A fuel injection control apparatus including a microprocessor. The microprocessor is configured to perform calculating a target injection time, determining a first crank angle defining a start of fuel injection and a second crank angle defining an end of fuel injection, controlling a fuel injector in a first injection mode in which the fuel is injected for the first target injection time from a first time point corresponding to the first crank angle or a second injection mode in which the fuel is injected for the second target injection time from a second time point corresponding to a target crank angle, and the controlling including controlling the fuel injector so as to inject the fuel in an intake stroke in the first injection mode, while inject the fuel in a compression stroke in the second injection mode.

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.

Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate drift, obstruction and bias estimates.

An engine control device includes a processor configured to execute a fuel injection control including: a first fuel injection processing for injecting an amount of fuel according to a first intake air amount based on an intake air flow rate detected by an air flow sensor; and a second fuel injection processing for injecting an amount of fuel according to a second intake air amount based on a throttle opening degree detected by a throttle position sensor. The processor selects the first fuel injection processing when a pulsation rate of the intake air flow rate is equal to or lower than a pulsation rate threshold value, and selects the second fuel injection processing when the pulsation rate is higher than the pulsation rate threshold value. The pulsation rate threshold value is smaller when a temperature correlation value is low than when the temperature correlation value is high.

A fuel injection control apparatus including a microprocessor. The microprocessor is configured to perform calculating a target injection time, determining a first crank angle defining a start of fuel injection and a second crank angle defining an end of fuel injection, controlling a fuel injector in an injection start priority mode in which the fuel is injected for the first target injection time from a first time point corresponding to the first crank angle or an injection end priority mode in which the fuel is injected for the second target injection time from a second time point corresponding to a target crank angle, and the controlling including controlling the fuel injector so as to inject the fuel in the injection start priority mode or the injection end priority mode in accordance with an injection mode.

An intake air flow rate into an intake passage is detected with an internal combustion engine as a control device, and atmospheric pressure and temperature are estimated or detected. An intake passage internal average pressure and an intake passage internal average temperature in a region up to a throttle valve of the intake passage as one region are estimated. Distributions of a pressure and a temperature inside the intake passage are estimated based on the estimated intake passage internal average pressure, the intake passage internal average temperature, and a model of energy change caused by a constituent element included in the intake passage.

Methods and systems are provided for operating a cylinder of an engine including a pre-chamber ignition system. In one example, a method may include determining amounts of pre-chamber gases in the cylinder prior to combustion, and adjusting an amount of fuel injected into the cylinder based on the amounts of pre-chamber gases in the cylinder. In this way, cylinder fueling may be compensated for additional air and/or fuel from the pre-chamber gases, which may increase an accuracy of the cylinder fueling and increase cylinder efficiency.

A fuel injection control apparatus including a microprocessor. The microprocessor is configured to perform calculating a target injection time, determining a first crank angle defining a start of fuel injection and a second crank angle defining an end of fuel injection, controlling a fuel injector in a first injection mode in which the fuel is injected for the first target injection time from a first time point corresponding to the first crank angle or a second injection mode in which the fuel is injected for the second target injection time from a second time point corresponding to a target crank angle, and the controlling including controlling the fuel injector so as to inject the fuel in the first injection mode first and in the second injection mode last when the fuel is injected multiple times between an intake stroke and a compression stroke.

A method of operating a hydrogen-fueled internal combustion engine. The engine is determined to have a mode control value, which represents a threshold torque. During operation of the engine, a demanded torque of the internal combustion engine is determined and compared to the threshold torque. If the demanded torque is less than the threshold torque, the engine is operated in a low load mode that uses spark ignition and pre-mixed combustion. If the demanded torque is greater than the threshold torque, the engine is operated in a high load mode that uses compression ignition and diffusion combustion.

An engine controller is provided. A second calculation process calculates an intake air amount without using an output of an air flow meter. A second determination process determines whether an intake air pulsation in an intake passage is great without using the output of the air flow meter. When the intake air pulsation is determined to be great by at least one of a first determination process and the second determination process, a calculation method switching process selects the calculated value of the intake air amount obtained by the second calculation process as a calculated value of the intake air amount used to determine an operation amount of an actuator.