Abstract: At a time of start of an internal combustion engine, vaporization or atomization of a fuel for initial explosion is promoted, and thereby, discharge of HC can be restrained. The internal combustion engine includes a fuel injection valve which injects a fuel into an intake port, and an exhaust valve which can be stopped in a closed state for each cylinder. When the cylinder before initial explosion is in an exhaust stroke, the exhaust valve of the cylinder is stopped in a closed state. Subsequently, the fuel injection valve of the cylinder in which the exhaust valve is stopped in the closed state in the exhaust stroke is caused to inject the fuel for initial explosion so that an injection time is before opening timing of an intake valve or coincides with the opening timing.

Abstract: A receiving portion of a heat releasing member made of metal holds a controller, which is installed to the receiving portion through an opening of the receiving portion. An embeddable portion of the heat releasing member is formed at least along a peripheral edge of the opening of the receiving portion and is embedded in a flange, which is made of resin and covers a hole of a fuel tank. A protective member made of resin may cover each connecting portion between a corresponding one of terminals of the controller and a corresponding one of conductive line members. A primer agent coating may be applied to the conductive line members.

Abstract: An apparatus for controlling an internal combustion engine that can estimate a quantity of heat generated is provided. An arithmetic processing unit 20 can calculate PV? variable according to a crank angle ? and dPV?/d? as a rate of change in PV?. For convenience' sake, a “crank angle at which dPV?/d? is a maximum while PV? is increasing” is to mean a “crank angle at a combustion proportion of 50%” and be referred to also as “?CA50”. PV? calculated for ?CA50 is to be referred to also as “PV?CA50”. In addition, for convenience' sake, a difference between PV? (which is zero in the embodiment as shown in FIGS. 3 and 4) and PV?CA50 at a start of combustion is also referred to as ?PV?CA50. A total quantity of heat generated Q is assumed to be twice as much as a value of ?PV?CA50.

Abstract: A combustion chamber for an opposed-piston engine includes a squish zone defined between circumferential peripheral areas of opposing end surfaces of the pistons, a cavity defined by one or more bowls in the end surfaces, and at least one injection port that extends radially through the squish zone into the cavity. The cavity has a cross-sectional shape that imposes a tumbling motion on air flowing from the squish zone into the cavity. Opposing spray patterns of fuel are injected into the combustion chamber. In some aspects, the opposing spray patterns are injected along a major axis of the combustion chamber.

Abstract: A cylinder intake air amount calculating apparatus for an internal combustion engine that calculates a cylinder intake air amount, which is an amount of fresh air sucked in a cylinder of the engine using an intake air pipe model equation which is obtained by modeling an intake pipe of the engine, is provided. An intake air flow rate is obtained. The cylinder intake air amount is calculated by applying the intake air flow rate and a preceding value of the cylinder intake air amount to the intake pipe model equation. A predicted intake air flow rate which is a predicted value of the intake air flow rate is calculated. A predicted cylinder intake air amount which is a predicted value of the cylinder intake air amount is calculated by applying the predicted intake air flow rate and the cylinder intake air amount to the intake pipe model equation.

Abstract: A combustion chamber for an opposed-piston engine includes a squish zone defined between circumferential peripheral areas of opposing end surfaces of the pistons, a cavity defined by one or more bowls in the end surfaces, and at least one injection port that extends radially through the squish zone into the cavity. The cavity has a cross-sectional shape that imposes a tumbling motion on air flowing from the squish zone into the cavity.

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: A reciprocating piston mechanism comprises a crankcase and a crankshaft having at least a crankpin The crankshaft is rotatable about a crankshaft axis. The mechanism comprises a crank member which is rotatably mounted on the crankpin, and comprises at least a bearing portion which is eccentrically disposed with respect to the crankpin. The bearing portion has an outer circumferential wall which bears the big end of a connecting rod such that the connecting rod is rotatably mounted on the bearing portion of the crank member via the big end. The crank member is provided with a crank member gear which meshes with a first auxiliary gear being an external gear. The first auxiliary gear is fixed to a second auxiliary gear via a common auxiliary shaft The auxiliary shaft is mounted to the crankshaft and rotatable with respect thereto about an auxiliary shaft axis which extends parallel to the crankshaft axis.

Abstract: An internal combustion engine system includes a fresh air system, an exhaust gas system and an exhaust gas recirculation system. The exhaust gas recirculation system has an exhaust gas valve assembly for controlling a removal flow at a recirculation line removal point and a fresh air valve assembly for controlling an introduction flow at a fresh air line introduction point. The exhaust gas valve assembly is permanently displaceable between a first position and a second position for generating the removal flow. The fresh air valve assembly is permanently displaceable between a first position and a second position for generating the introduction flow. The valve assemblies are synchronized such that the positive pressure pulses entering at the removal point into the recirculation line meet the negative pressure pulses at the introduction point.

Abstract: A method for automatically controlling an internal combustion engine, in which an axial displacement (s(t)) and an angle of rotation (w(t)) of a gas-exchange valve are measured during a valve stroke. A displacement deviation is computed from the displacement (s(t)) relative to a reference valve, and an angle of rotation deviation is computed from an initial value and an end value of the angle or rotation. The further operation of the internal combustion engine is set on the basis of the displacement deviation and the angle of rotation deviation.

Abstract: There is provided, in one aspect of the present description, an internal combustion engine system. In one example, the system comprises a controller configured to control an intake valve closing timing varying mechanism to vary a closing timing of the intake valve to regulate air charged in a combustion chamber in accordance with engine operating conditions and, in a first engine operating condition where a least volume of air is required to be charged into the combustion chamber, retard a closing timing of the intake valve to a most retarded crank angle which is after bottom dead center during a cylinder cycle and satisfies the following formulas: ???0.2685×?02+10.723×?0+15.815 and ?0?11.0, where ? is the most retarded crank angle and ?0 is a geometric compression ratio of the engine.

Abstract: A fuel tank that stores a liquid fuel is equipped with a float member floating on the fuel stored in the fuel tank. In this fuel tank, the float member is so formed as to cover a liquid surface of the liquid fuel.

Abstract: A control device for an internal combustion engine provided by the present invention is a control device which can satisfy a requirement concerning exhaust gas performance of the internal combustion engine, a requirement concerning fuel economy performance, and a requirement concerning operation performance with an excellent balance by properly regulating a change speed of a required air-fuel ratio and an ignition timing. The present control device keeps the ignition timing at an optimal ignition timing if a predetermined permission condition is not satisfied. However, when the permission condition is satisfied, the present control device controls the ignition timing so as to compensate for a difference which occurs between torque which is estimated from an operation of an actuator for air quantity control and required torque by the ignition timing.

Abstract: A delay time is provided in a calculation process until an instructed throttle opening is outputted after a required cylinder inside air filling efficiency is inputted. When calculation timing of a fuel injection quantity comes, an actual cylinder inside air filling efficiency which is achieved in a time ahead by the delay time from the present time is estimated by using an air response model. When a read-ahead time from the present time to closing timing of an intake valve exceeds the delay time, a change amount of the actual cylinder inside air filling efficiency which occurs by the time the read-ahead time elapses from a time point when the delay time elapses is estimated by using an air response model with a deviation between an estimated actual cylinder inside air filling efficiency after the delay time and a target cylinder inside air filling efficiency as a step input value.

Abstract: An engine for use in an air hybrid vehicle comprises at least one cylinder having a piston (20) defining a variable volume working chamber (10) and intake (12, 14) and exhaust (16) valves controlling the flow of air into and out of the working chamber. The cylinder is operable in any one of at least two modes, namely a first mode in which power is generated by burning fuel in the working chamber (10), and a second mode in which the cylinder acts to compress air drawn into the working chamber (10) and to store the compressed air in an air tank (36). The engine further comprises a non-return valve (32) in an intake port leading to an intake valve (12) of the cylinder so as to define an auxiliary chamber (30) in the intake port between the intake valve (12) and the non-return valve (32). A passage (24) connecting the auxiliary chamber (30) to the air tank (36) contains a valve (34) for controlling the flow of compressed air between the auxiliary chamber (30) and the air tank (36).

Abstract: An engine control apparatus having a unit for calculating the mean value of the angular acceleration with respect to each cylinder; a unit for calculating the variance of the angular acceleration with respect to each cylinder; a unit for estimating the torque and the air/fuel ratio with respect to each cylinder on the basis of the mean value and the variance; and a unit for controlling at least one of the intake air amount, the fuel injection amount and the ignition timing with respect to each cylinder on the basis of the estimated torque and air/fuel ratio.

Abstract: The present invention relates particularly to a method for detecting electric power blips during transmission of an electric signal representative of a magnitude detected by a sensor (1) to an electronic control unit associated with a motor, characterized in that it includes the steps of: a) measuring said electric signal known as “raw signal” (SBTE); b) proceeding with the filtering of said raw signal to obtain a “filtered signal” (STFE); c) calculating for a constant time pitch, |raw signal?filtered signal|, that is, the absolute value of the difference between the raw signal and the filtered signal; d) comparing said absolute value to a predetermined threshold of maximum variation (SVM); e) when said absolute value is greater than said predetermined threshold of maximum variation, declaring a state of power blip; f) otherwise, repeating the preceding steps.

Abstract: A fuel pressure regulation system for a motor vehicle includes a fuel pressure regulator in communication with an electronic control device (ECU). The regulated pressure of the fuel pressure regulator can be varied by applying electrical signals from the ECU. According to one embodiment, a length of a spring is adjusted to vary the regulated fuel pressure. According to another embodiment, a viscosity of a fluid is adjusted to vary the pressure.

Abstract: A method and apparatus for controlling a fuel pump assembly comprising a plurality of pump elements, each pump element comprising a cam-driven plunger to perform at least one pumping event per engine revolution and a control valve. Each pumping event corresponds to an associated cam lobe of the associated cam. The method comprises, for each pumping event of each pump element, controlling the control valve of said pump element in response to an output control signal derived from at least one previous pumping event. Fuel pressure is measured within a rail volume and compared with a demanded rail pressure value to derive a rail pressure error. A proportional term and an integral term for the rail pressure error are derived and combined to derive the output control signal. Monitoring of the integral term for each pumping event provides a means for identifying and diagnosing a fault condition.

Abstract: A control unit sets a transition determination filter value determining a transition operation state of an engine, and calculates a transition determination intake pipe internal pressure from the transition determination filter value, a previously detected intake pipe internal pressure, and a currently detected intake pipe internal pressure. When the time after the start of the engine exceeds a predetermined value, the unit calculates a transition determination intake pipe internal differential pressure from the currently detected intake pipe internal pressure and the transition determination intake pipe internal pressure.