A method for determining an amount of energy released in the working cycle of an internal combustion engine cylinder includes: (a) recording a time curve of the rotational speed of the engine crankshaft using tooth timings measured using a toothed sensor disc, (b) assigning each tooth timing to a working cycle of a selected cylinder, (c) determining a cylinder-specific average value from the tooth timings assigned to the selected cylinder, (d) determining cylinder-specific tooth timing deviations from the determined cylinder-specific average value, for the tooth timings assigned to each working cycle of the selected cylinder, (e) determining a cylinder-specific characteristic tooth timing by summing the determined tooth timing deviations, and (f) specifying the amount of energy released in the working cycle of the selected cylinder as a function of the determined cylinder-specific characteristic tooth timing, the amount of energy released being indirectly proportional to the determined cylinder-specific characteristic tooth timing.

An injector driving device includes a control circuit of a booster circuit that charges a capacitor by repeatedly switching a booster switch ON/OFF during a voltage boost control to cause a reverse voltage in a coil, and stops the voltage boost control upon determining that a capacitor voltage has reached a corrected target value. The control circuit detects a peak value of the capacitor voltage during an OFF period of the boost switch. The control circuit also detects a capacitor voltage as an ON value during the subsequent ON period of the booster switch. A difference between the peak voltage and the ON value of the capacitor is calculated, and a post-correction target value is set by adding the difference to a reference value of a target value.

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.

Provided is a fuel injection control device capable of accurately detecting a valve opening delay time of a fuel injection valve, and implementing high-precision minute injection control. A valve opening delay time of a fuel injection valve is estimated on the basis of a plurality of valve closing delay times obtained when the fuel injection valve is operated with injection pulse widths that are different injection pulse widths from each other and with which the fuel injection valve is in an intermediate lift state.

Systems and methods for activating and deactivating cylinders of an engine that may activate and deactivate one cylinder independent of other cylinders are presented. In one example, an engine cylinder firing fraction and a remainder value that is based on the engine cylinder firing fraction are a basis for activating and deactivating engine cylinders. The systems and methods also provide for transitioning between different cylinder firing fractions.

An apparatus includes a housing containing a microcontroller and injector driver circuitry including a first integrated circuit operatively coupled with and controllable by the microcontroller, a first plurality of switching devices operatively coupled with and controllable by the first integrated circuit, second injector driver circuitry including a second integrated circuit operatively coupled with and controllable by the microcontroller and a second plurality of switching devices operatively coupled with and controllable by the second integrated circuit and third injector driver circuitry comprising a third integrated circuit operatively coupled with and controllable by the microcontroller and a third plurality of switching devices operatively coupled with and controllable by the third integrated circuit. Each of the first, second, and third pluralities of switching devices includes a set of switches configured to drive a respective bank of multiple boosted injectors one or more sets of switches configured to drive a respective single unboosted injector.

A vehicle propulsion system includes an internal combustion engine configured to output a primary output torque and at least one fuel injector arranged to supply fuel to a combustion chamber of the engine. The propulsion system also includes at least one exhaust aftertreatment device to capture combustion byproducts within an exhaust flow. The propulsion system also includes an electric machine coupled to the engine to exchange torque. A controller is programmed to supply a baseline fuel injection corresponding to a first engine output to satisfy a driver torque demand and to periodically supplement the baseline target fuel injection quantity to increase engine output torque to overshoot the first engine output thereby increasing combustion byproducts to regenerate the at least one exhaust aftertreatment device. The controller is also programmed to apply a resistive torque from the electric machine such that an overall propulsion system torque remains at the driver torque demand.

Methods and systems are provided for controlling an engine idle-stop based on upcoming traffic and road conditions. In one example, a method may include receiving data including traffic information and road characteristics immediately ahead of a vehicle from one or more remote sources, and adjusting one or more vehicle thresholds based on the received data. A duration of a prospective engine idle-stop may be estimated based on the received data and an engine idle-stop may be initiated based on the duration of the prospective engine idle-stop and the adjusted one or more vehicle threshold.

A control system of an internal combustion engine which can suppress a drop in the purification performance of an exhaust purification catalyst is provided. The control system of an internal combustion engine is provided with an exhaust purification catalyst and downstream side air-fuel ratio sensor, performs feedback control so that an air-fuel ratio of the exhaust gas which flows into the exhaust purification catalyst becomes a target air-fuel ratio, and performs target air-fuel ratio setting control which alternately switches the target air-fuel ratio to a lean set air-fuel ratio which is leaner than a stoichiometric air-fuel ratio and a rich set air-fuel ratio which is richer than the stoichiometric air-fuel ratio. In the control system, when an engine operating state is a steady operating state, compared with when it is not a steady operating state, at least one of a rich degree of the rich set air-fuel ratio or a lean degree of the lean set air-fuel ratio is made to increase.

In a work vehicle according to the present invention, a control device calculates, for each of a plurality of speed-changing stages in a PTO transmission, an expected maximum rotational speed of PTO rotary power that is output from the PTO shaft when an engine rotational speed changing operation member is operated to a maximum extent, and shows, in a listed manner, the calculated results in a liquid crystal display part of a display device. The present invention can inform an operator of the maximum rotational speed of PTO rotary power that is output from the PTO shaft for each speed-changing stage in the PTO transmission without performing a speed changing operation on the PTO transmission.