Provided is an internal combustion engine control device capable of appropriately correcting a flow rate of EGR gas. Therefore, an internal combustion engine control device 20 includes moisture amount calculation units 301 and 302, a dew condensation calculation unit 303, and an EGR correction unit 304. The moisture amount calculation unit 301 calculates a total moisture amount contained in the mixed gas. The dew condensation calculation unit 303 calculates a dew condensation generation amount WQcon in an intercooler based on the total moisture amount. The EGR correction unit 304 corrects a flow rate of the EGR gas based on the dew condensation generation amount WQcon.

Fuel reform apparatus includes: internal combustion engine including injector and configured so that compression-ignition combustion is carried out in combustion chamber; reform unit interposed in fuel supply path from fuel tank to injector and including reformer reforming fuel stored in fuel tank by oxidation reaction; and controller including CPU and memory. Controller performs: estimating progress level of oxidation reaction in reformer; and controlling operation of reform unit based on progress level of oxidation reaction estimated.

Fuel reform apparatus includes: internal combustion engine including injector and configured so that compression-ignition combustion is carried out in combustion chamber; reform unit interposed in fuel supply path from fuel tank to injector and including reformer reforming fuel stored in fuel tank by oxidation reaction; ignition timing detector detecting ignition timing of fuel in combustion chamber; and controller including CPU and memory. Controller performs: determining whether fuel has been supplied into fuel tank; determining whether reforming is needed based on ignition timing when it is determined that fuel has been supplied; controlling operation of reform unit so as to reform fuel stored in fuel tank to supply to injector when it is determined that reforming is needed; and controlling operation of reform unit so as to supply fuel stored in fuel tank to injector without reforming when it is determined that reforming is not needed.

A system and method for monitoring the negative impact of a filtration system on the fuel economy of an internal combustion engine. A filter monitoring controller receives engine operating parameters of the internal combustion engine. The filter monitoring controller determines an amount of power generated by the internal combustion engine based at least in part on the engine operating parameters. The filter monitoring controller determines a filter hydraulic power consumption of a filtration system providing a fluid to the internal combustion engine. The filter monitoring controller determines a fuel economy impact of the filtration system on the internal combustion engine based at least in part on the filter hydraulic power consumption of the filtration system. The filter monitoring controller compares the fuel economy impact of the filtration system to a threshold fuel economy impact to determine whether a filter element of the filtration system requires servicing.

Provided is an ignition control section and an injection control section. When partial compression ignition combustion is carried out, the ignition control section causes an ignition plug to carry out: main ignition in which a spark is generated in a late period of a compression stroke or an initial period of an expansion stroke to initiate SI combustion; and preceding ignition in which the spark is generated at earlier timing than the main ignition. Also, when the partial compression ignition combustion is carried out, the injection control section causes an injector to inject fuel at such timing that the fuel exists in a cylinder at an earlier time point than the preceding ignition. Ignition timing of the preceding ignition is set to be more retarded when an in-cylinder pressure specified by an in-cylinder pressure specification section is high than when the in-cylinder pressure is low.

An engine control apparatus includes an ignition control section and an injection control section. When the partial compression ignition combustion is carried out, the ignition control section causes an ignition plug to carry out: main ignition in which a spark is generated in a late period of a compression stroke or an initial period of a expansion stroke to initiate the SI combustion; and preceding ignition in which the spark is generated at earlier timing than the main ignition. Also, when the partial compression ignition combustion is carried out, the injection control section causes the injector to inject fuel at such timing that the fuel exists in a cylinder at an earlier time point than the preceding ignition. The energy of the preceding ignition is set to be higher when the in-cylinder pressure specified by the in-cylinder pressure specification section is high than when the in-cylinder pressure is low.

To appropriately adjust a pressure of a fuel according to a valve closing force of a fuel injection valve. To that end, a control device for an internal combustion engine includes a fuel pressure control unit that controls a pressure of a fuel supplied to a fuel injection valve that injects the fuel to an internal combustion engine. The fuel injection valve includes a plunger rod that is a valve body, a solenoid coil that is a drive unit for driving the plunger rod, and an orifice cup in which a fuel injection hole that is opened and closed according to drive of the plunger rod is formed. A cylinder pressure sensor that detects an in-cylinder pressure is attached to the internal combustion engine. The fuel pressure control unit controls the pressure of the fuel based on a pressure difference ΔP between the in-cylinder pressure detected by the cylinder pressure sensor before the plunger rod is separated from a seat portion of the orifice cup which is a valve seat and the in-cylinder pressure detected by the cylinder pressure sensor when the plunger rod is separated from the seat portion of the orifice cup.

An engine includes a cylinder internal pressure sensor, a torque sensor, and an engine control device. The cylinder internal pressure sensor detects a cylinder internal pressure. The torque sensor detects an engine load. The engine control device receives a detection result of the cylinder internal pressure sensor and a detection result of the torque sensor. If the load detected by the torque sensor is zero (no load) and the cylinder internal pressure obtained from the detection result of the cylinder internal pressure sensor is greater than or equal to a threshold, the engine control device determines that an abnormality occurs in detection by the torque sensor.

A system and method for controlling an internal combustion engine involving (1) cylinder trapping strategies where one of several pneumatic spring types are dynamically selected for cylinders based at least partially on a predicted number of upcoming skips for each of the cylinders respectively and/or (2) staggering various valvetrain dependent operational engine strategies as operating conditions permit as the internal combustion engine warms up following a cold start.

Systems and methods are described for operating a turbocharger. A current exhaust manifold pressure is determined based on an engine operating condition. A current operating condition of the turbocharger is determined. A surge correction factor is determined based on the current operating condition of the turbocharger. The current exhaust manifold pressure is adjusted based on the surge correction factor.