The invention relates to an internal combustion engine comprising a crankshaft, one or more cylinders including a cylinder head, a piston, a combustion chamber, one or more intake valves, one or more exhaust valves, an intake system configured for feeding intake air to the engine, an exhaust system configured for conveying exhaust gas away from the engine, a pressure charging system connected to the intake system and an exhaust gas recirculation (EGR) system arranged to feed branched off exhaust gas from the exhaust system to the intake system via an EGR conduit wherein: —the internal combustion engine includes a valve actuation device configured to allow for late or early closing of the intake valves in accordance with late or early Miller-type valve timing, and wherein—the EGR system includes a gas feeding device configured to feed exhaust gas through the EGR conduit in modes of operation wherein the pressure in the intake system exceeds the pressure in the exhaust system. Additionally, a method of improving efficiency of an internal combustion engine is described.

The invention relates to an internal combustion engine comprising a crankshaft, one or more cylinders including a cylinder head, a piston, a combustion chamber, one or more intake valves, one or more exhaust valves, an intake system configured for feeding intake air to the engine, an exhaust system configured for conveying exhaust gas away from the engine, a pressure charging system connected to the intake system and an exhaust gas recirculation (EGR) system arranged to feed branched off exhaust gas from the exhaust system to the intake system via an EGR conduit wherein: —the internal combustion engine includes a valve actuation device configured to allow for late or early closing of the intake valves in accordance with late or early Miller-type valve timing, and wherein—the EGR system includes a gas feeding device configured to feed exhaust gas through the EGR conduit in modes of operation wherein the pressure in the intake system exceeds the pressure in the exhaust system. Additionally, a method of improving efficiency of an internal combustion engine is described.

A method for operating a control unit for an exhaust gas sensor, in particular for a broadband lambda sensor for an internal combustion engine, in particular, of a motor vehicle, or for another sensor device. The control unit is designed to electrically activate the exhaust gas sensor. The control unit is, in particular, implemented in the form of an application-specific integrated circuit (ASIC). The method includes: specifying a measuring sequence and/or a starting point in time, in particular, for an operation of the control unit and/or of the exhaust gas sensor, with the aid of a computing device.

An internal combustion engine comprises a crankshaft, at least one camshaft adjustable electromechanically by an actuating gearing, an engine control unit, and a camshaft control unit for controlling an actuating motor which operates the actuating gearing. The engine control unit is linked to a device for detecting the angular position of the crankshaft, and the camshaft control unit is linked to the engine control unit. A device for detecting a reference position of the camshaft and a device for detecting the angular position of the shaft of the actuating motor are provided as sole mechanisms for detecting the angular position of the camshaft. The camshaft control unit is designed to determine the phase angle of the camshaft in relation to the crankshaft on the basis of the information items provided by said devices in combination with the detected angular position of the crankshaft and the transmission ratio of the actuating gearing.

An internal combustion engine comprises a crankshaft, at least one camshaft adjustable electromechanically by an actuating gearing, an engine control unit, and a camshaft control unit for controlling an actuating motor which operates the actuating gearing. The engine control unit is linked to a device for detecting the angular position of the crankshaft, and the camshaft control unit is linked to the engine control unit. A device for detecting a reference position of the camshaft and a device for detecting the angular position of the shaft of the actuating motor are provided as sole mechanisms for detecting the angular position of the camshaft. The camshaft control unit is designed to determine the phase angle of the camshaft in relation to the crankshaft on the basis of the information items provided by said devices in combination with the detected angular position of the crankshaft and the transmission ratio of the actuating gearing.

An injection control device of capable of correcting an energization time even in an S/N non-guaranteeable situation includes: an energization controller calculating an energization time correction amount based on an area correction performed by an energization time correction amount calculator regarding electric current flowing in a fuel injection valve when the fuel injection valve is electrically driven for injecting fuel; and an energization instruction time calculator correcting an energization instruction time for fuel injection in a next cycle and thereafter by using the energization instruction time correction amounts in or before a current cycle.

An injection control device of capable of correcting an energization time even in an S/N non-guaranteeable situation includes: an energization controller calculating an energization time correction amount based on an area correction performed by an energization time correction amount calculator regarding electric current flowing in a fuel injection valve when the fuel injection valve is electrically driven for injecting fuel; and an energization instruction time calculator correcting an energization instruction time for fuel injection in a next cycle and thereafter by using the energization instruction time correction amounts in or before a current cycle.

In a variable valve control device, a variable valve control system and a method for controlling a variable valve mechanism according to the present invention, An ECM (201) transmits a phase detection value (RA1) computed based on a crank angle signal (CRANK) and a cam angle signal (CAM) to a VTC control unit (202) via a communication network (211), and VTC control unit (202) computes a phase detection value (RA2) based on a motor angle signal (MAS), controls a variable valve timing mechanism (114) based on phase detection value (RA2) in the transient state of an internal combustion engine, and controls variable valve timing mechanism (114) based on phase detection value (RA1) in the steady state of the internal combustion engine.

A vehicle includes a combustion engine configured to output mechanical power and an electric machine coupled to the engine and configured to convert the mechanical power to electrical power. The vehicle also includes a battery to exchange electrical power with the electric machine. The vehicle further includes a controller programmed to receive user inputs indicative of a desired storage duration and a storage location and monitor a battery state of charge (SOC) while the vehicle is stored. The controller is also programmed to prompt a remote user to approve an engine auto-start in response to the SOC depleting to less than a predetermined threshold during storage, and to auto-start the engine to generate power to recharge the battery in response to remote user approval. The controller is further programmed to inhibit the auto-start of the engine in response to the vehicle being stored in an enclosed storage location.

A vehicle includes a combustion engine configured to output mechanical power and an electric machine coupled to the engine and configured to convert the mechanical power to electrical power. The vehicle also includes a battery to exchange electrical power with the electric machine. The vehicle further includes a controller programmed to receive user inputs indicative of a desired storage duration and a storage location and monitor a battery state of charge (SOC) while the vehicle is stored. The controller is also programmed to prompt a remote user to approve an engine auto-start in response to the SOC depleting to less than a predetermined threshold during storage, and to auto-start the engine to generate power to recharge the battery in response to remote user approval. The controller is further programmed to inhibit the auto-start of the engine in response to the vehicle being stored in an enclosed storage location.