A gas sensor control apparatus (300) including a control section (61) which executes a first receiving process (STEP 1) for receiving a first detection result output from a mixed-potential-type ammonia detection section (42) for detecting ammonia contained in a gas under measurement and corresponding to the concentration of ammonia, a second receiving process (STEP 1) for receiving a second detection result output from an oxygen detection section (2) for detecting oxygen contained in the gas under measurement and corresponding to the concentration of oxygen, a first concentration calculation process (STEP 3) for calculating a first ammonia concentration of the gas under measurement based on the first detection result and the second detection result, and a pressure correction process (STEP 6) for correcting the first ammonia concentration based on pressure information obtained from an external device (220), thereby obtaining a second ammonia concentration of the gas under measurement.

Systems and methods for controlling an engine are disclosed. A method for controlling an engine includes receiving a predetermined quantity of sensor values from a memory operatively connected to a sensor, each of the sensor values indicative of an operating condition of an inlet of a diesel particulate filter of the engine sensed by the sensor at a successive instance in time. A parameter of the operating condition of the inlet at a next instance of time may be estimated based on the predetermined quantity of sensor values. The estimation of the parameter may be used as a boundary condition to adjust an operational model of the engine stored in the memory. The adjusted operational model may be used to determine an engine command for the engine that optimizes operation of the engine. The engine may be operated based on the engine command determined using the adjusted operational model.

Methods and systems for fault mitigation in an engine system. For ordinary operation, a set of control signals are generated after calculating airflows within the engine system using a set of flow models linked to components of the engine system, while underweighting or omitting an output of a sensor in the engine system. When a fault is identified, the set of flow models is analyzed differently by underweighting or omitting one or more flow models in favor of using the sensor output. By so doing, the engine system can continue to be operated without triggering an on-board diagnostic alert requiring cessation of operation.

There is provided a control device for an internal combustion engine including a variable-capacity turbocharger, which has a turbine with a variable nozzle and an actuator that controls the variable nozzle opening degree, and a throttle disposed in an intake passage. The control device includes an electronic control unit (ECU). The ECU include a first control mode as a control mode for the intake air amount. When an air amount range on the high flow rate side including a maximum value of a required air amount for the internal combustion engine is defined as a high air amount range, the ECU controls the actuator and the throttle so as to increase the throttle opening degree while maintaining the variable nozzle at a fully-closed opening degree as the required air amount is increased in the high air amount range on the side of the maximum value in the first control mode.

A method for controlling an internal combustion engine system, the engine system including a combustor arranged to receive air and fuel, and combust the received air and fuel, an expander arranged to expand exhaust gases from the combustion in the combustor and to extract energy from the expanded exhaust gases, and a communication valve arranged to control a communication between the combustor and the expander, including determining during operation of the engine system whether there is a pressure difference across said communication valve.

A method for controlling a supercharging system for an internal combustion engine, the supercharging stage including a compressor and a turbine, and the turbine being settable with the aid of a VTG driving circuit. The method including: detecting an operating state setpoint variable, setting a maximum VTG control criterion for implementing the torque increase by an increase in a boost pressure. The setting of the maximum VTG control criterion comprising: ascertaining a setpoint boost pressure; ascertaining a VTG setpoint position as a function of the setpoint boost pressure; ascertaining an actual exhaust gas back pressure; ascertaining an actual exhaust gas pressure downstream from the turbine; ascertaining a maximum exhaust gas back pressure, taking into account the actual exhaust gas pressure downstream from the turbine; determining the VTG control criterion, based on the difference between the actual exhaust gas back pressure and the maximum exhaust gas back pressure.

A control device for an internal combustion engine includes an intake air amount controller and a variable valve controller. The intake air amount controller includes an exhaust manifold pressure calculator, an engine intake air amount calculator, a volumetric efficiency correction coefficient calculator, a cylinder intake air amount calculator, an exhaust gas flow rate calculator, and a cylinder intake air amount controller. The volumetric efficiency correction coefficient calculator calculates a volumetric efficiency correction coefficient based on a pressure ratio between an intake manifold pressure and an exhaust manifold pressure, a rotational speed of the internal combustion engine, and an actuation state of at least one of an intake valve and an exhaust valve.

A system for estimating engine performance is configured to receive, via a cylinder combustion model, a cylinder pressure of a cylinder associated with operation of an internal combustion engine. The system estimates a liner bending moment based at least in part on the cylinder pressure, generates a piston side load associated with the cylinder based at least in part on the liner bending moment, and estimates a piston friction value for a piston associated with the cylinder. The piston friction value may be based at least in part on the cylinder pressure and an engine speed of the internal combustion engine. The system receives, via a convective heat transfer model, an exhaust heat transfer value indicative of a cumulative heat transfer from an exhaust manifold, and estimates an engine torque value based at least in part on the exhaust heat transfer value.

Methods and systems are provided for detection of cylinder-to-cylinder air fuel ratio imbalance in engine cylinders. In one example, a method may include indicating air fuel ratio imbalance in an engine cylinder based on a comparison of an estimated cylinder acceleration for the cylinder and a calibrated cylinder acceleration for each of the engine cylinders. The indication of imbalance may be further confirmed based on one or more of an exhaust air-fuel ratio, an exhaust manifold pressure, and an individual cylinder torque weighted by respective confidence factors.

A gas sensor control apparatus (300) including a control section (61) which executes a first receiving process (STEP 1) for receiving a first detection result output from a mixed-potential-type ammonia detection section (42) for detecting ammonia contained in a gas under measurement and corresponding to the concentration of ammonia, a second receiving process (STEP 1) for receiving a second detection result output from an oxygen detection section (2) for detecting oxygen contained in the gas under measurement and corresponding to the concentration of oxygen, a first concentration calculation process (STEP 3) for calculating a first ammonia concentration of the gas under measurement based on the first detection result and the second detection result, and a pressure correction process (STEP 6) for correcting the first ammonia concentration based on pressure information obtained from an external device (220), thereby obtaining a second ammonia concentration of the gas under measurement.