The purpose of the present invention is to provide an engine control device with which it is possible to minimize decreases in combustion speed even when the EGR rate has been increased. The present invention is an engine control device for: controlling an engine provided with an injector for injecting fuel directly into a cylinder, an ignition device for igniting the injected fuel, and an EGR means capable of recycling combustion gas and varying the EGR rate of the recycling combustion gas; and commanding the injector to perform multiple injections during one cycle, wherein a command is given to perform a control for increasing the injection quantity per compression stroke relative to the total injection quantity in one cycle so that the injection quantity per compression stroke is greater when the EGR rate is high than when the EGR rate is low, and/or a control for increasing the number of injections per compression stroke relative to the total number of injections in one cycle so that the number of injections per compression stroke is greater when the EGR rate is high than when the EGR rate is low.

A method for controlling an engine includes, with a fuel injector, injecting a quantity of fuel into a cylinder of the engine for combustion. The method further includes calculating a torsional power level for the cylinder in response to the combustion of the injected quantity of fuel, mapping the torsional power level to an injected fuel mass, and comparing the injected fuel mass to a reference fuel mass to determine a fuel mass offset. The engine may be controlled based on the determined fuel mass offset.

The present disclosure relates to internal combustion engines and the teachings thereof may be embodied in methods for controlling an internal combustion engine. The method may include: measuring the actual camshaft position using a camshaft sensor, measuring the actual rail pressure using a rail pressure sensor, calculating, for each of the plurality of cylinders, a phase correction value depending at least in part on the measured actual rail pressure and a mass of fuel to be injected, calculating, for each cylinder, a corrected actual camshaft position based at least in part on the measured actual camshaft position and the respective phase correction value, and adjusting the camshaft position using a camshaft adjuster based on one or more of the corrected actual camshaft positions.

An apparatus of controlling a vehicle and a method thereof are provided. The operating region of an engine is operated with theoretical air-fuel ratio. The apparatus includes a supercharger that supplies compressed air to a the combustion chamber of the engine and a spark plug that ignites mixed air supplied to the combustion chamber. An intake valve selectively opens and closes the combustion chamber for inflowing the mixed air therein. A variable valve apparatus adjusts an opening timing and closing timing of the intake valve and a controller adjusts an ignition timing of the spark plug and the closing timing of the intake valve through the variable valve apparatus based on the operating region of the engine.

A rotation detection sensor is disposed to face an outer peripheral part of a signal rotor, and outputs a detection signal corresponding to a position of the outer peripheral part with the rotation of the signal rotor. The rotation detection sensor detects a rotation reference position with the detection of switching from projections to a missing tooth part on the basis of a gap to the signal rotor, and detects switching from the missing tooth part to the projections to output a rotation reference position signal indicative of position information on the rotation reference position at timing of the detection. An ECU receives the detection signal and the rotation reference position signal from the rotation detection sensor, and acquires the rotation reference position on the basis of the rotation reference position signal.

A device for detecting and monitoring crank shaft rotary speed and position in a four stroke engine, wherein a first and a second sensor are arranged to sense passage of reference marks on a rotatable element or elements. The first sensor is a high precision sensor which is arranged to sense passage of reference marks on a crank shaft flywheel of the engine, and the second sensor is a low speed sensor which is arranged to sense passage of reference marks on the crank shaft flywheel or reference marks or a wheel being associated with a cam shaft of the engine. The invention also concerns a method and a vehicle.

A control device for an internal combustion engine controls a control object device based on an output value of a relative angle sensor that detects a relative angle of an output shaft of an actuator, and an output value of an absolute angle sensor that detects an absolute angle of a drive shaft coupled to the output shaft of the actuator via a speed reducer. In this event, the control device for the internal combustion engine corrects an output value of the absolute angle sensor based on an absolute angle of the drive shaft that is obtained from an output value of the relative angle sensor using, as a reference point, an output value of the absolute angle sensor at the start-up of the internal combustion engine, and an output value of the absolute angle sensor.

A method and device for processing a signal (CRK) provided by a bidirectional sensor, the method includes the following steps: generation of a first signal (CRK_CNT) utilizing all the slots of the signal provided by the sensor, generation of a second signal (CRK_FW) utilizing the slots corresponding to a first direction of transit, generation of a third signal (CRK_BW) utilizing the slots corresponding to a second direction of transit, connection of the first signal to the input of the first electronic component, connection of the second and third signals to a second component, detection by the second component of edges of the signals received, change of the value of the predefined threshold (THMI) in the first component upon each detection of an edge.

Disclosed is a method for synchronizing a combustion engine of a motor vehicle, including the steps of detection of the reference position of a first toothed wheel during a rotation of the crankshaft from the measurements sent by a first measuring sensor, detection of rising and falling edges of the teeth of a second toothed wheel during a concomitant rotation of the camshaft from the measurements sent by a second measuring sensor, identification of the detected edges with a first tolerance threshold on the angular position of the camshaft from recorded positions of the edges to synchronize the engine, the recorded positions being predetermined by learning from theoretical positions with a second tolerance threshold on the angular position of the camshaft, the first tolerance threshold being less than the second tolerance threshold, and synchronization of the engine from the identified edges of the teeth of the second toothed wheel.

Methods and systems are provided for operating a variable displacement engine that includes a knock control system. Engine knock background noise levels determined during all cylinders operating mode may be determined via two filters that are constructed in parallel. Output of the two filters may be the basis for determining the presence or absence of engine knock.