An apparatus for controlling an engine includes: an engine with a cylinder; a throttle valve to adjust a flow rate of intake air supplied to the cylinder; a supercharger to supply supercharged air to the cylinder; an intake valve to supply intake air by selectively opening and closing the cylinder; a variable valve timing device to adjust opening and closing timings of the intake valve; a variable valve duration device to adjust an opening duration of the intake valve; and a controller to adjust the amount of air inside of the cylinder by fixing an intake valve opening (IVO) timing and adjusting an intake valve closing (IVC) timing through the variable valve timing device and the variable valve duration device from a time at which a demanded torque is input to a time at which the demanded torque is followed by the throttle valve or the supercharger.

A drive circuit (203) of an actuator (2) calculates an actual working angle from an actual operation quantity with reference to a reference table used to calculate a target operation quantity, and transmits the actual working angle and the actual operation quantity to a command unit (4). The command unit (4) determines whether or not the received values of the actual working angle and the operation quantity correspond to the valve working angle and the operation quantity of the reference table stored in the command unit (4), to detect a discrepancy between the operation modes of the actuator (2) and the command unit (4).

A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.

A vehicle includes an internal combustion engine, an air intake coupled to the internal combustion engine and configured to intake air and supply the air to the engine, a temperature controller coupled to the air intake and to the internal combustion engine, and a control system coupled to the air intake, the internal combustion engine, and to the temperature controller. The control system being configured to receive engine operating data and control a temperature of the air via operation of the temperature controller to control an operating condition of the engine.

An electronic control unit of an internal combustion engine is configured to control the fuel injection valve and to control a spark plug if necessary such that fuel is combusted by pre-mixture compression ignition combustion or flame propagation combustion. The electronic control unit is configured to perform homogeneous combustion in a flame ignition operation range when switching failure has not occurred, the homogeneous combustion being combustion in which fuel homogeneously diffused into the combustion chamber is ignited using the spark plug and is combusted by flame propagation combustion. The electronic control unit is configured to perform spray-guided stratified combustion in a second operation range when the switching failure has occurred, the spray-guided stratified combustion being combustion in which fuel in the fuel injection path is ignited using the spark plug and is combusted by the flame propagation combustion.

Methods and systems for use of model predictive control (MPC) controllers utilizing hybrid, quadratic solvers to solve a linear feasibility problem corresponding to a nonlinear problem for an internal combustion engine plant such as a diesel engine air path. The MPC solves a convex, quadratic cost function having optimization variables and constraints and directs the plant per the output solutions to optimize plant operation while adhering to regulations and constraints. The problem includes a combination of iterative and direct calculations in the primal space depending on whether a partial step (iterative) or a full step (direct) is attempted. Further, primal and dual space array matrices are pre-computed and stored offline and are retrieved via use of a unique identifier associated with a specific active set for a set of constraints. Such hybrid and/or offline calculations allow for a reduction in computational power while still maintaining accuracy of solution results.

In an internal combustion engine that includes: an EGR channel that connects a portion of an exhaust channel on the upstream side of a downstream-side catalyst and a portion of an intake channel on the downstream side of both of a compressor and a throttle valve; and an EGR valve configured to open and close the EGR channel, a control apparatus is programmed, where an occurrence of a blow-through air that flows from the intake channel to the exhaust channel via the EGR channel is detected, to limit a throttle downstream pressure to reduce the overheating of the downstream-side catalyst.

A control system of a continuously variable valve duration (CVVD) is provided. A system for controlling a CVVD by adjusting an actuator for controlling the CVVD includes an electronic control unit (ECU) configured to output a command for adjusting the actuator based on a vehicle state and a cam position sensor is configured to measure a cam revolutions per minute (RPM). A controller is configured to calculate a crank RPM from the cam RPM when a failure occurs during communication with the ECU. A target phase angle is extracted based on the calculated crank RPM, and an electric current is output that corresponds to the extracted target phase angle to the actuator.

An internal combustion engine control device 110 includes a mass flux calculation unit F2, an opening area calculation unit F3, an effective opening area calculation unit F4, and a passing gas flow rate calculation unit F5. The mass flux calculation unit F2 calculates a mass flux MF of gas passing through a throttle valve 125 based on an upstream gas temperature Tu, an upstream gas pressure Pu, and a downstream gas pressure Pd of the throttle valve 125. The opening area calculation unit F3 calculates an opening area A of the throttle valve 125 based on an opening degree θ of the throttle valve 125. The effective opening area calculation unit F4 calculates an effective opening area EA of the throttle valve 125 based on the upstream gas pressure Pu, the downstream gas pressure Pd, the opening degree θ, and the opening area A. The passing gas flow rate calculation unit F5 calculates a gas flow rate GF passing through the throttle valve 125 based on the mass flux MF and the effective opening area EA.

Methods and systems are provided for introducing a charge motion to a cylinder via a protrusion system coupled to an intake port of an engine. In one example, a system may include positioning a tongue from inside a spring-loaded casing to extend into air intake runner, generating desired tumble and swirl along an intake port proximate to an engine cylinder.