since start of the vehicle determined by the start determinator; anda start controller for adjusting an engine output by changing the output in multiple stages until the elapsed time measured by the elapsed timer reaches a control time determined in advance if the start of the vehicle is determined by the start determinator.2. The engine controller of claim 1 , wherein the change in the multiple stages of the engine output includes at least a change to an output lower than a standard output.3. The engine controller of claim 1 , further comprising:a start control request switch connected to the start controller and receiving an operation input on whether or not to execute control for adjustment by changing an output of the engine in multiple stages.4. The engine controller of claim 1 , wherein the change of the engine output in multiple stages includes a plurality of adjustment types differing in at least either one of size of outputs of the engine and duration in each stage with the different engine outputs.5. The engine controller of claim 1 , wherein the start determinator starts the determination if conditions that the start control request switch has been operated claim 1 , a gear position of the transmission connected to the engine is at a stage lower than a position determined in advance claim 1 , and a rotation speed of the engine is within a ...

Method of Using a Bypass Valve

A method of controlling a pump (), including operating an engine () having an engine intake () coupled to a pump output () of a pump, and a transmission () coupled to the engine and to the pump, and operating a valve () between a pump input of the pump and the engine intake, such that the valve can be opened during a ratio change of the transmission. 1. A method , comprising:operating an engine having an engine intake manifold coupled to a pump output of a pump, wherein a transmission is coupled to the engine and to the pump; and opening the valve to decrease the pressure at the point along the flow path between the pump output and the engine intake manifold before or during the ratio change to change a shift torque exerted on the transmission; and', 'closing the valve after the ratio change., 'operating a valve arranged between a pump input of the pump and the engine intake manifold such that the valve can be opened before or during a ratio change of the transmission, wherein operating the engine causes the pump to increase pressure at a point along a flow path between the pump output and the engine intake manifold, and wherein operating the valve comprises2. The method of claim 1 , wherein closing the valve causes pressure to regain in the pump so that an engine boost pressure and load on the transmission are reestablished.3. The method of claim 1 , wherein the transmission is a continuous variable transmission.4. The method of claim 3 , further comprising damping torque to the continuous variable transmission with a torque pulse dampener having a shaft claim 3 , piston and housing.5. The method of claim 1 , wherein opening the valve comprises pulsing an operation of the valve to allow pressure to be released therethrough in a controlled method without releasing all the pressure at the point along the flow path between the pump output and the engine intake.6. The method of claim 1 , further comprising controlling pneumatic vacuum to the valve using a pulse ...

ENGINE CONTROL DEVICE

An engine control device includes an air amount detector, a requested torque acquisitor, a search axis value acquisitor, a storage, and a control target value acquisitor. The air amount detector detects an actual amount of intake air. The requested torque acquisitor acquires a requested torque. In a region of a lean burn region where the actual amount of intake air increases as the requested torque increases, the search axis value acquisitor acquires a value corresponding to the actual amount of intake air. In a region of the of the lean burn region where the actual amount of intake air does not increase as the requested torque increases, the search axis value acquisitor acquires a value corresponding to the requested torque. The control target value acquisitor acquires a control target value of an engine device by searching a device control map using an acquired search axis value. 1. An engine control device comprising:an air amount detector configured to detect an actual amount of intake air to an engine;a requested torque acquisitor configured to acquire a driver's requested torque in accordance with an operation amount of an accelerator; acquire, in a region where the actual amount of intake air increases as the requested torque increases, a value corresponding to the actual amount of intake air as a search axis value to be used in searching a device control map that defines a relationship between the search axis value and a control target value of an engine device in the lean burn region, and', 'acquire, in a region where the actual amount of intake air does not increase as the requested torque increases, a value corresponding to the requested torque as the search axis value;, 'a search axis value acquisitor configured to, in a lean burn region where an excess air ratio is larger than 1.0,'}a storage configured to store the device control map; anda control target value acquisitor configured to acquire the control target value of the engine device by searching ...

WHEELIE SUPPRESSING DEVICE

A wheelie suppressing device comprises a wheelie determiner section which detects a wheelie state; and a wheelie suppressing section which performs a wheelie suppressing control for suppressing an engine output when the wheelie determiner section has detected the wheelie state, wherein the wheelie suppressing control includes a first suppressing control for suppressing the engine output while performing fuel feeding and an ignition operation, and a second suppressing control for suppressing the engine output by performing the fuel feeding or the ignition operation at a reduced rate. 1. A wheelie suppressing device comprising:a wheelie determiner section which detects a wheelie state; anda wheelie suppressing section which performs a wheelie suppressing control for suppressing an engine output when the wheelie determiner section has detected the wheelie state,wherein the wheelie suppressing control includes a first suppressing control for suppressing the engine output while performing fuel feeding and an ignition operation, and a second suppressing control for suppressing the engine output by performing the fuel feeding or the ignition operation at a reduced rate.2. The wheelie suppressing device according to claim 1 ,wherein at a time point which is close to a time point of start of the wheelie state, a degree of contribution to suppressing the engine output in the wheelie suppressing control is higher in the second suppressing control than in the first suppressing control, andwherein at a time point which is close to a time point of end of the wheelie state, the degree of contribution to suppressing the engine output in the wheelie suppressing control is higher in the first suppressing control than in the second suppressing control.3. The wheelie suppressing device according to claim 1 ,wherein the wheelie suppressing section starts the first suppressing control and the second suppressing control when the wheelie determiner section has detected the wheelie state, ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE AND CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE

The control device includes an operation state detector, an intake manifold pressure detector, an air humidity detector, an air temperature detector, an atmospheric pressure detector, and a controller that controls the engine output on the basis of detection results of the detectors. The controller generates humidity information on the air which is taken in by the internal combustion engine, from the humidity, temperature, and atmospheric pressure, calculates a dry air partial pressure by correcting the pressure detected by the intake manifold pressure detector, by using the humidity information, and controls the engine output by taking the pressure detected by the intake manifold pressure detector as a wet air pressure and selecting, according to a control element, either one of the wet air pressure and the dry air partial pressure as a pressure to be used for the engine output control. 1. A control device for an internal combustion engine , the control device comprising:an operation state detector that detects an operation state of an internal combustion engine;an intake manifold pressure detector that detects a pressure in an intake manifold downstream of a throttle valve provided in an intake channel of the internal combustion engine;an air humidity detector that detects a humidity of air taken in by the internal combustion engine;an air temperature detector that detects the temperature of the air;an atmospheric pressure detector that detects an ambient pressure of the internal combustion engine as an atmospheric pressure; anda controller that controls an engine output on the basis of detection results of the detectors, whereinthe controller:generates humidity information on the air which is taken in by the internal combustion engine, from the humidity detected by the air humidity detector, the temperature detected by the air temperature detector, and the atmospheric pressure detected by the atmospheric pressure detector;calculates a dry air partial pressure by ...

IF METHOD AND SYSTEM FOR ENGINE KNOCK CONTROL

Methods and systems are provided for using selective cylinder deactivation for knock control with reduced fuel penalty. Cylinders with heavier knock and/or more borderline limited spark may be transiently deactivated until they are sufficiently cool. While reactivating the cylinders following cooling, other cylinders that are knocking, hot, or borderline spark limited may be deactivated. 1. A method for an engine , comprising:deactivating individual cylinder valve mechanisms according to a cylinder pattern selected based on a knock value of each engine cylinder.2. The method of claim 1 , wherein the selecting is further based on a spark timing of each engine cylinder.3. The method of claim 1 , wherein the knock value of each cylinder includes one or more of an output of a knock sensor coupled to each cylinder claim 1 , a knocking rate claim 1 , and a knock history of each cylinder.4. The method of claim 1 , wherein the selecting includes claim 1 , selecting a first cylinder having a higher than threshold knock value for deactivation while maintaining a second cylinder having a lower than threshold knock value active during the deactivation.5. The method of claim 4 , wherein the threshold knock value is based on cylinder knock history.6. The method of claim 1 , wherein the selected cylinder pattern includes deactivating a first cylinder having a higher amount of borderline spark while maintaining a second cylinder having a lower amount of borderline spark active during the deactivation.7. The method of claim 4 , maintaining the first cylinder deactivated for a number of engine cycles claim 4 , the number based on a temperature of the first cylinder claim 4 , the number of engine cycles increased as the temperature of the first cylinder increases above a threshold claim 4 , wherein the temperature of the cylinder includes a measured or inferred in-cylinder temperature.8. The method of claim 7 , further comprising claim 7 , after the number of engine cycles has elapsed ...

SPARK-IGNITION DIRECT-INJECTION ENGINE

A controller injects fuel into a cylinder at a high fuel pressure of 30 MPa or higher, at least in a period between a terminal stage of a compression stroke and an initial stage of an expansion stroke when an operating mode of an engine body is at least in a first specified sub-range of a low load range, and at least in a second specified sub-range of a high load range. The controller sets an EGR ratio in the first specified sub-range to be higher than an EGR ratio in the second specified sub-range, and advances start of fuel injection in the first specified sub-range to start of fuel injection in the second specified sub-range. 1. A spark-ignition direct-injection engine comprising:an engine body including a cylinder with a geometrical compression ratio of 15 or higher;a fuel injection valve configured to inject fuel into the cylinder;a fuel pressure setting mechanism configured to set a pressure of the fuel injected by the fuel injection valve;a spark plug facing an inside of the cylinder and configured to ignite an air-fuel mixture in the cylinder;an exhaust recirulation system configured to introduce exhaust gas into the cylinder; anda controller configured to operate the engine body by controlling at least the fuel injection valve, the fuel pressure setting mechanism, the spark plug, and the exhaust recirculation system, wherein operates the engine body by compression ignition combustion of compressing and igniting the air-fuel mixture in the cylinder, when an operating mode of the engine body is in a predetermined low load range, and', 'activates the spark plug at predetermined timing to operate the engine body by spark ignition combustion, when the operating mode of the engine body is in a high load range, in which a load is higher than that in the low load range, and, 'the controller'} sets the pressure of the fuel to a high fuel pressure of 30 MPa or higher using the fuel pressure setting mechanism, and drives the fuel injection valve to inject the fuel ...

CONTROL DEVICE OF INTERNAL COMBUSTION ENGINE

A control device of an internal combustion engine has a control unit that controls an amount of an intake-air, which is a gas before being taken into a combustion chamber of an internal combustion engine , so that either when a specific component other than an oxygen is removed from the intake-air or when the specific component is added to the intake-air, a changing amount of an oxygen concentration in the intake-air caused by removal or addition of the specific component is reduced. 1. A control device of an internal combustion engine comprisinga control unit that controls an amount of an intake-air, which is a gas before being taken into a combustion chamber of an internal combustion engine, so that a changing amount of an oxygen concentration in the intake-air caused by a removal of a specific component other than an oxygen from the intake-air is reduced when the specific component is removed from the intake-air, and controls the amount of the intake-air so that the changing amount of the oxygen concentration in the intake-air caused by adding of the specific component to the intake-air is reduced when the specific component is added to the intake-air.2. The control device of the internal combustion engine as claimed in claim 1 , wherein:the intake-air includes a fresh air and an EGR gas that passes through an EGR passage to re-circulate a part of an exhaust gas exhausted from the combustion chamber to the combustion chamber; andthe control unit controls an amount of the fresh air or the EGR gas when controlling the amount of the intake-air.3. The control device of the internal combustion engine as claimed in claim 2 , wherein:the control unit increases the amount of the EGR gas compared to before the removal of the specific component or decreases the amount of the fresh air compared to before the removal of the specific component when the specific component is removed from the EGR gas; andthe control unit decreases the amount of the EGR gas compared to before ...

SUPERVISORY CONTROL OF A COMPRESSION IGNITION ENGINE

A system for controlling the combustion behavior of an engine is provided. The engine is equipped with a plurality of control subsystems that influence combustion in the engine. The system includes a controller configured to receive a plurality of inputs, to determine a desired subsystem states to operate the engine, and to determine a target value for each of a plurality of control parameters, wherein the target values for one or more control parameters depends on the values of the plurality of inputs. The controller is further configured to communicate the target values of control parameters to the control subsystems. 1. An engine control system comprising a supervisory controller , a fuel control system , and a charge air control system , the supervisory controller configured to:receive a set of inputs, said inputs comprising feedback values of one or more combustion parameters, driver inputs, target values for one or more combustion parameters, steady state control targets, and actual engine states;determine a target engine indicated torque;determine a target charge air pressure, a target charge air temperature, and a target charge air oxygen content based on the target engine torque and engine speed;calculate a target compensated charge air pressure, a target compensated charge air temperature, and a target compensated charge air oxygen content based on the received inputs;determine target values for one or more fuel control parameters;communicate the target fuel control parameters to the fuel control system;communicate the target compensated charge air pressure, the target compensated charge air temperature, and the target compensated charge air oxygen content to the charge air control system.2. The engine control system of claim 1 , wherein the target charge air pressure and the target charge air temperature are referenced to a predetermined crank angle position.3. The engine control system of claim 1 , wherein the one or more combustion parameters comprises ...

METHOD AND SYSTEM FOR AIR FUEL RATIO CONTROL AND DETECTING CYLINDER IMBALANCE

Air/fuel imbalance monitoring systems and methods for monitoring air/fuel ratio imbalance of an internal combustion engine are disclosed. In one embodiment, adjusting engine operation responsive to cylinder air/fuel imbalance based on a determined total number of instances where sensed peak-to-peak exhaust air-fuel ratios differentials are less than a threshold normalized to a total number of peak-to-peak oscillations. The approach can be used to indicate air/fuel ratio imbalances between engine cylinders. 1. An engine method , comprising:adjusting engine operation responsive to cylinder air/fuel imbalance, the imbalance determined based on a total number of instances where sensed peak-to-peak exhaust air-fuel ratios differentials are less than a threshold normalized to a total number of peak-to-peak oscillations.2. The method of claim 1 , wherein the adjusting of engine operation includes limiting adjustment of feedback fueling adjustments to maintain a desired air-fuel ratio.3. The method of claim 1 , further comprising indicating the determined cylinder imbalance via a diagnostic code stored in memory.4. The method of claim 1 , wherein each sensed peak-to-peak exhaust air-fuel ratio differential comprises a respective peak-to-peak amplitude of a sampled exhaust gas sensor signal.5. The method of claim 4 , wherein to determine the total number of instances where sensed peak-to-peak exhaust air-fuel ratios differentials are less than the threshold claim 4 , the method comprises:determining each peak-to-peak amplitude of the sampled exhaust gas sensor signal over a given duration, andsetting the total number of instances as a number of the peak-to-peak amplitudes determined over the given duration that are less than the threshold.6. The method of claim 5 , wherein to normalize the total number of instances where sensed peak-to-peak exhaust air-fuel ratios differentials are less than the threshold claim 5 , the method comprises dividing the number of the peak-to-peak ...

COMBUSTION CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINE

A combustion control apparatus for an internal combustion engine includes a spark plug for performing spark ignition of an air-fuel mixture in the combustion chamber, a plurality of coil pairs for generating spark discharge in the spark plug, and a fuel injection valve capable of injecting atomized fuel. Atomized fuel is injected into the intake passage, and a homogeneous lean air-fuel mixture is formed in the combustion chamber. The air-fuel ratio of the air-fuel mixture in the combustion chamber is controlled to be leaner than a predetermined lean air-fuel ratio. A spark discharge start timing and a spark discharge continuation time period are controlled using the plurality of coil pairs. The spark discharge start timing is set to a timing advanced from the spark discharge start timing for igniting a stratified lean mixture, such that the air-fuel ratio in the vicinity of the spark plug is relatively small. 1. A combustion control apparatus for an internal combustion engine , comprising spark ignition means for performing spark ignition of an air-fuel mixture in a combustion chamber of said engine , and air-fuel ratio control means for controlling an air-fuel ratio of the air-fuel mixture in said combustion chamber ,characterized by further comprising homogeneous lean mixture forming means for forming a homogeneous lean air-fuel mixture in said combustion chamber,wherein said spark ignition means includes a spark plug, and a plurality of ignition coil pairs for generating spark discharge in said spark plug, a start timing and a continuation time period of the spark discharge in said ignition plug being variable,wherein said homogeneous lean mixture forming means injects fuel into an intake passage of said engine using a fuel injection valve capable of injecting atomized fuel,wherein said air-fuel ratio control means controls the air-fuel ratio to an air-fuel ratio which is leaner than a predetermined lean air-fuel ratio, the predetermined lean air-fuel ratio being ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A target air amount for achieving a requested torque is back-calculated from the requested torque using a parameter that provides a conversion efficiency of an air amount to torque. The value of the parameter gradually changes to lower the conversion efficiency as the requested torque decreases from a second reference value towards a first reference value. The first reference value is calculated based on the engine speed. The second reference value is calculated based on an air amount with which the first reference value is achieved under a second air-fuel ratio, and a first air-fuel ratio. The target air-fuel ratio is set to the first air-fuel ratio when the requested torque is greater than the first reference value, and is switched from the first air-fuel ratio to the second air-fuel ratio when the requested torque decreases to a value equal to or less than the first reference value. 1. A control device for an internal combustion engine that includes a first actuator that changes an amount of air that is drawn into a cylinder , a second actuator that supplies fuel into a cylinder , and a third actuator that ignites an air-fuel mixture in a cylinder , and that is configured to be capable of selecting between operation according to a first air-fuel ratio and operation according to a second air-fuel ratio that is leaner than the first air-fuel ratio , the control device comprising:requested torque reception means for receiving a requested torque;reference value calculation means for calculating a first reference value with respect to a torque based on an engine speed of the internal combustion engine, and calculating a second reference value with respect to the torque based on the first air-fuel ratio and an air amount with which the first reference value can be achieved under the second air-fuel ratio;target air-fuel ratio switching means for setting a target air-fuel ratio to the first air-fuel ratio in response to the requested torque being greater than the first ...

CONTROL DEVICE OF INTERNAL COMBUSTION ENGINE

The invention relates to a control device of an engine, calculating a control signal (Svb) to be supplied to a controlled object (V) for controlling the controlled amount to a target controlled amount and when a history of a change of the controlled amount does not correspond to a predetermined history, supplies the control signal to the controlled object and on the other hand, when the history of the change of the controlled amount corresponds to the predetermined history, the device corrects the control signal and then, supplies the corrected control signal to the controlled object. According to the invention, a model constructed on the basis of the Prisach distribution function is prepared as a model relating to the controlled object for calculating a correction coefficient (Khid, Khdi) for correcting the control signal such that the hysteresis of the controlled object decreases, the correction of the control signal is accomplished by correcting the control signal by the correction coefficient calculated by the model, a parameter of the model is identified on the basis of the change amount of the activation condition of the controlled object during the change of the activation condition of the controlled object and the parameter of the model is corrected on the basis of the identified parameter. 1. A control device of an internal combustion engine , comprising a controlled object for controlling a predetermined control amount , wherein the device calculates a control signal to be supplied to the controlled object for controlling the controlled amount to a target controlled amount which is a target value of the controlled amount and then , when a history of a change of the controlled amount does not correspond to a predetermined history , the device supplies the calculated control signal to the controlled object and on the other hand , when the history of the change of the controlled amount corresponds to the predetermined history , the device corrects the ...

INTERNAL COMBUSTION ENGINE AND CONTROL DEVICE OF INTERNAL COMBUSTION ENGINE

A control device of a cylinder direct injection type internal combustion engine controls a fuel injection device and an ignition device, executes injection of the fuel and ignition over multiple times, and executes a control of varying an interval between a timing of the injection of the fuel and a timing of the ignition, at the time of an ignition start in which the fuel is injected into a combustion chamber in an expansion stroke with rotation of an output shaft is stopped state and the fuel is ignited to start the rotation of the output shaft. The control device varies the interval between the timing of the injection of the fuel and the timing of the ignition by adjusting a correlation of a pitch of the injection of the fuel over multiple times and a pitch of the ignition over multiple times. 110-. (canceled)11. An internal combustion engine comprising:a combustion chamber in which a mixture gas of air and fuel is combustible;a cylinder direct injection type fuel injection device configured to be able to inject the fuel to the combustion chamber;an ignition device configured to be able to ignite the mixture gas in the combustion chamber;an output shaft capable of rotating with combustion of the mixture gas in the combustion chamber; anda control device configured to control the fuel injection device and the ignition device to execute injection of the fuel and ignition over multiple times and execute a control of varying an interval between a timing of the injection of the fuel and a timing of the ignition, at the time of an ignition start in which the fuel is injected into the combustion chamber in an expansion stroke with rotation of the output shaft is stopped state and the fuel is ignited to start the rotation of the output shaft, whereinthe control device varies the interval between the timing of the injection of the fuel and the timing of the ignition by adjusting a correlation of a pitch of the injection of the fuel over multiple times and a pitch of the ...

SYSTEMS FOR REGENERATION OF A GASOLINE PARTICULATE FILTER

A system includes a soot module, a coordinator module, a regeneration module, and actuator modules. The soot module determines a current amount of soot mass in a particulate filter of a gasoline engine, where the particulate filter is downstream from the gasoline engine and receives an exhaust gas from the gasoline engine. The coordinator module generates an enable signal, a torque reserve signal, and an equivalence ratio. The regeneration module, based on the current amount of soot mass and the enable signal, generates a regeneration signal to regenerate the particulate filter. The actuator modules, based on the regeneration signal, the torque reserve signal and the equivalence ratio, retard spark and increase an amount of air flow to the particulate filter. The actuators maintain a same amount of torque out of the gasoline engine during regeneration as output from the gasoline engine prior to the regeneration of the particulate filter. 1. A system comprising:a soot module configured to determine a current amount of soot mass in a particulate filter of a gasoline engine, wherein the particulate filter is downstream from the gasoline engine and receives an exhaust gas from the gasoline engine;a coordinator module configured to generate an enable signal, a torque reserve signal, and an equivalence ratio;a regeneration module configured to, based on the current amount of soot mass and the enable signal, generate a regeneration signal to regenerate the particulate filter; anda plurality of actuator modules configured to, based on the regeneration signal, the torque reserve signal and the equivalence ratio, (i) retard spark of the gasoline engine, and (ii) increase an amount of air flow to the particulate filter, wherein the plurality of actuators are configured to maintain a same amount of torque out of the gasoline engine during regeneration of the particulate filter as output from the gasoline engine prior to the regeneration of the particulate filter.2. The system ...

INTERNAL COMBUSTION ENGINE CONTROL DEVICE, AND CONTROL METHOD

In order to prevent an abnormal combustion due to oil, a restriction region (B) is designated on a low-speed and high-load side of an internal combustion engine (), and an opening of throttle valve () is restricted so that an engine operating condition is not observed within the restriction region (B). A predetermined designated inspection region (A) is set so as to include the restriction region (B), and it is judged whether or not the abnormal combustion actually occurred when the internal combustion engine () is running within the designated inspection region (A). If the abnormal combustion was detected, the restriction region (B) is expanded, meanwhile, if the abnormal combustion was not detected, the expanded restriction region (B) is gradually decreased. If the abnormal combustion occurred at a shorter interval than a threshold value, the restriction region (B) is expanded at once to a predetermined size. 1. A control device for an internal combustion engine , comprising:an operating-region restricting section that includes a restriction region preset to correspond to a low-speed and high-load region over which an abnormal combustion can occur due to oil, and that restricts an actual engine operating condition such that the actual engine operating condition does not enter the restriction region;an abnormal-combustion detecting section that detects an actual occurrence of the abnormal combustion within a designated inspection region set in a low-speed and high-load side as an operating region larger than the restriction region; anda restriction-region variably setting section that expands the restriction region when the abnormal combustion is detected by the abnormal-combustion detecting section during an operating state of the internal combustion engine.2. The control device according to claim 1 , whereinthe restriction-region variably setting section expands the restriction region more greatly as an accumulated operating time within the designated inspection ...

KNOCK DETERMINATION APPARATUS FOR INTERNAL COMBUSTION ENGINE

A knock determination apparatus for an internal combustion engine calculates a knock intensity based on an output signal of an in-cylinder pressure sensor in a gate range for knock determination. When the calculated knock intensity is larger than a knock determination threshold value, the knock determination apparatus determines that knock has occurred. Further, the knock determination apparatus calculates an integrated intensity which is an integrated value of knock intensities that are equal to or larger than a knock intensity at a point of 97% or more in a target knock level among knock intensities that are calculated at the respective cycles during continuous N cycles in the same cylinder. Furthermore, the knock determination apparatus corrects a knock determination threshold value so that the difference between the calculated integrated intensity and a target integrated intensity becomes small. 1. A knock determination apparatus for an internal combustion engine including an in-cylinder pressure sensor that is installed in each cylinder and detects an in-cylinder pressure ,wherein the knock determination apparatus is configured to:calculate a knock intensity that is a signal intensity in a predetermined frequency band including a knock frequency band, based on an output signal from the in-cylinder pressure sensor in a predetermined crank angle range;determine that when the knock intensity calculated by the knock determination apparatus is larger than a knock determination threshold value, knock has occurred;calculate an integrated intensity that is an integrated value of knock intensities that are equal to or larger than a predetermined knock intensity threshold value among knock intensities that are calculated at a respective cycles during a predetermined plurality of cycles in a same cylinder; andcorrect the knock determination threshold value so that a difference between the integrated intensity calculated by the knock determination apparatus and a target ...

CONTROLLING DEVICE FOR INTERNAL COMBUSTION ENGINE EQUIPPED WITH TURBOCHARGER

A target first air amount for achieving a requested torque by an operation of an intake property variable actuator is calculated by using a first parameter. A target second air amount for achieving the requested torque by an operation of a turbocharging property variable actuator is calculated by using a second parameter. A value of a first parameter changes to a value that reduces a conversion efficiency of an air amount into torque in response to the requested torque decreasing to a first reference value or lower. Further, a value of the second parameter starts to change to a direction to reduce the conversion efficiency in response to the requested torque decreasing to a second reference value that is larger than the first reference value, or lower, and gradually changes to a direction to reduce the conversion efficiency in accordance with the requested torque further decreasing from the second reference value to the first reference value. The target air-fuel ratio is set at a first air-fuel ratio in a period in which the requested torque is larger than the first reference value, and is switched to a second air-fuel ratio which is leaner than the first air-fuel ratio in response to a decrease of the requested torque to the first reference value or lower. 1. A controlling device for an internal combustion engine equipped with a turbocharger , that has a first actuator that changes an amount of air that is taken into a cylinder , a second actuator that supplies fuel into the cylinder , and a third actuator that ignites a mixture gas in the cylinder , and is configured to be capable of selecting an operation by a first air-fuel ratio and an operation by a second air-fuel ratio that is leaner than the first air-fuel ratio , comprising:requested torque reception means for receiving a requested torque;target air amount calculation means for calculating a target air amount for achieving the requested torque backwards from the requested torque by using a parameter that ...

ENGINE SYSTEM CONTROL RESPONSIVE TO OXYGEN CONCENTRATION ESTIMATED FROM ENGINE CYLINDER PRESSURE

Methods of engine system control responsive to oxygen concentration estimated from engine cylinder pressure. 1. A method comprising:sensing pressure within a cylinder of an engine in an engine system; andestimating oxygen concentration in the engine system responsive to the sensed pressure within the cylinder.2. The method of claim 1 , further comprising controlling oxygen concentration in at least one of an engine intake manifold or the engine cylinder in response to the estimated oxygen concentration.3. The method of claim 1 , wherein the estimating step includes at least one of estimating oxygen concentration in the engine cylinder or in an intake manifold of the engine system.4. The method of claim 1 , wherein the estimating step includes analyzing frequency of the sensed pressure and correlating the frequency with oxygen concentration.5. The method of claim 1 , wherein the controlling step includes adjusting at least one EGR valve.6. The method of claim 1 , wherein the controlling step includes adjusting a throttle valve.7. A computer program product comprising a computer-readable medium including instructions executable by a computer-controlled engine system to cause the system to implement a method according to .8. A product claim 1 , comprising:at least one engine cylinder pressure sensor to measure engine cylinder pressure;at least one memory device storing program instructions and data; and{'claim-ref': {'@idref': 'CLM-00001', 'claim 1'}, 'at least one control system coupled to the sensor and memory and responsive to the program instructions for causing the computer-controlled system to perform a method according to .'}9. The product of claim 8 , wherein the at least one control system includes an oxygen concentration closed-loop controller.10. A method comprising:determining a boost pressure deviation between a boost pressure setpoint and an actual boost pressure;determining an oxygen concentration deviation between an oxygen concentration setpoint and an ...

DISCHARGE STOPPING DEVICE

Provided is a discharge stopping device for stopping a spark discharge during discharge, including an ignition plug, an ignition coil, a power source device, a first switch, and a controller which causes a spark discharge to be generated by controlling the switching of the first switch, the discharge stopping device further including a second switch which is disposed in a current circulation path connecting both ends of a primary coil of the ignition coil and switches the current circulation path between connected and disconnected states, wherein the controller includes a re-energization control process unit which switches the first switch to a connected state and re-energizes the primary coil with current during occurrence of the spark discharge, and a circulation control process unit which switches a second switch to a connected state and sets a current circulation path to a connected state during occurrence of the spark discharge. 1. A discharge stopping device for stopping a spark discharge , during discharge , in an ignition device for an internal combustion engine , the discharge stopping device comprising:an ignition plug which has a first electrode and a second electrode opposing each other via a gap, and which ignites a combustible air mixture in a combustion chamber of an internal combustion engine by generating a spark discharge in the gap;an ignition coil including a primary coil and a secondary coil which is magnetically coupled with the primary coil;a power source device which supplies current to the primary coil;a first switch which is disposed between the primary coil and the power source device and which switches the current supplied from the power source device between a connected state and a disconnected state; anda controller which causes the primary coil to be energized with current by switching the first switch to a connected state such that energy for causing the ignition plug to generate the spark discharge sufficient to ignite the ...

METHOD FOR AIR/FUEL IMBALANCE DETECTION

Methods and systems are described for monitoring air/fuel imbalance in cylinders of an engine. In one example method, air/fuel ratio of a cylinder is modulated to produce a series of rich, lean, and stoichiometric conditions in the cylinder and corresponding crank accelerations are measured to calculate a peak function indicating an air/fuel ratio in the cylinder. The peak function is calculated over a plurality of modulations to provide a more reliable computation of the air/fuel ratio of the cylinder and its deviation from a pre-determined air/fuel ratio. 1. A method , comprising:modulating an air/fuel ratio in a cylinder of an engine to generate a series of rich, lean, and stoichiometric conditions; andidentifying potential air/fuel imbalance in the cylinder based on a peak function, the peak function determined over a plurality of modulations of the air/fuel ratio, wherein the peak function is computed as a reciprocal of a sum of squares of crank accelerations over the plurality of modulations.2. The method of claim 1 , wherein the peak function indicates a deviation of the air/fuel ratio of the cylinder from a predetermined air/fuel ratio.3. The method of claim 1 , further comprising excluding one of the plurality of modulations during consecutive repetitions of the series of rich claim 1 , lean claim 1 , and stoichiometric conditions.4. The method of claim 1 , wherein the sum of squares of crank accelerations includes a difference between a pre-determined crank acceleration and a measured crank acceleration at each of the plurality of modulations added to a difference between an average pre-determined crank acceleration and an average of measured crank acceleration during the plurality of modulations.5. The method of claim 1 , further comprising determining a magnitude of each peak function over each of the plurality of modulations.6. The method of claim 5 , wherein the air/fuel ratio of the cylinder is estimated by calculating a weighted average of the air/ ...

ARBITRATION STRATEGY FOR SLOW RESPONSE AND FAST RESPONSE TORQUE REQUESTS

The present disclosure relates to systems and methods for managing engine output. A method includes receiving at least one of a torque input and an acceleration input; generating a torque request for an engine; receiving the torque request; and determining an amount of the torque request that can be provided by a fast response actuator including a spark timing actuator based on a governed torque fraction value based on existing operating conditions of the spark timing actuator and a torque fraction value indicative of a total torque request value and an anticipated future torque demand value. The method includes managing the spark timing actuator to produce the amount of torque; determining a remaining amount of the torque request that cannot be provided the fast response actuator based on an existing operating condition of the engine; and commanding a slow response actuator to provide the remaining amount of the torque request. 1. A method for managing engine output , comprising:receiving, by a control system, at least one of a torque input and an acceleration input;generating, by the control system, a torque request for an engine;receiving, by the control system, the torque request;determining, by the control system, an amount of the torque request that can be provided by a fast response actuator based on a governed torque fraction value and a torque fraction value, the fast response actuator including a spark timing actuator, wherein the governed torque fraction value is based on information indicative of existing operating conditions of the spark timing actuator, and wherein the torque fraction value is indicative of a total torque request value and an anticipated future torque demand value;managing, by the control system, the spark timing actuator to produce the amount of torque; anddetermining, by the control system, a remaining amount of the torque request that cannot be provided the fast response actuator based on an existing operating condition of the ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

An object of the present invention is to enable a requested efficiency by cylinder group that is requested from a viewpoint of exhaust gas performance to be realized precisely when an internal combustion engine having a single throttle shared by a plurality of cylinder groups, and having an exhaust gas purifying catalyst for each of the cylinder groups is operated at a different air-fuel ratio at each of the cylinder groups. To this end, a control device for the internal combustion engine provided by the present invention calculates an efficiency ratio of a representative efficiency determined based on the requested efficiency by cylinder group and a requested efficiency by cylinder group, and calculates a requested torque by cylinder group by dividing a requested torque by the efficiency ratio for each of the cylinder groups. The control device controls an opening of the throttle in accordance with the requested torque, the representative efficiency based on the requested efficiency by cylinder group, and a target air amount calculated from a representative air-fuel ratio based on a target air-fuel ratio by cylinder group, and controls ignition timing for each of the cylinder groups, in accordance with a target efficiency by cylinder group that is calculated as a ratio of the requested torque by cylinder group and an estimated potential torque. 1. A control device for an internal combustion engine that has a single throttle shared by a plurality of cylinder groups , and has an exhaust gas purifying catalyst for each of the cylinder groups , comprising:a unit that acquires a requested torque, the requested torque being a requested value of a torque with respect to the internal combustion engine;a unit that acquires a requested efficiency by cylinder group, the requested efficiency by cylinder group being a requested value for each of the cylinder groups of an efficiency that is a ratio of a torque that is actually outputted to a potential torque that the internal ...

SYSTEM FOR MANAGING CATALYTIC CONVERTER TEMPERATURE

Various methods and arrangements for controlling catalytic converter temperature are described. In one aspect, an engine controller includes a catalytic monitor and a firing timing determination unit. The catalytic monitor obtains data relating to a temperature of a catalytic converter. Based at least partly on this data, the firing timing determination unit generates a firing sequence for operating the engine in a skip fire manner. Another aspect of the invention relates to an engine exhaust system that can help expedite the heating of a catalytic converter. 1. An engine controller for operating an internal combustion engine in a skip fire manner , the engine controller including a plurality of working chambers , the engine controller comprising:a catalytic monitor arranged to obtain data relating to a temperature of a catalytic converter wherein the catalytic converter temperature data is obtained from one selected from the group consisting of a catalytic converter temperature model and a sensed catalytic converter temperature; anda firing timing determination unit that is arranged to determine a firing sequence for operating the working chambers of the engine in a skip fire manner wherein the firing sequence is generated at least in part based on the catalytic converter temperature data.2. An engine controller as recited in wherein the catalytic converter temperature model is based on one or more selected from the group consisting of oxygen sensor data claim 1 , exhaust gas temperature claim 1 , ambient temperature claim 1 , ambient humidity claim 1 , barometric pressure and engine coolant temperature.3. An engine controller as recited in wherein the engine controller is arranged to generate the firing sequence during an engine startup period that takes place immediately after the engine is activated from a cold start.4. An engine controller as recited in wherein the firing sequence is determined on a firing opportunity by firing opportunity basis.5. An engine ...

Method for operating a combustion engine following a cold start

A method for operating a combustion engine after a cold start, the combustion engine including a supercharger device, a plurality of combustion chambers, a fuel-injection device injecting into each of the combustion chambers, and a gas-exchange valve control device that controls gas-exchange valves in a variable manner. A rich fuel-air mixture is generated in the combustion chambers, and the combustion-chamber charges are ignited in a retarded manner. Following the cold start, the combustion engine is operated with first valve overlaps that are greater than in a warm combustion engine. A first exhaust valve of a first combustion chamber is initially closed at such a late point that its opening duration overlaps with the opening duration of a second exhaust valve of a second combustion chamber that directly follows the first combustion chamber in the ignition sequence and that discharges into the same exhaust manifold as the first combustion chamber.

ENGINE CONTROLLER AND ENGINE CONTROL METHOD

An engine controller controls a direct fuel-injection, spark ignition engine including a fuel injection valve configured to directly inject a fuel into a cylinder, and an ignition plug that spark-ignites a mixture in the cylinder. The engine controller is provided with an acceleration request sensor configured to detect an acceleration request of a driver, and when the acceleration request occurs and a top surface temperature of a piston in the cylinder is lower than a predetermined temperature, the engine controller retards an ignition timing so that a period of time until a flame after the ignition reaches the piston top surface is extended. 1. An engine controller that controls a direct fuel-injection , spark-ignition engine includinga fuel injection valve configured to directly inject a fuel into a cylinder; andan ignition plug that spark-ignites a mixture in the cylinder, the engine controller comprising:an acceleration request sensor configured to detect an acceleration request of a driver, whereinwhen the acceleration request occurs and a top surface temperature of a piston in the cylinder is a temperature at which a liquid fuel adhering to a top surface of the piston is brought over in a liquid state to the subsequent cycle, an ignition timing is retarded so that a period of time until a flame after the ignition reaches the piston top surface is extended.2. The engine controller according to claim 1 , whereinthe larger the liquid fuel amount remaining on the piston top surface is, the more the ignition timing is retarded.3. The engine controller according to claim 1 , whereinthe larger the fuel injection amount injected into the cylinder is, the more the ignition timing is retarded.4. The engine controller according to claim 1 , whereinwhen the piston top surface temperature is at the predetermined temperature or above, a mixture at a stoichiometric air-fuel ratio is formed in the whole combustion chamber in the cylinder, and the mixture at the ...

IGNITER AND VEHICLE, AND METHOD FOR CONTROLLING IGNITION COIL

An igniter that includes switch element and switch control device for controlling the switch element depending on ignition signal. The switch control device includes a determination stage that compares voltage associated with the ignition signal with a predetermined voltage to generate a determination signal, a driving stage that controls ON/OFF operations of the switch element depending on the determination signal, a timer circuit that asserts a conduction protection signal when state where the determination signal becomes an assert level corresponding to an ON operation of the switch element continues for predetermined time, a time-varying voltage generating circuit that generates time-varying voltage over time in response to the assertion of the conduction protection signal, and an amplifier that changes the voltage of a control terminal of the switch element such that detection voltage associated with coil current flowing in the switch element is close to the time-varying voltage. 1. An igniter , comprising:a switch element connected to a primary coil of an ignition coil; anda switch control device configured to control the switch element depending on an ignition signal from an engine control unit (ECU),wherein the switch control device comprises:a determination stage configured to compare a voltage associated with the ignition signal with a predetermined reference voltage to generate a determination signal;a driving stage configured to control ON/OFF operations of the switch element depending on the determination signal;a timer circuit configured to assert a conduction protection signal when a state where the determination signal becomes an assert level corresponding to the ON operation of the switch element continues for a predetermined conduction protection time;a time-varying voltage generating circuit configured to generate a time-varying voltage which decreases from an initial voltage over time in response to the assertion of the conduction protection ...

MODEL-BASED COMBUSTION TIMING AND TORQUE CONTROL FOR INTERNAL COMBUSTION ENGINE ASSEMBLIES

Disclosed are model-based combustion timing systems and control logic for engine assemblies, methods for making/operating such engine assemblies, and motor vehicles with spark-ignited engine assemblies implementing model-based combustion timing. A method for controlling torque output of an engine assembly includes receiving a requested torque demand for the engine, and determining a current fuel command and valve timing for the engine's power cylinder(s). A first math model is used to determine a desired CA50 based on the requested torque demand, a power cylinder indicated mean effective pressure (IMEP), an expander cylinder IMEP, and the current fuel command/valve timing. A second math model is used to determine a maximum brake torque (MBT) CA50 based on power cylinder and expander cylinder IMEPs, and current fuel command/valve timing. An engine control unit determines a final spark timing based on a correlation between the desired CA50 and MBT CA50, modified by a spark timing gain. 1. A method for controlling torque output of an engine assembly , the engine assembly including an engine block with a power cylinder of a first size selectively fluidly coupled to an expander cylinder of a second size , pistons each reciprocally movable in a respective one of the power and expander cylinders , and an electronic igniter controlled by an engine control unit (ECU) to ignite a cylinder charge in the power cylinder , the method comprising:receiving, via the ECU, an input signal indicative of a requested torque demand for the engine assembly;determining, via the ECU, a current fuel command and/or a current valve timing for the power cylinder;determining, from a first math model, a desired CA50 (a crank angle where 50 percent of a mass of injected fuel is combusted within the power cylinder) based on the requested torque demand, a power cylinder indicated mean effective pressure (IMEP), an expander cylinder IMEP, and the current fuel command and/or the current valve timing; ...

SYSTEM AND METHOD FOR DIAGNOSING A FAULT IN A THROTTLE AREA CORRECTION THAT COMPENSATES FOR INTAKE AIRFLOW RESTRICTIONS

A system according to the principles of the present disclosure includes a desired throttle area module, a correction factor module, a throttle control module, and an airflow compensation diagnostic module. The desired throttle area module determines a desired throttle area based on a driver input. The correction factor module determines a throttle area correction factor based on a difference between an estimated intake airflow and a measured intake airflow to compensate for a decrease in the measured intake airflow due to a flow restriction. The throttle control module determines a desired throttle position based on the desired throttle area and the throttle area correction factor. The airflow compensation diagnostic module diagnoses a fault in an amount of intake airflow compensation based on the throttle area correction factor. 1. A system comprising:a desired throttle area module that determines a desired throttle area based on a driver input;a correction factor module that determines a throttle area correction factor based on a difference between an estimated intake airflow and a measured intake airflow to compensate for a decrease in the measured intake airflow due to a flow restriction;a throttle control module that determines a desired throttle position based on the desired throttle area and the throttle area correction factor; andan airflow compensation diagnostic module that diagnoses a fault in an amount of intake airflow compensation based on the throttle area correction factor.2. The system of further comprising a learning residual module that determines a learning residual based on an average of N differences between the estimated intake airflow and the measured intake airflow at N different times claim 1 , wherein:the correction factor module determines the throttle area correction factor based on the learning residual; andN is an integer greater than one.3. The system of wherein the correction factor module:determines the throttle area correction ...

SYSTEM AND METHOD FOR CONTROLLING FUEL INJECTION TIMING BASED ON SPARK IGNITION TIMING WHILE HEATING A CATALYST TO THE LIGHT-OFF TEMPERATURE

A system according to the principles of the present disclosure includes an ignition timing determination module, an injection timing determination module, a spark control module, and a fuel control module. The ignition timing determination module determines a first crank angle. The injection timing determination module selectively determines a second crank angle based on the first crank angle. The spark control module controls a spark plug to generate spark in a cylinder of an engine at the first crank angle. The fuel control module controls a fuel injector to deliver fuel to the cylinder at the second crank angle. 1. A system comprising:an ignition timing determination module that determines a first crank angle;an injection timing determination module that selectively determines a second crank angle based on the first crank angle;a spark control module that controls a spark plug to generate spark in a cylinder of an engine at the first crank angle; andan fuel control module that controls a fuel injector to deliver fuel to the cylinder at the second crank angle.2. The system of wherein the injection timing module selectively determines the second crank angle based on the first crank angle when a temperature of a catalyst in an exhaust system of the engine is less than an activation temperature.3. The system of wherein the injection timing module determines the second crank angle based on the first crank angle when the catalyst temperature is less than the activation temperature and the first crank angle is less than a predetermined angle.4. The system of wherein the predetermined angle corresponds to a time after a piston in the cylinder is at top dead center.5. The system of wherein the injection timing module determines the second crank angle based on the first crank angle by offsetting the second crank angle relative to the first crank angle by a predetermined amount.6. The system of wherein the injection timing module offsets the second crank angle relative to ...

METHOD AND DEVICE FOR CONTROLLING A FILLING IN A CYLINDER OF AN INTERNAL COMBUSTION ENGINE

A method is provided for controlling a filling (rl) of an internal combustion engine () including the camshaft phase adjustment in the case of a predefined setpoint filling (rlsol), including the following steps: 1. A method for controlling a filling of an internal combustion engine including a camshaft phase adjustment for a predefined setpoint filling , the method comprising:carrying out the filling control based on an indicated pressure difference for obtaining a control variable for setting an air mass supply to the internal combustion engine; andascertaining the indicated pressure difference as a difference between a predicted intake manifold pressure and an actual intake manifold pressure, the predicted intake manifold pressure corresponding to an intake manifold pressure which is necessary for reaching the setpoint filling at an aspiration curve which is predicted for a predefined time constant.2. The method of claim 1 , wherein the indicated pressure difference is ascertained as a pressure difference.3. The method of claim 1 , wherein at least one ascending slope of the predicted aspiration curve based on a predicted camshaft phase adjustment is adapted which is ascertained.4. The method of claim 3 , wherein an ascending slope of the aspiration curve is ascertained based on a relation between the volumes of the combustion chamber at the point in time of closure of an inlet valve of a cylinder of the internal combustion engine during the predicted and an instantaneous camshaft phase adjustment.5. The method of claim 3 , wherein a residual gas quantity is adapted as an offset of the predicted aspiration curve based on a predicted camshaft phase adjustment claim 3 , a predicted residual gas quantity being ascertained during an instantaneous and the predicted camshaft phase adjustment at the point in time of closure of an inlet valve of a cylinder of the internal combustion engine.6. The method of claim 1 , wherein the predicted intake manifold pressure is ...