Toyota Jidosha Kabushiki Kaisha

Southwest Research Institute

Honda Motor Co., Ltd.

Exxonmobil Research and Engineering Company

Shizuo Sasaki

Takekazu Ito

Hiroki Murata

Gary Dale Neely

Kouji Yoshizaki

Jayant V Sarlashkar

Masato Gotoh

Tsukasa Abe

Satoshi Iguchi

Takanori Ueda

Kohei Igarashi

Yoshiyuki Tamaki

Yoshiki Hashimoto

Daisaku Sawada

Takeshi Okumura

Masaki Mitsuyasu

Junmin Wang

Yiqun Huang

Eiji Hashimoto

Kiyomi Nakakita

Nobuki Kobayashi

Shinya Hirota

Takamitsu Asanuma

Kazuhiro Itoh

Shunsuke Toshioka

Kenji Katoh

Koichi Kimura

Shinji Ikeda

Walter Weissman

Akira Mikami

Toshio Suematsu

Taro Aoyama

Osamu Komeda

Thomas W Ryan, Iii

Yoshihide Suzuki

Yoshihiro Hotta

Yuichiro Kitamura

Kazuhiro Akihama

Ryan C Roecker

Kazuhisa Inagaki

John T Farrell

Shigeo Furuno

Qilong Lu

Theodore M Kostek

Jeffrey A Leet

Vikram N Iyengar

Shoji Nakahara

Hiroyuki Nagareda

Gary D Neely

The present disclosure provides a method to operate an internal combustion engine comprising storing a fueling command map having fueling index values, each of the fueling index values defining values for a plurality of fueling parameters, and a plurality of predetermined non-linear relationships that directly relate fueling index values to in-cylinder oxygen mass values; determining a temporary fueling index value; determining an in-cylinder oxygen mass value; identifying a predetermined relationship that directly relates fueling index values to in-cylinder oxygen mass values from the plurality of predetermined relationships to provide an identified predetermined relationship; determining that a current relationship of the temporary fueling index value to the calculated oxygen mass value differs from the identified predetermined relationship; and adjusting the temporary fueling index value using at least one fueling correction model to provide a revised fueling index value that approaches the identified predetermined relationship.

Fueling systems, methods and apparatus for an internal combustion engine

An adaptive method is used for LNT desulfation and regeneration. The desulfation method involves adapting the amount of sulfur loading to trigger a desulfation event in accordance with the current adsorption capacity of the LNT. The method involves monitoring the current sulfur loading and the current LNT adsorption capacity. This data is used to calculate a loading amount 'trigger', whose value varies over the LNT lifetime. Whenever this trigger amount is reached, a desulfation event is performed. The regeneration method is similar, with the baseline data and loading threshold being determined by NOx loading rather than sulfur loading.

Adaptive desulfation and regeneration methods for lean NOx trap

A control system for an internal combustion engine, wherein in the control system, an in-cylinder oxygen amount is calculated and a compression end temperature, which is a temperature of the pressurized air-fuel mixture, is calculated according to an intake air temperature. A fuel injection parameter is determined according to the compression end temperature, the in-cylinder oxygen amount, and an engine rotational speed. The fuel injector is controlled based on the determined fuel injection parameter. By determining the fuel injection parameter according to the compression end temperature in addition to the in-cylinder oxygen amount, the combustion state is adjusted when the compression end temperature is low, thereby maintaining a stable combustion state.

Control system for internal combustion engine

An air-flow based control system for an internal combustion engine has various sensors that are used to calculate various control commands. By comparing pairs of values calculated from different sensors, errors in connection with the sensors can be detected.

Diagnosis of sensor failure in airflow-based engine control system

A hybrid system for powering a vehicle and a method of controlling the hybrid system. The hybrid system has both an internal combustion engine and a motor/generator. The vehicle is controlled in response to the combination of states of five control parameters of the vehicle: polarity of the MG (positive or negative), relative rotor/stator speed, fueling of engine (on or off), clutch (on or off), and transmission shift position (drive, reverse, park). A control unit receives data from the vehicle representing these states, and determines an associated control mode. In at least one of the control modes, the engine both drives the vehicles and provides power to the generator.

Hybrid system for motor vehicle with internal combustion engine and motor-generator

The invention provides methods of providing fuel to an internal combustion engine, fuel systems for an internal combustion engine and a fuel injector for an internal combustion engine. Ammonia may be heated and pressurized to a selected condition and may used as fuel which is supplemented with hydrogen to assist with ignition, flame propagation, and/or combustion speed.

Internal combustion engine with ammonia fuel

A system and method for using a sliding mode control algorithm to control flow rates from air handling actuators and fuel injectors of an internal combustion engine. The sliding mode control is based on an engine model that represents the engine in terms of pressure and oxygen content states of the intake and exhaust manifolds (as a linear term) and controllable flow rates (as a nonlinear term).

Sliding mode control system for internal combustion engine

A method of controlling combustion of an internal combustion engine that use fuel injection and that uses lean and rich modes of operation. Combustion control values, such as for fuel injection timing and quantity are determined by a torque representative value. This value is obtained from estimated in-cylinder conditions and from engine speed.

Combustion control system for internal combustion engine with rich and lean operating conditions

A method and system for estimating engine-out NOx from a diesel engine. The estimation is calculated from a mathematical model that expresses engine-out NOx as functions of cylinder pressure, intake oxygen, and effective temperature, respectively. Input data for each of these functions may be obtained from fuel quantity data and from measured data, the latter including intake pressure, cylinder pressure, intake oxygen concentration, coolant temperature, and intake manifold temperature.

Estimation of engine-out NOx for real time input to exhaust aftertreatment controller

The present disclosure relates to combusting fuel during cold start. A glow-plug may be provided within a combustion chamber having a volume including a piston, wherein the glow plug may provide a localized heated region. Air may then be provided into the chamber and compressed. A mass of fuel may also be provided into the combustion chamber, wherein an amount of the fuel mass may be directed towards the localized heated region of the glow plug, wherein the heated region of the glow plug may have a temperature T, and the equivalence ratio of the fuel in the heated region achieves a value that the temperature Tprovides auto-ignition. All or a portion of the mass of fuel directed towards the heated region of said glow plug may be ignited, and then the remainder of the fuel may be ignited by auto-ignition and/or flame propagation.

Surface ignition mechanism for diesel engines

Combustion control of a diesel engine is achieved, such that the engine has a monotonic relation between intake manifold pressure and engine torque. For a given engine speed, fuel injection parameters are primarily determined by intake manifold pressure. However, the determination of the fuel injection parameters is also secondarily based on correction factors such as oxygen concentration, intake manifold temperature, and coolant temperature. In effect, the fuel injection parameters reflect the in-cylinder gas mass.

Combustion control system based on in-cylinder condition

A fuel property adaptive control system for controlling the performance of an engine, such as an internal combustion engine. An on-board fuel classifier classifies the fuel that the engine is running. Based on stored properties for that fuel, the system selects optimal engine control parameters.

Fuel property-adaptive engine control system with on-board fuel classifier

The invention is directed to a method and formula for producing a fuel having reduced particulate emissions from an internal combustion engine. The fuel taught herein is characterized as having a cetane number ranging from about 45 to about 65, a Tdistillation property of less than about 370&#xb0; C., and having NR, AR, cetane number and Tdefined by the relation:=156+&#xd7;(cetane#&#x2212;49)+&#xd7;(&#x2212;14)+&#xd7;(&#x2212;25)+&#xd7;(&#x2212;315&#xb0; C.)Where

Diesel fuel formulation for reduced emissions

High exhaust gas temperatures whereby sulfur is removed from a lean NOx traps simultaneously with regeneration of a Diesel particulate filter is provided by alternating engine operation in respectively defined lean and rich combustion modes. The duration and frequency of the respective lean and rich operating modes, as well as the air/fuel ratio during the respective modes, are preferably controlled by the sensed temperature of the lean NOx trap substrate.

[object Object]

A control system for an internal combustion engine, which is capable of optimally controlling fuel injection by an injector even in a transient state of the engine. An ECUof the engine provided with an EGR system () controls the amount (Fa) of air drawn into cylinders () via an intake system (). An air flow sensor () detects the intake air amount (Fa). The ECUestimates a flow rate (Fe_hat) of EGR gases according to response delay of recirculation of the EGR gases by the EGR system (), estimates the amount (mo) of oxygen existing in the cylinder (), based on the detected intake air amount (Fa) and the estimated flow rate (Fe_hat) of the EGR gases, determines a fuel injection parameter (Q*) based on the engine speed (Ne) and the estimated in-cylinder oxygen amount (mo), and controls an injector () based on the determined fuel injection parameter (Q*).

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San Antonio, TX, United States of America

Shizuo Sasaki