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.

A combustion system including a combustion mechanism that injects oxygenated fuel into a combustion chamber. The oxygenated fuel mixes with the intake air in the combustion chamber where the air-fuel ratio in a portion of the combustion chamber is stoichiometric. The combustion mechanism includes an ignition mechanism that ignites the air-fuel mixture that generates a threshold number of particulates during combustion of the air-fuel mixture. The combustion system further includes an exhaust gas recirculation (EGR) device that recirculates a portion of the exhaust gases back into the combustion chamber. The EGR device recirculates the portion of the exhaust to lower combustion temperature resulting in reduced amount of nitrogen oxide in the exhaust. The combustion system further includes a three-way catalytic converter in line with the exhaust channel to convert a second portion of the exhaust gases, leading to lower pollutant emissions than conventional combustion systems.

To provide a controller and a control method for internal combustion engine which can calculate the shaft torque in unburning with good accuracy in all the operating condition in which calculation is required, using the shaft torque in unburning which was set in the specific operating condition, and can improve estimation accuracy of the parameter relevant to the combustion state. A controller for internal combustion engine calculates a specific shaft torque in unburning with reference to a specific unburning condition data; calculates specific and current generated torques of unburning assumption using the physical model equation; calculates a current shaft torque in unburning based on the specific shaft torque in unburning, and the specific and current generated torques of unburning assumption; and calculates an increment of gas pressure torque by burning based on the current shaft torque in unburning and the actual shaft torque in burning condition.

A system and method of integrating an engine having dynamic skip fire control with an exhaust gas recirculation system in a turbocharged internal combustion engine is described. An engine control system determines an appropriate firing pattern based at least in part on a desired exhaust gas recirculation flow rate. Signals from sensors in the intake manifold and exhaust system may also be used as part of a feedback loop to determine a desired exhaust gas recirculation flow rate.

An air-fuel ratio controller of an internal combustion engine includes an open-loop processor setting a base injection amount, a feedback processor calculating a feedback operation amount, an increase processor performing an increase correction on the base injection amount when a temperature of the internal combustion engine is a specified temperature or lower, an operation processor operating a fuel injection valve based on the corrected base injection amount and that is corrected using the feedback operation amount and a learning value, and an update processor updating the learning value. If the increase processor performs the increase correction, the update processor updates the learning value to increase an increase correction rate of the base injection amount when a temperature of the cylinder wall surface is high.

In the exhaust gas control system, the electronic control unit is configured to execute first air-fuel ratio control for controlling an air-fuel ratio of an air-fuel mixture in a part of cylinders to a lean air-fuel ratio and controlling an air-fuel ratio of an air-fuel mixture in the other part of the cylinders to a rich air-fuel ratio is executed. The electronic control unit is configured to execute second air-fuel ratio control to perform malfunction diagnosis. The electronic control unit is configured to execute second air-fuel ratio control when the execution of the first air-fuel ratio control is interrupted after the temperature of the three-way catalyst becomes equal to or higher than the diagnosis temperature.

Methods and systems for fault identification and mitigation in an engine system. A state observer obtains current state information from the engine system, and a feature calculator uses data obtained from the state observer to calculate one or more feature indicators, which are monitored by a health estimator for the occurrence of a change using one or more change probability models. When the health estimator identifies a change, a fault isolator determines a component of the engine system that is subject to fault or health deterioration.

A system includes an internal combustion engine having a number of cylinders, with at least one of the cylinder(s) being a primary EGR cylinder that is dedicated to provided EGR flow during at least some operating conditions. A controller is structured to control combustion conditions in the cylinders in response to one or more operating conditions associated with the engine.

An internal combustion engine (ICE) and method of control are provided to determine a value of a catalyst temperature and a value of a quantity of a reducing agent stored in the catalyst. The quantity of gas recirculated by an exhaust gas recirculation (EGR) system of the ICE is calculated on the basis of the value of the catalyst temperature and of the value of the quantity of the reducing agent stored in the catalyst. This solution makes it possible to adjust the quantity of gas recirculated by the EGR system on the basis of parameters linked to an efficiency of a selective catalytic reduction (SCR) system associated with the ICE, in order to reduce the global quantity of pollutants produced by the ICE and released in the environment.

The present disclosure provides a method for controlling EGR rate of a low pressure EGR system, a system and a vehicle. The method calculates a molar concentration of water molecules of exhaust gas processed by EGR cooler, calculates a molar concentration of water molecules, obtains coefficient as to excess air, and calculates a molar volume ratio of air according to the coefficient. Under a maximum limit of humidity, an allowable EGR rate of the exhaust gas processed by the EGR cooler is determined and an allowable EGR rate of the mixed gas before entry into supercharger and/or compressor is also determined, a lower EGR rate between the two allowable rates is set as a maximum for application actual working conditions. The present disclosure solves a problem of condensation caused by an introduction of exhaust gas from the existing gasoline engine.