A controller for an internal combustion engine is configured to control the fuel injection valve so that the fuel injection valve selectively performs partial lift injection, which does not open a valve member at a fully open position, and full lift injection, which opens the valve member at the fully open position. The internal combustion engine includes the fuel injection valve and a fuel supply system. The controller includes an energizing time setting unit, a fuel pressure calculation unit, and a smoothening process unit. The energizing time setting unit is configured to set an energizing time for the full lift injection based on graded fuel pressure calculated by the smoothening process unit and set an energizing time for the partial lift injection based on fuel pressure calculated by the fuel pressure calculation unit.

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.

An engine assembly for a vehicle includes an engine and a turbocharger operatively connected thereto. A controller is configured to, based on at least one performance parameter associated with the vehicle, execute a pre-acceleration control sequence including: delaying ignition within the engine's cylinders to increase a temperature of exhaust gas discharged to the turbocharger and reduce a torque of the engine; deactivating at least one cylinder in a predetermined pattern to reduce the torque of the engine; actuating a throttle valve to increase air flow to the engine to (i) increase the torque of the engine, and (ii) increase a volume of exhaust gas discharged to the turbocharger; and increasing a volume of fuel injected by the fuel injectors into the cylinders so as to increase the torque of the engine thereby compensating at least in part reduction of the torque of the engine.

The Method and Apparatus of Predicting MAF Sensor Information includes training multiple candidate Artificial Neural Network (ANN) architectures using training data, and then selecting an ANN architecture from the candidates using an automated ANN architecture selection algorithm and testing data. An intelligent engine intake MAF prediction or estimation system using the selected ANN architecture then provides an engine intake Mass Air Flow (MAF) output variable, which is used along with the output of a hot-wire type engine intake MAF sensor. The system is deployed into the engine controller. The training and testing sets of data include input variables from engine sensors and/or actuators that relate to engine intake MAF, and may be acquired by testing a target engine. Selecting the optimal ANN architecture may be based on Root Mean Squared Error (RMSE) analysis using the automated ANN architecture algorithm and the training set of data.

An engine system including a fuel system control arrangement includes an internal combustion engine including an exhaust line, one or more cylinders, and one or more fuel injectors corresponding to the one or more cylinders, means for determining fresh air mass flow into an intake to the engine, a nitrogen oxide (NOx) sensor in the exhaust line, and a controller configured to determine oxygen (O2) in exhaust gas based on a signal from the NOx sensor and to calculate a current fuel injection quantity based on the O2 in the exhaust gas and determined fresh air mass flow into the intake, to compare the current fuel injection quantity to a theoretical fuel injection quantity under current operating conditions, and to adjust an amount of fuel injection from the one or more fuel injectors when the current fuel injection quantity differs from the theoretical fuel injection quantity to make the current fuel injection quantity closer to the theoretical fuel injection quantity.

A method for controlling fuel injection to an engine may include calculating an amount of air passing through a throttle, which is actually controlled, from a calculated amount of air in an intake manifold, which is calculated from a pressure value detected by a pressure sensor installed in the intake manifold connecting the throttle and a cylinder to each other, and a calculated pressure change in the intake manifold. The method may further include predicting an actual amount of air to be sucked into the cylinder when mixed with fuel from the calculated amount of air in the intake manifold and the calculated amount of air passing through the throttle. The method may also include injecting an amount of fuel according to the predicted actual amount of air to be sucked into the cylinder.

A four-stroke internal combustion engine comprising an inlet cam configured to open and close an inlet valve, a No. 1 exhaust cam configured to open and close an exhaust valve, a No. 2 exhaust cam configured to open and close the same exhaust valve, wherein the No. 2 exhaust cam is angularly adjustable relative to the No. 1 exhaust cam in response to input from an operator, so that the No. 2 exhaust cam is able to be selectively engaged; wherein the No. 1 exhaust cam is configured to open and close the exhaust valve during the compression stroke, so that a selected quantity of air drawn in during the intake stroke is expelled during the compression stroke; and wherein the No. 2 exhaust cam is configured to optionally close the exhaust valve when engaged.

Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias.

An engine includes a first injection valve, which is one of port and direct injection valves, and a second injection valve, which is the other. When operating only the first injection valve based on a base injection amount, which has been corrected using a feedback operation amount and a first learning value, an air-fuel ratio control apparatus updates the first learning value and determines that the first learning value has converged on condition that a correction ratio of the base injection amount is not more than a predetermined ratio. When the first and second injection valves are being operated, the apparatus updates a second learning value for the second injection valve on condition that the first learning value has converged and the ratio of the injection amount of the second injection valve is not less than a specified value.

Methods, devices, estimators, controllers and algorithms are described for estimating working chamber air charge during engine operations. The described approaches and devices are well suited for use in dynamic firing level modulation controlled engines. Manifold pressure is estimated for a time corresponding to an induction event associated with a selected working cycle. The manifold pressure estimate accounts for impacts from one or more intervening potential induction events that will occur between the time that the manifold pressure is estimated and the time that the induction event associated with the selected working cycle occurs. The estimated manifold pressure is used in the estimation of the air charge for the selected working cycle. The described approach may be used to individually calculate the air charge for each induction event at any time that the engine is operating in a mode that can benefit from the individual cylinder air charge estimations.