An engine controlling method is provided, which includes, during motoring of the engine, outputting, by an in-cylinder pressure sensor, to a controller a signal indicative of a reference pressure corresponding to a pressure change after an intake valve of a cylinder of the engine is closed when not performing fuel injection, and then injecting, by an injector, fuel for analysis into the cylinder at a specific timing after the intake valve is closed. The method includes, by the controller, acquiring a crank angle period from the intake valve close timing, through the fuel injection, to a timing of the in-cylinder pressure reaching the reference pressure based on signals from the in-cylinder pressure sensor and a crank angle sensor, and determining a property of the injected fuel by comparing the acquired crank angle period with that of a standard fuel based on stored information on a property of the standard fuel.

A method to control the combustion of an internal combustion engine, which comprises determining a combustion model, which provides a spark advance depending on an objective value of the rate of water to be injected, on the rotation speed, on the intake efficiency and on 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.

To provide a controller and a control method for internal combustion engine which can set appropriately an angle interval for estimating the combustion state in accordance with change of a burning angle interval, and can reduce calculation processing load for estimation of the combustion state. A controller for internal combustion engine changes the estimation crank angle interval based on an operating condition of the internal combustion engine; calculates an increment of gas pressure torque by burning at each crank angle of the estimation crank angle interval; and estimates the combustion state of the internal combustion engine, based on the increment of gas pressure torque by burning in the estimation crank angle interval.

In a method for determining an optimized fuel injection profile in an internal combustion engine, a setpoint combustion profile is firstly defined. Furthermore, at least one influential parameter which influences the setpoint combustion profile is determined. With the influential parameter, a corrected fuel injection profile is determined in a closed-loop control process. This method is preferably repeated iteratively.

Disclosed is an artificial intelligence apparatus for controlling an auto stop function. The artificial intelligence apparatus includes an input unit configured to receive at least one of image information on surroundings of a vehicle, sound information on the surroundings of the vehicle, brake information of the vehicle, or velocity information of the vehicle; a storage unit configured to store an auto stop function control model; and a processor configured to obtain, via the input unit, input data related to at least one of traffic information or driving information, obtain base data used for determining control of the auto stop function from the input data, determine an engine ignition timing or an engine ignition setting using the base data and the auto stop function control model, and ignite the engine of the vehicle automatically according to the determined engine ignition timing or the determined of engine ignition setting, wherein the engine ignition timing is an indication of how much time is required for the engine to be ignited after the input data is obtained or after the time of the determination, and wherein the engine ignition setting is an indication of whether to ignite the engine at the time of acquiring the input data or at the time of the determination.

To accurately evaluate combustion stability in consideration of the effect of the trend even at the time of the transient operation. The present invention is configured to have a combustion energy calculation unit that calculates a combustion energy W_t of one combustion cycle in an internal combustion engine, a trend calculation unit that calculates a trend Tr of change in the combustion energy W_t calculated by the combustion energy calculation unit in a plurality of the combustion cycles, and a combustion stability judgment unit that judges combustion stability based on the combustion energy W_t in the plurality of combustion cycles and the trend Tr of change calculated by the trend calculation unit.

Provided is an internal combustion engine control unit that controls an engine by detecting combustion characteristics with a simple configuration robust to disturbance such as noise. Therefore, the internal combustion engine control unit (ECU 12) of the present embodiment includes a rotational speed calculation unit 122a that calculates a crank rotational speed of an internal combustion engine (engine 1); an extreme value timing calculation unit 122b that calculates an extreme value timing of the crank rotational speed calculated by the rotational speed calculation unit 122a; and a combustion state estimation unit (combustion phase calculation unit 122c) that estimates a combustion state based on the extreme value timing of the crank speed calculated by the extreme value timing calculation unit 122b.

An engine unit controller (EUC) in connection with a hybrid opposed piston engine can receive real-time movement data of a crankshaft via a crank position sensor. It can simultaneously receive current data of an electric motor that partially controls the crankshaft. With the known engine constants, the EUC can determine instantaneous combustion pressure data based on the movement data and the current data. Such combustion pressure data can be used to optimize the engine's performance in real-time.

A misfire detection device includes processing circuitry configured to execute a stopping process stopping combustion control of an air-fuel mixture in one or more cylinders and a determination process determining whether a misfire has occurred based on a value of a determination subject rotation fluctuation amount, that is, a rotation fluctuation amount of a determination subject cylinder for misfire. A comparison subject rotation fluctuation amount is a rotation fluctuation amount corresponding to a crank angle separated by a predetermined angular interval from a crank angle corresponding to the determination subject rotation fluctuation amount. The determination process includes a process determining the misfire based on a value of the determination subject rotation fluctuation amount when the predetermined angular interval equals an angular interval between crank angles at which compression top dead center appears in the one or more of the cylinders and the determination subject cylinder during the stopping process.

The systems and methods are generally directed to engine combustion modeling of an engine having a combustion chamber. In one embodiment, a method includes determining the thermodynamic state of the engine combustion chamber based on received engine parameters. The laminar flame speeds of the combustible mixture are determined based on tabulated measurement results or from correlations available in the literature. The dynamics of the turbulent flame brush thickness are calculated using a 1D nonlinear ordinary differential equation. The mass fraction burned ratio is found by tracking the motion of a presumed truncated spherical flame front as it propagates through the combustion chamber using the mass continuity equation. One or more engine control calibration efficiency factors are then determined based on the resultant mass fraction burned ratio. One or more efficiency factors control at least one aspect of the engine.