Methods and systems for operating an engine responsive to filtered cylinder pressure data are disclosed. In one example, fuel injection timing may be advanced in response to filtered cylinder pressure data that is indicative of onset of combustion in a cylinder being delayed from an expected timing. The filtered cylinder pressure data may be generated via a digital filter.

Systems and methods for determining fuel delay in a fuel injected engine with cylinders that may be deactivated are presented. In one example, the fuel injection delay is determined via a cylinder firing schedule array when the cylinder firing schedule array is available. The fuel injection delay is determined via weighted average of a fuel injection delay of a present engine cycle and a fuel injection delay of a past engine cycle when the cylinder firing schedule array is not available.

A method is for starting a combustion engine having a pull-rope starter. A fuel/air mixture is fed to the engine via an intake channel. The mixture is ignited by a spark plug. The combustion drives the piston downward and drives a crankshaft rotationally. The fuel system has a fuel channel opening into the intake channel. An electric fuel valve is open in its currentless state and closes a fuel channel only when an operating voltage is applied. An electronic control unit actuates the fuel valve and triggers an ignition spark and is utilized by a generator to supply energy to the control unit, the fuel valve and the ignition device. To prevent excessive enriching of the fuel/air mixture during starting, the energy, which is generated at the beginning of the rotation of the crankshaft, is used to first close the fuel valve before the control unit triggers an ignition spark.

A system for control of an internal combustion system having subsystems, each with different response times. Subsystems may include a fuel system, an air handling system, and an aftertreatment system, each being operated in response to a set of reference values generated by a respective target determiner. Calibration of each subsystem may be performed independently. The fuel system is controlled at a first time constant. The air handling system is controlled on the order of a second time constant slower than the first time constant. The aftertreatment system is controlled on the order of a third time constant slower than the second time constant. A subsystem manager is optionally in operative communication with each target determiner to coordinate control. Generally, dynamic parameters from slower subsystems are treated as static parameters when determining reference values for controlling a faster subsystem.

The present invention provides a catalyst diagnosis device that enables precisely grasping a variation of AFR and diagnosing a deteriorated condition of the catalyst based on the variation. A timer counts elapsed time Tosc until downstream AFU (AFRd) meets a predetermined threshold condition when the fuel injection quantity is corrected by increasing or decreasing it so that as to the AFRu, the transition from either of leanness or richness to the other is repeated with the stoichiometric area between the leanness and the richness. An OSA calculating section calculates an Oxygen Storage Amount (OSA) as a function of the AFR, Mfuel, Ne and Tosa. An OPA calculating section calculates an Oxygen Purge Amount (OPA) as a function of the AFR, Mfuel, Ne and Topa. A deterioration diagnosing section diagnoses a deteriorated condition of the catalyst C on the basis of at least one of the OSA and OPA.

An injection controller includes a control IC outputting an energization instruction signal to apply a peak current to a fuel injection valve (i.e., an instruction TQ), and a current monitor unit detecting an electric current flowing in the fuel injection valve. The control IC corrects an output OFF time of the energization instruction signal based on a difference between (i) an integrated current of an ideal current profile which serves as a target current before reaching the peak current and (ii) an integrated current of an energization current in the fuel injection valve detected by the current monitor unit (i.e., an effective TQ).

Systems and apparatuses include an apparatus including an aftertreatment system control circuit structured to receive a signal indicative of an exhaust gas characteristic from a sensor, determine an aftertreatment system characteristic based on the exhaust gas characteristic, determine an acceptable input value responsive to the aftertreatment system characteristic, and control at least one of a fuel system actuator and an air handling actuator to achieve or substantially achieve the acceptable input value.

Provided is a fuel injection control device that controls a fuel injection amount at higher accuracy. The fuel injection control device includes: a base waveform acquisition section 823 that generates a control current S9 for controlling a fuel injector 400; an A/D converter 824 that acquires a drive current P for the fuel injector 400 (controlled based on the control current S9) at each of measurement timings t1 to t6 based on a counter cycle; and an arithmetic operation section 821 that, based on a drive current P1 at a first measurement timing t1 and a drive current P2 at a second measurement timing t2 later than the first measurement timing t1, both acquired by the base waveform acquisition section 823, predicts a drive current P3 at a third measurement timing t3 later than the second measurement timing. With this configuration, the arithmetic operation section 821 makes a comparison between a predicted electric power amount calculated based on the drive current P3 at the third measurement timing t3 that the arithmetic operation section 821 has predicted and a target electric power amount calculated based on a control current predetermined, so as to correct the control current S9.

Methods and systems are described for controlling fuel injection in an engine equipped with a dual injector system including a port injector and a direct injector. A ratio of port injected fuel to direct injected fuel is adjusted based at least on intake valve temperature. The proportion of fuel port injected into a cylinder is increased as the intake valve temperature for the given cylinder increases to improve fuel vaporization in the intake port.

A controller for an internal combustion engine is configured to execute a dither control process and an enlarging process. The enlarging process includes at least one of the following two processes: a process of causing an operation region of the internal combustion engine in which the dither control process is executed to be larger in a case in which an amount of particulate matter trapped by the filter is large than in a case in which the amount is small; and a process of causing a degree of richness of the rich combustion cylinder and a degree of leanness of the lean combustion cylinder to be greater in a case in which the amount of particulate matter trapped by the filter is large than in a case in which the amount of particulate matter trapped by the filter is small.