An electronic control unit of an internal combustion engine is configured to control the fuel injection valve and to control a spark plug if necessary such that fuel is combusted by pre-mixture compression ignition combustion or flame propagation combustion. The electronic control unit is configured to perform homogeneous combustion in a flame ignition operation range when switching failure has not occurred, the homogeneous combustion being combustion in which fuel homogeneously diffused into the combustion chamber is ignited using the spark plug and is combusted by flame propagation combustion. The electronic control unit is configured to perform spray-guided stratified combustion in a second operation range when the switching failure has occurred, the spray-guided stratified combustion being combustion in which fuel in the fuel injection path is ignited using the spark plug and is combusted by the flame propagation combustion.

A control system of a continuously variable valve duration (CVVD) is provided. A system for controlling a CVVD by adjusting an actuator for controlling the CVVD includes an electronic control unit (ECU) configured to output a command for adjusting the actuator based on a vehicle state and a cam position sensor is configured to measure a cam revolutions per minute (RPM). A controller is configured to calculate a crank RPM from the cam RPM when a failure occurs during communication with the ECU. A target phase angle is extracted based on the calculated crank RPM, and an electric current is output that corresponds to the extracted target phase angle to the actuator.

A valve actuation system for an internal combustion engine is disclosed. The engine has a first set of cylinders having a first set of exhaust valves and a second set of cylinders having a second set of exhaust valves. The valve actuation system for the exhaust valves includes one or more first cams having a compression-release lobe and a main exhaust lobe adapted to transfer valve actuation motion to the first set of exhaust valves, and one or more second cams having an early exhaust valve opening (EEVO) lobe and a main exhaust lobe adapted to transfer valve actuation motion to the second set of exhaust valves. The valve actuation system may provide any combination of (i) main exhaust valve actuation with or without compression release actuation with (ii) main exhaust valve actuation with or without EEVO for the two sets of cylinders.

A control apparatus for an engine is provided. The control apparatus includes an intake control valve controller for fully closing, when an engine stop request is issued, an intake control valve for adjusting a flow rate of intake air passing through an intake passage of the engine, an engine speed increase controller for increasing an engine speed to reach a target speed after the intake control valve is fully closed by the intake control valve controller, and a fuel injection stopper for stopping a fuel injection after the engine speed is increased by the engine speed increase controller.

To provide a control device capable of calculating a cam phase equal to an actual cam angle even when a corresponding cam angle signal detection range is exceeded by changing a cam phase by a variable valve mechanism. In addition to the conventional cam angle measuring function, a cam angle measuring means for advancing or retarding beyond a cam angle measurement reference position, and a means for determining that the cam angle signal advances or retards beyond the cam angle measurement reference position are provided. By switching the cam angle measuring function according to a determination result as to whether the cam angle signal exceeds the cam angle measurement reference position, it is possible to improve the time resolution of the angle measurement while maintaining the cam phase change amount at the same wide angle as the conventional one.

A control value calculation part includes an in-cylinder state estimation part that estimates a state to which the cylinder belongs between a plurality of PM-PN generation states. The plurality of PM-PN generation states are states in which a particulate matter is easily generated as compared with the other state, and are different from each other in a cause to generate the particulate matter. Further, in a case where it is determined that an operation state of an engine is a PM-PN exhaust state, the control value calculation part calculates a control value of an actuator in such a way to eliminate the PM-PN generation state according to the PM-PN generation state to which the state in the cylinder belongs.

A system for controlling a CVVD by adjusting an actuator for controlling the CVVD is provided. The system includes an electronic control unit (ECU) configured to output a command phase angle and a selection signal for controlling the actuator based on a vehicle state and a mode of operation, and an actuator controller configured to operate based on the command phase angle and the selection signal and output an electric current to adjust the actuator. The actuator controller is configured to output an electric current corresponding to the command phase angle originating from the ECU or adjust the command phase angle and then output an electric current corresponding to the corrected command phase angle based on a type of selection signal.

Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, a position of one or more volumetric efficiency control devices is changed in response to a request to deactivate one or more engine cylinders while at the same time the engine central throttle is adjusted. Spark timing may also be adjusted if engine air flow deviates from a desired engine air flow.

Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. A common engine block and cylinder head may be used in two different vehicles where a first of the two different vehicles includes valves of selected cylinders that are always active when the first of the two different vehicles is operating. The second of the two different vehicles includes valves of selected cylinders that are always active when the second of the two different vehicles is operating, the valves of the selected cylinders of the second vehicle different from the valves of the selected cylinders of the first vehicle.

Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, estimates of engine fuel consumption for operating the engine with a plurality of cylinder modes or patterns while a transmission is engaged in different gears are determined and are used as a basis for deactivating engine cylinders.