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The combination of physical models of an advanced engine control system was proposed to obtain sophisticated combustion control in ultra-lean combustion engines, including homogeneous compression-ignition and activated radical combustion. Physical models of intake, combustion (including engine thermodynamics), and transmission were incorporated, in which the effects of residual gas from prior cycles on intake air mass and combustion were taken into consideration. Control of the in-cylinder air/fuel ratio, exhaust temperature and engine speed during start, post-start and gear shifting phases was investigated using simulations.

The combination of physical models of an advanced engine control system was proposed to obtain sophisticated combustion control in ultra-lean combustion engines, including homogeneous compression-ignition and activated radical combustion with variable intake valve timing and a supercharger. Physical models of intake, combustion (including engine thermodynamics), and transmission were incorporated, in which the effects of residual gas from prior cycles on intake air mass and combustion and the effects of ineffective fuel on engine power were taken into consideration. Control of the in-cylinder air/fuel ratio, ignition timing and intake pressure was investigated using simulations.

The combination of physical models, including a combustion model of an advanced engine control system, was proposed to obtain sophisticated air/fuel ratio and residual gas fraction control in lean mixture combustion and high boost engines, including homogeneous charge compression-ignition and activated radical combustion with variable intake valve timing and a turbocharger or supercharger. Physical intake, engine thermodynamic, and combustion models predict air mass and residual gas fraction at the beginning of compression in the cylinder, on the basis of signals from an air flow sensor and an in-pressure sensor. Then, these models determine control variables such as air mass, fuel mass, exhaust gas recycle valve opening, intake valve timing, exhaust valve timing and combustion start crank angle, to attain an optimum air fuel ratio (A/F), optimum residual gas fraction, and highly efficient low nitrogen oxides combustion without power degradation in the above conditions.

The combination of physical models including a combustion model of an advanced engine control system was proposed to obtain sophisticated air/fuel ratio and residual gas fraction control in lean mixture combustion and high boost engines, including homogeneous charge compression-ignition and activated radical combustion with a variable intake valve timing and a turbocharger or supercharger. Physical intake, engine thermodynamic, and combustion models predicted air mass and residual gas fraction at the beginning of compression in the cylinder, on the basis of signals from an air flow sensor and an in-pressure sensor. Then, these models determine control variables such as air mass, fuel mass, exhaust gas recycle valve opening, intake valve timing and combustion start crank angle, to attain an optimum air fuel ratio (A/F), optimum residual gas fraction, and high efficient low nitrogen oxides combustion without power degradation in the above conditions.

The combination of physical models of an advanced engine control system was proposed to obtain sophisticated combustion control in ultra-lean combustion engines, including homogeneous compression-ignition and activated radical combustion. Physical models of intake, combustion (including engine thermodynamics), and inertia were incorporated, in which the effects of residual gas from prior cycles on intake air mass and combustion were taken into consideration. Control of the in-cylinder air/fuel ratio, exhaust temperature and engine speed during start and post-start phases was investigated using simulations.

The combination of physical models of an advanced engine control system was proposed to obtain sophisticated combustion control in ultra-lean combustion engines, including homogeneous compression-ignition and activated radical combustion. Physical models of intake, combustion and engine thermodynamics were incorporated, in which the effects of residual gas from prior cycles on intake air mass and combustion were taken into consideration. The control of in-cylinder air/fuel ratio, misfire, knocking and auto-ignition was investigated using simulations.

The combination of physical models of an advanced engine control system was proposed to obtain sophisticated combustion control in ultra-lean combustion, including homogeneous compression-ignition and activated radical combustion with a light load and in stoichiometric mixture combustion with a full load. Physical models of intake, combustion and engine thermodynamics were incorporated, in which the effects of residual gas from prior cycles on intake air mass and combustion were taken into consideration. The combined control of compression ignition at a light load and spark ignition at full load for a high compression ratio engine was investigated using simulations. The control strategies of the variable valve timing and the intake pressure were clarified to keep autoignition at a light load and prevent knock at a full load.