Abstract: A method for controlling the power of an engine is provided. The method includes determining a baseline fuel amount, determining an engine cooling fan operating condition based on an engine operating parameter, determining an engine cooling fan command based on the engine cooling fan operating condition, determining an engine cooling fan power level based on the engine speed and the engine cooling fan command, determining an additional fuel amount based on the engine cooling fan power level, adding the additional fuel amount to the baseline fuel amount to create a compensated fuel amount, and providing the compensated fuel amount to the engine. An engine system, including an engine controller coupled to an engine, a fuel system and a hydraulic pump, is also provided. The engine controller includes a processor adapted to perform a set of instructions that controls the power of the engine.

Abstract: In a method for controlling a fuel injection system (10) of an internal combustion engine, wherein the fuel injection system (10) comprises a manifold (24) and a high-pressure pump (20) and a fuel dosing unit (16) is associated with the high-pressure pump (20), wherein the fuel dosing unit (16) controls the amount of fuel delivered, an amount of fuel required for the operation of the internal combustion engine is determined as a function of a correction factor, which is based on a fuel pressure at the inlet of the high-pressure pump (20) and/or on a vapor pressure of the fuel to be delivered.

Abstract: A control device for an internal combustion engine provided by the present invention is a control device which can satisfy both a requirement relating to exhaust gas performance of the internal combustion engine and a requirement relating to operation performance by properly regulating a change speed of a required air-fuel ratio, in the internal combustion engine which uses torque and an air-fuel ratio as control variables. The control device receives the requirement relating to the exhaust gas performance of the internal combustion engine, and calculates an air-fuel ratio which satisfies the requirement as a required air-fuel ratio. When a predetermined reduction condition is not satisfied, an original required air-fuel ratio is directly determined as a final required air-fuel ratio.

Abstract: A system and method are provided for controlling an air handling system for an internal combustion engine including a turbocharger having a variable geometry turbine and a compressor having a fresh air inlet fluidly coupled to ambient and to an air outlet of an electric air pump. An air pump enable value as determined a function of target engine speed and total fuel target values and an air flow target is determined as a function of a target fresh air flow value. Operation of the electric air pump is activated to supply supplemental air flow to the fresh air inlet of the compressor if the air pump enable value is greater than a threshold air pump enable value and the air flow target does not exceed a maximum flow value.

Abstract: An engine control apparatus works to determine a target value of each of performance parameters associated with different types of performances of a combustion engine based on operating conditions of the combustion engine, determine target values of combustion parameters associated with combustion states of fuel in the combustion engine based on the target values of the performance parameters using first correlation data representing correlations between the performance parameters and the combustion parameters, and calculate command values of controlled parameters for actuators as a function of the target values of the combustion parameters. When actual values of the performance parameters are in coincidence with the target values, the system changes or corrects the target value of a selected one of the performance parameters so as to enhance the level of a corresponding one of the performances of the engine based on the other performance parameters.

Abstract: When an engine driving condition has been changed from an idling condition to a vehicle running condition, a controller measures an idling period. When the idling period is longer than a determination time period immediately after the vehicle is started, a penetrating-force-decrease control is performed. Therefore, even when a piston temperature is relatively low and particulate matters are easily generated, it can be restricted that fuel adheres to the piston top-surface by performing the penetrating-force-decrease control. Further, in the penetrating-force-decrease control, since the fuel is injected at optimum injection timing, it can be avoided that emission and fuel economy are deteriorated.

Abstract: Methods are provided for controlling an engine in response to a pre-ignition event. A pre-ignition threshold and a pre-ignition mitigating action are adjusted based on a rate of change of cylinder aircharge. As a result, pre-ignition events occurring during transient engine operating conditions are detected and addressed different from pre-ignition events occurring during steady-state engine operating conditions.

Abstract: A dual fuel common rail system may be operated in a regular mode in which a relatively large charge of gaseous fuel is ignited by compression igniting a relatively small injection quantity of liquid diesel fuel. The dual fuel system may be operated in a single fuel limp home mode in which liquid diesel fuel is injected at higher pressures. When transitioning from the single fuel limp home mode to the dual fuel regular mode, accumulated leaked liquid fuel in the gaseous nozzle chamber of each fuel injector is purged and burned in the respective engine cylinder.

Abstract: The present invention relates to a fuel supply control device for an internal combustion engine and a fuel vapor processing method. In the fuel supply control device that calculates a manipulated variable of a fuel pump such that a fuel pressure detected by a fuel pressure sensor is brought close to a target fuel pressure, a determination whether a fuel vapor is generated is made based on a detection value of the fuel pressure and the manipulated variable in a fuel pump, or the determination is made based on an amplitude of the detection value of the fuel pressure and an average fuel pressure in a fuel supply piping. During the fuel vapor generation, the target fuel pressure is corrected to be a higher value to increase the fuel pressure, thereby compressing and removing the fuel vapor. Therefore, in a fuel supply system, the fuel vapor generation can be detected at low cost to suppress the fuel vapor generation.

Abstract: There is obtained an internal combustion engine control apparatus that can accurately determine the state of coupling between an internal combustion engine and a driving device so as to appropriately control the internal combustion engine. An internal combustion engine control apparatus according to the present invention includes a reference value learning function that learns a real calculation value, as the reference learning value for a transmission gear, when there are satisfied a first condition that the vehicle speed detected by a vehicle speed sensor, the real rotation speed detected by a rotation sensor, and the throttle opening degree detected by a throttle opening degree sensor are in predetermined ranges and a second condition that the real calculation value indicating the ratio of the vehicle speed detected by the vehicle speed sensor to the real rotation speed detected by the rotation sensor is in a predetermined state.

Abstract: Methods and systems are provided for controlling exhaust emissions by adjusting an injection profile for fuel injected into an engine cylinder from a plurality of fuel injectors during engine start and crank. By splitting injection of fuel during start so that a portion of fuel is port injected and a remaining portion is direct injected as one or multiple injections, the soot load of the engine can be reduced and fuel economy can be improved.

Abstract: A cold start control system for a vehicle having a spark ignition direct injection (SIDI) engine includes a startup control module and a fuel actuator module. The startup control module sets a mode of operation to a cold start mode. In response to setting the mode to the cold start mode, the startup control module determines target combustion parameters and a predetermined amount of fuel, wherein the predetermined amount of fuel is less than an amount of fuel required to initiate a combustion stroke of the SIDI engine. The startup control module controls injection of the predetermined amount of fuel, during cranking of the SIDI engine, based on the target combustion parameters. The fuel actuator module injects the predetermined amount of fuel, during cranking, based on the target combustion parameters.

Abstract: Disclosed is a fuel injection amount compensating method that may include measuring a real pressure of a combustion chamber, calculating a real pressure level of the combustion chamber based on the real pressure, calculating a real combustion noise index based on the real pressure level of the combustion chamber, calculating a target combustion noise index based on a driving condition, calculating a difference between the real combustion noise index and the target combustion noise index, and increasing or reducing a pilot injection amount of a fuel injector in accordance with the difference. Also disclosed is a fuel injection amount compensating system.

Abstract: Methods and systems are provided for improving fuel usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: A method for controlling a direct-injection fuel injector for an internal combustion engine includes identifying linear and non-linear fuel mass delivery regions corresponding to predefined ranges of injection duration, monitoring an operator torque request, determining a total desired fuel mass associated with the operator torque request, identifying a fuel mass delivery region corresponding to the total desired fuel mass, and commanding a plurality of partial injection events having injection durations corresponding to the linear fuel mass delivery region to inject the total desired fuel mass when the total desired fuel mass corresponds to the non-linear fuel mass delivery region.

Abstract: A diagnostic method for a reciprocating internal combustion engine with multiple cylinders includes determining a first exhaust gas percentage in an exhaust stream of the engine while cutting a fuel supply to a first cylinder of the multiple cylinders and fueling the remainder of the multiple cylinders. The method also includes determining a second exhaust gas percentage in the exhaust stream while cutting a fuel supply to a second cylinder of the multiple cylinders and fueling the remainder of the multiple cylinders, and determining a diagnostic condition of the engine as a function of the first exhaust gas percentage and the second exhaust gas percentage.

Abstract: Methods and systems are provided for adjusting operation of a plug-in hybrid electric vehicle responsive to a seasonal grade of the fuel available in the vehicle's fuel tank. If the seasonal grade of fuel in the fuel tank does not correspond to the seasonal grade of fuel mandated during the time of engine operation, a fuel injection amount is adjusted to compensate for differences between seasonal grades of a fuel.

Abstract: Systems and methods for operating an engine include controlling a temperature of recirculated exhaust gas to achieve a predetermined recirculated exhaust gas temperature. A mixture of air and temperature-controlled recirculated exhaust gas are admitted in a combustion chamber and a gaseous fuel injector delivers gaseous fuel during an intake stroke. A diesel fuel injector is activated for a first time to deliver a pre-pilot diesel quantity directly into the combustion chamber at an early stage of a compression stroke, and is activated again for a second time to deliver a pilot diesel quantity directly into the combustion chamber at a later stage of the compression stroke. A total air/fuel ratio within the combustion chamber upon completion of the second diesel fuel injector activation is lean. The air/fuel mixture is combusted during a combustion stroke, and combustion products are removed during an exhaust stroke.

Abstract: A dynamically reconfigurable electrical interface is disclosed that can be used in various applications, including avionics communications. In one embodiment, a first switch receives an input signal and routes it to the applicable signal conditioning path unit that conditions the input signal, after which a second switch routes it to an amplifier. The amplifier provides an amplified signal to an analog-to-digital converter that generates a corresponding numerical value based on the voltage of the amplified signal that is analyzed by a processor to determine information conveyed by the input signal based on a particular electrical interface. Multiple distinct interfaces can be accommodated by on one more processors accessing instructions sets for processing information corresponding to a particular electrical interface.

Abstract: A control apparatus for an internal combustion engine starts the internal combustion engine by initiating combustion in cylinders belonging to a first cylinder group, from among a plurality of cylinders that make up the internal combustion engine. The control apparatus monitors a change in an amount of negative pressure generated in an intake pipe when the internal combustion engine is started, and obtains information related to an alcohol concentration of fuel used in the internal combustion engine. The control apparatus also calculates a fuel injection quantity necessary to initiate combustion in cylinders belonging to a second cylinder group, based on the amount of negative pressure generated in the intake pipe and the alcohol concentration of the fuel, and initiates combustion in each cylinder belonging to the second cylinder group when the necessary fuel injection quantity enters a range of quantities that are able to be injected by corresponding injectors.

Abstract: An electronic control unit calculates a rotation variation amount ??NE as a cetane number index value of the fuel supplied to an internal combustion engine and executes fuel injection control in a first execution mode corresponding to the rotation variation amount ??NE (S407, S408). In a mixing period in which the cetane number of the fuel supplied to the internal combustion engine is changed due to the fuel feed into the fuel tank (S401: YES), the fuel injection control is executed in a second execution mode such that, compared with the first execution mode, stable operation of the internal combustion engine is given more importance (S402:YES, S403). When calculation of the rotation variation amount ??NE is executed during the mixing period (S404: YES), fuel injection control is executed while limiting the reflection of the rotation variation amount ??NE (S405, S406).

Abstract: Embodiments for adjusting engine operating parameters based on output from an exhaust humidity sensor are provided. One example method for an engine comprises based on a dew point of exhaust gas, adjusting an exhaust gas sensor heater configured to heat an exhaust gas sensor disposed in an exhaust passage of the engine, the dew point based on output from a humidity sensor disposed in the exhaust passage.

Abstract: An engine control system comprises a fuel composition module, a comparison module, and a memory module. The fuel composition module determines a fuel composition and an amount of undesired fuel in the fuel composition. The comparison module compares the amount of undesired fuel to a misfueling threshold. The memory module records a misfueling event based on the comparison.

Abstract: Over a diesel engine's lifetime, engine efficiency may be reduced and some of this may be attributable to sulfur deposit accumulation in the engine. A method for controlling operation of a diesel engine operating on a fuel is provided. The method may include adjusting an injection of fuel to the engine in response to a sulfur content of the fuel.

Abstract: A control device for an internal combustion engine which can highly precisely realize required torque including a high-frequency component with high responsiveness. The control device sets torque with a low frequency included in the required torque as an air quantity controlling torque, and calculates a target air quantity for realizing the air quantity controlling torque based on data in which a relationship of the air quantity and torque is set. The control device controls the air quantity in accordance with the target air quantity. Further, the control device sets torque including both a low frequency and a high frequency as air-fuel ratio controlling torque, and calculates an air-fuel ratio corresponding to the air-fuel ratio controlling torque and a present air quantity as a target air-fuel ratio. The control device controls a fuel injection amount in accordance with the target air-fuel ratio.

Abstract: A tuning process is provided for monitoring fuel properties of a fuel being consumed by a gas turbine (GT) engine, and for dynamically tuning the GT engine as a function of changes to the monitored fuel properties. Initially, readings are taken from the GT engine during a reference calibration, or commissioning, and utilized to calculate an initial-pressure-drop reference value. The tuning process during commercial operation takes post-calibration readings from the GT engine to calculate a fuel property parameter, which represents a heating value of the fuel. Specifically, the fuel property parameter is calculated by deriving a corrected-pressure-drop dynamic value as a function of pressure and temperature readings of the fuel at a point upstream of a combustor and pressure drops across fuel nozzles that introduce the fuel into the combustor, and solving a ratio of the dynamic value and the reference value.

Abstract: An injection valve is hydraulically coupled to a high-pressure accumulator in order to supply a fluid. The injection valve has a longitudinal axis, an injection needle, and an actuator. The actuator is designed to act on the injection needle. A pre-defined amount of electrical energy is supplied to the actuator in order to modify an axial length of the actuator in such a way that the injection needle moves out of the closed position. Once the pre-defined amount of electrical energy has been supplied, a first voltage value and a second voltage value are detected and/or determined by the actuator at respectively different pre-defined moments. On the basis of the first and second voltage values, a differential voltage value is determined, on the basis of which a first pressure is determined, which represents a pressure in the high-pressure accumulator.

Abstract: A control device for a multi-cylinder internal combustion engine executes feedback control such that an air-fuel ratio detected by an air-fuel ratio detecting unit becomes a target air-fuel ratio, carries out external EGR, and, when an abnormal deviation that an air-fuel ratio of at least any one of cylinders deviates from the target air-fuel ratio has occurred during the feedback control, detects the abnormal deviation and an abnormal cylinder. When the abnormal deviation has been detected during feedback control and external EGR, the control device corrects the target air-fuel ratio to compensate for a detection error of the air-fuel ratio detecting unit due to the influence of specific components of exhaust gas. The control device changes the correction mode on the basis of whether the abnormal cylinder causes more intensive gas flow or equal or less intensive gas flow against the air-fuel ratio detecting unit than the other cylinders.

Abstract: A device for controlling an injection valve actuator for an internal combustion engine has a voltage source, the voltage of which is high compared to the voltage of a vehicle battery and which is connected to the actuator by way of at least one controllable switch. A switching controller can be connected to the vehicle battery at the input end and it is connected to the voltage source at the output end to generate the high voltage from the voltage of the vehicle battery. The switching controller is designed in such a way that the high voltage of the voltage source is regulated to a higher value as the temperature increases.

Abstract: A method of sensing a reduction in fuel screen area in a fuel system. The method includes detecting an engine shutdown, initiating an electronic engine control (EEC) built in test, shifting a metering valve from a first position to a second position, determining a travel time of the metering valve, and sensing a reduction in fuel screen area based on the travel time of the metering valve.

Abstract: A method is provided for operating a direct injection system of an internal combustion engine of a motor vehicle. The at least one fuel injection parameter is adjusted by a closed loop control of the injected fuel quantity.

Abstract: A system according to the principles of the present disclosure includes a stop-start module and a fuel control module. The stop-start module stops an engine and thereby interrupts an engine cycle when a driver depresses a brake pedal while an ignition system is on and the engine is idling. The stop-start module restarts the engine when the driver releases the brake pedal. The fuel control module, when the engine is restarted, selectively injects fuel into a cylinder of the engine as the cylinder completes the interrupted engine cycle based on an amount of crankshaft rotation corresponding to a difference between a position of a piston in the cylinder when the piston is stopped and top dead center.

Abstract: A method and associated system for compensation of vehicle speed lag resulting from changing load conditions in a continuously variable transmission (CVT) vehicle includes detecting and measuring true engine torque resulting from load changes placed on the vehicle engine. A true engine speed droop is calculated from the true engine torque. A compensated engine speed signal is generated based on the calculated true engine speed droop and is applied to the engine to produce a true engine speed that corresponds to a target engine speed at the load condition corrected for true engine speed droop.

Abstract: A fuel pump control method can improve acceleration response and operability of a vehicle by allowing a rapid increase in fuel pressure of a low-pressure pump in re-acceleration after fuel cut in a vehicle equipped with a fuel supply system where a low-pressure pump and a high-pressure pump, which are variably controlled, are connected in series.

Abstract: A method is described for operating an internal combustion engine, having a plurality of cylinders in an homogeneous operation, in which an exhaust gas lambda value and an unsteady running of the internal combustion engine are recorded, a mixture composition being cyclically varied, at least intermittently. In a test operation, the mixture composition is cyclically varied, in a selected cylinder, about a determined lambda value, whereas meanwhile the mixture composition is held constant in the remaining cylinders. From the magnitude of a cyclical fluctuation of the unsteady running or of a variable characterizing this, one may conclude upon a trimming of the mixture composition in the selected cylinder.

Abstract: A method for adjusting an oxygen sensor measurement within an exhaust gas feedstream output from an internal combustion engine based on humidity includes monitoring relative humidity of ambient air obtained from a humidity sensor. Specific humidity at the oxygen sensor is modeled based on the relative humidity. The oxygen sensor measurement is adjusted based on the modeled specific humidity at the oxygen sensor.

Abstract: When a driving region of an engine is in a specified self-ignited combustion region, a valve timing is controlled in such a manner as to establish a negative valve overlap period in which an exhaust valve and an intake valve are closed. During the negative valve overlap period, a direct injection is performed to reform a fuel. After the direct injection, a port injection is performed to control an output. Thereby, a self-ignited combustion control is performed. During the self-ignited combustion control, a fuel reform degree of the fuel injected by the direct fuel injection is detected, and a self-ignited combustion condition in a present combustion cycle is estimated based on the fuel reform degree detected in the present combustion cycle. A fuel injection quantity of the intake port fuel injection is corrected according to the estimated self-ignited combustion condition in order to stabilize the self-ignited combustion condition.

Abstract: Provided is an engine rpm control device which gradually reduces the output speed of an engine drive object when reducing the engine rpm. The engine rpm control device (20) includes a target engine rpm correction means used upon detection of an engine failure. The target engine rpm correction means has a storage device (51) containing a map of the correlation characteristic between the engine rpm and the output speed of object to be driven by an engine (100). The target engine rpm correction means corrects the target engine rpm so that an instructed engine rpm (Nset) or a derating target engine rpm (Nset?) is shifted to a predetermined failure-preventing engine rpm (N2) while maintaining the reduction ratio of the output speed of the drive object at a predetermined ratio.

Abstract: A method of operating an internal combustion engine with gaseous fuel includes providing fuel to a plurality of cylinders with both central point injection and multipoint injection. Central point injection, which provides good air/fuel mixing, may provide a majority of steady-state fueling, and multipoint injection is used for supplementing the central point injection during steady-state and for providing rapid transient response to load changes.

Abstract: The disclosure provides a control device of a spark-ignition gasoline engine. When an operating state of an engine body is within a low engine speed range, a controller controls a fuel pressure variable mechanism so that a fuel pressure is higher within a high engine load range compared to a low engine load range, the controller operates, within the high engine load range, a fuel injection valve to perform a fuel injection at least at a timing that is more retarded than an injection timing of a fuel within the low engine load range and is within a retard period from a late stage of a compression stroke to an early stage of an expansion stroke, and the controller operates, within the high engine load range, an ignition plug to ignite at a timing within the retard period and further after the fuel injection.

Abstract: A method for assessing a method of functioning of a fuel injector in response to the application of a control voltage to at least one actuator of the fuel injector, including the steps of applying the control voltage to the at least one actuator of the fuel injector for a no-torque-generating injection into an engine, determining a fuel content in an exhaust tract disposed at an engine, comparing the determined fuel content with a specified comparison value, and assessing the method of functioning of the fuel injector based on the comparison result. Furthermore, also described is an evaluation device for assessing a method of functioning of a fuel injector in response to the application of a control voltage.

Abstract: When the ratio of the amount of vaporized fuel (purge amount) to be introduced into an intake passage of an engine from a fuel tank through a purge passage pipe, a purge control valve, etc. to the total amount of fuel (total fuel amount) to be supplied to the engine is large, an abnormality determination system acquires, as a parameter Pon, the air-fuel ratio imbalance index value that increases as the difference between the air-fuel ratios of the respective cylinders increases. When the purge amount is small relative to the total fuel amount, the determination system acquires the air-fuel ratio imbalance index value as a parameter Poff. When the difference between the parameters Pon and Poff is less than a predetermined value and at least one of these parameters is greater than a predetermined threshold value, the determination system determines that an inter-cylinder air intake amount variation abnormality is occurring.

Abstract: Various embodiments related to controlling EGR in an engine are disclosed. In one embodiment, a first EGR amount is supplied to a cylinder at a first temperature and a first engine speed and load. Further, at the first engine speed and load, as engine temperature increases from the first temperature to a second temperature, a first fuel amount is injected after exhaust valve closing and before intake valve opening while a second EGR amount is supplied to the cylinder that is greater than the first EGR amount.

Abstract: A fuel injection system for an internal combustion engine in which pressurized fuel is made available in a pressure accumulator and a fuel pressure prevailing in the pressure accumulator is ascertained with the aid of a pressure sensor and in which the fuel enters a combustion chamber of the internal combustion engine through at least one fuel injection device. A slope of a curve, which links a pressure difference in the pressure accumulator during a fuel injection to an injected fuel quantity, is ascertained and the fuel pressure prevailing in the pressure accumulator is inferred from the slope.

Abstract: An air-fuel ratio control apparatus for an internal-combustion engine includes an air-fuel-ratio sensor, a control-input calculator, an air-fuel-ratio controller, and a gain calculator. The air-fuel-ratio sensor is disposed in an exhaust channel in the internal-combustion engine and is configured to detect an air-fuel ratio in exhaust gas. The control-input calculator is configured to calculate a control input in accordance with an output value of the air-fuel-ratio sensor. The air-fuel-ratio controller is configured to perform a feedback control using the control input such that the output value of the air-fuel-ratio sensor reaches a target value. The gain calculator is configured to calculate a gain in accordance with the output value when the output value is leaner than the target value. The gain is to be used in calculating the control input.

Abstract: A method of diagnosing vehicle NOx sensor faults that includes sensing that an exhaust gas recirculating (EGR) valve is closed and that fuel flow to a vehicle engine is above a predetermined rate using an electronic control unit (ECU) located on a vehicle; recording the output received from an NOx sensor relative to an amount of fuel consumption over a period of time using the ECU; calculating the mean of the NOx sensor output relative to fuel consumption recorded over the period of time using the ECU; performing a least-squares estimation (LSE) using the ECU for more than one calculated mean based on an expected NOx sensor output; generating a NOx sensor gain for the NOx sensor using the ECU based on the LSE; and determining whether the NOx sensor gain is above or below a predetermined threshold.

Abstract: A fuel injection control for an internal combustion engine includes a coil, a first switch, a capacitor, a second switch, and a control circuit. The coil is to boost a voltage of a power supply source. The first switch is connected at one end to an output side of the coil and at the other end to a ground. The capacitor is connected to an electromagnetic fuel injection valve to store energy which has been stored in the coil. The second switch is connected at one end between the coil and the first switch and at the other end to an input side of the capacitor. The control circuit is connected to the first switch and the second switch. The control circuit is configured to perform synchronous rectifying control for switching the first switch and the second switch.

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: At the time of shifting a fuel property value associated with a first imaginary passage cell as a fuel property value associated with a second imaginary passage cell located on the downstream side thereof, the fuel property value associated with the second imaginary passage cell is corrected in a controller by computing a difference between the fuel property value associated with the first imaginary passage cell and the fuel property value associated with the second imaginary passage cell and multiplying the difference by a correction coefficient. A stoichiometric air/fuel ratio is computed in the controller based on the fuel property value, which is associated with a last one of the imaginary passage cells. Fuel injection of an injector is controlled by the controller based on a computed injection quantity of fuel, which is computed based on the stoichiometric air/fuel ratio.

Abstract: A fuel injection control apparatus of the invention includes: a temperature acquisition portion that estimates the present temperature of a catalyst and the convergence temperature of the catalyst; an increase value calculation portion that calculates a base OT increase value that is an increase value for the fuel injection amount that a fuel injection valve provided in an internal combustion engine needs to inject, on the basis of the present temperature and the convergence temperature of the catalyst estimated by the temperature acquisition portion; a correction portion that calculates an OT increase correction-reflected value by correcting the base OT increase value on the basis of the present temperature and the convergence temperature if the present temperature is lower than the convergence temperature; and an increase value determination portion that selects one of the base OT increase value and the OT increase correction-reflected value as the OT increase value for the fuel injection amount that the fu