Abstract: A method is disclosed for controlling operation of an engine coupled to an exhaust treatment catalyst. Under predetermined conditions, the method operates an engine with a first group of cylinders combusting a lean air/fuel mixture and a second group of cylinders pumping air only (i.e., without fuel injection). 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 changes to combusting in all cylinders under preselected operating conditions such as fuel vapor purging, manifold vacuum control, and purging of stored oxidants in an emission control device.

Abstract: In a method for operating an internal combustion engine with an electrically openable and closable fuel injector (18), the injectors are reliably held open in all operating conditions by the fact that the holding current for an open valve (18) is switched from a standard value to a higher value in certain operating states of the internal combustion engine, and it is reset to the standard value when the certain operating condition has ended.

Abstract: The invention provides a method for operating a multi-cylinder, spark-ignition, direct-injection, four-stroke internal-combustion engine adapted to operate in a controlled auto-ignition mode selectively operative at stoichiometry and lean of stoichiometry. The method comprises adapting an engine valve actuation system to control engine valve opening and closing, and monitoring engine operating conditions and ambient barometric pressure. The engine is operated unthrottled and the engine valve actuation system is controlled to effect a negative valve overlap period when the engine operating conditions are within predetermined ranges. A mass of fuel is injected during the negative valve overlap period. The magnitude of the negative valve overlap period is decreased with decreasing ambient pressure and increased with increasing ambient pressure.

Abstract: A system for an engine, comprising of an injector coupled to the engine and configured to inject fuel to a cylinder of the engine; a first reservoir holding a first fluid containing at least a fraction of gasoline; a second reservoir holding a second fluid containing at least a fraction of ethanol; and a mixing device having an inlet portion coupled to both said first and second reservoir, said mixing device further having an outlet portion coupled to said injector.

Abstract: A target air-fuel ratio setting part has a sub-feedback part, a target air-fuel ratio enriching part, and a target air-fuel ratio changeover part. The sub-feedback part variably sets a target air-fuel ratio upstream of a catalyst on the basis of a detection signal of an O2 sensor provided downstream of the catalyst. The target air-fuel ratio changeover part uses, as the target air-fuel ratio, a rich target air-fuel ratio which is set by the target air-fuel ratio enriching part on conditions such that the target air-fuel ratio set by the sub-feedback part is rich. A cylinder-by-cylinder air-fuel ratio estimation part calculates a cylinder-by-cylinder air-fuel ratio on the basis of a detection value of an air-fuel ratio sensor and the target air-fuel ratio.

Abstract: A method and associated arrangement for achieving an adjusted engine setting utilizing engine output and/or fuel consumption. An engine that consumes fuel is run. Fuel consumption and/or engine operation output is determined. A value is determined utilizing the determined fuel consumption and/or the determined engine operation output. The engine setting is adjusted to cause the determined value to change toward a desired value.

Abstract: A direct injection spark ignition engine comprises a cylinder, a piston, a fuel injector arranged at one side of a center axis of the cylinder for directly injecting fuel into the combustion chamber, and a smoothly continuous lowered recess formed on a top surface of the piston surface. The recess has a first cross section along a first plane including the cylinder center axis and a nozzle end of the injector. The first and second lower contours are smoothly connected with each other through a lowest point of the first cross section. The first lower contour is located at the one side of the cylinder center axis. The second lower contour is at the other side. The first contour has a larger radius than a radius of the second contour. Accordingly, the fuel spray having greater movement energy may impinge the recess at a regulated impinging angle.

Abstract: Disclosed is a combustion promoting device for an internal combustion engine which derives high combustion efficiency and high power from the internal combustion engine. The combustion promoting device is provided with a combustion promotion inductor formed of a super alloy having excellent heat resistance and thermal conductivity. The combustion promotion inductor is adapted to absorb high-temperature heat generated when an explosion stroke takes place. This absorption of the high-temperature heat allows the combustion promotion inductor to be maintained in a pre-heated state at all times, thereby serving as a kindler (a promoter generating a spark). As a result, the combustion promotion inductor rapidly increases the temperature of an air-fuel mixture introduced again after an exhaust stroke to reinforce the explosive force concomitant with the thermal expansion, thereby allowing the internal combustion engine to obtain high power.

Abstract: For accurately estimating an air quantity flowing into a cylinder at the time of operating an intake control valve, a control apparatus for an engine according to the present invention is provided with an intake control valve which can open/close an intake passage in synchronization with opening/closing of an intake valve, intake control valve controlling means which opens the intake control valve in the midst of the intake stroke and thereafter, closes the intake control valve, and air quantity estimating means which estimates an air quantity flowing into a cylinder after the intake control valve has opened, based upon opening timing of the intake control valve, closing timing or an opening period of the intake control valve, and a pressure at a downstream side of the intake control valve at the opening timing of the intake control valve.

Abstract: A system and method to provide a desired torque increase from an engine in which some cylinder operate in spark ignition (SI) combustion mode only and some cylinders operate in homogeneous-charge, compression-ignition (HCCI) combustion mode only are disclosed. Such method includes: operating a first portion of engine cylinders in homogeneous charge compression ignition combustion mode while a second portion of engine cylinders are deactivated. The second portion of engine cylinders in spark ignition combustion mode is activated when a torque demand is greater than the first portion of engine cylinders is capable of supplying. Also, the second portion of engine cylinders is activated when a rate of torque demand is greater than the first portion of engine cylinders is capable of supplying.

Abstract: A pilot fuel injection valve is mountable in a cylinder head of an engine and injects a liquid pilot fuel directly into a combustion chamber. The pilot fuel injection valve comprises a cooling system to keep the pilot fuel at a temperature that is lower than the lowest initial boiling point for the pilot fuel that occurs inside the fuel injection valve. The pilot fuel injection valve further comprises a thermally insulated nozzle having an outer surface that is not cooled by the cooler cylinder head and the cooler pilot fuel held inside the fuel injection valve. During operation, the nozzle's outer surface can be heated to a temperature that is not significantly lower than the final boiling point of the pilot fuel so that a significant amount of pilot fuel does not condense on the nozzle surface during engine operation.

Abstract: An engine control system includes an engine with an output shaft. A power take-off device interfaces with the output shaft and provides rotational power to an auxiliary device. A user input device includes a first engine speed control that commands an increase in engine speed by a first amount to increase the rotational power to the auxiliary device when a user selects the first engine speed control. A second engine speed control commands an increase in engine speed by a second amount that is greater than the first amount to increase the rotational power to the auxiliary device when the user selects the second engine speed control. The user input device includes a speed cancellation control that commands a reversal of a net increase in the speed of the engine that is commanded via the user input device when the user selects the speed cancellation control.

Abstract: The catalyzer is applicable in the ignition of gasoline engines of transportation vehicles, generates, stand alone and stationary machines and others. Its advantage is that it has a higher quality of the ignition and an increased efficiency. The first version of the electronic high frequency plasma catalyzer by standard ignition with a mechanical distributor consists of a constant current power supply—battery (1) and a standard ignition system of the petrol engine, which contains a microprocessor (2) with a built in it electronic switch (K). To the information input of the microprocessor there is joined up a sensor (D) for obtaining of a start and synchronizing signal, received from the mechanical distributor. The output of the electronic switch (K) is connected to the one end of a high voltage ignition coil (3), joined up with the plus pole of the battery via a key (4).

Abstract: In a device for controlling an engine, comprising combustion noise suppressor for suppressing combustion noise of a combustion chamber and controller for controlling the combustion noise suppressor, the device further includes control amount setter for setting a control amount of the combustion noise suppressor so that target combustion noise characteristics corresponding to a required amount of acceleration or deceleration exhibit a slower change in combustion noise than combustion noise characteristics corresponding to output characteristics of the engine over before and after acceleration or deceleration, wherein the controller controls the combustion noise suppressor according to the control amount set by the control amount setter. On the event of a rapid acceleration, a rapid change in the combustion noise in the initial stage of the acceleration is prevented to improve driving comfort.

Abstract: In addition to a knock detection filter, a plurality of optimal knock frequency detection filters (digital filters: BPFs) are provided which filter the signals output from a knock sensor and has mutually different filtering frequency bands. A presently optimal frequency is selected based on the signals extracted by the optimal frequency detection filters, and set as the center frequency of the filtering frequency band of the knock detection filter.

Abstract: A fuel injector has a plunger for opening/closing a fuel path to control the amount of fuel to be injected; a seat portion for the plunger; and a plurality of nozzle holes for injecting fuel passed through between the plunger and the seat portion, A nozzle plate is provided with the seat portion, and a taper-fuel inlet hole has a diameter that gradually reduces from the seat toward its outlet, An orifice plate is arranged downstream from the taper-fuel inlet hole, and is provided with a concave portion opposite to the nozzle plate, with a plurality of nozzle holes being formed concentrically at a bottom of the concave portion. Each nozzle hole has an inclined angle in the direction of the plate thickness within the concave area.

Abstract: The invention relates to an internal combustion engine comprising a manifold, from which an induction pipe leads to an intake of a cylinder of the internal combustion engine. A gas intake valve is located at the intake of the cylinder. A pulse charging valve is positioned upstream of the gas intake valve in the induction pipe, the latter being released or sealed depending on the selected position of the pulse charging valve. The internal combustion engine is also provided with a pressure sensor, which is located in the induction tract and detects an induction pipe pressure. The progression of the detected induction pipe pressure is compared to that of a reference induction pipe pressure, which characterizes a predetermined operating state of the pulse charging valve. A malfunction of the pulse charging valve is detected depending on said comparison, thus guaranteeing a reliable monitoring of the pulse charging valve.

Abstract: A carburetor automatic control system in an engine includes, a temperature-sensitive operating device for operating a choke valve so that the choke valve is opened with a temperature increase of the engine and a governor for opening and closing a throttle valve to maintain a preset rotational speed of the engine. The governor device includes, a stepping motor opening and closing the throttle valve over a range from an idling opening degree to a fully opening degree, and an electronic control unit driving the stepping motor so that the rotational speed of the engine is maintained the preset speed. A relief mechanism is interposed between the choke valve and the temperature-sensitive operating device, the relief mechanism opening the choke valve in response to an intake vacuum pressure within the intake passage when the engine is in a cold state and the choke valve is in a fully closed state.

Abstract: A control system for an internal combustion engine that executes post injection, which is capable of accurately estimating the state of dilution of engine oil, thereby properly controlling the amount of oil dilution such that it does not become too large. In an internal combustion engine having an injector that injects fuel into a combustion chamber, post injection is executed in which fuel is injected from the injector during the expansion stroke or the exhaust stroke of the engine, based on a detected operating condition of the engine. The amount of dilution of engine oil diluted with fuel injected by post injection is calculated. The amount of fuel evaporated from the engine oil is calculated. A state of dilution of the engine oil is estimated based on the calculated engine dilution amount and the calculated fuel evaporation amount.

Abstract: During the changeover from a first operating mode of a spark-ignition engine with direct fuel injection to a second operating mode, in particular between a homogeneous stoichiometric and homogeneous lean, stratified or HCCI operation with changeovers of the valve stroke or the valve phase, there is the risk of an undesired torque jump, which can lead to a perceptible jolting of the vehicle or to a disturbance in the running of the spark-ignition engine. The invention thus proposes, in particular in the case of an inadmissibly large torque jump, the initiation of a multiple injection of fuel in addition to the conventional compensation by the displacement of the ignition angle. A partial quantity of said fuel is injected during the compression phase to reduce the degree of efficiency, thus reducing the torque produced.