A system for harmonizing knock in a plurality of cylinders included in an engine, the system comprises a plurality of knock sensors, and a controller coupled to each of the plurality of knock sensors. The controller is configured to receive a plurality of cylinder knock values corresponding to each of the plurality of knock sensors, and receive an average knock value. The controller determines a cylinder spark timing offset value for each cylinder in the plurality of cylinders from the average knock value and the cylinder knock values. The controller determines an average spark timing offset value. The controller also determines an adjusted spark timing value for each of the plurality of cylinders by subtracting the average spark timing offset value from a spark timing value of each of the plurality of cylinders.

A V-type internal combustion engine has a first cylinder bank with four first cylinders and a second cylinder bank with four second cylinders. A first fresh gas line is provided for the first cylinder bank and a second fresh gas line for the second cylinder bank. An exhaust gas system has a first turbocharger, which has a first compressor and a first turbine having two first exhaust gas inlets, and a second turbocharger, which has a second compressor and a second turbine having two second exhaust gas inlets. The first fresh gas line is connectable to the first four cylinders downstream of the first compressor in the flow direction of a fresh gas so as to conduct fresh gas, and the second fresh gas line is connectable to the second four cylinders downstream of the second compressor in the flow direction of the fresh gas so as to conduct fresh gas. A first cylinder and a second cylinder can be connected via the exhaust gas system to the first first exhaust gas inlet, a first cylinder and a second cylinder can be connected via the exhaust system to the second first exhaust gas inlet, a first cylinder and a second cylinder can be connected via the exhaust gas system to the first second exhaust gas inlet, and a first cylinder and a second cylinder can be connected via the exhaust gas system to the second second exhaust gas inlet. A single third compressor is arranged in the first fresh gas line between the first compressor and the first four cylinders.

A method for operating an internal combustion engine having a camshaft phase adjuster, including: providing a nonlinear final control element model, which indicates via a functional relationship an angular velocity of a relative adjustment of the camshaft phase adjuster as a function of an actuator correcting variable for the control of the camshaft phase adjuster; carrying out a control based on a deviation between a predefined camshaft angle adjustment setpoint value, and a camshaft angle adjustment actual value, to obtain as a control output a setpoint positioning rate of the camshaft phase adjuster; calculating the actuator correcting variable as a function of the setpoint positioning rate using an inverted final control element model; applying a predefined correction variable to the actuator correcting variable; controlling the camshaft phase adjuster using the actuator correcting variable to which the correction variable has been applied, to operate the internal combustion engine.

A variety of methods and arrangements for reducing noise, vibration and harshness (NVH) in a skip fire engine control system are described. In one aspect, a firing sequence is used to operate the engine in a dynamic firing level modulation manner. A smoothing torque is determined by adaptive control that is applied to a powertrain by an energy storage/release device. The smoothing torque is arranged to at least partially cancel out variation in torque generated by the firing sequence. Various methods, powertrain controllers, arrangements and computer software related to the above operations are also described.

A method and system is provided for correcting fueling commands. For example, the method and system may calibrate an engine operating in a steady-state mode by determining a plurality of accuracy errors associated with a fueling rate based on a plurality of sensor measurements. The method and system may determine fueling rate correction data during on-line operation of the engine based on the plurality of accuracy errors. The on-line operation of the engine may comprise operating the engine in a transient mode at a first period of time and a steady-state mode at a second period of time. The method and system may control at least one fueling valve during operation of the engine using a corrected fueling command. The corrected fueling command is based on the fueling rate correction data.

Various embodiments of the present disclosure are directed towards free-piston combustion engines. As described herein, a method and system are provided for displacing a free-piston assembly to achieve a desired engine performance by repeatedly determining position-force trajectories over the course of a propagation path and effecting the displacement of the free-piston assembly based, at least in part, on the position-force trajectory. In a dual-piston assembly free-piston engine, synchronization of the two piston assemblies is provided.

An engine control device includes an engine model having a neural network that inputs a manipulated variable of the engine and computes a controlled variable; and a controller that computes the manipulated variable so as to reduce a deviation between the controlled variable and a target controlled variable. The neural network includes an input layer to which the manipulated variable are input; a first hidden layer including a first fully connected layer; a second hidden later including a second fully connected layer that generates a plurality of second output values at a first time and has a return path on which the plurality of second output values at a second time, earlier than the first time, are input into the second fully connected layer; and an output layer from which the plurality of second output values at the first time are output as the controlled variable.

Various embodiments of the present disclosure are directed towards free-piston combustion engines. As described herein, a method and system are provided for displacing a free-piston assembly to achieve a desired engine performance by repeatedly determining position-force trajectories over the course of a propagation path and effecting the displacement of the free-piston assembly based, at least in part, on the position-force trajectory. In a dual-piston assembly free-piston engine, synchronization of the two piston assemblies is provided.

An adaptive, any-fuel reciprocating engine using sensor feedback integration of high-speed optical sensors with real-time control loops to adaptively manage the electronic actuation schemes over a range of engine loads and fuels. The engine uses one or more optical sensors to collect specific types of gas property data via a spectroscopic technique to adaptively control various components within the engine.

An electronic governor system includes a motor, a transmission coupled to the motor, a throttle plate coupled to the transmission, the throttle plate movable to multiple positions between closed and wide-open, wherein power is supplied to the motor to move the throttle pate to a desired position and wherein power is not supplied to the motor to maintain the throttle plate in the desired position.