When single-injection control is executed, processing for initiating full injection is executed at a crank angle immediately before initiation of each fuel injection among crank angles at crank angle intervals of 30. When multi-injection control is executed, processing for initiating the fuel injection is executed at a crank angle immediately before the initiation of the each fuel injection among crank angles at crank angle intervals of 10.

An apparatus and method of controlling an electronic continuously variable valve timing (CVVT) is provided. The apparatus includes a sensor disposed in a motor facing a reducer and an intelligent motor controller. The sensor determines a rotation speed of a first and second projection of a first and second rotation member and generates a sensing signal that corresponds to an output waveform of each rotation speed and inputs the signal to an intelligent motor controller coupled to the motor. The intelligent motor controller receives the signal and separates a crank shaft and cam shaft position signal. The signals are compared to detect an actual phase angle of the suction or exhaust valve. A phase deviation between the detected, actual and predetermined target phase angle is calculated.

A method for controlling a vehicle power train that includes a heat engine connected to the transmission of the vehicle by a clutch controlled between an open position and a closed position of the transmission by a computer of the transmission exchanging information with a computer of the heat engine. The method includes sending, in order to shut down the engine before the clutch is opened when the vehicle is in motion, the kinematic chain being closed and the injection interrupted, a message from the computer of the transmission to the computer of the engine at a first moment in time so as to synchronize an opening of the clutch and the closure of an air flap of the engine at a second moment in time subsequent to the first moment.

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.

Techniques and controllers are described for dynamically determining when to request firing decisions for individual firing opportunities while operating an internal combustion engine in a skip fire mode. In one aspect, a skip fire controller is arranged to periodically determine the timing by which a next cylinder firing decision request must be made in order to assure that a corresponding firing decision can be implemented as desired, and whether there is sufficient time to wait until at least the next periodic timing determination is made to request the next cylinder firing decision. When there is not sufficient time to wait, a firing decision request is made and the corresponding working cycle is either skipped or fired based on the received firing decision. When there is sufficient time to wait, the firing decision request is delayed until at least the next periodic timing determination is made.

An engine for enabling a desired engine torque response of a vehicle includes an electronic control unit (ECU) and actuators. The ECU includes constraint modules and an engine torque control module, which includes an engine setpoint optimizer module, an engine setpoint control module, and actuation blocks. The constraint modules determine a horizon request for the engine. The engine torque control module receives the horizon request. The engine setpoint optimizer module receives the horizon request as an array of engine setpoint quantities (ESQ) and determines an array of Individual Engine Setpoints (IES) based on the array of ESQ. The engine setpoint control module determines actuator setpoints for the actuators to be set to based on the array of IES. The actuation blocks convert the actuator setpoints into voltage signals. The actuators facilitate a combustion reaction in the engine based on the voltage signals.

A combustion engine system may include a combustion engine having a cylinder and a fuel injection system. The fuel injection system may include a common rail containing pressurized fuel and a fuel injector in fluid communication with the common rail and the cylinder, or other cylinder access pathway. The system may also include an electronic control module in signal communication with the fuel injector for controlling opening and closing of the fuel injector, where opening the fuel injector may include holding the fuel injector open for a particular amount of time. The electronic control module may be configured for accumulating wear on the fuel injector as accumulated wear, determining the particular amount of time as a compensation time to compensate for the accumulated wear, and operating the fuel injector by opening the fuel injector for the compensation time.