In one aspect, a method for controlling an internal combustion engine system including an exhaust gas recirculation (EGR) valve and a variable-geometry turbocharger (VGT) having a compressor and a turbine includes receiving a plurality of requests for the internal combustion engine system. The method also includes predicting a plurality of expected states of the internal combustion engine system based on the plurality of requests and generating sets of candidate control points for actuating the EGR valve and the VGT based on the plurality of expected states. The method further includes selecting a set of candidate control points that avoids a surge condition of the compressor and based on the selected set of candidate control points, generating commands for actuating the EGR valve and the VGT.

Methods and systems for enabling regeneration of a particulate filter of an engine system are provided. In one embodiment, a method includes: receiving, by a processor, a request for particulate filter regeneration; in response to the request, determining, by the processor, at least one of a compression ratio and an expansion ratio; generating, by the processor, control signals to actuators of the engine system to adjust the at least one of the compression ratio and the expansion ratio to achieve a desired exhaust temperature; generating, by the processor, control signals to actuators of the engine system to optimize torque output based on the desired exhaust temperature, engine speed, and a desired engine load; and initiating, by the processor, regeneration of the particulate filter based on the command signals.

A method for controlling a speed of a turbocharger that is in operative connection with a compressor, the steps including: provision of a setpoint for the speed of the turbocharger on the basis of a model-based precontrol for a calculation of a desired boost pressure ahead of the turbocharger; determination of an actual value for the speed of the turbocharger; control of an actuator of the turbocharger in order to compensate for the difference between the desired value and the actual value for the speed of the turbocharger. A main signal and a subsidiary signal are provided during the determination of the actual value for the speed of the turbocharger, wherein the main signal and the subsidiary signal are combined in order to validate the actual value for the speed of the turbocharger.

Systems and methods automatically rescale an original electric motor model so that it models an electric motor of a different size. The original electric motor model may be coupled to a motor controller model, and the systems and methods may also rescale the original motor controller model to produce a rescaled motor controller model matched to the rescaled electric motor model. The original electric motor model may include motor parameters and motor lookup tables, and the original motor controller model may include controller parameters and controller lookup tables. Rescaling factors indicating the size of the new electric motor being modeled may be received, and ratios may be computed as a function of the rescaling factors. Original motor parameters and controller parameters may be rescaled based on the ratios. Original motor lookup tables and controller lookup tables may be reshaped based on the ratios.

The present invention provides a closed-loop control method for an electronic fuel injection piston-engine on an unmanned aircraft consisting of the following steps: determination of a set of control coefficients; preliminary determination of fuel injection flow; determination of the injection limit; determination of the actual injectable value; perform fuel injection; the opening of the air intake valve is controlled to ensure that the fuel-air ratio always remains within a specified range. The present invention also provides a method for modeling the operation of an engine at each operating range. In addition, the method of physically simulating the operating conditions according to the pressure ranges of the engine is also proposed. The simulation method to find the control coefficients corresponding to each operating model of the engine is presented, the fuel injection closed-loop control structure is built on a control simulation software.

An electric assist turbocharger unit for use in an internal combustion engine, comprising a shaft configured for torque-transmittingly connecting a compressor to a turbine of the turbocharger unit and an electric motor configured for rotatably actuating the shaft in a first rotational direction and in an opposed second rotational direction. The engine includes an aftertreatment system, and the rotation of the shaft is designed to retard the flow of intake air through an intake passage and of exhaust gases through the aftertreatment system, thereby controlling the temperature in the aftertreatment system.

Methods and systems are provided for maintaining efficiency of a catalyst that is positioned in an exhaust system downstream of an internal combustion engine. In one example, the catalyst may be heated via supplying fuel to a cylinder that does not combust the fuel. The fuel may be oxidized at the catalyst via excess oxygen in the exhaust system.

An engine assembly comprising an internal combustion engine having a combustion chamber; an intake manifold for supplying air to the combustion chamber; a fuel injector for supplying fuel to the combustion chamber; an exhaust manifold for receiving exhaust gas released from the combustion chamber and a rotatable drive shaft, wherein combustion of fuel in air within the combustion chamber results in rotation of the drive shaft. The engine assembly further comprises a turbocharger system comprising a turbine and a compressor, wherein the turbine is configured to receive exhaust gas from the exhaust manifold, to recover energy from the exhaust gas, and to release the exhaust gas via a turbine outlet; and wherein the compressor is configured to receive energy from the turbine and thereby to compress air for use in combustion of fuel in the combustion chamber. An intake throttle valve is configured to selectively control a boost pressure by controlling supply of air to the intake manifold; and a bypass valve is configured to selectively divert exhaust gas from the exhaust manifold away from the turbine, wherein the bypass valve is controlled by the boost pressure. A controller is configured (a) to provide an intermediate value for desired valve position of the intake throttle valve based on a desired oxygen to fuel ratio; and (b) to output a final value for desired valve position of the intake throttle valve based on the intermediate value for desired valve position and an engine speed value.

Provided is a signal processing device capable of effectively reducing a work load of a parameter setting operator in response to an increase in parameters constituting complicated filter control. Therefore, in the signal processing device filters an output signal from a sensor mounted on a vehicle, setting is made with respect to a plurality of filters having different filter types or filter coefficients for setting a filter characteristic of a cutoff frequency or a pass band, an individual code is set for each of the plurality of filters, and the signal processing device includes a CPU that selects the individual code based on an engine operating state so that a corresponding filter is selected, and processes an output signal from the sensor using the filter that has been selected.

An optimum engine configuration is determined, based on a predicted required power, for a seafaring vessel having a plurality of thrust engines. The predicted required power is determined by inputting vessel operational data, environmental data, and voyage data to a required power model. At least some of the vessel operational data and environmental data is received from a plurality of sensors positioned onboard the vessel. The optimum engine configuration is selected from a plurality of candidate engine configurations. Each candidate engine configuration includes a specified number of thrust engines running and a specified power output level of each thrust engine. The optimum engine configuration is selected based on a candidate total predicted fuel consumption of each candidate engine configuration. The candidate total predicted fuel consumption amount is determined as a sum of the engine-specific predicted fuel consumptions determined for each running thrust engine of that candidate engine configuration.