Abstract: A homogeneous charge compression ignition engine that prevents knocking and misfires when changing output and when the load or air-fuel ratio changes due to one reason or another when operating under a predetermined condition. A controller determines whether or not the air-fuel ratio is changing in such a manner that there is a possibility of knocking or misfires occurring by using a map defining a range, in which stable homogeneous charge compression ignition operation is enabled, in relation with the air-fuel ratio and the intake air temperature. When the air-fuel ratio indicates that there is a possibility of knocking or misfires occurring, the controller controls an intake air temperature adjustor to adjust the intake air temperature based on the map.

Abstract: A homogeneous charge compression ignition engine includes a combustion chamber and a piston for compressing and igniting an air-fuel mixture in the combustion chamber. A variable valve actuation mechanism opens and closes an exhaust valve to perform internal exhaust gas recirculation. A heater heats the mixture before the mixture is supplied to the combustion chamber. A storage device stores correspondence information of the amount of internal exhaust gas recirculation and heated state of the mixture heated by the heater that are necessary to perform homogeneous charge compression ignition in relation with the load of the engine and the rotation speed of the output shaft. A controller controls the variable valve actuation mechanism and the heater to achieve the amount of internal exhaust gas recirculation and heated state of the mixture in correspondence with the load and speed required for the engine.

Abstract: A homogeneous charge compression ignition engine for preventing knocking or misfires even if the air-fuel ratio deviates from a target value. The controller determines the possibility of misfires occurring due to changes in the air-fuel ratio based on a map showing the relationship of the air-fuel ratio and the timing at which the exhaust valve closes (EVC) when stable homogeneous charge compression ignition is enabled. When there is a possibility of misfires occurring, the controller retards the EVC. When there is a possibility of knocking occurring due to changes in the air-fuel ratio, the controller uses a map to advance the EVC.

Abstract: A system for assisting in the atomisation of liquid particles conveyed in a gas stream flowing along a flow path having a rigid boundary, said system involving the creation of one or more shock waves in the gas stream. In a preferred embodiment, the system comprises a fuel injection nozzle (10) comprising a fluid flow passage (43) terminating at a discharge orifice (15) and incorporating a delivery port (33) defined between a valve seat (31) and a valve member (23) movable with respect to the valve seat for opening and closing the delivery port. Fuel is delivered along the fluid flow passage (43) into a combustion chamber through the discharge orifice (15) upon opening of the delivery port (33). The valve member (23) devines an inner boundary surface (47) of the flow passage (43) and the valve seat (31) defines at least part of an outer boundary surface (45) of the flow passage (43).

Abstract: Apparatus for an internal combustion engine includes an estimating or controlling unit to determine an oil-diluting fuel quantity of an engine oil-diluting fuel which is fuel leaking out through a clearance between a piston and a cylinder of the engine and diluting an engine oil. The unit calculates a variation of the engine oil-diluting fuel quantity, and determines the oil-diluting fuel quantity in accordance with the variation.

Abstract: A combustion chamber assembly for use in a diesel engine, includes a combustion chamber having a lower portion and an upper portion and being defined in a crown of a piston, the combustion chamber lower portion being formed of a plurality of spherical and annular surfaces having smooth annular transitions; and the combustion chamber upper portion having at least one step defining a flat surface and defining a transition between the lower portion and the crown. A piston incorporating the combustion chamber assembly and a method for forming the combustion chamber assembly are further included.

Abstract: During start-up of an in-cylinder fuel injection spark ignition engine (1), an engine controller (21) calculates a start-up fuel injection pulse width TIST on the basis of a cooling water temperature Tw, an engine rotation speed Ne, and a fuel supply pressure Pf to a fuel injector (8) (S1). When the fuel supply pressure Pf exceeds a required fuel pressure, the engine controller (21) executes stratified combustion by means of compression stroke fuel injection. By setting the required fuel pressure precisely in accordance with a start-up condition defined by the start-up fuel injection pulse width TIST and the engine rotation speed Ne, the opportunities for stratified combustion during start-up increase, and the amount of hydrocarbon discharge decreases.

Abstract: A start-up control device of a direct injection engine has a fuel injector (76) for injecting fuel into the engine; and a controller. The controller is programmed to determine the presence of a learned value for calculating on the basis thereof a fuel injection amount during start-up of the engine (10) by means of a stratified charge combustion operation; calculate the fuel injection amount on the basis of the learned value when the learned value is present, and control the fuel injector (76) to inject fuel in the compression stroke to start up the engine (10) by means of a stratified charge combustion operation; and control the fuel injector (76) to inject fuel in the intake stroke of the engine to start up the engine by means of a homogeneous combustion operation when the learned value is absent, and obtain and store the learned value during the homogeneous combustion operation of the engine.

Abstract: A fuel injection system for internal combustion engines having a fuel injector that injects fuel into a combustion chamber, which is delimited by a cylinder wall in which a piston is guided, and having a spark plug that projects into the combustion chamber, the fuel injector injecting a plurality of injection jets into the combustion chamber. The injection jets generate a cone-shaped mixture cloud having an elliptical cross-section in the combustion chamber.

Abstract: This system for controlling the combustion noise of a motor vehicle diesel engine of the type including means for feeding each of its cylinders with fuel by multiple injections of fuel, which means are adapted to trigger fuel feed into each cylinder in the form of at least one pilot injection and a main injection of fuel, comprises: means for determining pressure gradients in the engine cylinder while in operation, at least during the pilot and main injection stages; and means for determining the quantity of fuel to be injected into the cylinder during pilot injection for a predetermined quantity of fuel injected during main injection so as to optimize a criterion based on the ratio between the pressure gradients corresponding to the pilot and main injection stages, thereby optimizing the operating noise of the engine.

Abstract: A method for operating an engine at idle that reduces NOx and controls smoke and hydrocarbon emissions. An idle delivery quantity of fuel is determined and divided into a first quantity of fuel and a second quantity of fuel in approximately equal quantities. During a compression stroke of an engine piston, the first quantity of fuel is injected into an engine cylinder. Adjusting at least one of timing and quantity of the injection of the first quantity of fuel reduces, at least in part, NOx emissions. At a timing angle of at least thirty degrees after the first quantity of fuel is injected and after the first quantity of fuel has been burned, there is an injection of the second quantity of fuel. Adjusting at least one of timing and quantity of the injection of the second quantity of fuel reduces, at least in part, smoke emissions.

Abstract: In a direct start of an internal combustion engine, sufficient energy may need to be released in a first combustion to set the internal combustion engine into motion, if possible without the assistance of an additional assembly, such as an electromotive starter. For this reason, the carburetion of an air-fuel mixture, made up of the air mass present in a combustion chamber and the fuel mass injected therein, is of great importance. In order to improve the mixture formation during a start, e.g., during a warm start of an internal combustion engine, the fuel mass required for a mixture formation is introduced into the combustion chamber, in full or in part, already prior to a start phase by at least one injection, and the mixture formation may be improved in this manner by vaporization of the introduced fuel mass.

Abstract: A hybrid electric powertrain includes a direct-injection, two-stroke, port scavenged engine in hybrid combination with an electric motor. The engine is configured to use a fuel with wide flammability limits, such as hydrogen, for extremely lean combustion to significantly reduce emissions. The two-stroke engine eliminates the engine displacement problems associated with extremely lean combustion, and the use of a hybrid powertrain allows the engine to be operated efficiently with reduced throttling compared to the prior art. A continuously variable transmission, or a transmission with closely-stepped ratios, is preferably employed.

Abstract: A method of optimizing mounting position of a direct injection fuel injector tip to minimize injector tip deposit formation of selected internal combustion engines and direct injection fuel injectors. The combination can be different engines with different injectors or the same engine or the same injector but with different characteristics for the engine and injector. For each combination selected, the method involves generating at least two maps different maps. The first map is a map of the range of injector tip temperatures of a particular engine and injector combination. The first map is a rough indicator of a tendency towards combustion deposits. The second map is an engine characterization map that correlates testing conditions to actual combustion deposits formation. An optimization map is then generated from characteristic curves that permits selection of an optimal injector tip position with respect to the combustion chamber.

Abstract: Process which, by spray-controlled, directly injected combustion with the aid of step-by-step technical development of the whole of the combustion system, achieves an intensified mixing process during injection and after-burning, which speeds up soot oxidation during various stages so effectively that the engine can be run with sufficiently high EGR content for desired NOx and soot content down to ultra-low emissions, at the same time as parameters which control the efficiency are decoupled from measures for desired emission level, thereby enabling optimum efficiency to be attained for the process.

Abstract: A direct fuel injection engine basically comprises a combustion chamber, a piston with a cavity, a fuel injection valve, a spark plug and a control unit. The fuel injection valve is configured and arranged to directly inject a fuel stream into the combustion chamber in a substantially constant hollow circular cone shape in a stratified combustion region. The control unit is configured to ignite a first air-fuel mixture formed directly after the fuel stream is injected and prior to a majority of the fuel stream striking the cavity when the direct fuel injection engine is operating in a low-load stratified combustion region, and to ignite a second air-fuel mixture formed after a majority of the fuel stream is guided by the cavity toward an upper portion of the combustion chamber above the cavity when the direct fuel injection engine is operating in a high-load stratified combustion region.

Abstract: A device having a monitoring circuit for a knock control and a control circuit which initiates substitute measures in the event of a fault in the knock control, depending on the output signal of the monitoring circuit, is described. The control unit is designed, for example, so that the number of fuel injection operations per operating cycle of a cylinder of the engine is increased as the substitute measure.

Abstract: A fuel injection mode is flexibly controlled according to the actual extent of adverse effects on an internal combustion engine from both deterioration of exhaust gas emissions and fuel dilution caused by fuel adhering to the piston top face and the cylinder inner peripheral face. A dilution degree counter value C is counted up when a coolant temperature at engine startup THWST and an intake air quantity sum value after engine startup GASUM are each equal to, or less than, respective predetermined values. A fuel dilution flag is set to “ON” when the dilution degree counter value C is equal to, or greater than, a predetermined value CH. A fuel injection timing of an intake stroke injection is changed to a timing on the advance side when this fuel dilution flag is “ON.

Abstract: An injection valve for injecting fuel into the combustion chamber of an internal combustion engine has an injector needle guided inside the housing in such a way that it can be displaced longitudinally with a shaft in order to open and close the injection cross-sections. The injector needle is actuated by the fuel pressure which act upon the injector needle and by a closing spring acting in the closing direction of the injection needle. The closing spring is pre-compressed between abutments on the injector needle and the housing and is situated on the perimeter of the injector needle in the area between the injector needle guide and the valve seat. One advantage of the arrangement is the compact construction of the injection valve and the low dead volume of the control chamber on the reverse side of the injector needle.

Abstract: A combustion control system controls combustion in a direct fuel injection spark ignition engine that maintains a constant pressure in an accumulator when fuel is not being injected. The combustion control system controls combustion when fuel injection is resumed after being temporarily stopped. The combustion control system has a target fuel pressure acquiring section that acquires a target fuel pressure based on an engine rotational speed and an engine load, an actual fuel pressure detecting section that the actual fuel pressure, a timing acquiring section, and a first timing control section. The timing acquiring section acquires the fuel injection timing and ignition timing (50 and 30 degrees BTDC) based on the rotational speed and load. The first timing control section controls the fuel injection timing and the ignition timing based on actual fuel pressure, e.g., retards the fuel injection and ignition timings to 40 and 25 degrees BTDC.

Abstract: Engine reconfiguration kits are developed for NOx emission reduction in Electro-Motive Division of General Motors Corporation model 645 diesel engines. The kits feature improved unit fuel injectors providing better fuel atomization with retarded injection timing and other improvements. Included new higher efficiency four pass counterflow aftercoolers provide reduced airbox inlet air temperatures. New connector pipes for the counterflow aftercoolers may also be included. Optional higher compression ratio pistons are available for increased fuel efficiency in some engine types. The kits reduce NOx emissions without increasing smoke, CO or particulate emissions or reducing performance.

Abstract: The invention relates to an internal combustion engine comprising a fuel injector (2) for each cylinder; a fuel injection control unit (4) for controlling fuel injection quantity and a piston (5) in each cylinder whose compression action causes a mixture of air and fuel to be ignited. The engine is further provided with inlet and outlet valves (6, 7) and various sensors (12-16) for measuring various engine operating parameters. During compression ignition mode, the control unit (4) is arranged to select a &lgr;-value from a map stored in the control unit, which value is a function of engine load and engine speed, and to compare the actual &lgr;-value with the selected &lgr;-value; whereby the control unit is arranged to adjust the intake manifold pressure as a function of the difference between the said &lgr;-values in order to obtain the selected &lgr;-value. The invention further relates to a method for operating the engine and a computer readable storage device (4).

Abstract: A fuel injector comprising a nozzle body, a first outlet opening having an axis, a second outlet opening having an axis, and means for controlling fuel delivery through the first and second outlet openings. The axes of the first and second outlet openings are arranged so as to intersect one another downstream of the outlet openings such that, when fuel is delivered through both the first and second outlet openings, a combined spray formation is formed which is substantially equivalent to a single spray formation having been delivered from a single opening.

Abstract: A fuel nozzle assembly for delivering fuel to a combustor of a gas turbine engine. The assembly includes a fuel nozzle including a body having a fuel inlet, an air inlet, an outlet for discharging fuel to the combustor, and a mounting flange for mounting the nozzle in the engine. A portion of the body corresponding to the fuel inlet and/or the air inlet includes a recess for receiving a supply fitting having an annular sealing surface and a rotatable nut. The recess includes an annular seat sized and shaped for sealingly engaging the sealing surface of the supply tube fitting and female threads positioned adjacent the seat for threadably receiving the rotatable nut of the supply.

Abstract: An engine particularly suited to single speed operation environments, such as stationary power generators. The engine includes a plurality of combustion cylinders operable under homogenous charge compression ignition, and at least one combustion cylinder operable on spark ignition concepts. The cylinder operable on spark ignition concepts can be convertible to operate under homogenous charge compression ignition. The engine is started using the cylinders operable under spark ignition concepts.

Abstract: The invention concerns an internal combustion engine, especially an Otto engine, with intake valves (20) and with a fuel injector (40), which is arranged and designed in such a way that it injects the fuel (42) directly into a combustion chamber (16) of working cylinders (14) of the internal combustion engine. At least in the region of the neck (68), the intake valves (20) have a surface that is designed in such a way that it counteracts the formation of carbon deposits.

Abstract: A fuel injector (1) for fuel-injection systems of internal combustion engines includes an actuator (10), a valve needle (3), which is able to be activated by the actuator to actuate a valve-closure member (4), which, together with a valve-seat surface (6) formed at a valve-seat member (5), forms a sealing seat; and a plurality of spray-discharge orifices (7) which is formed in the valve-seat member (5). At a discharge-side end (42) of the fuel injector (1), a nozzle-orifice cover (37) is positioned, which shields the spray-discharge orifices (7) from the combustion chamber of the internal combustion engine.

Abstract: A fuel injector (1) for fuel-injection systems of internal combustion engines includes an actuator (10), a valve needle (3), which is able to be activated by the actuator to actuate a valve-closure member (4), which, together with a valve-seat surface (6) formed at a valve-seat member (5), forms a sealing seat; and at least one spray-discharge orifice (7) which is formed in the valve-seat member (5). At a downstream end (42) of the fuel injector (1), a flameproofing screen (37) is positioned, which shields the spray-discharge orifices (7) from the combustion chamber of the internal combustion engine.

Abstract: In a fuel system of an internal combustion engine, a fuel pressure sensor is disposed on a high pressure fuel pipe connecting common rail and a fuel injection valve. An electronic control unit (ECU) of the engine calculates the magnitude P of the fuel pressure fluctuation from the fuel pressure detected by the pressure sensor when a pilot fuel injection is executed. The ECU calculates the actual amount Qpl of the pilot fuel injection from the magnitude P and pressure Pc in the high pressure fuel pipe based on the relationship between Qpl and P, Pc determined beforehand by experiment. The ECU further corrects the fuel injection period of the fuel injection valve in such a manner that the difference dQpli between the actual amount Qpl and a target amount Qplt of pilot fuel injection becomes within an allowable range.

Abstract: The invention relates to a fuel injector (1) for an internal combustion engine, in which the fuel jets (4a, 4b) emerging from two orifices (3a, 3b) collide prior to traveling to the ignition device. In this way, it is possible to produce an ignitable fuel mist in the vicinity of the ignition device, without the ignition device being directly struck by liquid fuel.

Abstract: Between respective injection holes 107 on the face of a plate member 111 in a fuel passage, grooves 201 are provided which run along the circumferential direction of the respective injection holes 107, and at the positions of the grooves 201 overflows 502 are formed, and further contracted flow portions 602 are formed in the injection holes 107, thus, the maximum flow velocity of fuel is increased at the injection hole outlet portions, thereby, a fuel injection valve and an internal combustion engine of which atomization performance near the injection holes is effectively enhanced are provided.

Abstract: The present invention relates to a method of controlling the combustion by autoignition of a homogeneous fuel mixture for an internal-combustion engine comprising a combustion chamber in which a stage of slow oxidation of said mixture occurs prior to the combustion of this mixture. A determined amount of fuel is fed into the combustion chamber during the slow oxidation of the mixture so as to lengthen this oxidation stage.

Abstract: The present invention relates to a device and a method for dividing up a total fuel amount, which is to be injected into the combustion chamber of a cylinder during a combustion cycle, into a plurality of injections. To this end, a first fuel amount, which is to be injected during a first injection is determined, a fourth, minimum fuel amount for a third injection is determined, and the total fuel amount minus the first fuel amount is compared to the fourth, minimum fuel amount. When the total fuel amount minus the first fuel amount is greater than or equal to the fourth, minimum fuel amount, the first fuel amount and a second fuel amount, which is to be injected into the combustion chamber of the cylinder during a second injection, are set to zero, and a third fuel amount, which is to be injected during a third injection, is set to the total fuel amount.

Abstract: A unit fuel injector (10) is used to inject fuel into the combustion chamber of an internal combustion engine. This is accomplished by opening a valve element (28) counter to a valve prestressing force by means of increasing a system pressure. Moreover, the system pressure is raised to a value above a normal valve opening pressure, so that the valve element opens for a main injection counter to the valve prestressing force. While the system pressure is being raised, the valve prestressing force is also increased, in such a way that a valve closing pressure that is increased because of the increased valve prestressing force is always below the system pressure. The system pressure is then lowered and to a value below the valve closing pressure, so that the valve element closes. Next, the system pressure is increased again, so that the valve element opens for a postinjection, at a valve opening pressure that is increased because of the increased valve prestressing force.

Abstract: The present invention relates to a method of controlling the combustion by autoignition of a homogeneous fuel mixture for an internal-combustion engine comprising a combustion chamber in which a stage of slow oxidation of said mixture occurs prior to the combustion of this mixture.

Abstract: The invention relates to a method of operating an internal combustion engine operated on gasoline type fuels, more specifically on gasoline, wherein ignition of the fuel-air mixture is initiated spontaneously in at least one operational range of the engine, preferably in the part load range, and wherein a stratified charge is produced in the combustion chamber, preferably in the higher load range. In order to achieve in the simplest possible manner high exhaust quality for an internal combustion engine operated on fuel with poor ignition characteristics in the range of higher mean pressures as well there is provided that combustion is initiated by spontaneous ignition of the fuel in the full load range as well and that preferably the in-cylinder charge temperature is controlled throughout the load range by way of internal exhaust gas recirculation and that, in the full load range, the start of fuel injection occurs after top dead center.

Abstract: In a method for operating a diesel engine having a cylinder, a piston which is guided in a longitudinally displaceable manner oscillating between an upper dead center position and a lower dead center position in the cylinder, and an injector having an injector valve for the injection of a fuel quantity into the cylinder, in a compression cycle delimited by the movement of the piston from the lower dead center position to the upper dead center position, combustion air is compressed. In a working cycle delimited by the movement of the piston from the upper dead center position to the lower dead center position, the injection of the fuel quantity occurs. In all operating states the injection begins after the upper dead center position, the injector valve being abruptly opened.

Abstract: The invention relates to a unit injector system for supplying the combustion chamber of a self-igniting internal combustion engine with fuel. The unit injector system has a high-pressure chamber that can be subjected to pressure via a pump piston. A storage piston is received inside a storage chamber and is acted upon via a compression spring disposed in a spring holder. A return flow throttle element, which delays the buildup of pressure in the storage chamber, is disposed between the high pressure chamber and the storage chamber of the storage piston.

Abstract: A method and system for controlling an auto-ignition in an internal combustion engine, comprises setting the closing timing of an outlet control device of a cylinder increasingly before or ahead a top dead center (TDC) during the exhaust stroke with the decreasing engine loads at the rate of a change in the closing timing per a unit change in the decreasing engine loads. This change in the closing timing increases with the decreasing engine loads. The opening timing of an inlet control device of the cylinder is set after the TDC.

Abstract: An engine particularly suited to single speed operation environments, such as stationary power generators. The engine includes a plurality of combustion cylinders operable under homogenous charge compression ignition, and at least one combustion cylinder operable on spark ignition concepts. The cylinder operable on spark ignition concepts can be convertible to operate under homogenous charge compression ignition. The engine is started using the cylinders operable under spark ignition concepts.

Abstract: An object of the present invention is to provide a compression-ignition internal combustion engine capable of improving its engine performance by appropriately setting ignition timing. In order to attain the above-mentioned object, the compression-ignition internal combustion engine comprises a valve mechanism control means for controlling opening and closing timings of a valve mechanism including an intake valve and an exhaust valve arranged in a cylinder of the internal combustion engine. Using the valve mechanism control means, the compression pressure can be controlled corresponding to an operating condition of the engine, and accordingly the auto-ignition timing can be controlled corresponding to the operating condition of the engine.

Abstract: The invention relates to a method for operating an internal combustion engine which is operated in at least one engine operation range in a substantially homogeneous self-ignited manner and in at least a second engine operation range in a substantially homogeneous spark-ignited manner, with a changeover occurring during engine operation between homogeneous self-ignited operation and homogeneous spark-ignited operation depending on the load and vice-versa.

Abstract: The injector has an injector body having a seat for a metering valve in turn having a control chamber for controlling a control rod. The control chamber has an inlet conduit and a drain conduit controlled by a shutter, and is defined by two parts, one of which is defined by a bush having a through opening for guiding the control rod, and the other of which is defined by a plug member for closing the control chamber. The inlet conduit is located on the bush, and the drain conduit on the plug member. The bush is of such a diameter as to interfere slightly with at least one cylindrical portion of the seat, and is driven in fluidtight manner inside the seat so that an end edge rests on a shoulder of the seat. The plug member is fixed in fluidtight manner to the opposite end of the bush by means of a ring nut having a projection which acts along the centerline of the thickness of the bush.

Abstract: A method and apparatus for analyzing and signal conditioning the pulsation signal derived from combustion of fuel in a turbine. There are one or more user defined frequency bands and the method and apparatus provides a digital signal for the true RMS value of each of the user defined bands. Turbine protection logic has as its input the digital true RMS values for each such band and inspects that value to determine if the frequencies in that band exceed a predetermined level for a predetermined period of time.

Abstract: A fuel injector (1) for direct injection of fuel into a combustion chamber of an internal combustion engine has at least one retaining flange (5) situated on a nozzle body (2) of the fuel injector (1). The retaining flange (5) projects radially above the nozzle body (2), and a hold-down device may act on it. The retaining flange (5) may rest on a cylinder head of the internal combustion engine. The retaining flanges (5) extend over only portions of the periphery of the nozzle body (2).

Abstract: A fuel injector (1), particularly a fuel injector for fuel injection systems in internal combustion engines, has a valve needle (3), which cooperates with a valve-seat surface (6) to form a sealing seat, and an armature (20), which engages with the valve needle (3), the armature (20) being movable along the axis of the valve needle (3) and being damped by a damping element (32) made from an elastomer. In this context, a first intermediate ring (34) is situated between the armature (20) and the damping element (32). The damping element (32) rests on the flange (31), which is connected in a force-locking manner to the valve needle (3). The intermediate ring (34) and/or the flange (31) is furnished with radial and/or axial channels which connect an interior volume (36) located between the valve needle (3) and the damping element (32) to a central cutaway (42) of the fuel injector (1).

Abstract: A method for controlling an injector is described, where the trigger signal (Ua) for the actuator is controlled as a function of the amplitude and the duration. The actuator, using an hydraulic coupler, actuates a control valve which, at a low voltage, operates in a ballistic mode and opens up an opening cross-section to an inlet channel (ZK). The opening cross-section (8) becomes smaller with increasing trigger voltage (Ua), and the fuel quantity to be injected increases. The control valve (5) is brought from ballistic mode to nonballistic mode via the amplitude and duration of the trigger voltage (Ua). The delivery duration (FD) and the amplitude of the trigger voltage (Ua) are tuned to each other so that one or several jumps may occur, during which a switch is made from one voltage value (Ua) to another voltage value (Ua), and from one delivery duration to another delivery duration (FD). The method is preferably used in a unit injector system such as is used in direct injection.

Abstract: The present invention relates to a fuel injector, in particular a fuel injector protruding directly into a combustion chamber of an internal combustion engine, having an energizable actuator (10, 11, 12), a valve-closure member (7) able to be moved by the actuator (10, 11, 12), a secure valve seat (22), with which the valve-closure member (7) cooperates to open and close the valve, a fuel outlet formed in a downstream spray-discharge region and by at least one outlet opening (23) situated downstream from valve seat (22), and a dead volume (25) formed downstream from valve seat (22) and upstream from the spray-discharge region having at least one outlet opening (23). A device for accumulating combustion chamber gas is provided in the valve-closure member (7) in the form of a blind hole (33) having direct access to the dead volume (25).

Abstract: In a four-stroke reciprocating-piston internal combustion engine, a method is carried out for operating the latter with a homogeneous lean basic mixture of air, fuel and retained exhaust gas and with compression ignition and direct fuel injection into a combustion space. In order to avoid ignition problems during compression ignition and in the case of a low load, in an activation phase, the retained exhaust gas is compressed in the region of the gas-exchange dead center and is subsequently expanded, and, in this phase of the work cycle, activation fuel is injected into the combustion space in order to stabilize main combustion.

Abstract: A method and system for controlling an auto-ignition in an internal combustion engine, comprises setting the closing timing of an outlet control device of a cylinder increasingly before or ahead a top dead center (TDC) during the exhaust stroke with the decreasing engine loads at the rate of a change in the closing timing per a unit change in the decreasing engine loads. This change in the closing timing increases with the decreasing engine loads. The opening timing of an inlet control device of the cylinder is set after the TDC.