A method is disclosed for controlling an internal combustion engine having a first adjustable camshaft for the actuating of first valve elements of the internal combustion engine. An effect of an actuation at least of a first valve element by the first camshaft on this valve element is detected. An actual position of the first camshaft and/or of a crankshaft driving the latter is detected on the basis of this detecting of the effect. An adjustment of the first camshaft is calibrated on the basis of a first deviation between this detected actual position and a predetermined required position.

A method is provided for determining exhaust mass flow through a diesel particulate filter (DPF) in an engine arrangement including an engine and an exhaust after treatment system (EATS) comprising the DPF. The method comprises determining soot loading and soot distribution in the DPF, measuring pressure drop over the DPF, measuring pressure in the DPF, measuring temperature in the DPF, and determining exhaust mass flow through the DPF as a function of the measured pressure drop, the measured pressure, the measured temperature, and the soot loading and soot distribution. An arrangement is also provided for determining exhaust mass flow through a diesel particulate filter. A method for controlling one or more engine components, and an engine, are also provided.

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

A process to adjust the ignition timing of an air-fuel mixture in a combustion chamber of an internal combustion engine, the process comprises determining a first quantity indicative of a pressure of the mixture for a cycle of the engine, determining a second quantity indicative of a speed of the engine, determining a third quantity indicative of a first temperature of a conditioning fluid, providing a heat exchange mathematical model for the combustion chamber, which maps the three quantities from the first to the third one onto a fourth quantity indicative of a second temperature of a wall portion around the combustion chamber, estimating the fourth quantity by means of the three determined quantities and by means of the mathematical model, and adjusting the ignition timing as a function of the fourth estimated quantity.

Methods and systems are provided for fuel post injection for diesel particulate filter (DPF) regeneration. In one example, a method may include, responsive to a request for generating exotherms in an exhaust system of an engine while combustion is discontinued in at least one cylinder of the engine, injecting fuel into a cylinder within a threshold crank angle range around top dead center (TDC) of a compression stroke of the cylinder and also within the threshold crank angle range around top dead center of an exhaust stroke of the cylinder, the threshold crank angle range extending from no more than 40 crank angle degrees before TDC to no more than 40 crank angle degrees after TDC. In this way, fuel post injections may be injected +/−40 crank angle degrees after TDC of the compression and exhaust strokes to increase exhaust temperature while avoiding wall wetting and oil-in-fuel dilution.

A controller may obtain data indicative of heat release in a cylinder of an engine. The controller may determine that the data indicative of the heat release in the cylinder is indicative of clogging of one or more ducts of a duct structure of the engine. The controller may perform an operation to reduce the clogging of the one or more ducts based on the data indicative of the heat release in the cylinder being indicative of the clogging of the one or more ducts. The operation may include at least one of causing a pressure of fuel that is supplied to a fuel injector to increase or causing a peak temperature in the cylinder to increase.

A control method for an internal combustion engine, the internal combustion engine including a valve timing control mechanism on at least an intake side and configured to control an operation of the valve timing control mechanism on the intake side during acceleration, the method including, calculating a relational expression between an intake valve timing, the intake valve timing being an operation timing of an intake valve, and a cylinder air charge amount in a range in which the intake valve timing can be advanced or retarded within a predetermined calculation cycle from a current value, calculating a target air charge amount, the target air charge amount being a target value of the cylinder air charge amount during the acceleration, based on an operating state of the internal combustion engine, calculating a target value of the intake valve timing corresponding to the target air charge amount from the relational expression for each calculation cycle, and setting a command signal for the valve timing control mechanism on the intake side based on a calculated target value of the intake valve timing.

A method for controlling valve timing of a continuous variable valve duration engine may include: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve and controlling a valve overlap between an exhaust valve and an intake valve by using an exhaust valve closing (EVC) timing in a first control region; advancing an intake valve closing (IVC) timing and applying a maximum duration to the exhaust valve in a second control region; advancing the IVC timing and the EVC timing in a third control region; controlling the EVC timing in a fourth control region; controlling a throttle valve to be fully opened and controlling the IVC timing in a fifth control region; and controlling the throttle valve to be fully opened and advancing the IVC timing in a sixth control region.

A vehicle includes an engine having a combustion chamber with an inlet and an outlet. Valves and valve actuators regulate open and closing of the inlet and the outlet. A plasma ignition source initiates ignition in the combustion chamber. A controller is in communication with the inlet valve actuator and outlet valve actuator. The controller is configured to detect a transition from a first combustion mode of the engine to a second combustion mode of the engine. The controller is also configured to change at least one of an opening time, a closing time, and an open duration of the first valve in response to detecting the transition.

The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine. The method may include: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve in a first control region; maintaining the maximum duration of the intake valve and controlling a valve overlap by using exhaust valve closing (EVC) timing in a second control region; advancing intake valve closing (IVC) timing in a third control region; controlling the IVC timing to be close to bottom dead center (BDC) in a fourth control region; controlling a throttle valve to be fully opened and generating a scavenging phenomenon in a fifth control region; and controlling the throttle valve to be fully opened and controlling the IVC timing to prevent knocking in a sixth control region.