Provided is a control device for an internal combustion engine, which can ensure a stable combustion state of the internal combustion engine even under a high-humidity environment condition, thereby improving the merchantability. The control device for the internal combustion engine includes an ECU (electronic control unit). The ECU calculates a basic target EGR amount according to an operating state of the internal combustion engine, calculates a water vapor amount in air drawn into an intake passage of the internal combustion engine, calculates an EGR conversion amount by using the water vapor amount, calculates a target EGR amount by subtracting the EGR conversion amount from the basic target EGR amount, and controls internal EGR and external EGR of the internal combustion engine by using the target EGR amount.

A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector connected to an injection controller, an intake valve connected to an intake valve controller, and an exhaust valve connected to an exhaust valve controller. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand.

The purpose of the present invention is to provide a control device for an internal combustion engine with which it is possible to favorably control an engine even if there could occur a difference in temperatures of fuel injected into respective cylinders. The present invention is a control device for an internal combustion engine, for controlling an internal combustion engine provided with fuel injection valves for directly injecting fuel respectively to a plurality of cylinders, wherein: the control device is provided with a fuel temperature acquiring means for acquiring respective temperatures of fuel injected to each of the cylinders; and at least one of a fuel injection valve control amount, ignition control amount, and intake and exhaust valve control amount of each of the cylinders is set in accordance with the respective temperatures of fuel acquired by the fuel temperature acquiring means. Alternatively, the present invention is a control device for an internal combustion engine, for controlling an internal combustion engine provided with fuel injection valves for directly injecting fuel respectively to a plurality of cylinders, wherein the control device is provided with a valve-closing time detecting means for detecting a valve-closing time of a valve body of each of the fuel injection valves, and a fuel temperature estimating means for estimating the temperature of fuel on the basis of the valve-closing duration of the valves detected by the valve-closing time detecting means.

Advanced combustion modes, such as PCCI, operate near the system stability limits. In PCCI, the combustion event begins without a direct combustion trigger in contrast to traditional spark-ignited gasoline engines and direct-injected diesel engines. The lack of a direct combustion trigger encourages the usage of model-based controls to provide robust control of the combustion phasing. The nonlinear relationships between the control inputs and the combustion system response often limit the effectiveness of traditional, non-model-based controllers. Accurate knowledge of the system states and inputs is helpful for implementation of an effective nonlinear controller. A nonlinear controller is developed and implemented to control the engine combustion timing during diesel PCCI operation by targeting desired values of the in-cylinder oxygen concentration, pressure, and temperature during early fuel injection.

A control device for a compression self-ignition combustion engine is provided, which includes a variable valve operating system configured to introduce internal exhaust gas recirculation (EGR) gas into a combustion chamber, a boosting system configured to boost intake air, a controller configured to control the valve operating system, and a sensor connected to the controller and configured to detect a parameter related to an operating state of the engine. An operation mode of the valve operating system is switchable between first and second modes. The boosting system boosts the intake air when an engine load is higher than a given load, and does not boost when lower than the given load. When the engine load is high, the controller controls the valve operating system to operate in the first mode, and when the load is low, the controller controls the valve operating system to operate in the second mode.

A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector connected to an injection controller, an intake valve connected to an intake valve controller, and an exhaust valve connected to an exhaust valve controller. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand.

A diesel engine system, comprises a selectively actuated cylinder deactivation mechanism configured to lift and lower a valve and to deactivate actuation of the valve. A sleeve comprises a recesses. A controllable latch is movable between a latched condition to catch the latch in the recesses and an unlatched condition configured to collapse the latch from the recesses. A pushrod is coupled to the sleeve, the pushrod is configured to lift and lower the valve when the latch is in the latched condition. The pushrod is further configured to reciprocate inside the sleeve to deactivate actuation of the valve when the latch is in the unlatched condition.

Provided is a control device for an internal combustion engine. The internal combustion engine includes cylinders, intake ports, exhaust ports, intake values, exhaust valves, fuel injection valves, and an exhaust valve stop mechanism. The control device includes an electronic control unit configured to control the fuel injection valves so as to inject the feel into the some cylinders at least dining a period of time of a compression stroke or an expansion stroke of the some cylinders, control the exhaust valve stop mechanism so as to stop the exhaust valves of the exhaust ports of the some cylinders in a valve-closed state, and control the intake valves so as to open the intake valves at least during a period of time of an intake stroke of the some cylinders such that exhaust gas is recirculated to each of the cylinders via the intake ports of the some cylinders.

An internal combustion engine system and methods of use are provided. The internal combustion engine system may comprise an engine chamber with a piston, and one or more of the following, configured to enable a negative valve overlap (NVO) mode of operation in which an intake valve opening (IVO) timing is later than an exhaust valve closing (EVC) timing: a continuously variable valve duration (CVVD) mechanism for both an intake valve and an exhaust valve; a dual CVVD and continuously variable valve timing (CVVT) mechanism for both the intake valve and the exhaust valve; and a cam system. The internal combustion system may comprise a fuel delivery system comprising one or more of a direct injector and a port fuel injector; and may comprise an ignition system.

Methods and systems are provided for injecting air from a compressed air source into an intake port of a Miller Cycle engine. In one example, a method may comprise positioning an intake valve, coupled to a cylinder of a four-cycle internal combustion engine, in an open position during a portion of an intake stroke through a portion of a compression stroke of a piston reciprocating within said cylinder. The method may additionally comprise supplying air to said intake valve from a first source, and injecting air against said intake valve from a second source while said intake valve is open during said compression stroke.