A method and apparatus for continually and rapidly adjusting the output torque of an engine according to a torque demand uses an active tappet to vary the instant air charge in a combustion chamber. The invention allows substantially efficient combustion throughout the engine operating map. Various methods of changing the charge of air are disclosed.

In exemplary embodiments, methods, and systems for multivariable torque control of a vehicle are provided. The method includes configuring a processor disposed of in a multivariable controller to determine a set of references associated with Exhaust Gas Recirculation (EGR) by implementing an algorithm based on engine temperature and at least one reference associated with the EGR to generate commands for the control of a set of actuators; Optimizing at least one cam phase position by the control based on a generated command to apply an appropriate level of engine torque for vehicle propulsion; Restricting an allowable range of cam phases associated with operations of an EGR valve for a set of cams based on amounts of humidity and EGR introduced by the EGR valve during an internal combustion phase of vehicle operation; and providing an amount of propulsion torque by an engine in accordance with instructions provided by the processor.

In various aspects, internal combustion engines, engine controllers and methods of controlling engines are described. The engine includes a camshaft and a two cylinder sets. Cylinders in the first are deactivatable and cylinders in the second set may be fired at high or low output levels. The air charge for each fired working cycle is set based on whether a high or low torque output is selected. In some implementations, the camshaft is axially shiftable between first and second positions. First cam lobes are configured to cause their associated cylinders to intake a large air charge during intake strokes that occur when the camshaft is in the first position. Second cam lobes for cylinders in the second set cause their associated cylinders to intake a smaller air charge when the camshaft is in the second position. Second cam lobes for cylinders in the first set deactivate their associated cylinders.

A method for operating an internal combustion engine, involving the following steps: determining a target lambda value and measuring an actual lambda value for combustion in a combustion chamber of an internal combustion engine; establishing, in accordance with the target lambda value and the actual lambda value, a point in time for an intake valve associated with the combustion chamber to open; and opening the intake valve at the established point in time.

An object of the present invention is to provide an exhaust gas purification system which exhibits high exhaust gas purification performance. The present invention provides an exhaust gas purification system including: a carrier containing aluminum oxide; an exhaust gas purification device including a catalyst provided on the carrier and containing gallium, and connected to an internal combustion engine; and a system connected to the exhaust gas purification device for increasing an oxygen concentration. The system for increasing an oxygen concentration provides an oxygen concentration higher than that of a post combusted gas of the internal combustion engine.

Systems and methods to extend a life of a component of a cylinder deactivation system are provided. A method includes generating, by a controller, an initial life factor for the component; initiating, by the controller, a CDA mode for an engine; determining, by the controller, an actual life factor for the component, the actual life factor determined by comparing a number of switching events of a cylinder in the CDA mode to a number of cycles of the cylinder in the CDA mode; comparing, by the controller, the actual life factor to the initial life factor; and modifying, by the controller based on the comparison, operation of the engine in the CDA mode to adjust the actual life factor.

A system includes an internal combustion engine having a number of cylinders, with at least one of the cylinders plumbed to have a complete recycle of the exhaust gases from the cylinder. The system further includes the completely recycled cylinder having an EGR stroke cycle, and the non-recycled cylinders of the engine having an exhaust stroke cycle. The system includes the EGR stroke cycle being distinct from the exhaust stroke cycle. An amount and composition of the exhaust gases from the recycled cylinder are distinct from the amount and composition of the exhaust gases from the non-recycled cylinders, at least at certain operating conditions of the engine.

A method and apparatus provides for treating hard deposits in body cavities. The apparatusand accordingly the methodis comprised of introducing at least one first-component comprising a material with a redox potential for preventing anions precipitation; and introducing at least one second-component comprising a material with a redox potential for preventing cations precipitation.

An engine controller configured to control an engine includes a combustion cylinder ratio control unit, a valve stopping control unit, and a throttle control unit. The throttle control unit is configured to start adjusting a throttle open degree in accordance with the change of the combustion cylinder ratio at an earlier timing when the value of the combustion cylinder ratio is increased by the change than when the value of the combustion cylinder ratio is decreased by the change.

When it is determined that the igniting environment is out of the desired range, the variable valve mechanism is controlled so that the swirl ratio is increased. When the swirl ratio becomes high, the discharge spark and the initial flame move largely in the flow direction of the swirl flow SW and approach the closest fuel spray. Therefore, the discharge spark and the initial flame are attracted to the closest fuel spray and the initial flame enlarges by involving the closest fuel spray (middle stage of FIG. 7). Further, the initial flame enlarges further by involving surrounded fuel spray (lower stage of FIG. 7).