A linear motor actuated valve assembly in which a linear motor enables electrical actuation and control of intake and exhaust valves of an internal combustion engine.

An apparatus and method for controlling a fuel injection system of an internal combustion engine is disclosed. Each fuel injector in the system is operated to perform a predetermined injection pattern per engine cycle. A signal representative of a fuel pressure within the fuel rail during the operation of the fuel injectors is sampled. A Fourier analysis of the fuel rail pressure signal is performed to determine one or more harmonic components thereof. The determined harmonic components of the fuel rail pressure signal are used to calculate a dynamic fuel quantity that flows through a fuel injector during an injection pulse of the injection pattern. A fuel quantity actually injected by the fuel injector during the injection pulse as a function of the dynamic fuel quantity is calculated.

A control device includes a feedback controller that determines an operation amount of an actuator by feedback control such that an actual value of a state quantity becomes closer to a target value, and a reference governor that modifies the target value such that an amount of change in the state quantity per unit time is equal to or less than an upper limit value β. The reference governor calculates a modified target value by adding one of 2ζβ/ω.sub.n and β/{(T.sub.2/T.sub.1).sup.T.sup.2.sup./(T.sup.1.sup.−T.sup.2.sup.)−(T.sub.2/T.sub.1).sup.T.sup.1.sup./(T.sup.1.sup.−T.sup.2.sup.)} to a current value of the state quantity (ζ, ω.sub.n: an attenuation coefficient, a natural angular frequency of a model formula in a case where a dynamic characteristic of a closed-loop system is modeled as a dead time plus second-order vibration system, T.sub.1, T.sub.2 =−ω.sub.n.sup.−1(−ζ±√{square root over ((ζ.sup.2−1))}.sup.−1), and determines the smaller one of the modified target value and an original target value as a final target value of the state quantity.

A non-transitory computer-readable recording medium stores a data-acquisition-instruction generating program that causes a computer to execute a process including: first generating a plurality of change curves of each of control parameters based on requisite density information, the requisite density information being related to a data measurement density in a data measurement region specified by a combination of a plurality of control parameters, the plurality of control parameters being used by a device subject to the data measurement; and second generating a data acquisition instruction to perform measurement at a plurality of measurement points with respect to the device to be measured in an order in which change of each control parameter becomes change corresponding to the change curves, and new measurement is performed such that only one of the control parameters changes from previous measurement.

A first recirculation system includes a first adjuster to adjust the exhaust-gas flow rate in a first path connecting an upstream position of a turbine of a VG turbocharger to a downstream position of a compressor. A second recirculation system includes a second adjuster to adjust the exhaust-gas flow rate in a second path connecting a downstream position of the turbine to an upstream position of the compressor. A recirculation controller switches between a single use activating the first or second recirculation system and a combination use activating both systems by controlling the adjusters. A pressure controller executes feedback control of an intake-system pressure through adjusting the opening of vanes, and executes feedforward control without the feedback control during a predetermined period from the switching from the single use to the combination use.

An internal combustion engine controller for controlling an internal combustion engine is provided. The internal combustion engine controller comprises a memory and a processor. The memory is configured to store a plurality of control maps, each control map defining a hypersurface of actuator setpoints for controlling an actuator of the internal combustion engine based on a plurality of input variables to the internal combustion engine controller. The processor comprises an engine setpoint module and a map updating module. The map updating module is configured to optimise one or more of the hypersurfaces of the control maps at the location defined by the plurality of input variables. The map updating module comprises an optimiser module configured to search for an optimised group of actuator setpoints wherein the map updating module updates the one or more hypersurfaces at the location defined by the plurality of input variables based on the optimised group of actuator setpoints. A method of controlling an internal combustion engine is also provided.

The disclosure relates to a method for ascertaining the flow through a timer valve. The method includes detecting the pressure upstream of the timer valve during an evacuation of a container arranged upstream of the timer valve, ascertaining the flow through the timer valve based on the detected pressure upstream of the timer valve and based on the temperature and the volume of the gas in the container. The method also includes comparing the flow ascertained during the evacuation and a modeled flow and/or comparing a variable dependent on the ascertained flow and a variable dependent on the modeled flow. Additionally, the method includes adapting the model in the event of a discrepancy between the flow ascertained during the evacuation and the modeled flow and/or in the event of a discrepancy between the variable dependent on the ascertained flow and the variable dependent on the modeled flow.

A hybrid vehicle has an engine (E) that is capable of changing a combustion mode between a stoichiometric combustion mode and a lean combustion mode and a motor/generator (MG) that is capable of performing torque assist by a power running operation and torque absorption by a regenerative operation. As a boundary between a stoichiometric combustion operating region and a lean combustion operating region, a second boundary (L2) at a torque decrease has a hysteresis at a low torque side with respect to a first boundary (L1) at a torque increase. Upon shift from the stoichiometric combustion operating region to the lean combustion operating region, for delay in increase of an intake-air quantity, decrease in fuel and the torque assist by the motor/generator (MG) are carried out, and an exhaust air-fuel ratio is changed stepwise.

For an engine that draws a complicated torque trajectory, it has been taken a lot of time to adapt a time constant for calculation of estimated torque. Therefore, an ECU 102 includes a target torque calculation unit 203 that calculates target torque of an engine for which torque-based engine control is performed using estimated torque, and an estimated torque calculation unit 210 that calculates the estimated torque by calculating a primary delay coefficient 304 equivalent to a time constant calculated for each control cycle based on a change in an actual intake air amount with respect to a target intake air amount of air sucked into the engine and performing primary delay processing on the target torque using the primary delay coefficient 304.

A method is provided for controlling an internal combustion engine as a function of an expected value of a temperature of a component of an exhaust gas system, route data of an expectable driving route being assigned values of exhaust gas temperatures. The method is characterized in that the route data are assigned engine operating data which are expectable when passing through the expectable driving route and in that a first exhaust gas temperature expected value is computed and assigned to a route section, in that the route is subdivided into characterizable route sections, in that each of these route sections is assigned a predetermined second exhaust gas temperature expected value which is based on at least one exhaust gas temperature value measured at an earlier point in time, and in that the expected value of the temperature of the component is formed on the basis of linking the first exhaust gas temperature expected value to the second exhaust gas temperature expected value.