Abstract: A method and system of fuel injector operation is provided in which the electronic control module (ECM) reduces the number of injection signals sent to the fuel injectors. Specifically, the ECM selects certain injectors to perform a post injector during a specific engine cycle and increase the quantity of fuel injected by the selected injectors to compensate for the other injectors that are not performing post injections during that engine cycle.

Abstract: For each cylinder of the internal combustion engine, the fuel injection apparatus has a high-pressure fuel pump and a fuel injection valve connected to it. A pump piston of the high-pressure fuel pump defines a pump working chamber connected to a pressure chamber of the fuel injection valve, which has an injection valve member which controls the injection openings and which the pressure prevailing in the pressure chamber can move in an opening direction counter to a closing force. A first control valve controls a connection between the pump working chamber and a relief chamber, and a second control valve controls a connection between the relief chamber and a control pressure chamber, which is connected to the pump working chamber.

Abstract: When an engine operates in a low and medium load area and in a low and medium speed area, the combustion mode is established to a compression ignition combustion and when the engine operates in other load and speed areas, the combustion mode is established to a spark ignition combustion. Further, when the compression ignition combustion is performed, the mixture is stratified in the combustion chamber and an ultra lean combustion is realized. As a result, both NOx reduction in an ultra lean condition and HC/CO reduction in an oxidation atmosphere can be obtained. On the other hand, when the spark ignition combustion is performed, a normal feedback control of air-fuel ratio activates a three-way catalyst to reduce HC, CO and NOx simultaneously.

Abstract: A method and apparatus for introducing gaseous fuel into a piston cylinder of an operating internal combustion engine in two separate stages involves monitoring a set of engine parameters, determining engine load and engine speed from the set of engine parameters, in a first stage, introducing a first portion of the gaseous fuel into the cylinder where the first portion of gaseous fuel forms a substantially homogeneous mixture comprising gaseous fuel and air prior to combustion, and in a second stage, occurring sequentially after the first stage, introducing a second portion of the gaseous fuel into the cylinder. The gaseous fuel quantity is variable in response to at least one of engine load and engine speed. Initiation and duration for at least one of the first and second stages is also variable in response to at least one of engine load and engine speed.

Abstract: A nozzle supply valve is positioned in the nozzle supply passage of a fuel injector, and is constructed to generate a boot shaped rate trace mechanically. The goal of the concept is to restrict the flow area during the first boot step and release the flow area restriction in the second step. During the first stage of injection, the flow to the nozzle only goes through a restricted orifice. When the line pressure is high enough to overcome the valve movement pressure spring preload, the nozzle supply valve moves to an unrestricted position, and the boot shaped rate trace is formed. Since this boot shape rate trace is generated mechanically, it can be combined with fuel injectors having a direct control needle valve in order to get different rate traces including, ramps, squares, pilots, posts and other split injections.

Abstract: A direct injection type internal combustion engine has an intake and exhaust mechanism for intaking and exhausting air for a predetermined period of time between a second half of a second expansion stroke and a first half of a first compression stroke following the second expansion stroke so that the first compression stroke, a first expansion stroke, a second compression stroke, and the second expansion stroke can be repeated sequentially along with rotation of a crank shaft; and a control device for controlling fuel injection. The control device injects first fuel during the first compression stroke and injects second fuel during the first expansion stroke or the second compression stroke. Therefore, the first fuel executes the first combustion process, and the second fuel is then injected into burnt gases generated in the first combustion process to enable a second combustion process following the first combustion process.

Abstract: In a method for operating a combustion engine having an exhaust-gas turbocharger, it is possible to switch over between a normal operation and a special operation. In the special operation, at least one main fuel injection and at least one secondary fuel injection are provided. In response to a positive load jump, a switch-over between the normal operation and the special operation provided for increasing the exhaust gas enthalpy is performed, the secondary fuel injection in the special operation being adjusted so that it substantially burns in the combustion chamber and causes an increase in the exhaust gas enthalpy as well as an adjustment of a rich or a lean exhaust gas composition. The method according to the present invention may be used, for example, in a motor vehicle having a diesel engine.

Abstract: A compression-ignition internal combustion engine for conducting pilot injection and main injection beyond the top dead center, wherein pilot injection quantity and timing are optimized.

Abstract: A fuel injector includes a spool control valve, a plunger which moves in a fuel pressure chamber between retracted and full stroke positions. The fuel injector may include a spill port for spilling fuel from the fuel pressure chamber, the spill port being open at the start and closed by the translating motion of the plunger to delay the start of injection. The fuel injector chamber may further include a control port which is closed at the start of plunger motion and is opened by the plunger to connect the pressure chamber to a needle back chamber to bias the needle valve closed. The needle back chamber becomes isolated from the pressure chamber by further movement of the plunger and includes a pressure control passage to allow the pressure therein to decay upon control port closure, thereby effecting split injection or rate shaping.

Abstract: Pilot fuel injection and/or ignition are controlled in a pilot ignited, gas-fueled, compression ignition engine so as to maintain a relationship Dp/Di of <1, where Dp is the duration of the pilot injection event and Di is the ignition delay period as measured from the start of initiation of pilot fuel injection (Tp) to the start of pilot fuel autoignition (Ti). Dp/Di is less than 1 when a mixing period Dm exists between the end of pilot fuel injection and the start of autoignition. This mixing period permits the injected pilot fuel to become thoroughly distributed through and mixed with the gaseous fuel/air charge in the combustion chamber and vaporized prior to ignition, resulting in improved premixed burning of a heterogeneous mixture of the pilot fuel, the gaseous fuel, and air and dramatically reduced NOx emissions.

Abstract: This invention provides a common rail fuel injection device, which ensures the functions of pilot injection even at high fuel pressure in the common rails, by changing the injection end delay period of the pilot injection in accordance with the fuel pressure in the common rail. The period displacement &Dgr;SOCp to be applied to the pulse start time of the pilot injection command pulse CPp, with respect to the top dead centre T7, is set to a timing that is advanced by the interval period Tint, pilot injection end delay period Tdpe and injection pulse width Pwp for pilot injection, with respect to the main injection start time T6.

Abstract: An internal combustion engine (1), in particular for a motor vehicle, is described, in which fuel may be injected into a combustion chamber (4) during an intake phase in a first mode of operation or during a compression phase in a second mode of operation, and in which exhaust gases may be sent to a catalytic converter (12). A control unit (18) determines a temperature difference between an actual exhaust gas temperature and a setpoint exhaust gas temperature at an operating point having a low exhaust gas temperature. In addition, at least one additional injection after combustion is implemented by the control unit (18) as a function of the temperature difference.

Abstract: A method for operating an internal combustion engine used as a fuel which, special fuel characteristics, during combustion by compression ignition may achieve a favorable efficiency, and may provide consumption advantages over conventional combustion methods using conventional fuels. The fuel used may be straight-run naphtha, which is also known as raw gasoline. The fuel characteristics of this fuel are less expensive than conventional fuels, since expensive further treatment of the fuel may be dispensed with during production.

Abstract: An electronically-controlled fuel injector includes a pressurized fluid chamber that communicates high pressure fluid to first and second pressure control chambers. A direct-operated check moves between closed and open positions in response to a difference in fluid pressure in the first and second pressure control chambers. A first thermally pre-stressed bender actuator is used to operate a control valve that controls fluid communication between the fluid chamber and a fluid source. A second thermally pre-stressed bender actuator is used to operate a control valve that controls the fluid pressure in the first pressure control chamber to effectively control opening and closing of the check during portions of an injection sequence.

Abstract: A method for controlling an internal combustion engine determines a desired torque based on an actuating position of an accelerator pedal. A normal fuel quantity based on a given normal efficiency is determined. A relative efficiency is determined based on at least current operating conditions of the internal combustion engine. The normal fuel quantity is corrected based on the relative efficiency in order to determine a fuel quantity which is to be metered to the internal combustion engine. A device for controlling an internal combustion engine is also provided.

Abstract: A fuel injection system carries out a multi-injection. A preceding injection affects a pressure in a combustion chamber at a succeeding injection. In order to ensure an amount and timing of a succeeding injection, the ECU carries out a compensating process. In one embodiment, an injection period for the succeeding injection is corrected by varying a corrective value in accordance with parameters indicative of a pressure deviation. In another embodiment, each of the injection amounts for preceding and succeeding injections is corrected in accordance with deviations from a standard pressure respectively. The deviation is determined based on an intake pressure.

Abstract: A method for compensating for faulty adaptations of the pilot control of fuel metering for an internal combustion engine which is operated in the at least two different operating modes, homogeneous mode and stratified charge mode, is described with mixture regulation and adaptation of mixture regulation taking place in homogeneous mode; switching taking place between the operating modes, depending on a desired operating mode which is determined from a plurality of operating mode requirements; each of the operating mode requirements being assigned a priority; the desired operating mode being determined depending on the priorities of the operating mode requirements; switching to homogeneous mode with the activation of the adaptation momentarily taking place, even outside the normal starting conditions of the adaptation, and a deviation of the adaptation quantity from its neutral value during the short-time activation being evaluated as a suspected error, with the engine control program elevating the priority of

Abstract: A method and system of fuel injector operation is provided in which the electronic control module (ECM) reduces the number of injection signals sent to the fuel injectors. Specifically, the ECM selects certain injectors to perform a post injector during a specific engine cycle and increase the quantity of fuel injected by the selected injectors to compensate for the other injectors that are not performing post injections during that engine cycle.

Abstract: For each cylinder of the internal combustion engine, the fuel injection apparatus has a high-pressure fuel pump and a fuel injection valve connected to it. A pump piston of the high-pressure fuel pump defines a pump working chamber connected to a pressure chamber of the fuel injection valve, which has an injection valve member which controls the injection openings and which the pressure prevailing in the pressure chamber can move in an opening direction counter to a closing force. A first control valve controls a connection between the pump working chamber and a relief chamber, and a second control valve controls a connection between the relief chamber and a control pressure chamber, which is connected to the pump working chamber.

Abstract: This invention provides a common rail fuel injection device, which ensures the functions of pilot injection even at high fuel pressure in the common rails, by changing the injection end delay period of the pilot injection in accordance with the fuel pressure in the common rail. The period displacement &Dgr;SOCp to be applied to the pulse start time of the pilot injection command pulse CPp, with respect to the top dead centre T7, is set to a timing that is advanced by the interval period Tint, pilot injection end delay period Tdpe and injection pulse width Pwp for pilot injection, with respect to the main injection start time T6.

Abstract: In each of the soundproofed engine generators, the position at which the power generator body is coupled to the crank shaft is located at the end part on the crank shaft. In the soundproofed engine generator of the inverter type, the inverter unit is opposed to the power generator body at a position just upstream of the power generator body. Accordingly, when the inverter unit and the power generator body are removed, a continuous, long and large space for receiving the power generator body can be secured within the soundproof cover.

Abstract: A frame type engine generator having an engine, a generator connected with the engine and driven by the engine and a supporting frame for supporting the engine and generator therein is closed at the front surface of the supporting frame with a control panel, closed at the rear surface thereof with a muffler cover and closed at the top surface thereof with a fuel tank. To raise a noise reduction performance of the engine generator, the left side surface of the supporting frame is closed with a left panel and the right side surface thereof is closed with a right panel. The left and right panels have a double-walled structure comprising an inner panel and an outer panel, respectively. The left and right panels are detachably attached to the supporting frame through a rubber seal, respectively.

Abstract: The nozzle body (5) of a fuel injection valve has a central bore (54) in which a nozzle needle (1) is guided. The tip (52) of the nozzle body (5) has a tapered valve seat (55) which forms together with the sealing edge (27) of the nozzle needle (1) a valve (27, 55) which controls the flow of fuel to the injection holes (9) in the nozzle tip (52). Underneath the sealing edge (27) a circumferential groove (33) is disposed in the truncatoconical needle tip (30, 35, 40, 45) at the level of which the injection holes (9) are disposed, so that when the valve (27, 55) opens the nozzle needle (1) is axially stabilized and the shaping of the injected jet is improved.

Abstract: In a common rail system comprised of a first accumulator storing high-pressure fuel and a second accumulator storing low-pressure fuel, additional fuel is injected when a fuel pressure in a fuel passage or in the second accumulator (low inlet pressure of an injector) is reduced to a low pressure approximate to the pressure of the low-pressure fuel stored in the second accumulator after a switching valve is operated for disconnection from the fuel passage (switching valve drive signal OFF) at a point in time when a main injection control device finishes the injection of fuel (injector drive signal OFF) or after the main injection control device finishes the injection of fuel. This keeps the fuel pressure as low as possible during post injection to prevent the fuel from adhering to the wall surfaces of cylinder liners.

Abstract: A preinjection valve with a valve body, in which an inlet conduit is embodied which can be filled with fuel at high pressure via a high-pressure pump. An outlet conduit is embodied in the valve body and discharges laterally into the inlet conduit and communicates with a fuel injection valve via a high-pressure line. A preinjection valve member is guided sealingly in the inlet conduit and is moved counter to a closing force by the fuel pressure in the inlet conduit and after executing a preinjection stroke (hv) comes to rest on a deflection valve member guided, likewise sealingly, in the inlet conduit. By the motion of the preinjection valve member, a preinjection quantity is pumped into the outlet conduit and delivered to the fuel injection valve.

Abstract: In order to provide a system that lower NOx emission and an improved fuel consumption are obtained by making the igniting control possible in the wide operation range by performing the fuel injection and the ultra lean burning with the homogeneous air-fuel mixture, in the engine having the compression igniting mode, in the in-cylinder fuel injection engine having the compression igniting mode, means for performing the first fuel injection for the initial combustion speed control before igniting and the second fuel injection for the engine torque control after that, are provided. The second fuel injection ratio for the engine torque control is increased according to the engine torque. Furthermore, in order to improve the igniting, the igniting trigger means is provided in the in-cylinder fuel injection engine having a compression igniting mode and the igniting trigger is added by the igniting trigger means after the first fuel injection.

Abstract: A method for controlling fuel delivery from a fuel injector includes determining a first desired engine torque output; determining engine speed; determining a first quantity of fuel to be delivered by the fuel injector based on the first desired engine torque output and the engine speed; determining an injection pressure; and determining a first amount of time for energizing the fuel injector in order to deliver the first quantity of fuel based on the injection pressure. For a system capable of split injection, the method further includes determining a second desired engine torque output; determining a second quantity of fuel to be delivered by the fuel injector based on the second desired engine torque output and the engine speed; and determining a second amount of time for energizing the fuel injector in order to deliver the second quantity of fuel. The method and system of the invention provide more precise control of fuel delivery compared with prior systems and methods.

Abstract: A fuel vapor treating mechanism includes a canister for adsorbing fuel vapor produced in a fuel feed system. The treating mechanism purges the fuel vapor adsorbed by the canister, along with air, to an intake system of the engine. An ECU computes a value representing the flow rate of the purged gas as a value that represents the capability of the treating apparatus. The ECU sets a decision value in accordance with the amount of the fuel vapor produced in the fuel feed system. The decision value represents a required capability of the treating mechanism. When the value representing the capability is less than the decision value, the ECU prohibits stratified charge combustion and causes the engine to perform homogeneous charge combustion. Therefore, as many opportunities as possible are provided to perform stratified charge combustion, which improves fuel efficiency.

Abstract: In a method for injecting fuel at at least two differently high fuel pressures via injectors into the combustion chamber of an internal combustion engine, the fuel injection at the lower fuel pressure takes place under stroke control, and the fuel injection at the higher fuel pressure takes place under pressure control. For a pre- and/or post-injection and/or a boot injection at the lower fuel pressure, the control chamber and via a check valve the nozzle chamber as well are connected to a low-pressure fuel supply, and that for a main injection at the higher fuel pressure, the nozzle chamber is connected to the high-pressure fuel supply.

Abstract: There is described a method of controlling the combustion of a direct-injection diesel engine having a common-rail injection system. The control method includes the steps of performing, at each engine cycle and in each cylinder of the engine, a first main fuel injection around the end-of-compression top dead center position, and at least one of a first auxiliary fuel injection preceding the first main injection, and a second auxiliary fuel injection following the first main injection. More specifically, the two auxiliary injections are performed close enough to the first main injection to take part, together with the first main injection, in the actual combustion of the fuel, so as to reduce the pollutant substances present in the exhaust gases, and the combustion noise produced by the engine.

Abstract: An injector for injecting fuel under high pressure into a combustion chamber of an internal combustion engine has an injector housing, a supply provided on the injector housing, a valve body, an actuator which imparts a vertical movement to the valve body in the injector housing, a closing element, a sealing seat for the closing element provided in the injector housing for releasing and for closing a supply from a high pressure collecting chamber, a nozzle chamber, a nozzle supply, a permanently acting throttle element branching from the nozzle supply to the nozzle chamber, and another throttle element regulatable by the valve body and branching from the nozzle supply to the nozzle chamber.

Abstract: A fuel injection control system and method for controlling a fuel injection control system of a direct injection internal combustion engine, capable of issuing a pilot and a main injection during fuel injection into an engine cylinder, determining whether a pilot injection is enabled or disabled for each of the plurality of direct injection devices for each engine operation cycle, and modifying a corresponding main injection timing at least on the basis of the pilot injection determination. The fuel injection control system including at least one direct fuel injection device operable to deliver partitioned separate injections of fuel directly into a combustion chamber of the internal combustion engine.

Abstract: A controller (8) of an accumulator fuel-injection apparatus opens a selector valve (5) for injection rate switching for a short time between auxiliary injection and main injection, the selector valve controlling high-pressure fuel supply from a high-pressure accumulator (3) to a fuel passage (10a) on the downstream side of a check valve (32), whereby a fuel pressure higher than an auxiliary injection pressure and lower than a main injection pressure is formed in the fuel passage on the downstream side of the selector valve (5). By opening, in this state, an on-off valve (7) for injection timing control to start the main injection, a proper pressure higher than the auxiliary injection pressure and lower than the subsequent main injection pressure is established in the initial stage of main injection, improving fuel economy and exhaust-gas characteristic.

Abstract: An apparatus and method for controlling a multi-shot fuel injection signal during certain acceleration and deceleration conditions when a predetermined threshold emissions limit will be exceeded, the apparatus and method including an electronic controller coupled to the electronically controlled fuel injectors of the engine and operable to recognize the certain acceleration or deceleration conditions based upon certain sensed engine performance parameters. The controller is further operable to eliminate or disable one or more fuel shots associated with a multi-shot fuel injection signal to control emissions when the certain acceleration or deceleration conditions are recognized.

Abstract: An improved fuel injection system is provided which incorporates a common rail and a plurality of unit injectors which function together to efficiently produce various injection rate shapes and different combinations of discreet and blended pilot, main, post and after treatment fuel injection events during a single injection. The fuel injection system effectively permits flexible, responsively timed, square shaped, discreet low to mid pressure level injections utilizing the fuel pressure of the common rail while also allowing the unit injector portion to function independently to produce flexible and responsively timed and pressure controlled, triangular shaped high pressure fuel injection events and to recover excess energy. In one embodiment, a separate common rail pump is avoided by utilizing the unit injector plunger to replace fuel into the common rail which was previously injected.

Abstract: A fuel injector of the outwardly opening type comprising a nozzle body provided with a first bore, a valve needle slidable within the bore and engageable with a seating to control the supply of fuel from the bore, first and second control chambers for receiving fuel under pressure and a control valve arrangement for controlling the fuel pressure within the first and second control chambers. The valve needle is moveable in response to a change in fuel pressure in at least one of the first and second control chambers.

Abstract: The invention relates to a magnet injector for fuel reservoir injection systems, having a fuel inlet and a fuel outlet, a control chamber, which communicates with the inlet, a nozzle which communicates with the inlet and a nozzle needle, which has a tip for closing the nozzle opening and has a shaft end that borders on the control chamber; and a magnet valve which has a first electromagnet, an armature, a valve chamber that communicates with the outlet via a first passage and with the control chamber via a second passage, and a throttle body which is located in the valve chamber and is connected to the armature, wherein the throttle body, in the state of repose of the injector, is kept in a first terminal position, in which it blocks one of the two passages, and is moved toward a second terminal position, in which it opens this passage, by triggering of the first magnet.

Abstract: A fuel injection device for internal combustion engines which supplies fuel from a high-pressure fuel source to a fuel injection valve, controlled by means of a control device. The fuel injection valve has an injection valve member which is acted on with the supplied high fuel pressure by means of a pressure shoulder and can consequently be opened in order to execute the injection. The fuel is supplied via a pressure line whose flow is controlled by a control valve whose control valve member is moved between first and second valve seats in a valve chamber and thereby controls the connection between the high-pressure fuel source and the fuel injection valve via the valve chamber for a preinjection and a main injection.

Abstract: When two fuel shots such as the main and anchor fuel shots are closely coupled, the controller is operable to determine a total main and anchor fuel quantity, a main shot duration, and anchor delay. The total main and anchor fuel quantity is determined by subtracting a pilot shot fuel amount from the governor fuel output, and a sensor senses a rail pressure. If a triggering condition is met, preferably a main shot fuel amount being less than or equal to a minimum main shot fuel amount, the anchor duration is determined from a map using the main shot duration, anchor delay, rail pressure, and total main and anchor fuel quantity as factors for setting the anchor duration.

Abstract: A control apparatus and method for a direct-injection spark-ignition internal combustion engine in which a stratified combustion is performed to raise an exhaust temperature under a condition prior to a completion of an engine warm-up. The stratified combustion is provided with a lean air-fuel mixture formed over a whole combustion chamber through a fuel injection at a suction stroke and a rich air-fuel mixture formed in an inner space surrounding a spark plug at the combustion chamber through a fuel injection at a compression stroke and a fuel injection quantity of the fuel injection at the suction stroke. A fuel injection quantity of the fuel injection at the compression stroke is corrected by use of a feedback correction coefficient so that an average air-fuel ratio over the whole combustion chamber is controlled to be a predetermined target air-fuel ratio.

Abstract: A delay device for use with a fuel injector, the fuel injector having an electric controller for controlling the flow of a high pressure actuating fluid responsive to initiation and cessation of a pulse width command, the pulse width command defining the duration of an injection event, and an intensifier being in fluid communication with the controller, the intensifier being translatable to increase the pressure of a volume of fuel for injection into the combustion chamber of an engine; the delay device includes an apparatus, shiftable between a first disposition and a second disposition over a certain period of time after initiation of the pulse width command, the period of time effecting a delay in initiation of fuel injection after initiation of the pulse width command. A fuel injector including a delay device.

Abstract: The present invention finds application in fuel injectors having the fluid control passage to the needle valve member coupled to another fluid control passage within the fuel injector. Engineers have learned that decoupling the control passage to the needle valve member with other fluid control passages can allow for greater control of injection events. In addition, by decoupling these fluid passages, it is believed that the fuel injector will perform more like a nominal fuel injector, especially under cold start conditions. Therefore, the present invention utilizes a dual control valve member to independently control fluid flow to the back of the needle valve member and fluid flow to various other components of the fuel injector.

Abstract: A fuel injector assembly is provided which includes a control valve actuated by a piezoelectric actuator acting through a hydraulic amplifier to facilitate pressurization of fluid fuel within the fuel injector assembly for dispersing the fuel into a combustion chamber. The piezoelectric actuator is excited by a variable voltage source to control the degree of displacement of the hydraulic amplifier to control the degree of fluid fuel dispersement by controlling the degree of displacement of the control valve. The configuration of the control valve may be such as to provide multi-step fluid fuel dispersing thereby providing a low fuel injection pressure and rate followed by a higher fuel injection pressure and rate. Multi-step fluid fuel dispersing may also be accomplished by varying the level of excitation voltage to the piezoelectric actuator.

Abstract: A fuel injection control system and method for determining a start angle for a fuel injection event based upon engine speed. A controller is coupled to a plurality of fuel injectors associated with the engine and is operable to convert a predetermined timing trim value associated with each fuel injector to an angle trim value.

Abstract: The present invention relates to a cylinder head for an internal combustion engine having a spark plug 3, provided in combustion chamber 2, and an injection nozzle 1 that has a housing end face 27 and a closure element 6 which is movable by an actuator and has a closure member 10, the housing end face 17 of the injection nozzle 1 forming a common, planar surface with the closure member 10 in the closed state of the injection nozzle 1.

Abstract: A catalyst light-off device for a direct injection engine comprises a temperature state identifier (31) for judging the temperature state of a catalyst (22) for converting exhaust gases, a fuel injection controller (33) for controlling fuel injection from an injector (11), and an ignition timing controller (35). When the catalyst is in its unheated state in which its temperature is lower than its activation temperature, the fuel injection controller (33) causes the injector (11) to make split injection during a period from an intake stroke to an ignition point including a later injection cycle which produces a mixture having local unevenness and an earlier injection cycle which produces a uniform and lean mixture, and the ignition timing controller (35) retards the ignition point.

Abstract: A catalyst (9) is disposed in an exhaust passage (8) of an internal combustion engine (1) for trapping nitrogen oxides in the exhaust from a fuel mixture of a lean air-fuel ratio and reducing trapped nitrogen oxides in the exhaust from a fuel mixture of an air-fuel ratio other than the lean air-fuel ratio. The catalyst (9) also traps sulfur oxides in the exhaust when the catalyst temperature is less than a predetermined temperature, and discharges the trapped sulfur oxides when the catalyst temperature rises above the predetermined temperature. A microprocessor (10) calculates for example the sulfur oxide stored amount of the catalyst (9) based on engine running conditions, and determines that sulfur oxide discharge condition is satisfied when the sulfur oxide stored amount exceeds a predetermined amount.

Abstract: To reduce the amounts of HC, NOx and other emissions from a direct injection engine when a catalyst is still in its unheated state, and to promote catalyst quick light-off operation by increasing the temperature of exhaust gases, a control device comprises a temperature state identifier (31) for judging the temperature state of a catalyst (22) and a fuel injection controller (33) for controlling fuel injection from an injector (11).

Abstract: An expandable chamber piston type internal combustion engine operating in an open thermodynamic cycle includes a combustion process having a constant volume (isochoric) phase followed by a constant temperature (isothermal) phase.

Abstract: A control method for controlling the operation of a compression ignition internal combustion engine comprising the steps of measuring the change in the engine speed which occurs during a period leading up to substantially the top-dead-center position of a cylinder of the engine, using the measured engine speed change in a delta speed change algorithm, and using the output of the delta speed change algorithm to derive a pilot fuel correction factor. The pilot fuel correction factor may be derived using a fuel balancing or correction algorithm. The method may also be used in conjunction with a fuel balancing algorithm for correcting or balancing the fuel quantities delivered in the main injections.