73results about "Automatic control with electric engine control" patented technology

To provide a vehicle control device that can prevent engine exhaust system components from overheating. [Solution] The vehicle includes an engine and a control unit that performs engine revving control, which revs the engine when the accelerator pedal input exceeds a threshold TH1 in a non-driving range. When the time during which the engine revving control has been performed reaches an upper limit time TL, the control unit terminates the engine revving control and stops the engine.

An ignition system (10) including an injection member (20) configured to deliver fuel to an ignition zone (140) within a combustion chamber, an ignition element (40) configured to ignite fuel within the ignition zone, and a control unit (60) configured to operate the injection member and the ignition element in a first ignition phase including ignition of a first delivery of fuel provided to the combustion chamber by the injection member and a second ignition phase including ignition of a second delivery of fuel provided to the combustion chamber by the injection member.

The invention discloses a multi-fuel generator set control system, a control method thereof and a generator set, which are applied to the technical field of generator sets, the multi-fuel generator set control system comprises a multi-fuel generator set and a control system, the control system comprises a fuel change-over switch, an engine starting switch, a carburetor, a fuel gas supply electric control valve, a signal detection module, an ignition device and a control device; a gas fuel supply pipeline of the multi-fuel engine is connected with a gas inlet of the gas supply electric control valve, and a gas outlet of the gas supply electric control valve is connected with a gas fuel inlet of the carburetor. And the signal input end of the fuel type detection circuit is connected with the fuel change-over switch. The temperature sensor is used for detecting a cylinder body temperature signal of the fuel engine and compensating the injection amount of the gas fuel according to the cylinder body temperature signal of the engine. The temperature sensor is used for monitoring the temperature of the cylinder body of the engine in real time, the injection amount of the gas fuel is compensated according to the temperature of the cylinder body of the engine, and the combustion condition in the engine heating process of the engine is stabilized.

An ignition system including an injection member configured to deliver fuel to an ignition zone within a combustion chamber, an ignition element configured to ignite fuel within the ignition zone, and a control unit configured to operate the injection member and the ignition element in a first ignition phase including ignition of a first delivery of fuel provided to the combustion chamber by the injection member and a second ignition phase including ignition of a second delivery of fuel provided to the combustion chamber by the injection member.

Provided is a control device for a vehicle in which an engine is mounted. An engine is provided with a three-way catalyst device provided in an exhaust passage. The control device includes a processing circuit. The processing circuit is configured to implement: a determination process for determining whether or not there is a state in which a large amount of ammonia is discharged from the three-way catalytic device; and a combustion temperature reduction process for reducing the combustion temperature of the engine when it is determined in the determination process that the engine is in a state in which the discharge amount is large.

[Object] It is to provide a control device of a vehicle capable of preventing an exhaust system component(s) for an engine from being overheated. [Solution] There is provided a vehicle with an engine and a control unit. The control unit is configured to execute an engine racing control of racing the engine, while an accelerator operation amount exceeds a threshold value TH1 with a non-travel range. The control unit is to terminate the engine racing control to thereby stop the engine, when the engine racing control is continued for an upper limit period of time TL.

The application discloses a lean-burn engine control method, device and engine system. The lean-burn engine control method comprises the following steps: obtaining a current torque and a target torque; when the current torque is less than the target torque, obtaining an average effective pressure and an excess air coefficient; when the average effective pressure is in a first pressure range and the excess air coefficient is in a first coefficient range, adjusting an ignition angle, increasing air content and combustible content in a cylinder, and increasing the current torque to the target torque. By using the above technical scheme, the current torque can be increased, the thermal efficiency can be ensured to be high, and the combustion center can be prevented from changing, the ignition angle can be prevented from being large, and the lean-burn engine can be prevented from being damaged by knocking.

This device suppresses vibrations that can occur in a moving vehicle due to the operation of the compressor that compresses the refrigerant used for air conditioning. [Solution] The control device comprises an engine and a compressor that compresses a refrigerant for air conditioning driven by the engine. In a vehicle in motion, it performs air conditioning load torque correction control that reflects the change in air conditioning load torque due to a change in the compressor's driving state in the requested torque based on the driver's operation. The air conditioning load torque correction control includes a first torque correction control that increases the intake air volume to increase the actual air volume torque when the compressor transitions from a de-drive state to a drive state, and decreases the intake air volume to decrease the actual air volume torque when the compressor transitions from a drive state to a de-drive state, and a second torque correction control that retards the ignition timing to decrease the actual air volume torque when the compressor transitions from a de-drive state to a drive state and when it transitions from a drive state to a de-drive state.

Method for a power machine (10), comprising: to deactivate individual cylinder valve mechanisms according to a cylinder pattern chosen based on a knock value of each cylinder (14) of the power engine (10), wherein the selection involves selecting a first cylinder (14) which has a knock value above a threshold for deactivation, while a second cylinder (14) with a knock value below a threshold remains active during deactivation, characterized by the fact that the first cylinder (14) remains deactivated for a number of power engine cycles, the number being based on the temperature of the first cylinder (14), the number of power engine cycles being increased if the temperature of the first cylinder (14) rises above a threshold, the temperature of the cylinder (14) including a measured or derived cylinder internal temperature.

Method for controlling an internal combustion engine, comprising the following steps: - Supplying fuel to a combustion chamber of the internal combustion engine; - Ignition of the fuel in the combustion chamber; and - Detect that the internal combustion engine should deliver a higher actual power output (14; 24); - Shifting the ignition timing to a later time (34) compared to the ignition timing (32, 36) at a static power demand (12, 16) when it is detected that the internal combustion engine is to deliver a higher actual power; characterized in that the step of shifting the ignition timing to a later time (34) compared to the ignition timing at a static power demand (32, 36) is only carried out at a predetermined speed.

The application relates to a composite cooling method and system of an explosion-proof diesel engine, which comprises the following steps: collecting the cooling water temperature, the diesel engine rotating speed, the supercharging pressure and the intake air temperature of the explosion-proof diesel engine; determining the cooling control strategy according to the cooling water temperature; when the single control strategy is determined, the fan rotating speed of the cooling fan of the explosion-proof diesel engine is controlled to realize the cooling control; when the double collaborative control strategy is determined, the fan rotating speed of the cooling fan of the explosion-proof diesel engine and the flow of the cooling water pump are controlled to realize the cooling control; when the three collaborative control strategy is determined, the fan rotating speed, the flow of the cooling water pump and the pre-turbine exhaust temperature are controlled to realize the cooling control of the diesel engine; the application solves the problem that high temperature appears when the explosion-proof diesel engine runs under heavy load, long distance and large slope, the engine is extinguished, and the normal work of the explosion-proof diesel engine is affected, and the running safety and stability of the explosion-proof diesel engine are improved.

The control device is applied to a vehicle that transmits torque output from an internal combustion engine to drive wheels. The control device includes a processing circuit for controlling the internal combustion engine. The processing circuit executes ignition timing control, automatic stop control, and automatic start control. The ignition timing control is a control for repeating the adjustment of the ignition timing in accordance with the detection result of the knocking starting from the initial ignition timing at the engine start. The processing circuit terminates the ignition timing control when the engine rotational speed becomes equal to or lower than the first rotational speed greater than “0”.

The invention discloses an engine double-frequency control strategy, relates to an engine control technology, and solves the technical problem that an existing engine single-frequency control strategy cannot adapt to complex use requirements. The strategy comprises the steps that engine operation working conditions are obtained, a rotating speed mode is selected according to the engine operation working conditions, a control mode is set according to the rotating speed mode, and operation parameters of an engine are adjusted according to the control mode so as to optimize the performance of the engine. The comprehensive efficiency of the engine is comprehensively improved.

A hybrid vehicle is provided with an engine, a first electric motor, a second electric motor, an electric power storage device, and a control device. The control device is configured to, in a case where rapid catalyst warming-up is performed at idle-off, control the engine and the first electric motor in such a manner that the engine is operated at a first predetermined rotation speed while outputting a predetermined torque, and control the second electric motor in such a manner that a driving force based on a required driving force is output.

A control device for controlling an engine includes main-chamber injecting means (1,3) that supplies a main chamber (8) with fuel; sub-chamber injecting means (2) that supplies a sub chamber (5) with fuel after the main chamber injecting means (1,3) supplies the fuel; estimating means (21) that estimates a degree of knocking serving as indices of an intensity of the knocking and an occurrence frequency of the knocking; and fuel controlling means (22) that carries out, when the degree (N) of the knocking is a first predetermined value (N1) or more, fuel control that reduces a sub-chamber fuel amount representing an amount of fuel supplied by the sub-chamber injecting means (2). By reducing the sub-chamber fuel amount in this manner, the occurrence of knocking can be suppressed, so that the combustion state of a divided-combustion-chamber engine can be enhanced.

A method for controlling an internal combustion engine equipped with a supercharger, including: in a case where when a compressor that rotates in conjunction with a turbine that rotates by receiving energy from exhaust gas discharged from the internal combustion engine takes in fresh air and supplies the fresh air to an intake side of the internal combustion engine, the exhaust gas is purified by a catalyst disposed between an exhaust side of the internal combustion engine and the turbine, adjusting an opening degree of a waste gate valve that is disposed in a branch passage branched from an exhaust passage between the catalyst and the turbine and merging with an exhaust gas exhaust side of the turbine and adjusts a flow rate of the exhaust gas in the branch passage to adjust a flow rate of the exhaust gas to be supplied to the turbine, or adjusting an opening degree of a variable nozzle that adjusts a flow velocity of the exhaust gas to be supplied to the turbine, to increase a back pressure of the exhaust gas to raise a temperature of the exhaust gas, thereby warming up the catalyst; and setting the opening degree of the waste gate valve to a maximum or substantially a maximum when the catalyst starts to be warmed up, and then decreasing the opening degree of the waste gate valve as a temperature of the internal combustion engine rises, or setting the opening degree of the variable nozzle to a maximum or substantially a maximum when the catalyst starts to be warmed up, and then decreasing the opening degree of the variable nozzle as the temperature of the internal combustion engine rises.

Systems, methods, and apparatuses are disclosed that determine a spark timing correction for an internal combustion engine during a transient event. The spark timing correction delays the spark timing to reduce or mitigate knock. The spark timing correction is based on a lambda difference between a steady state lambda that is based on engine speed and engine torque and a feedback lambda from operation of the engine. The feedback lambda can be based on a calculated lambda or a sensed lambda.

A method is disclosed for controlling a spark-ignition engine (1) equipped with an exhaust gas treatment system comprising a particulate filter (7) and a three-way catalyst (6), by controlling the injection of fuel into a combustion chamber (8) of the engine (1), and by controlling the ignition of an air-fuel mixture present in the combustion chamber (8) of the engine (1). The fuel injection comprises one or more fuel injection sequences comprising an injection centred at the point of top dead point and triggered so as to create a delay in ignition in a mixture rich enough to generate a deposit of fine particles in the exhaust gas treatment system.

System, comprehensive: an engine control system configured to control an internal combustion engine (10), the engine control system comprising a processor (72) configured to: to receive a vibration signal that is detected by a knock sensor (23) arranged in the internal combustion engine (10); to correlate the vibration signal with a fingerprint (200) that has at least one ADSR envelope (182) indicating the operating event of a valve train (70) of the internal combustion engine (10), to analyze the vibration signal with a statistical valve train model (460) or a combination thereof; based on the correlation of the vibration signal with the fingerprint (200), based on the analysis of the vibration signal with a statistical valve train model (460) or a combination thereof, to detect whether the operational event has occurred; and to control the valve train (70) based on the operational event; wherein the processor (72) is configured to derive the ADSR envelope (182) from a basic data acquisition noise signal indicating the operational event and to plot the ADSR envelope and operational event indicator data over time to derive a location of the ADSR envelope (182) where the operational event occurs; wherein the location of the ADSR envelope (182) where the operational event occurs lies within a mid-range of a decay vector (184) of the ADSR envelope (182).

The invention discloses a low-temperature starting method, device and equipment for a manifold injection engine and a storage medium, and belongs to the technical field of engine control. The low-temperature starting method for the manifold injection engine comprises the steps that in response to a starting request for the manifold injection engine, the current cooling liquid temperature of the manifold injection engine is obtained; if the current cooling liquid temperature is smaller than a preset temperature threshold value, the current shutdown duration of the manifold jet engine is obtained; if the current shutdown duration is larger than a preset duration threshold value, the current oil pre-injection duration is determined according to the current cooling liquid temperature and the current shutdown duration; and an oil injector is controlled to inject oil to an intake manifold according to the current oil pre-injection duration, and the manifold injection engine is controlled to be started after oil injection is finished. According to the scheme, a heating element does not need to be additionally arranged, and the low-temperature starting success rate of the manifold injection engine is increased with low cost.

Control unit (1) for a powertrain (2) comprising an internal combustion engine (3), wherein the internal combustion engine (3) is designed as a hydrogen engine and wherein the control unit (1) is designed and configured to perform the following steps: - Determining a required air-fuel ratio (S11, λ) erf ) based on a load requirement and a current air mass flow, - Determining a target combustion center (S12), - Determining a minimum air ratio (S13, λ) min ) at the determined target combustion center (S12) taking into account NOx emissions and / or a ratio of H2 / NOx emissions, - Comparing (S20) the required air ratio (S11, λ) erf ) and the minimum air ratio (S13, λ min ), - Determining a shift of the combustion center of gravity (S30) if the comparison (S20) shows that the required air-fuel ratio (S11, λ) erf ) smaller than the minimum air ratio (S13, λ min ) is, and - Control (S40) of an injection quantity of hydrogen based on the required air ratio (S11, λ erf ) or the specific shift of the combustion center of gravity (S30).

Method for operating a powertrain of a motor vehicle, wherein the powertrain comprises a drive unit (1), an automatic or automated transmission (2) and an output (3), wherein, in preparation for an anticipated increase in speed, a leading drive unit speed signal and additionally a leading torque signal are specified via a torque to be transmitted by the transmission (2) during the anticipated increase in speed and a torque required to accelerate the masses within the transmission, on the basis of which a torque reserve for the drive unit (1) is determined, wherein the drive unit (1) is controlled on the basis of the torque reserve in such a manner thatthat the drive unit (1) when changing from a first operating state before an actual speed increase request to a second operating state before the actual speed increase request, while providing the torque reserve in the second operating state compared to the first operating state, is operated in a torque-neutral manner or as far as possible, characterized in that if the drive unit (1) is operated with overrun cut-off in the first operating state and the torque reserve requires a change from overrun operation to traction operation, the overrun cut-off is aborted in the second operating state.

Systems, apparatus and methods include control techniques for controlling operation of pre-mixed internal combustion engines in response to a load shedding event. The control techniques determine, in response to the load shedding event, a number of cycles in which to skip combustion of the fuel in the at least one cylinder based on an air- fuel ratio limit in the exhaust flow, prevent combustion of the fuel in the at least one cylinder during the number of skipped cycles, and combust the fuel in the at least one cylinder each time the number of skipped cycles are complete.

Embodiments describe a method of controlling a two-stroke internal combustion engine is shown. The method includes selecting one set of two or more sets of engine parameter inputs or a weighted value of two or more sets of engine parameter inputs, determining an engine output parameter from the selection, and utilizing the determined engine output parameter to control one or more engine operations; re-selecting one set of two or more sets of engine parameter inputs or a weighted value of two or more sets of engine parameter inputs during engine operation, utilizing the reselected output parameters to adjust one or more engine operations. Each set of engine parameter inputs includes a direct measurement of crankcase pressure and engine speed and optionally one or more of barometric pressure, exhaust valve position, air temperature, engine coolant temperature, exhaust temperature, boost pressure, crankshaft position and direction of rotation, humidity, fuel pressure, fuel temperature, detonation sensor level, exhaust oxygen content, and throttle valve angle.

A controller is used for a vehicle equipped with an engine is provided. The engine includes a three-way catalyst device disposed in an exhaust passage. The controller includes processing circuitry. The processing circuitry is configured to execute a determination process that determines whether a discharge amount of ammonia discharged from the three-way catalyst device is relatively large, and a combustion temperature reduction process that reduces a combustion temperature of the engine when the determination process determines that the discharge amount is relatively large.

The invention relates to a method for the post-start control of a spark-ignited internal combustion engine (10) of a motor vehicle, said engine being equipped with a system (40) for controlling pollutant emissions comprising at least one three-way catalyst (42a), comprising: a dual-fuel phase carried out when the catalyst temperature is less than or equal to a predetermined minimum catalyst start-up temperature, wherein advanced indirect injection of a large dose of gas fuel is matched with single delayed direct injection of a small dose of liquid fuel, and the ignition advance angle of the engine is delayed relative to the optimal ignition advance angle which maximizes the efficiency of the engine; a single fuel phase when the temperature of the catalyst (42a) exceeds said start-up temperature, wherein the energy required for engine operation mode is provided by indirect injection of gaseous fuel.

Power engine process, which includes the following: in response to a condensate level in an intercooler (80, 166), adjusting the timing of the fuel injection while the engine airflow is increased to a level greater than requested by a vehicle operator (132), wherein adjusting the timing of the fuel injection includes switching from a first injection timing control providing a homogeneous cylinder-air-fuel charge ignited by a spark to a second injection timing control providing a stratified cylinder-air-fuel charge ignited by a spark.

The present disclosure provides "Methods and systems for adjusting engine cylinder air charge." Systems and methods for operating an internal combustion engine based on an output of an intake manifold pressure sensor and an output of a cylinder pressure sensor are described. The systems and methods provide a way of determining a cylinder air charge such that a fuel injector has sufficient time to provide a desired amount of fuel to a cylinder during a cycle of the cylinder.

A hydrogen combustion engine arrangement includes a source of hydrogen, an internal combustion engine having at least one cylinder having an inlet opening connected by first hydrogen supply line to the source of hydrogen and an outlet opening, an exhaust aftertreatment system connected by an exhaust line to the outlet opening of the at least one cylinder, the EATS including a selective catalytic reduction system (SCR), a combustion zone upstream of the SCR, the combustion zone being connected to the source of hydrogen by a second hydrogen supply line, and an arrangement for determining a temperature in the EATS, and a computer system configured to control delivery of hydrogen to the EATS in response to a signal from the temperature determining arrangement.

The invention relates to a control device for a powertrain comprising an internal combustion engine, the control device being used to control the injection quantity of hydrogen. The control device for a powertrain comprising an internal combustion engine according to the invention, wherein the internal combustion engine is configured as a hydrogen engine, is configured and set up to perform the following steps: - determining a required air ratio on the basis of a load request and a current air mass flow; - determining a desired center of combustion; - determining a minimum air ratio in the determined desired center of combustion under consideration of the NOx emissions and / or the H2 / NOx emissions ratio; - comparing the required air ratio and the minimum air ratio; - determining a shift of the center of combustion when the comparison results in the required air ratio being less than the minimum air ratio, and - controlling the injection quantity of hydrogen on the basis of the required air ratio or the determined shift of the center of combustion.