Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias.

Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias.

A method of operating a gasoline engine having a first subset of cylinders and a second subset of cylinders includes providing a flow of compressed air from a single-sequential compressor to the engine, selectively deactivating the first subset of cylinders, and igniting gasoline mixed with the compressed air in the second subset of cylinders. The single-sequential compressor includes a dual sided impeller having a first blade arrangement in fluid communication with a first air inlet, and an opposing second blade arrangement in fluid communication with a second air inlet. Additionally, deactivating the first subset of cylinders includes sealing the first subset of cylinders such that the flow of compressed air is provided only to the second subset of cylinders.

A method of operating a gasoline engine having a first subset of cylinders and a second subset of cylinders includes providing a flow of compressed air from a single-sequential compressor to the engine, selectively deactivating the first subset of cylinders, and igniting gasoline mixed with the compressed air in the second subset of cylinders. The single-sequential compressor includes a dual sided impeller having a first blade arrangement in fluid communication with a first air inlet, and an opposing second blade arrangement in fluid communication with a second air inlet. Additionally, deactivating the first subset of cylinders includes sealing the first subset of cylinders such that the flow of compressed air is provided only to the second subset of cylinders.

The invention relates to a control device for an internal combustion engine that includes a turbocharger, and an actuator that changes a turbocharging pressure by regulating exhaust energy for use in drive of the turbocharger. When a target torque is increased during execution of a lean burn operation, the control device switches an operation mode of the internal combustion engine from the lean burn operation to a stoichiometric operation. When the operation mode switching is performed in a turbocharging state, the control device determines whether a target torque is within a range of a torque realizable under the lean air-fuel ratio. When the target torque is within the range, the control device operates the actuator so as to keep the turbocharging pressure at a magnitude equal to or larger than a magnitude at a time point at which the operation mode is switched.

A control device predicts whether temporary reduction occurs to a charging efficiency of fresh air in an in-cylinder gas by an influence of an EGR rate of the in-cylinder gas, which increases later than increase of a charging efficiency of the in-cylinder gas, if a first arithmetic operation is applied to calculating a target throttle opening degree based on a target charging efficiency which is increasing, in a case of shifting to an acceleration operation, by using a prediction model expressing dynamic characteristics of an internal combustion engine. When it is predicted that temporary reduction occurs to the charging efficiency of the fresh air, the control device calculates the target throttle opening degree by a second arithmetic operation by which an increase speed of a throttle opening degree is restrained more than by the first arithmetic operation, instead of calculating the target throttle opening degree by the first arithmetic operation.

A control device predicts whether temporary reduction occurs to a charging efficiency of fresh air in an in-cylinder gas by an influence of an EGR rate of the in-cylinder gas, which increases later than increase of a charging efficiency of the in-cylinder gas, if a first arithmetic operation is applied to calculating a target throttle opening degree based on a target charging efficiency which is increasing, in a case of shifting to an acceleration operation, by using a prediction model expressing dynamic characteristics of an internal combustion engine. When it is predicted that temporary reduction occurs to the charging efficiency of the fresh air, the control device calculates the target throttle opening degree by a second arithmetic operation by which an increase speed of a throttle opening degree is restrained more than by the first arithmetic operation, instead of calculating the target throttle opening degree by the first arithmetic operation.

In a gas engine provided with a gas supply pipe (35) branching into a supercharger-side gas supply pipe (33) and a cylinder-side gas supply pipe (37), a supercharger-side gas adjusting valve (43) and a cylinder-side gas adjusting valve (45) for controlling flow rates of passages, when the gas concentration of the fuel gas changes, the cylinder-side gas adjusting valve is controlled first to keep the output of the gas engine constant and then the supercharger-side gas adjusting valve is controlled to achieve the fuel gas flow rate Q1 based on the constant flow ratio by means of a gas supply controller (63), while maintaining the flow rate ratio Q1/Q2 at a constant value where Q1 is a fuel gas flow rate in the supercharger-side gas supply pipe and Q2 is a fuel gas flow rate in the cylinder-side gas supply pipe.

A control device for an internal combustion engine, which can accurately estimate an intake air amount introduced from an intake system into an internal combustion engine, is provided. The control device calculates the change amount of an air amount in an upstream section upstream of a throttle valve of the intake system based on the pressure and temperature of air in the upstream section; calculates a throttle passage air amount flowing out to an intake manifold, which is a section downstream of the throttle valve, based on the change amount and an introduced air amount flowing into a supercharger; and calculates the intake air amount based on the throttle passage air amount.

A control device for an internal combustion engine, which can accurately estimate an intake air amount introduced from an intake system into an internal combustion engine, is provided. The control device calculates the change amount of an air amount in an upstream section upstream of a throttle valve of the intake system based on the pressure and temperature of air in the upstream section; calculates a throttle passage air amount flowing out to an intake manifold, which is a section downstream of the throttle valve, based on the change amount and an introduced air amount flowing into a supercharger; and calculates the intake air amount based on the throttle passage air amount.