An electronic control unit of an internal combustion engine is configured to, when cooling fuel is supplied to a combustion chamber, calculate a target amount of supply of the cooling fuel and calculate a first upper limit injection amount that is an upper limit of an amount of fuel allowed to be injected from a second valve as the cooling fuel, when the target amount of supply is less than or equal to the first upper limit injection amount, supply the cooling fuel in the entire target amount of supply from the second valve to the combustion chamber in a first mode in which single-stage injection is performed, and, when the target amount of supply is greater than the first upper limit injection amount, supply the cooling fuel to the combustion chamber in a second mode in which the cooling fuel more easily diffuses than in the first mode.

Provided is an ignition control device capable of suppressing wear of an ignition plug due to occurrence of a re-strike without adding a component. An ECU 123 used as an ignition control device includes: an ignition signal calculation unit 203 that calculates a start timing and an end timing of re-energization with a primary current in one ignition process, compares the end timing of the re-energization with the timing at which the frequency of occurrence of a re-strike decreases, and determines whether to perform the re-energization; and an ignition signal generation unit 204 that generates an ignition signal for generating at least one or more spark discharges in the ignition process, outputs the ignition signal to the ignition coil, then generates the ignition signal when the ignition signal calculation unit determines to perform the re-energization, outputs the ignition signal to the ignition coil at the start timing of the re-energization, and does not generate the ignition signal when the ignition signal calculation unit determines not to perform the re-energization.

Systems and methods for operating an engine that includes an exhaust system with a carbonaceous soot trap described. In one example, a carbonaceous soot load estimate for the carbonaceous soot trap is performed when a differential pressure sensor is degraded. The carbonaceous soot estimate may be performed when the engine is not rotating.

Systems and methods for operating an engine that is started via expansion stroke combustion are described. In one example, the method increases air flow through the engine during an engine stopping process so that a larger amount of air may be trapped in a cylinder that is on its expansion stroke so that greater amounts of engine torque may be provided during engine starting.

A system for detecting and controlling misfire and/or AFR imbalance conditions in cylinders of an internal combustion engine having a plurality of cylinders is disclosed.

A detection apparatus for detecting a cam angle of a 4-stroke multi-cylinder engine in which explosion intervals are unequal intervals, includes a detection target member configured to rotate in synchronism with a camshaft, and first and second cam angle sensors configured to detect rotation of the detection target member. The detection target member includes a plurality of first detection target portions arranged, at equal pitches, as many as the number of cylinders of the multi-cylinder engine. The second cam angle sensor is arranged while being shifted in the rotation direction with respect to the first cam angle sensor such that any one of detection signals of the plurality of first detection target portions by the first cam angle sensor and the second cam angle sensor is output at a timing corresponding to each explosion interval.

A combustion control system and method for a turbulent jet ignition engine is presented. A controller is configured to receive a torque request, determine a target spark stagger based on a first spark from a first ignition device and a second spark from a second ignition device, determine an adjusted maximum brake torque (MBT) based on the spark stagger, determine a delta spark based on a difference between the adjusted MBT and an actual leading spark from the first and second ignition devices, determine a torque efficiency based on the delta spark, estimate an actual torque, and command a first and a second spark timing from the first and second ignition devices to satisfy the torque request.

Systems and methods are disclosed for determining, and displaying, the regulatory compliance status of a motorized vehicle, a driver of a motorized vehicle, or a non-vehicle machine. An authorized agent, such as a law enforcement officer, can perform a remotely-initiated safe stop of a motorized vehicle to prevent a high-speed chase. A system management center can receive, store, and transmit regulatory compliance records indicating the regulatory compliance status of drivers, motorized vehicles, and non-vehicle machines. A motorized vehicle can detect, and report, a driver “tail-gating” the motorized vehicle. The regulatory compliance history of drivers, motorized vehicles, and non-vehicle machines can be queried by authorized users.

An object is to improve scavenging performance of a pre-combustion chamber connected to a main combustion chamber via an orifice and suppress reduction in combustion performance of an internal combustion engine. This control device for an internal combustion engine including a main combustion chamber and a pre-combustion chamber having at least one orifice between the pre-combustion chamber and the main combustion chamber, includes a first control device which controls operation of an ignition coil to generate spark discharge at a spark plug, thus combusting fuel gas, and a second control device which controls operation of the ignition coil at a timing other than the timing of combusting the fuel gas, to promote scavenging of the pre-combustion chamber.

An engine system is provided, which includes a cylinder block, a cylinder head, a piston, a main combustion chamber, a subchamber, an injector that injects fuel into the main combustion chamber, a main spark plug that ignites a mixture gas inside the main combustion chamber, a subspark plug that ignites the mixture gas inside the subchamber, and a controller electrically connected to the injector and the main spark plug and the subspark plug. In a low-load range where an engine load is below a given reference load, the controller controls the main spark plug and the subspark plug so that the subignition is performed after performing the main ignition, and the controller retards the timing of the subignition in a high-speed range where an engine speed is above a given reference engine speed, compared with a low-speed range below the reference engine speed.