A controller for a dedicated exhaust gas recirculation (D-EGR) engine is disclosed. The controller may receive a plurality of cylinder pressure signals, each of which is associated with a respective cylinder in a plurality of cylinders of the D-EGR engine. The plurality of cylinders includes at least one donor cylinder and a set of non-donor cylinders. The controller may receive a crankshaft angle signal associated with a crankshaft of the D-EGR engine. The controller may selectively adjust ignition timing of a cylinder, of the plurality of cylinders, based on the crankshaft angle signal and a cylinder pressure signal, of the plurality of cylinder pressure signals, associated with the cylinder; or a fuel rate of the at least one donor cylinder based on the crankshaft angle signal and a set of cylinder pressure signals, of the plurality of cylinder pressure signals, associated with the set of non-donor cylinders.

A system and method for self-adjusting engine performance parameters in response to fuel quality variations that includes an exhaust sensor for measuring a level of carbon dioxide present in an exhaust manifold, at least one of a knock sensor and a cylinder pressure transducer for determining a location of peak pressure and a centroid, respectively, a controller in communication with the exhaust sensor and the at least one of the knock sensor and the cylinder pressure transducer, the controller correlating a methane number of the fuel used by the engine to a brake specific carbon dioxide value calculated using the level of carbon dioxide measured by the exhaust sensor and the at least one of the centroid and the location of peak pressure, and an adjusting mechanism, wherein the adjusting mechanism adjusts an engine performance parameter based on the determined methane number.

A system comprises an engine including a plurality of cylinders. A first intake throttle is positioned upstream of a first set of cylinders of the plurality of cylinders. The first intake throttle provides air at a first flow rate to the first set of cylinders so as to produce a lean air/fuel mixture in the first set of cylinders. A second intake throttle is positioned upstream of a second set of cylinders included in the plurality of cylinders and in parallel of the first intake throttle. The second intake throttle provides air at a second flow rate to the second set of cylinders so as to produce a rich air/fuel mixture in the second set of cylinders.

A method for operating an internal combustion engine. The method includes providing a piston engine. The piston engine includes a crankshaft and a torque sensor system. The torque sensor system includes at least one first rotary angle sensor and at least one second rotary angle sensor. The method further includes measuring a first and a second rotary angle in a spacing region and determining an angular offset between the first and the second rotary angle. The angular offset results from the torsion of the loaded crankshaft wherein the spacing region is limited along the crankshaft to an actual partial region of the spacing between the bearing journals. The partial region includes an actual subgroup of at least one of the number of offsets and the number of shaft journals, so that the angular offset is assigned to the actual subgroup.

A fuel quality rating testing system and related methodology. The system comprises a data acquisition system, comprising: (i) circuitry for receiving a time-varying signal from a pickup, the pickup for coupling to a test engine; and (ii) circuitry for determining a fuel rating in response to the time-varying signal. The fuel quality rating testing system also comprises a communications path coupled to the fuel quality rating testing system and a calibrator.

A control device for an internal combustion engine provided with a combustion control part successively performing at least first main fuel injection and second main fuel injection and making the fuel burn by premix charged compressive ignition so as to cause generation of heat two times in stages inside the combustion chamber and cause the pressure waveform showing the change along with time of a rate of cylinder pressure rise to become a two-peak shape. The combustion control part calculates a second premix time of fuel injected by the second main fuel injection with air, reduces the injection amount of the second main fuel injection so that the second premix time becomes a first threshold value or more and performs after fuel injection after the second main fuel injection when the second premix time is less than the first threshold value, and injects the amount of fuel reduced from the injection amount of the second main fuel injection by the after fuel injection.

In an internal combustion engine, fluctuations in combustion torque are suppressed to reduce vibration and prevent deterioration of ride comfort of a driver. Therefore, a control device of an internal combustion engine 100 having a plurality of cylinders 150 (a first cylinder 151, a second cylinder 152, a third cylinder 153, and a fourth cylinder 154) includes a combustion state detection unit for detecting whether the plurality of cylinders 150 are in a normal combustion state or a flame-out state, and a control device 1 which controls driving of a fuel pump 131 that is a load of a combustion torque generated by the cylinder 150. The control device 1 suppresses the driving of the fuel pump 131 at a predetermined combustion timing of the cylinders 151 to 154 of the flame-out state in a case where it is determined that any one of the cylinders 151 to 154 among the plurality of cylinders 150 is in the flame-out state.

A method to control the combustion of an internal combustion engine comprising determining a combustion model providing a spark advance value depending on an objective value of a quantity representing the incidence of a low-pressure EGR circuit, of the rotation speed, of the intake efficiency and of an open-loop contribution of a combustion index; calculating a first closed-loop contribution of the spark advance depending on the combustion index; calculating a second closed-loop contribution of the spark advance depending on a quantity indicating the knocking energy; and calculating the objective value of the spark advance angle to be operated through the sum of the spark advance value provided by the combustion model and of the first closed-loop contribution or, alternatively, of the second closed-loop contribution.

Aspects of the disclosure are directed to controller for an internal combustion engine. The controller can, in each combustion cycle that composes a change cycle, calculate an average of control amounts from a first combustion cycle to an nth (1<=n<=N) combustion cycle and calculate an error of the average with respect to an average of a reference normal population. Further, the controller can set both a positive threshold and a negative threshold based on a standard error of the reference normal population in the case where the number of data is n. Subsequently, the controller can change the operation amount to make the error approach the positive threshold or the negative threshold when the error exceeds neither the positive threshold nor the negative threshold at any combustion cycle.

A controller for an engine estimates a temperature of the exhaust gas and controls the engine according to the estimated exhaust temperature. The controller changes the air-fuel ratio to a stoichiometric air-fuel ratio or leaner. The controller calculates the progress of combustion on the basis of signals of sensors, and estimates an exhaust temperature. In the case where the air-fuel ratio is the stoichiometric air-fuel ratio, the controller estimates the exhaust temperature on the basis of the progress of the combustion, the engine temperature, and a first relationship that is at least defined between the progress of the combustion and the exhaust temperature, . In the case where the air-fuel ratio is lean, the controller estimates the exhaust temperature on the basis of the progress of the combustion, the engine temperature, and a second relationship that differs from the first relationship.