The disclosure provides a combustion abnormality detecting device, a combustion abnormality detecting method, and a non-transitory computer-readable storage medium, a misfire detection accuracy is increased by increasing a piezoelectric detection accuracy. A charge amplifier (210) outputting a voltage signal corresponding to a charge generated by a piezoelectric element (35) in response to a received pressure, a drift component extracting part (230) extracting a drift component of the piezoelectric element (35), a drift correcting part (250) generating a correction signal for removing the drift component based on the extracted drift component and feeding back the correction signal to an input side of the charge amplifier (210), and a misfire detecting part (400) performing misfire detection based on the correction signal are included.

The invention concerns a method of control of NOx emission from an internal combustion engine fueled with a mixture of a hydrocarbon fuel and hydrogen. The method comprises reducing the hydrogen content of the fuel mixture at high engine loads.

A method for controlling an electrically supported exhaust gas turbocharger. A planned effective turbine area is ascertained in a monitoring path for the electrically supported exhaust gas turbocharger and a monitored effective turbine area is ascertained in a planned controlling path. A correction signal for the electrically supported exhaust gas turbocharger is ascertained as a function of the difference between the planned effective turbine area and the monitored effective turbine area and an actuator being controlled as a function of the planned effective turbine area and/or the electric machine being activated for controlling the electrically supported exhaust gas turbocharger.

An engine speed control device performing: a first PID gain calculation step of calculating a target engine speed to thereby calculate a first PID gain based on an engine speed deviation between the target engine speed and an engine speed; a target rack position calculation step of correcting the first PID gain based on a cooling water temperature to thereby calculate a target rack position of a fuel injection pump; a second PID gain calculation step of calculating a second PID gain based on a rack position deviation between the target rack position and a rack position; and a rack control signal producing step of correcting the second PID gain based on a lubricating oil temperature to thereby produce a rack control signal. The engine speed control device thus controls an engine speed by controlling the rack position based on the rack control signal.

A method for controlling an engine in a motor vehicle includes determining a theoretical inertia of a drivetrain during a change of an operating mode of the engine, detecting an actual inertia in the drivetrain during the change of the operating mode, and increasing a rotational speed of the engine in response to detecting the actual inertia. The method further includes detecting an inertia overcome, determining a difference between the theoretical inertia and the inertia overcome, and reducing the rotational speed of the engine if the difference becomes less than a threshold value.

A driver circuit drives a heater associated with a sensor in an exhaust system of a vehicle at a duty cycle. A feedback circuit generates a feedback signal indicating a temperature of the sensor. A ramp circuit outputs a first ramping set point indicating a first rate at which the temperature of the sensor is to be changed over a first time period after an engine of the vehicle is turned on, and a second ramping set point indicating a second rate at which the temperature of the sensor is to be changed after the first time period until the temperature of the sensor reaches a predetermined temperature. An error circuit generates first and second error signals based on the feedback signal and the first and second ramping set points. A controller controls the duty cycle of the driver circuit to drive the heater based on one or more gains.

In an electronically controlled throttle control device in which a throttle control output command calculated by an electronic control unit (ECU) is calculated based on a throttle main control command, calculated from a throttle opening deviation which is a difference between a throttle opening command and a throttle opening detection signal, and a throttle correction control command which is a value obtained by integrating a product of the throttle opening deviation and a coefficient, the coefficient for calculation of the throttle correction control command is changed depending on a driving state based on an acceleration state and a deceleration state of a throttle and a small throttle deviation state.

Methods and systems are provided for catalyst control. In one example, a method may modulate a downstream catalyst by applying a square waveform to an outer feedback control loop. A fuel adjustment is performed in accordance with the square waveform to create an air-fuel ratio oscillation at an upstream catalyst brick and at a downstream catalyst brick.

An engine intake system control device configured to control an intake system of an engine, having a map function that inputs at least a fuel injection pressure of the engine, a fresh air flow, and a compressor outlet temperature of a supercharger, and outputs a control gain; and a control unit that inputs the control gain and a deviation between a controlled variable of the intake system of the engine and a target value thereof, and controls a manipulated variable of the intake system of the engine.

A control system is provided for controlling an internal combustion engine. The internal combustion engine includes a turbocharging unit and an exhaust gas recirculation assembly. The control system is adapted to issue a boost pressure control signal. The control system includes a boost pressure controller adapted to determine the boost pressure control signal. The boost pressure controller has a first response time. The control system is adapted to issue an exhaust gas recirculation control signal for controlling an amount of recirculated exhaust gas via the exhaust gas recirculation assembly. The control system includes an exhaust gas recirculation controller adapted to determine the exhaust gas recirculation control signal independently of the boost pressure control signal. The exhaust gas recirculation controller has a second response time, wherein the first response time differs from the second response time.