Particulate accumulation in a particulate filter in the exhaust line of an engine is calculated by an electronic engine control unit. When the estimated accumulated particulate mass exceeds a predetermined threshold, an automatic regeneration step of the filter is activated. An actual instantaneous burned particulate mass is calculated as a function of values indicative of the state of the filter. A temporary correction factor representing an error between a theoretical value and the actual value is calculated. The temporary correction factor is stored in a second map of correction factors, based on the engine operating conditions. During an accumulation step, the estimated instantaneous particulate mass, calculated according to the first map based on the operating conditions of the engine, is multiplied by a correction factor calculated according to the second map based on the operating conditions of the engine.

A method for monitoring the operation of a component includes receiving a stream of data samples, wherein each data sample represents a value of a physical parameter of the component, identifying local extrema of the stream of data samples, storing information relating to each local extremum in a respective position of a fixed size buffer, and upon the presence of a cycle formed between two matching endpoints represented by two local maxima or two local minima: i) deleting at least one of the local extrema corresponding to the endpoints of the cycle from the buffer, and ii) storing information related to the cycle in a memory such that the information stored in the memory represents the operation of the component. When the buffer is full such that each position of the buffer contains information relating to a unique local extrema, the method further includes the steps of: i) deleting the information relating to the oldest local extrema from the buffer, ii) calculating a pseudo cycle formed between two endpoints of which one endpoint is represented by the deleted oldest local extrema, and iii) storing information related to the calculated pseudo cycle in the memory.

Technical solutions are described for measuring fuel injection to an engine of a vehicle. For example, an engine control unit (ECU) that controls the operation of the engine, is equipped with a first direct memory address channel to store rail pressure values that are received from the engine in a first buffer. The ECU further includes a second direct memory address channel configured to copy a first subset of the rail pressure value from the first buffer to a filter module in response to an angle-based interrupt request. The ECU further includes a third direct memory address channel configured to copy filtered pressure values from the filter module to a second buffer. The ECU also includes a processor that computes a pressure drop based on the filtered pressure values from the second buffer, and compute a quantity of fuel injected into the engine based on the pressure drop.

A method of controlling intake and exhaust cam phase in an internal combustion engine includes sensing an engine speed and an engine load of the internal combustion engine, sensing or estimating a wall temperature of a cylinder of the internal combustion engine, utilizing the engine speed and the engine load in one or more lookup tables based on the cylinder wall temperature to determine intake phaser constraint values and exhaust phaser constraint values for cold operation of the internal combustion engine, and transitioning the intake phaser constraint values and the exhaust phaser constraint values for cold operation to intake phaser constraint values and exhaust phaser constraint values based on one or more lookup tables for normal hot operation of the internal combustion engine.

An operating range boundary for switching a cam for driving an intake valve (drive cam) is changed in a direction of increasing an engine load if a target EGR rate is predicted to increase across the contour line shown in FIG. 3 during an acceleration operation. As can be seen from comparing FIG. 6 and FIG. 7, a switching boundary in FIG. 7 is changed in a higher load direction than that in FIG. 6. By changing to such a high load direction, a range in which a large cam is selected is enlarged. That is, switching of the drive cam from the large cam to a small cam is delayed. Therefore, it is possible to suppress deterioration of the combustion state in the cylinder.

A control device for a vehicle includes an electronic control unit which executes electric assist of rotation of an engine crankshaft by a motor in association with engagement of a clutch, at the time of an ignition start in which fuel injection and sparking are executed with respect to a target cylinder, which has been stopped in an expansion stroke. The electronic control unit corrects at least one of the initiation timing of sparking which is to be initially performed in the target cylinder at the time of the ignition start and an electric assist torque which is to be used for the ignition start, on the basis of a combination of the relationship between an acquisition value and an estimation value of a torque indication value, and the relationship between an acquisition value and an estimation value of an ignition delay time.

A control apparatus for an engine, the control apparatus includes an ECU. The ECU is configured to: calculate a normalized intake pressure; calculate a pumping loss torque based on the normalized intake pressure; calculate a first value or a value of a linear function as the normalized intake pressure, the first value is obtained by dividing the intake pressure by the atmospheric pressure; calculate the output value based on the normalized intake pressure and a relational data that associate a normalized output value with the normalized intake pressure; the output value is one of a second value obtained by dividing the pumping loss torque by the atmospheric pressure, a normalized pumping loss torque, a third value obtained by dividing an exhaust pressure by the atmospheric pressure, and a normalized exhaust pressure; and calculate one of the pumping loss torque and the exhaust pressure.

A discrete time rate-based model predictive controller for air path control for a diesel engine regulates VGT position and EGR valve position to specified set points by coordinated control of intake manifold air pressure and EGR rate. The controller may be configured to measure or estimate at least one of the intake manifold pressure and EGR rate. A non-linear discrete time rate-based predictive model may be used, as developed by the controller.

An internal combustion engine comprising the fuel injector arranged in the combustion chamber. The primary fuel injection and the secondary fuel injection from the fuel injector are successively performed to cause autoignition of an injected fuel of the primary fuel injection and autoignition of an injected fuel of the secondary fuel injection. A temperature region suppressing change of an ignition delay time where a change of ignition delay time with respect to a rise in temperature in the combustion chamber is suppressed appears in the compression stroke at a temperature in the combustion chamber of 700K to 900K. The secondary fuel injection is performed if the temperature in the combustion chamber is a temperature within the temperature region suppressing change of the ignition delay time during the compression stroke. The primary fuel injection is performed during the compression stroke or suction stroke before the temperature in the combustion chamber reaches a temperature in the temperature region suppressing change of the ignition delay time at a fuel injection timing at which the injected fuel of the secondary fuel injection is autoignited after the injected fuel of the primary fuel injection is autoignited.

A feedback control method for a fuel delivery system of an internal combustion engine, having a fuel delivery pump for supplying fuel, the fuel delivery pump having a pump mechanism driven by an electric motor, which is controlled by a generated control signal. The current fuel volume delivered by the fuel delivery pump and the prevailing fuel requirement of the internal combustion engine are included in the control signal. The prevailing fuel requirement is determined using characteristic variables that characterize the operating state of the internal combustion engine.