An object is to improve the combustion condition in an internal combustion engine equipped with a supercharger and performing diesel combustion using fuel having a relatively high self-ignition temperature in an operation state in which the engine load is increased or decreased. A control apparatus performs first injection during the compression stroke, causes spray guide combustion to occur, and starts to perform second injection at such a second injection time that combustion of injected fuel is started by flame generated by the spray guide combustion, thereby causing self-ignition and diffusion combustion of fuel to occur. During a response delay period in changing the boost pressure when changing the engine load of the internal combustion engine to a target engine load, the ratio of the quantity of fuel injected by the first injection to the total fuel injection quantity in one combustion cycle is made higher than the ratio of the quantity of fuel injected in the first injection to the total fuel injection quantity in one combustion cycle during the time when the engine load is equal to the target engine load and the actual boost pressure is equal to a target boost pressure corresponding to the target engine load.

The present teachings provide for an air system for an internal combustion engine (“ICE”). The air system can include a compressor, separation device, first conduit, second conduit and a system for controlling a ratio of gasses that enter the combustion chamber during an intake stroke. The separation device can include a housing and membrane. The housing can be fluidly coupled to the compressor and configured to receive a first volume of intake air therefrom. The membrane can be disposed within the housing and configured to separate the first volume of intake air into a volume of nitrogen-rich air and a volume of oxygen-rich air. The first conduit can fluidly couple the compressor to the combustion chamber. The second conduit can fluidly couple the compressor to the separation device. The gasses can include the volume of nitrogen-rich air, the volume of oxygen-rich air, and a second volume of intake air.

A vehicle includes a fuel pump configured to deliver fuel to an internal combustion engine. The vehicle also includes an accelerometer configured to detect acceleration of a vehicle component. A plurality of sensors are provided about the vehicle for detecting conditions that would indicate aggressive driving. At least one controller is provided and is in communication with the fuel pump, the accelerometer, and the sensors. The at least one controller is programmed to adjust a fuel pump shutoff threshold to an adjusted shutoff threshold in response to one or more conditions indicating aggressive driving. The at least one controller then shuts off the fuel pump in response to the acceleration exceeding the adjusted shutoff threshold.

The engine controller includes an acceleration input detector that detects an accelerator pedal motion, a fuel injection amount calculator that calculates a target fuel injection amount, a fuel injection controller that controls the fuel injector, an EGR valve opening calculator that calculates a target EGR valve opening, and an EGR controller that controls the EGR valve. The EGR controller controls, after the accelerator pedal motion has been given, the EGR valve in a direction to decrease an opening of the EGR valve to a target EGR valve opening corresponding to a running condition to be reached after the accelerator pedal motion has been given. The control of the EGR valve opening is started before the fuel injection controller controls the fuel injector based on the target fuel injection amount calculated by the fuel injection amount calculator based on the accelerator pedal motion.

The engine controller includes an acceleration input detector that detects an accelerator pedal motion, a fuel injection amount calculator that calculates a target fuel injection amount, a fuel injection controller that controls the fuel injector, an EGR valve opening calculator that calculates a target EGR valve opening, and an EGR controller that controls the EGR valve. The EGR controller controls, after the accelerator pedal motion has been given, the EGR valve in a direction to decrease an opening of the EGR valve to a target EGR valve opening corresponding to a running condition to be reached after the accelerator pedal motion has been given. The control of the EGR valve opening is started before the fuel injection controller controls the fuel injector based on the target fuel injection amount calculated by the fuel injection amount calculator based on the accelerator pedal motion.

A GDCI engine recirculates exhaust gases to a combustion chamber using desired early injection parameters for a steady state engine operation from a controller. An engine control system detects a load increase relative to the steady state engine operation, and insufficient recirculated exhaust gases to the combustion chamber are delivered in response to the detected load increase as a result of transport delays. A last fuel injection into the combustion chamber during an engine cycle with multiple fuel injections is delayed as compared to the steady state engine operation. Combustion phasing within the combustion chamber is retarded in response to the delayed injection.

A control apparatus controlling a controlled variable of a controlled object having a response lag characteristic using a combination of feedforward control method, response-specifying control method, and disturbance compensation method. An ECU of the apparatus calculates driver demand boost pressure for feedforward-controlling actual boost pressure as controlled variable, and calculates FB target pressure as value on which response lag characteristic of the actual value to the driver demand value is reflected. The ECU calculates error as difference between the actual and target values, and feedback correction term as sum of equivalent control input including disturbance estimated value and the error as variables and reaching law input, using equation defining relationship between the error, feedback correction term value, and disturbance estimated value, and response-specifying control algorithm, and then adds the correction term value to the driver demand value to thereby calculate demanded boost pressure as control input.

Systems and methods for controlling fuel factions delivered to different cylinders are provided. In one example, a controller is configured to, during a single engine cycle and responsive to a first condition, deliver a lower fraction of a first fuel into a donor cylinder in comparison to a fraction of the first fuel being injected into a non-donor cylinder and deliver a higher fraction of a second fuel into the donor cylinder in comparison to a fraction of the second fuel being injected into the non-donor cylinder.

A fuel injection amount control apparatus comprises an air-fuel ratio sensor disposed between an exhaust gas merging portion and an upstream catalyst. The control apparatus performs a feedback correction on an amount of fuel to be injected by the fuel injection valve so that an air-fuel ratio represented by the output value of the upstream air-fuel ratio sensor becomes equal to a target air-fuel ratio set at stoichiometric air-fuel ratio. The control apparatus obtains an air-fuel ratio imbalance indicating value, which becomes larger as a difference in air-fuel ratio of each of the mixtures supplied to each of the combustion chambers among the cylinders becomes larger, and performs an increasing correction to the instructed fuel injection amount in such a manner that an air-fuel ratio determined by the instructed fuel injection amount becomes richer than the stoichiometric air-fuel ratio as the obtained air-fuel ratio imbalance indicating value increases.

A fuel injection amount control apparatus comprises an air-fuel ratio sensor disposed between an exhaust gas merging portion and an upstream catalyst. The control apparatus performs a feedback correction on an amount of fuel to be injected by the fuel injection valve so that an air-fuel ratio represented by the output value of the upstream air-fuel ratio sensor becomes equal to a target air-fuel ratio set at stoichiometric air-fuel ratio. The control apparatus obtains an air-fuel ratio imbalance indicating value, which becomes larger as a difference in air-fuel ratio of each of the mixtures supplied to each of the combustion chambers among the cylinders becomes larger, and performs an increasing correction to the instructed fuel injection amount in such a manner that an air-fuel ratio determined by the instructed fuel injection amount becomes richer than the stoichiometric air-fuel ratio as the obtained air-fuel ratio imbalance indicating value increases.