Abstract: An air-fuel ratio imbalance determination apparatus for a multi-cylinder internal combustion engine includes an air-fuel ratio sensor with a catalyst layer disposed in an exhaust passage of the multi-cylinder internal combustion engine; and a control unit configured: to perform determination regarding an air-fuel ratio imbalance state among cylinders of the multi-cylinder internal combustion engine based on an amount of change per unit time in an air-fuel ratio detected by the air-fuel ratio sensor; to execute an air-fuel ratio enrichment control using an air-fuel ratio enrichment amount; and to correct a learned imbalance value when the air-fuel ratio enrichment amount is smaller than a predetermined determination threshold value in a case where an engine operation state is in an imbalance learning range during execution of the air-fuel ratio enrichment control.

Abstract: An apparatus for detecting imbalance abnormality in an air-fuel ratio between cylinders in a multi-cylinder internal combustion engine is disclosed. The apparatus includes an imbalance determining unit programmed to determine imbalance in an air-fuel ratio of a first cylinder belonging to a cylinder group based upon a difference value between an index value correlative with a crank angular speed detected in the first cylinder and an index value correlative with a crank angular speed detected in a second cylinder belonging to another cylinder group, and further a correction unit programmed to correct the difference value for the first cylinder based upon the index value detected in at least one of other cylinders belonging to the same cylinder group as that of the first cylinder.

Abstract: The invention relates to a method for regulating a gas engine (1) having a generator (5), wherein a regulator torque is calculated by means of a speed regulator from a speed regulator deviation, wherein a target volume flow is calculated at least as a function of the regulator torque, wherein a fuel volume is determined as a proportion of a fuel-air mixture as a function of the target volume flow, and wherein a target receiver pipe pressure is also calculated as a function of the target volume flow as a guide parameter for a receiver pipe pressure regulating circuit for regulating the mixture pressure (pRRA, pRRB) of a fuel-air mixture in the receiver pipe (12, 13) above the inlet valves of the gas engine (1). The invention is characterized in that a deviation of the regulator torque from a generator torque is calculated and the target receiver pipe pressure is corrected using the deviation.

Abstract: An internal combustion engine can form, in a combustion chamber, a fuel-air mixture region located on the first intake port side and containing mainly a fuel-air mixture, and a burned gas region located on the second intake port side and containing burned gas. When the fuel-air mixture region and a burned gas region are formed, the internal combustion engine determines injection rates of a first fuel injection valve and a second fuel injection valve so that fuel is injected from the first fuel injection valve and second fuel injection valve respectively, depending on an EGR rate. The injection rates are determined such that the injection rate of the first fuel injection valve is increased in accordance with the rise of the EGR rate.

Abstract: Methods and systems for controlling an engine that may be automatically stopped and started are presented. In one example, a method adjusts a position of an air inlet throttle according to engine position and in response to an operator change of mind to restart an engine that is being automatically stopped.

Abstract: An injection valve for injecting fuel into an internal combustion engine may include an actuator and an injection needle associated with a sealing seat. A hydraulic transmission unit may establish an effective connection between the actuator and the injection needle. The transmission unit may include two movable pistons, between which a movable pot is arranged. The movable pot may be guided within another stationary pot. The first piston may be guided through the bottom of the other pot, and the second piston is guided within a sleeve section of the pot. A first chamber may be formed between the other pot and pot, and a second chamber may be formed between pot and the second piston. The two chambers may be interconnected via at least one duct. One piston may be effectively connected to the injection needle, while the other piston may be effectively connected to the actuator.

Abstract: A valve operating system for an internal combustion engine, which includes a decompression cam member (47) that is supported on a camshaft (26) and that operates an exhaust valve operating member (29e) in an opening direction of an exhaust valve (17e) in a compression stroke when the engine is started, an exhaust gas recirculation cam member (48) that is supported on the camshaft (26) and that operates the exhaust valve operating member (29e) in the opening direction of the exhaust valve (17e) in an intake stroke when the engine is running at high speed, and a centrifugal mechanism (46) that is mounted on a driven timing rotating member (32) rotating integrally with the valve operating cam (25) and makes the decompression cam member (47) and the exhaust gas recirculation cam member (48) move, wherein the valve operating cam (25) is provided with a recess (39) surrounding the camshaft (26), the recess (39) opening on the face on the other side of the driven timing rotating member (32) and on a base face of the

Abstract: In a fuel injection valve supporting structure, a contact surface being orthogonal to a center axis of a fuel injection valve and opposed to a fuel supply cap is formed in an intermediate portion of the fuel injection valve, a supporting member includes a base plate set on the contact surface and an elastic piece extending from the base plate, the elastic piece includes: a first elastic portion extending from the one end of the base plate and bent upwards in a U-shape; and a second elastic portion extending from the first elastic portion toward the other end while bending upwards, bringing its apex into pressure contact with the fuel supply cap, and making a tip end portion thereof slidably come into contact with the base plate, and a curvature radius of the second elastic portion is set larger than a curvature radius of the first elastic portion.

Abstract: An exhaust manifold maintains the EGR ratio constant irrespective of a change in shape of the exhaust manifold and includes exhaust gas inlet sections connected to the exhaust ports of respective cylinders of the engine; a main pipe section configured so that exhaust gas entering from the exhaust gas inlet sections is collected inside the main pipe section; an EGR gas taking-out section for extracting, as EGR gas, a part of the exhaust gas; and an exhaust gas discharge section for discharging the exhaust gas. The main pipe section has formed thereon a curved section provided between the exhaust gas inlet sections and curved in a shape protruding to the side opposite the exhaust gas inlet sections. The curved section has a recess which is formed by causing a portion of the outer peripheral surface of the curved section to be recessed toward the inside of the main pipe section.

Abstract: The invention relates to a fuel injection device for injecting fuel into a combustion chamber of an internal combustion engine, comprising an end (6) that is located at a distance from the combustion chamber and has at least one electric connection (33) and at least one return flow connection (40). In order to create a fuel injection device (1) that has a simple design and can be produced cost-effectively, the return flow connection (40) and the electric connection (33) are integrated in a common connecting member.

Abstract: The invention relates to a fuel injector comprising an actuator module 2 arranged in a holding body 1, wherein the holding body 1 is braced by means of a tension nut 13 to a nozzle body 12 by means of at least one interposed intermediate body designed as a throttle plate 11, wherein the throttle plate 11 is penetrated by at least one high pressure channel 16, an inflow channel 18 having an inflow throttle, and an outflow channel 19 having an outflow throttle, and wherein a valve actuated by the actuator module 2, said valve having at least one valve pin 4 and a sealing sleeve 5, is arranged between the actuator module 2 and the throttle plate 11, forming a leakage chamber 21 facing the throttle plate 11. According to the invention, a fuel injector is provided, wherein the leakage discharge out of the leakage chamber 21 is ensured without impairing the tightness of the fuel injector in the areas adjacent to the throttle plate 11.

Abstract: A characteristics-detecting-portion analyzes a fuel injection condition based on a fuel pressure waveform which represents a variation in a detection value of the fuel pressure sensor and then detects the fuel-injection-characteristic value based on the analyzed fuel injection condition. The detected parameter is learned and stored in a memory in association with a fuel temperature detected by a fuel temperature sensor. A fuel-injection-rate model is established based on the learned detected parameters. A command-fuel-injection start time and a command-fuel-injection period are defined by use of the fuel-injection-rate model and the current fuel temperature.

Abstract: A fuel injector cradle mount assembly for a vehicle includes a fuel injector rail, a connective inlet assembly coupled to the fuel injector rail, a cradle coupled to the connective inlet assembly, and a fuel injector. The fuel injector includes a torso and a nozzle. The torso includes a base portion on a first end, and defines an inlet on a second end opposite the first end. The fuel injector is arranged between the connective inlet assembly and the cradle. The inlet of the fuel injector is coupled to the connective assembly, the base portion of the fuel injector rests on the cradle, and the cradle supports the fuel injector from the connective inlet assembly and the fuel injector rail.

Abstract: An inter-cylinder air-fuel ratio variation abnormality detection apparatus is disclosed. The apparatus determines imbalance of an air-fuel ratio among the cylinders based on a difference between index values correlated with crank angular velocities detected in a set of opposite cylinders belonging to different banks and having crank angles different from one another by 360°; and carries out an air-fuel ratio feedback process for controlling an amount of injected fuel for each of the banks, wherein the apparatus comprises a correction unit correcting, before determining the air-fuel ratio imbalance, the difference between the index values in a direction of combustion improvement for opposite cylinders that are opposite to cylinders belonging to a bank identical to a bank of a cylinder with the most deviating index value from a standard value among all the cylinders and being other than the cylinder with the most deviating index value.

Abstract: In a fuel injection valve supporting structure, a first contact surface being orthogonal to a center axis of a fuel injection valve and opposed to a fuel supply cap and paired second contact surfaces opposed to each other with a plane, including the center axis and a center line of a coupler, in between are formed in an intermediate portion of the fuel injection valve, and a supporting member includes: a base plate set on the first contact surface; an elastic piece extending from the base plate to elastically come into pressure contact with the fuel supply cap and bias the fuel injection valve toward an injection valve attachment hole by its reaction force; and paired turn stopper pieces each extending from the base plate to abut against the second contact surface and restrict a turn of the fuel injection valve about the center axis.

Abstract: A control apparatus for an internal combustion engine having a means for performing a model calculation to calculate, as an exhaust temperature calculation value, the temperature of exhaust gas in an exhaust branch tube at the time of starting an engine, using a model representing the temperature behavior of the exhaust gas in the exhaust branch tube during stop of an engine; and an exhaust temperature actual measurement value output means for detecting the temperature of exhaust gas in the exhaust branch tube, and outputting the detected temperature as an exhaust temperature actual measurement value, wherein the model includes at least one parameter.

Abstract: An air-fuel ratio control system of an internal combustion engine comprises a fuel amount determiner for determining a fuel command value. The fuel amount determiner has a feedback control mode in which the fuel amount determiner determines a running state reference coefficient corresponding to a running state detected by a running state detector based on a first correspondence stored in the memory, determines a running state compensation coefficient corresponding to the running state detected by the running state detector based on a second correspondence stored in the memory, determines a feedback compensation coefficient used to cause an air-fuel ratio to reach a value closer to a theoretical air-fuel ratio based on an output of the air-fuel ratio sensor, and determines the fuel command value using a formula including the determined running state reference coefficient, the determined running state compensation coefficient, and the determined feedback compensation coefficient.

Abstract: A connecting passage is formed inside a cylinder head, which extends rearward from an exhaust passage and connects to the exhaust passage. The connecting passage branches inside the cylinder head into two branch passages, which open at a rear end face of the cylinder head, respectively. An opening portion, one of opening portions of the branch passages, connects to an EGR cooler, and another opening portion, the other of opening portions of the branch passages, connects to a bypass pipe. Accordingly, the exhaust gas recirculation device of an engine which can restrain the device from being improperly large sized, providing the EGR cooler and the bypass pipe, can be provided.

Abstract: A procedure for startup and shutdown of an internal combustion engine with an electronically-controlled turbocharger (ECT) is disclosed. The startup and shutdown procedures are determined to provide the desired lubrication to engine and ECT components and sufficient cooling of the engine and ECT. In one embodiment, the system includes an electric oil pump that can supply oil to the oil circuit in the engine and ECT independently of an engine-driven mechanical oil pump. In another embodiment, the oil circuit is provided with an oil accumulator to provide oil for cooling after engine rotation has stopped.