Abstract: An improved multi-fuel supply and co-injection system and method for powering internal combustion and turbine engines, whereby various combinations of fuels, both liquid and gaseous, may be mixed together and fed into the system, under the real-time control of a microprocessor responding to a variety of sensors and acting on a variety of control devices, all working together in a manner designed to enhance the utilization of the thermal content of the various fuels, and in particular to enhance the combustion efficiency and increase the power output while decreasing the consumption of fuel, calculated both by quantity and by cost and whereby the liquid fuel lubricates the moving parts of the injection system.

Abstract: A method for an engine configured to deliver an actively varying relative ratio of a first and second fuel via a delivery system having a first and second injector for a cylinder of the engine, where the first fuel has a lesser relative amount of alcohol, the method comprising of varying an amount of injection from the first and second injector with operating conditions, when said variation causes said first injector to approach a first minimum opening condition, increasing injection of said second injector and disabling said first injector, and when said variation causes said second injector to approach a second minimum opening condition, avoiding further reduction of said second injector and decreasing injection of said first injector.

Abstract: Various systems and methods are described for controlling engine operation of an engine having a plurality of cylinders, each cylinder including a first and second injector for delivering fuel to the cylinder. One example method comprises operating a first cylinder to combust fuel delivered from both the first and second fuel injector of the first cylinder, and operating a second cylinder to combust fuel delivered from only one of the first and second fuel injectors of the second cylinder. One example system comprises both a port injector and a direct injector coupled to both of a first and second cylinder of the engine with a first fuel reservoir coupled to the port injectors and a second fuel reservoir coupled to the direct injectors. The system further includes a controller configured to vary delivery of the fuels from the injectors to the cylinders during differing operating modes.

Abstract: A method and control unit for metering fuel into at least one combustion chamber of an internal combustion engine comprising at least one pilot injection and one main injection per combustion cycle, combustion features being detected and an effect of a fuel quantity injected prior to the main injection being ascertained from the combustion features. An actual value of a combined effect of at least two pilot injections per combustion cycle is ascertained and the actual value is regulated to a setpoint value via an intervention on at least one of the pilot injections.

Abstract: A method for controlling a common-rail fuel injection system, which avoids the adverse effect of the pilot injection on the main injection while driving an engine and maximizes the cleaning up of the exhaust gas by the pilot injection or the like, is provided. In the common-rail fuel injection system performing a multistage injection, a pilot injection timing ?p at a crankshaft angle and a main injection timing ?m at the crankshaft angle base are controlled by a ECU. The ECU calculates a pilot injection interval Tpin at a time base and adjusts the main injection timing ?m when the pilot injection interval Tpin is less than the predefined threshold (1 (ms) in the present embodiment).

Abstract: A control system for an internal combustion engine having at least one fuel injection valve for injecting fuel in a combustion chamber of the engine. A main injection and a pilot injection are performed through the at least one fuel injection valve, the pilot injection being performed before the main injection. A demand output of the engine is temporarily reduced upon a request for reducing an output of the engine. The output of the engine is reduced when the demand output is reduced. A control of the pilot injection corresponding to a state where the demand output is not reduced is performed when the demand output is reduced.

Abstract: A direct fuel injection control for an internal combustion engine includes first and second controllers. The first controller has a microprocessor and generates injection timing and duration signals on injector select lines. The second controller is a state machine including injector controls that receive the injection timing and duration signals and control injector current according to sets of injector current profile defining parameters received from the first controller on a serial bus and stored in register sets in the second controller. The second controller includes switching apparatus that can quickly change the connection of each injector control between different register sets to select different injector current profiles in successive injection pulses. Several alternative ways of providing register select signals are disclosed, and these may be incorporated in the same second controller for selection by the first controller.

Abstract: A control apparatus of an engine that includes an intake passage fuel injector and an in-cylinder fuel injector according to the invention is characterized by further including correcting means for selectively increase-correcting or decrease-correcting a fuel injection quantity to bring an air-fuel ratio close to a predetermined target air-fuel ratio; and switching means for dividing an increase amount or decrease amount of the fuel injection quantity into a distribution ratio that is to be divided between the two fuel injectors, and when executing a correction by the correcting means, making one of the fuel injectors responsible for the larger part of a ratio, making the other fuel injector responsible for the smaller part of the ratio, and switching the fuel injector responsible fore the larger part of the ratio according to the operating state of the engine.

Abstract: The procedure and device of the present disclosure enable an accurate determination of the composition of the fuel mixture at a self-igniting combustion engine on the basis of present sensor signals. The procedure and device of the present disclosure furthermore enable the detection and compensation of a combustion that is unstable due to the composition of the fuel mixture.

Abstract: A method and a device for operating an internal combustion engine to perform a lambda regulation without using a lambda sensor. Fuel is injected for combustion in a combustion chamber of the internal combustion engine. A first quantity of the internal combustion engine is ascertained, which allows a conclusion to be drawn about the behavior of an output quantity of the internal combustion engine, in particular of a torque.

Abstract: In a method for operating an internal combustion engine, a setpoint fuel quantity to be injected is subdivided into a first fuel quantity which is to be injected into an intake manifold of the internal combustion engine, and a second fuel quantity to be injected directly into a combustion chamber of the internal combustion engine. The subdivision of the fuel quantity is performed as a function of a temperature that is characteristic for the operation of the internal combustion engine, e.g., in a start of the internal combustion engine, and the ratio between the first fuel quantity and the second fuel quantity is continually modified as a function of the temperature.

Abstract: A fuel injection system for an internal combustion engine is disclosed, the fuel injection system including a plurality of injectors, wherein each of the injectors is adapted to inject at least one of an alternative fuel and a fossil fuel over a full range of operating conditions of the engine.

Abstract: In a method for cold-running or warm-up operation of a spark-ignition, direct-injection 4-stroke internal combustion engine having an exhaust gas catalytic converter, wherein fuel is injected into the cylinders of the internal combustion engine by means of injectors and is externally ignited by means of spark plugs, in an intake stroke fuel injection a lean, combustible but non-ignitable lean mixture is produced in the cylinders, in a compression stroke fuel injection following the intake stroke injection, by a compression stroke fuel injection, a combustible and ignitable fuel/air mixture is formed in the combustible but non-ignitable lean mixture in the cylinders and, subsequently, in a stratified fuel injection which is close in timing to an ignition time, a rich fuel/air mixture is locally formed in the region of the spark plug and is then ignited by the spark plug so as to provide for rapid heat up of the cold exhaust gas catalytic converter with reliable combustion and smooth engine operation.

Abstract: The present invention relates to a method of operating an internal combustion engine. With reference to FIG. 1, fuel is supplied to charge air using an injector (116) which in each operation delivers a set amount of fuel. The amount of fuel supplied to the charge air in each engine cycle is controlled by how many times the injector (116) operates in each cycle. A desired fuel demand is calculated as a number of operations of the injector per cycle, calculated to at least one decimal place. The desired fuel demand is rounded to a near integer to provide an output fuel demand for the injector as a number of operations of the injector for the next operating cycle in varying operating conditions of the engine.

Abstract: A method for controlling an internal combustion engine includes monitoring an engine operating state and selectively operating the engine in a multiple-injection, multiple-ignition combustion mode comprising three injection events based upon the engine operating state. The selective operation includes controlling a first injection during a recompression period of the combustion cycle, controlling a second injection event effective to establish a homogeneous fuel charge prior to a main combustion, and controlling a third injection late in the compression phase of the combustion cycle.

Abstract: An engine ECU executes a program including the steps of: calculating a fuel injection ratio of an in-cylinder injector; calculating an amount of spark advance using a first map employed when the in-cylinder injector has a fuel injection ratio of one, said first map providing a timing of ignition with a maximum amount of spark advance; calculating an amount of spark advance using a second map employed for a fuel injection ratio of zero, said second map providing a timing of ignition with a minimum amount of spark advance; and calculating an amount of spark advance using a third map employed for a fuel injection ratio larger than zero and smaller than one, said third map providing a timing of ignition with a larger amount of spark advance for a larger ratio.

Abstract: A method and article of manufacture are provided to operate a spray-guided, spark-ignition, direct fuel injection engine, including injecting a first fuel pulse during a combustion cycle, and initiating spark ignition by energizing a spark igniter. A second fuel pulse is injected during the combustion cycle effective to form an ignitable fuel-air mixture proximal to the spark igniter during a period in time whereat the spark igniter is energized. A preferred elapsed time between an end of the first fuel pulse and start of the spark ignition is determined based upon engine load.

Abstract: In a method of operating an internal combustion engine of a motor vehicle during an engine warm-up phase, the engine having a cylinder including a piston defining in the cylinder a combustion chamber, wherein fuel is injected into the combustion chamber in a pilot injection, a main injection and, selectively, a post-injection, and during the heat-up phase of the engine, the center position of the combustion is retarded relative to a center position of the combustion in the normal engine operating mode in order to more rapidly heat the engine and the coolant in the engine cooling circuit for rapid heating of the passenger compartment of the motor vehicle.

Abstract: A method and a device for operating an internal combustion engine and an internal combustion engine are described, the fuel being injectable directly into a combustion chamber in particular via at least one first injector and also being injectable into an intake manifold in particular via at least one second injector. For injection of fuel in a full-load operating state of the internal combustion engine, a first selection is made from the at least one first injector and the at least one second injector having a first metering range, including a full-load injection quantity required for the full-load operating state. For injection of fuel in a partial-load operating state of the internal combustion engine, a second selection is made from the at least one first injector and the at least one second injector having a second metering range, including the adjustment of a minimum fuel injection quantity required for operating the internal combustion engine.

Abstract: A fuel supply system supplies composite fuel containing alcohol and gasoline to multiple cylinders of an internal combustion engine. The composite fuel includes main-fuel and sub-fuel. The sub-fuel is lower than main-fuel in concentration of alcohol. Each of multiple first fuel injection valves is provided to each of the cylinders for injecting fuel. Each of multiple second fuel injection valves is provided to each of the cylinders for injecting fuel. A fuel inlet portion supplies at least sub-fuel to each of the first fuel injection valves and each of the second fuel injection valves. A selector control unit selects one of main-fuel and sub-fuel supplied through the fuel inlet portion to each of the first fuel injection valves.

Abstract: In combustion control apparatus and method for an internal combustion engine, an exhaust gas purifying section is disposed in an exhaust system of the engine, a determination is made, on the basis of a state of the exhaust gas purifying section, whether a request is issued to switch a combustion mode of the engine to a split retard combustion (predetermined fuel combustion mode) in which a preliminary fuel combustion is carried out at least once at or near to a top dead center and a main fuel combustion to develop a main torque is started after a completion of the preliminary fuel combustion, and the combustion mode of the engine is switched to the split retard combustion when the combustion mode switching request determining section determines that the request is issued and during a transient driving state of the engine.

Abstract: A method for controlling operation of an internal combustion engine operating lean of stoichiometry is described. The engine is a multi-cylinder direct-injection engine operative in repetitive cycles each cycle including intake, compression, expansion, and exhaust strokes. The method includes adapting a plurality of fuel injectors to directly inject a first and a second mass of fuel into the cylinders during each cycle. Pressure sensing devices monitor in-cylinder pressure in the cylinders during ongoing operation. The first mass of fuel is injected into one of the cylinders. A cylinder pressure ratio is determined in the cylinder subsequent to injecting the first mass of fuel based upon the monitored pressure. The first mass of fuel injected is adjusted during a subsequent cycle based upon the cylinder pressure ratio.

Abstract: In a direct injection internal combustion engine which switches a fuel injection mode between a batch injection in which fuel is injected once and a split injection in which fuel is injected at a plurality of timings, a fuel increase amount is set larger for the split injection than for the batch injection when increase-correcting a fuel injection quantity set based on an engine operating state.

Abstract: In a method and an apparatus which more accurately reach a predefined setpoint value of a combustion characteristic variable for an internal combustion engine (1) with an injection system (30), a first injection signal which triggers an injection of fuel into a combustion chamber (53) of the internal combustion engine (1) is generated using at least one injection signal parameter. A combustion signal which represents a combustion of the injected fuel is generated by a detector (40). The combustion characteristic variable is determined using the combustion signal. The injection signal parameter is corrected using a deviation of the combustion characteristic variable from a setpoint value, in such a way that the deviation of a second injection signal which is generated using the corrected injection parameter is reduced for an injection which is to be performed later.

Abstract: In an internal combustion engine, gasoline is injected directly into a combustion chamber and ignited by auto-ignition. The characteristics map range within which fuel is ignited by auto-ignition is enlarged by supercharging the internal combustion engine.

Abstract: Operating a self-igniting internal combustion engine includes: specifying a setpoint combustion position and a setpoint combustion noise feature; operating at least one cylinder of internal combustion engine for at least one cycle while maintaining a first injector control variable and/or an air valve control variable and a second injector control variable and/or a second air valve control variable; ascertaining actual combustion position and actual combustion noise feature of the at least one cylinder; comparing the actual combustion position to the setpoint combustion position and, in case the actual combustion position deviates from the setpoint combustion position, determining anew the first injector control variable and/or the air valve control variable; and comparing the actual combustion noise feature to the setpoint combustion noise feature and, in case the actual combustion noise feature deviates from the setpoint combustion noise feature, determining anew the second injector control variable and/or

Abstract: A method for operating a combustion engine, in which at least one electric motor for providing drive assistance is activated at least intermittently in a normal driving mode having a requested drive power. It is provided that the combustion engine is operated selectively in steady-state or dynamic fashion as a function of a selected combustion process.

Abstract: A method for metering fuel into a combustion chamber of an internal combustion engine is provided, in which a fuel quantity to be metered for a combustion is metered by a preinjection and at least one additional injection, and in which, in the operation of the internal combustion engine, quantity errors of the preinjection are ascertained from the signal of at least structure-borne noise sensor. The method is distinguished in that a correction value is formed as a function of the quantity error of the preinjection, and at least one of the additional injections is corrected using the correction value. A control device is also provided that controls the method.

Abstract: A fuel injection system for an internal combustion engine is provided which includes a fuel injector equipped with an actuator and a nozzle needle. The actuator works to lift the nozzle needle to inject fuel into an internal combustion engine. A controller controls an operation of the actuator to change an amount of lift of the nozzle needle a given number of times for a target injection duration, thereby ensuring the uniformity of size of atomized particles of the fuel sprayed from the fuel injector.

Abstract: In an internal combustion engine, fuel is directly injected into at least one combustion chamber at least during a compression stroke in such a way that a stratified mixture is present in the combustion chamber. This mixture is then externally ignited. The fuel is introduced during the compression stroke by at least one main injection and an ignition injection, the ignition injection taking place immediately before an ignition and producing at least essentially no torque.

Abstract: An internal combustion engine includes an engine block, at least one combustion cylinder carried by the engine block, and at least one fuel injector. Each fuel injector is associated with a respective combustion cylinder. Each fuel injector includes a plurality of injector nozzles for selectively injecting fuel into a respective combustion cylinder. A single control valve is fluidly coupled with each of the plurality of injector nozzles.

Abstract: The disclosure sets forth operating a spark-ignition, direct-fuel injection internal combustion engine, including transitioning the engine from operating in a stratified charge combustion mode to operating in a homogeneous charge combustion mode. External EGR flow is discontinued, and an in-cylinder trapped air mass and an in-cylinder EGR mass in an air intake system of the engine are estimated. Engine throttle position is controlled to achieve trajectories for air/fuel ratio and the in-cylinder EGR mass determined based upon the estimated in-cylinder trapped air mass and the in-cylinder EGR mass in the air intake system. A double-injection fueling strategy and a single-injection fueling are used during the transition.

Abstract: An ECU feedback controls a discharge amount of a high-pressure pump in such a manner that a detected fuel pressure is consistent with a target fuel pressure. The ECU determines whether engine shut sown is imminent. When the ECU determines that engine shut down is imminent, the target fuel pressure is established lower than a normal fuel pressure. Since the engine is shut down in a condition where the fuel pressure is decreased, a fuel leakage from a fuel injector is unlikely.

Abstract: A fuel injector having an injector body defining a hollow interior configured to receive pressurized fuel, a first nozzle configured for providing a first fuel spray pattern, and a second nozzle configured for providing a second fuel spray pattern different from the first fuel spray pattern. The first and second nozzles may be configured to inject fuel supplied from a common source into a combustion space. The fuel injector may further include first and second needle valve members corresponding to the first and second nozzles, respectively. The first and second needle valve members may be positioned within the hollow interior of the injector body, with the second needle valve member being spaced from, but adjacent to the first needle valve member.

Abstract: A common rail injection system for internal combustion diesel engines is provided which is designed to correct a limit of width of an ineffective injection command pulse signal which is to be applied to each fuel injector, but causes the injector to produce no spray of fuel in order to minimize a variation in quantity of fuel injected to the engine between the injectors arising from the individual variability or aging of the injectors. The system works to changes the width of a pilot injection command pulse signal to search a value thereof when an engine operation variation such as a change in speed of the engine exceeds or decreases below a threshold at which the injector may be viewed as having sprayed the fuel actually or stopped spraying the fuel actually and determines the limit of width of the ineffective injection command pulse signal using the searched value.

Abstract: A method to manage and control engine operation includes injecting an initial mass of fuel into a combustion chamber to form a combustion charge, monitoring combustion and injecting a main mass of fuel into the combustion chamber substantially coincident with a start of combustion of the combustion charge.

Abstract: A control system for an internal combustion engine having at least one fuel injection valve for injecting fuel into a combustion chamber of the engine. A compression end temperature in the combustion chamber is estimated. A target compression end temperature is calculated according to an operating condition of the engine. A main injection and a plurality of pilot injections before the main injection are performed by at least one fuel injection valve. A fuel injection amount in a first-performed pilot injection of the plurality of pilot injections is controlled so that the estimated compression end temperature coincides with the target compression end temperature.

Abstract: Disclosed herein is a control apparatus for a spark-ignition engine that is capable of avoiding knocking at the time of high-load operation. With this control apparatus, a residual-gas suction unit or the like is not used, an exhaust gas does not deteriorate due to injection in a compression stroke, and a thermal efficiency also does not decrease. An engine control apparatus (ECU) 20 is used for the control of a direct-injection type spark-ignition engine. During the high-load operation of the spark-ignition engine, the ECU 20 injects fuel a plurality of times. In addition, the ECU performs first fuel injection toward internal EGR that exists in a combustion chamber of the spark-ignition engine.

Abstract: A fuel injection control device that prevents a misfire is provided. The fuel injection control device comprises: target injection amount determination means 3 for determining a target injection amount of each fuel injection, so that the amount of fuel to be supplied to a cylinder in one combustion cycle is supplied in a plurality of fuel injections; and fuel injection correction amount determination means 4 for determining a fuel correction amount of one combustion cycle, wherein the fuel injection correction amount determination means 4 distributes the correction amount among each fuel injection in accordance with the ratio of a target injection amount of each fuel injection in the cylinder.

Abstract: In a direct injection spark ignition internal combustion engine in which, after the engine has been started at a low temperature, the tumble flow is intensified in each cylinder by the fuel injected at a time near the intake stroke bottom dead center so that homogenous combustion is properly performed and additional fuel is then injected after the ignition time in order to increase the exhaust gas temperature, the thrust force of fuel injected from a fuel injection valve is adjusted in at least two levels such that the thrust force of the additional fuel becomes weaker than the thrust force of the fuel injected at the time near the intake stroke bottom dead center.

Abstract: An engine control apparatus comprised of an engine control ECU has a program preloaded therein for determining a combustion rate (actual combustion rate) corresponding to the ratio of an ideal heat generation quantity (target heat generation quantity) estimated to be generated from a fuel supply quantity, and an actual heat generation quantity actually generated by the fuel supply quantity. The engine control apparatus controls pilot injection timing with a controlled variable corresponding to the thus determined combustion rate so as to increase the combustion rate.

Abstract: A method of operating an engine including at least one cylinder and a piston disposed within the cylinder, the method comprising during a first condition, injecting fuel into the cylinder and subsequently operating the piston to perform one compression stroke before combusting the injected fuel, and during a second condition, injecting fuel into the cylinder and subsequently operating the piston to perform at least two compression strokes before combusting the injected fuel.

Abstract: Various methods are described for controlling engine operation for an engine having a turbocharger and direction injection. One example method includes performing at least a first and second injection in response to a driver action. The first and second injection may be performed during a cylinder cycle, the first injection generating a lean combustion and the second injection injected after combustion such that it exits the cylinder unburned into the exhaust upstream of a turbine of the turbocharger.

Abstract: Various methods are described for controlling engine operation for an engine having a turbocharger and direction injection. One example method includes performing at least a first and second injection during a cylinder cycle, the first injection generating a lean combustion and the second injection injected after combustion such that it exits the cylinder unburned into the exhaust upstream of a turbine of the turbocharger; and adjusting at least the first injection based on engine speed, where the at least first and second injection are performed responsive to turbocharger speed.

Abstract: A power management system for a combustion engine is disclosed. The power management system has a fuel injector, a sensor, and a controller in communication with the sensor and the fuel injector. The fuel injector is operable to inject multiple shots of fuel into the combustion engine during a single injection event. The sensor is configured to sense a speed of the combustion engine and generate a signal indicative of the sensed speed. The controller is configured to limit the number of shots per injection event in response to the signal.

Abstract: In a multi-stage fuel-injection internal combustion engine employing a fuel injection system and a variable valve actuation system, engine valve timings are variably controlled depending on engine operating conditions. An electronic engine control unit is configured to execute cooperative control of the timing of sub-injection, injected before main injection, responsively to intake valve closure timing, and also to execute cooperative control of the timing of sub-injection, injected after the-main injection, responsively to exhaust valve open timing.

Abstract: In a method for operating a direct-injection auto-ignition internal combustion engine and a correspondingly configured internal combustion engine including a piston top having integrally formed therein a piston recess which merges into an essentially annular stepped space and an injector forming injection jets directed toward the stepped space, the jets are deflected there in such a way that a first part quantity of fuel is directed in an axial direction and a radial direction into the piston recess, a second part quantity of fuel is deflected in the axial direction and the radial direction over the piston top and third part quantities of fuel are deflected into a circumferential direction so as to impinge one onto the other in the circumferential direction and to be deflected radially inwardly, the start of injection and the injection duration being coordinated with one another and with the crank angle of the internal combustion engine in such a way that the third part quantities of adjacent injection jets m

Abstract: A directly injecting internal combustion engine has at least one cylinder which has a combustion space and in which a piston executes an oscillating movement, and an injection nozzle for the injection of fuel into the combustion space. The piston has a piston recess which has in its central region an elevation extending in the direction of a cylinder head. A surface of the piston recess which adjoins the elevation in the direction of the recess edge is connected to the elevation via a radius so an injection jet impinging in this region and injected at the earliest possible time point is distributed both in the elevation direction and in the recess edge direction. The surface adjoining the elevation in that direction has an extent in that direction such that an injection jet injected at the latest possible time point impinges onto the surface and is distributed both in the elevation direction and in the recess edge direction.

Abstract: The present invention generally relates to engines, and, more particularly, to an exhaust system for reducing buildup in an exhaust gas recirculation system when mixing hydrocarbons with exhaust.

Abstract: A method for operating an internal combustion engine, injects fuel directly into a combustion chamber as a main injection, a postinjection and optionally also as a preinjection. An injection nozzle with a plurality of injection bores effects the preinjection and the postinjection preferably which is carried out cyclically. To minimize wetting of the combustion chamber walls, during the postinjection the partial quantities of fuel and a lift of the nozzle needle of the injection nozzle are set so that, for each partial quantity of the postinjection injected into the combustion chamber, the reach of the respective fuel jet in the combustion chamber is limited and the reach is less than the distance to a combustion chamber boundary.