In various aspects, internal combustion engines, engine controllers and methods of controlling engines are described. The engine includes a camshaft and a two cylinder sets. Cylinders in the first are deactivatable and cylinders in the second set may be fired at high or low output levels. The air charge for each fired working cycle is set based on whether a high or low torque output is selected. In some implementations, the camshaft is axially shiftable between first and second positions. First cam lobes are configured to cause their associated cylinders to intake a large air charge during intake strokes that occur when the camshaft is in the first position. Second cam lobes for cylinders in the second set cause their associated cylinders to intake a smaller air charge when the camshaft is in the second position. Second cam lobes for cylinders in the first set deactivate their associated cylinders.

The present invention discloses a method of operating an internal combustion engine comprising a controllable injector for injecting fuel into a combustion chamber, the injector communicating with a fuel accumulator through which it is supplied with fuel, the method comprising the following steps: determining a first pressure value of the pressure in the fuel accumulator on the basis of a first pressure measurement, determining a second pressure value of the pressure in the fuel accumulator on the basis of a second pressure measurement carried out after the first pressure measurement, and determining an injector opening duration depending on the first and the second pressure value.

The invention provides a vehicle engine system comprising: a fuel pump for selectively delivering fuel under high pressure; an accumulator having a first chamber for receiving an output from the fuel pump and a second chamber for receiving an oil feed, wherein as one chamber is filled up the other chamber is compressed; wherein on vehicle acceleration the fuel pump delivers fuel to a common rail fuel injection system, and on vehicle braking the fuel pump delivers fuel to the first chamber of the accumulator to thereby put the oil in the second chamber under pressure, and wherein on subsequent acceleration the oil chamber delivers an output under pressure.

In order to adequately suppress both an increase in NOx emission amount and deterioration of fuel consumption rate, the present invention provides a fuel injection control information generation device equipped with: a test point information storage unit for holding test point information including a plurality of test points constituted by sets of engine speed, fuel injection amount, and oxygen concentration; and a control information generation unit for generating, for each test point included in the test point information, fuel injection control information in which the engine speed, fuel injection amount, and oxygen concentration of the test point are associated with an optimum fuel injection timing at which an index pertaining to the total of a fuel consumption rate and an NOx emission amount in the test point becomes the smallest.

Provided is an air leading type stratified scavenging two-stroke internal combustion engine including an air passage configured to allow supply of air to a scavenging passage configured to allow communication between a crank chamber and a combustion chamber, at least one sensor configured to detect an operating condition of an engine, and a fuel valve configured to control fuel supply to the air passage based on detection performed by the at least one sensor. The fuel supply to the air passage is controlled by the fuel valve at times other than start and idling of the engine or at needed times in addition to the start or the idling of the engine.

In an opposed-piston engine which includes a catalytic aftertreatment device in its exhaust system an exhaust gas condition indicating a catalyst temperature of the aftertreatment device is monitored. When the catalyst temperature is near or below a light-off temperature, a catalyst light-off procedure is executed to elevate the temperature of the catalyst.

An engine includes a fuel injector, an atmospheric pressure sensor, and an engine controller coupled to the fuel injector. The atmospheric pressure sensor detects the atmospheric pressure. The engine controller includes a first control device and a second control device. The first control device is configured to determine whether the engine is in a steady state or a transient state. The second control device is configured to calculate a fuel injection timing in the steady state, a the fuel injection timing in the transient state, and an atmospheric pressure correction process for correcting the fuel injection timing on the basis of the atmospheric pressure. The atmospheric correction process is performed only in the steady state to avoid redundancy. The engine controller outputs a final injection timing to the fuel injector as a result of the calculated fuel injection timing and the calculated atmospheric correction process.

A novel control device for an internal combustion engine capable of highly accurately estimating an EGR amount (rate) during the transient state is provided. A first EGR rate is determined using, as an input, a detection signal of an EGR sensor provided on the downstream side of a throttle valve which adjusts the flow rate of a mixed gas of air and EGR gas flowing through an intake pipe, a second EGR rate is estimated by calculating a predetermined equation using, as an input, at least a detection signal of an air flow sensor and an EGR valve opening degree sensor, a third EGR rate is determined by carrying out delay processing on the second EGR rate corresponding to a response delay of the EGR sensor, and the second EGR rate is subjected to learning correction by reflecting a difference between the third EGR rate and the first EGR rate.

The present invention relates to a method for controlling the amount of air fed to the intake of a turbocharged internal-combustion engine, comprising an intake manifold (18) and at least one exhaust gas outlet (28; 28, 28) connected to an exhaust manifold (26; 26, 26). The engine comprises a turbocharger (30) with a turbine (32) having at least one inlet (34; 34, 34) connected to said at least one exhaust gas outlet and with an outside air compressor (38), and at least one turbine speed amplifier circuit (Boost) with at least one transfer line (54; 54, 54) for transferring the compressed air from the compressor to the turbine inlet and controlled by throttling means (58; 58, 58). According to the invention, to be fed to the turbine through the amplifier circuit (Boost) the theoretical flow rate (Qair obj) is known, the air flow rate (Qair mes) is estimated, the two flow rates are compared, and a difference between the two flow rates, is controlled to correspond to the theoretical air flow rate.

A vehicle control apparatus includes an electronic control device that controls an internal combustion engine such that a response delay of the internal combustion engine at the time of acceleration is restrained for a predetermined time period from the time point at which an acceleration demand of a driver of a vehicle is estimated when the acceleration demand is estimated while the vehicle is travelling using a driving force from the internal combustion engine.