1322 results about "Ignition timing" patented technology

A system for an engine of a vehicle, comprising of a cylinder located in the engine, a delivery system configured to deliver fuel and a fluid to at least an engine cylinder while the vehicle is traveling, said fluid comprising alcohol and/or water, and a control system for varying an amount of said fuel and fluid delivered to the cylinder in different ratios as a condition varies, said controller further varying a spark timing of a spark in said cylinder as an amount of alcohol and/or water in said fluid varies.

An engine ECU executes a program including the steps of: determining presence of abnormality in a low-pressure fuel system; ceasing an intake manifold injector when determination is made of abnormality in the low-pressure fuel system; increasing the target purge rate when the engine operation state attains an injection partaking state between an in-cylinder injector and an intake manifold injector; reducing the VVT overlap; and retarding the ignition timing.

A method is disclosed for controlling operation of an engine coupled to an exhaust treatment catalyst. Under predetermined conditions, such as after an engine cold start, the method operates an engine with a first group of cylinders having a first ignition timing, and a second group of cylinders having a second ignition timing more retarded than the first group. In addition, the engine control method also provides the following features in combination with the above-described split air/lean mode: idle speed control, sensor diagnostics, air/fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, default operation, and exhaust gas and emission control device temperature control. In addition, the engine control method also can change to combusting all cylinders at substantially the same ignition timing under preselected operating conditions such as fuel vapor purging, manifold vacuum control, and purging of stored oxidants in an emission control device.

During downshifting, a control for restricting an output of an engine to constantly maintain electric power balance between a first electric motor and a second electric motor or a control for suppressing a rate of increase in engine rotational speed by a control on the engine, such as ignition timing retardation control or fuel injection amount reduction control, is executed to thereby allow torque of the second electric motor to be reduced during downshifting. In addition, the engine rotational speed is decreased before downshifting, and, after the engine rotational speed is decreased to a rotational speed at which a protection control is not activated, an automatic transmission downshifts. With the above control, it is possible to suppress an increase in rotational speed of the second electric motor during downshifting. Thus, shift shock may be suppressed, and the friction material of the frictional engagement element may be protected.

In an automatic stop device that automatically stops the operation of an internal combustion engine after a predetermined automatic stop condition is satisfied, a load acting on the engine is removed when the automatic stop condition is satisfied. When the automatic stop condition is satisfied, the between the magnitude of the load on the internal combustion engine before and after of the automatic stop condition is satisfied is determined, and an ignition timing retard amount of an ignition plug is decided such that the retard amount is increased as the difference becomes greater. The ignition timing is retarded by the retard amount substantially at the same moment as the load removing operation before the automatic stop control is initiated.

An engine control apparatus is disclosed for determining crankshaft position and engine phase of an internal combustion engine (10) through monitoring intake air pressure fluctuations (120). The opening of the intake valve (44) is mechanically linked to the crankshaft position of an engine. When the intake valve (44) opens it creates air pressure fluctuations in the air induction system (14) of the engine (10). The control apparatus is configured to determine intake air pressure fluctuations indicative of an intake air event (100 to 110) and thus a particular crankshaft position, and their corresponding period of the engine cycle. The controller then uses this information to determine crankshaft speed and position for the purpose of fuel injection and ignition timing of the internal combustion engine. Engine phase is also determined on four-stroke engines. The engine may also include a crankshaft position sensor in combination with monitoring intake air pressure fluctuations to increase resolution in determination of crankshaft position.

There is provided an exhaust emission control apparatus for an internal combustion engine, which includes a failure diagnostic device that fixes three parameters selected from the group consisting of the engine speed detected by an engine speed detecting device, the fuel quantity controlled by a fuel quantity control device, the ignition timing controlled by an ignition timing control device, and the intake air volume controlled by an intake air control device at respective predetermined values, and finds values of the remaining one parameter, and compares the values of the remaining one parameter with each other to determine whether an exhaust flow control apparatus has failed or not.

Disclosed is a spark-ignition gasoline engine, which comprises control means operable, when an engine operation zone is a high-load operation zone including a WOT region within at least a low speed range, to adjust a closing timing of an intake valve in such a manner as to maintain an effective compression ratio at 13 or more, and retard an ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke, wherein the effective compression ratio is calculated based on an intake-valve closing timing defined by a valve lift amount of 1 mm. The present invention can provide a spark-ignition gasoline engine having both a low-cost performance and a high engine-power performance even in a high-load operation zone (particularly WOT region) in a low speed range.

Based on results of a knock control for adjusting ignition timing in accordance with the occurrence of knocking, an electronic control unit computes deposit required ignition timing akgrg, which is ignition timing determined by taking adhesion of deposits in an internal combustion engine into consideration. Based on the deposit required ignition timing akgrg, the electronic control unit reduces a vvt allowable variable range of a target VVT advancement amount, which is a control target value of a variable valve timing mechanism. The electronic control unit corrects a required ignition timing based on the actual VVT advancement amount vt, which is chanted according to the reduction of the allowable variable range of the target VVT advancement amount. As a result, problems resulting from the adhesion of deposits are effectively avoided.

Method and system embody a valve timing strategy to control the autoignition timing of a four stroke internal combustion engine (10) operated in an HCCI mode at different engine operating conditions such as different engine speed and torque. A particular valve timing strategy varies lift timing of the intake valve (20) relative to the exhaust valve (28), or vice versa, and relative to top dead center in response to a change in engine torque, for example, to vary amount of trapped residual burned gas in the combustion chamber (12) flowing to an intake or exhaust port (16,18) and back to the combustion chamber during which the residual gas is cooled. Control of the flow of residual gas between the combustion chamber and intake or exhaust port and thus its temperature by the valve timing strategy, in turn, is used to control the temperature of the fresh air/residual gas/fuel mixture in the combustion chamber (12) and thus autoignition timing in response to a change in engine torque.

The technique of the present invention produces a first fuel-air mixture containing a first fuel and the air at a specific ratio, which does not allow for auto ignition of the first fuel-air mixture by simple compression, in a combustion chamber. The technique then injects a second fuel, which has a higher octane value than that of the first fuel, into a partial area of the combustion chamber, so as to produce a second fuel-air mixture. The technique ignites the second fuel-air mixture for combustion, so as to compress and auto-ignite the first fuel-air mixture. The second fuel has the higher octane value, so that a combustion start timing of the second fuel-air mixture is reliably regulated by ignition. Namely the technique positively controls the timing of auto ignition of the first fuel-air mixture. Setting an adequate value to the ignition timing thus effectively prevents the occurrence of knocking in an internal combustion engine that adopts a premix compression ignition combustion system.

A variety of methods and arrangements for controlling the exhaust gas temperature of a lean burn, skip fire controlled internal combustion engine are described. In one aspect, an engine controller includes an aftertreatment system monitor and a firing timing determination unit. The aftertreatment monitor obtains data relating to a temperature of one or more aftertreatment elements, such as a catalytic converter. Based at least partly on this data, the firing timing determination unit generates a firing sequence for operating the engine in a skip fire manner such that the temperature of the aftertreatment element is controlled within its effective operating range.