Alternating Multiple Injectors (e.g., Series Injection) Patents (Class 123/300)
  • Publication number: 20030116133
    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.
    Type: Application
    Filed: December 2, 2002
    Publication date: June 26, 2003
    Inventors: Gernot Hertweck, Dirk Naber, Eckhard Sausen, Guido Vent
  • Publication number: 20030115853
    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.
    Type: Application
    Filed: October 29, 2002
    Publication date: June 26, 2003
    Inventors: Andreas Roth, Andreas Koring, Beate Rittmann, Holger Bellmann, Klaus Winkler
  • Patent number: 6578546
    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.
    Type: Grant
    Filed: July 12, 2002
    Date of Patent: June 17, 2003
    Assignee: Volkswagen Aktiengesellshaft
    Inventors: Winfried Schultalbers, Hanno Jelden, Rudolf Krebs
  • Publication number: 20030106531
    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.
    Type: Application
    Filed: December 6, 2002
    Publication date: June 12, 2003
    Inventors: Takayuki Saeki, Yoshimitsu Takashima
  • Publication number: 20030106522
    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
    Type: Application
    Filed: August 27, 2002
    Publication date: June 12, 2003
    Inventor: Gholamabas Esteghlal
  • Publication number: 20030101964
    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.
    Type: Application
    Filed: November 30, 2001
    Publication date: June 5, 2003
    Inventor: William J. Rodier
  • Publication number: 20030089334
    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.
    Type: Application
    Filed: November 14, 2001
    Publication date: May 15, 2003
    Inventor: Koichiro Yomogida
  • Publication number: 20030089340
    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.
    Type: Application
    Filed: November 5, 2002
    Publication date: May 15, 2003
    Applicant: Robert Bosch GmbH
    Inventor: Peter Boehland
  • Publication number: 20030070651
    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.
    Type: Application
    Filed: October 8, 2002
    Publication date: April 17, 2003
    Applicant: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Masaaki Higuchi, Shinichi Okazaki
  • Publication number: 20030070652
    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.
    Type: Application
    Filed: October 10, 2002
    Publication date: April 17, 2003
    Applicant: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Misao Suzuki, Hideki Tomiyama, Tadao Kuwahara, Shinichi Okazaki
  • Patent number: 6546914
    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.
    Type: Grant
    Filed: November 27, 2000
    Date of Patent: April 15, 2003
    Assignee: Siemens Aktiengesellschaft
    Inventors: Andreas Fath, Günter Lewentz, Wilhelm Frank, Eberhard Kull, Hakan Yalcin, Wendelin Klügl
  • Patent number: 6543420
    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.
    Type: Grant
    Filed: March 29, 2002
    Date of Patent: April 8, 2003
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Susumu Kohketsu, Keiki Tanabe, Shinji Nakayama
  • Patent number: 6520142
    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.
    Type: Grant
    Filed: January 7, 2002
    Date of Patent: February 18, 2003
    Assignee: Hitachi, Ltd.
    Inventors: Toshiharu Nogi, Takuya Shiraishi, Minoru Ohsuga, Noboru Tokuyasu, Yoko Nakayama, Yutaka Takaku
  • Patent number: 6520143
    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.
    Type: Grant
    Filed: May 7, 2001
    Date of Patent: February 18, 2003
    Assignee: Ronbert Bosch GmbH
    Inventor: Andreas Wengert
  • Patent number: 6516782
    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.
    Type: Grant
    Filed: May 27, 1999
    Date of Patent: February 11, 2003
    Assignee: Detroit Diesel Corporation
    Inventor: Eric D. Thomas
  • Patent number: 6505599
    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.
    Type: Grant
    Filed: September 6, 2000
    Date of Patent: January 14, 2003
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Zenichiro Mashiki, Jun Maemura, Rihito Kaneko, Masahide Nagano, Senji Kato, Hiroyuki Mizuno
  • Patent number: 6491017
    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.
    Type: Grant
    Filed: July 27, 2001
    Date of Patent: December 10, 2002
    Assignee: Robert Bosch GmbH
    Inventors: Bernd Mahr, Martin Kropp, Hans-Christoph Magel, Wolfgang Otterbach
  • Patent number: 6491016
    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.
    Type: Grant
    Filed: March 3, 2000
    Date of Patent: December 10, 2002
    Assignee: C. R. F. Societa Consortile per Azioni
    Inventor: Riccardo Buratti
  • Patent number: 6484698
    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.
    Type: Grant
    Filed: November 8, 2001
    Date of Patent: November 26, 2002
    Assignee: Robert Bosch GmbH
    Inventor: Friedrich Boecking
  • Patent number: 6470849
    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.
    Type: Grant
    Filed: June 26, 2001
    Date of Patent: October 29, 2002
    Assignee: Caterpillar Inc.
    Inventors: Kevin P. Duffy, Brian G. McGee, Matthew R. Roth, Jason J. Rasmussen
  • Patent number: 6457453
    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.
    Type: Grant
    Filed: November 30, 2001
    Date of Patent: October 1, 2002
    Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
    Inventors: Keiki Tanabe, Susumu Kohketsu, Seijiro Kotooka
  • Patent number: 6453874
    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.
    Type: Grant
    Filed: July 13, 2000
    Date of Patent: September 24, 2002
    Assignee: Caterpillar Inc.
    Inventors: Kevin P. Duffy, Brian G. McGee, Matthew R. Roth
  • Patent number: 6439202
    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.
    Type: Grant
    Filed: November 8, 2001
    Date of Patent: August 27, 2002
    Assignee: Cummins Inc.
    Inventors: John T. Carroll, III, Donald J Benson, Lester L Peters
  • Patent number: 6425368
    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.
    Type: Grant
    Filed: June 22, 2000
    Date of Patent: July 30, 2002
    Assignee: Delphi Technologies, Inc.
    Inventor: Malcolm David Dick Lambert
  • Patent number: 6422211
    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.
    Type: Grant
    Filed: December 26, 2000
    Date of Patent: July 23, 2002
    Assignee: Robert Bosch GmbH
    Inventor: Friedrich Boecking
  • Patent number: 6422209
    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.
    Type: Grant
    Filed: August 20, 2001
    Date of Patent: July 23, 2002
    Assignee: Robert Bosch GmbH
    Inventor: Patrick Mattes
  • Patent number: 6415762
    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.
    Type: Grant
    Filed: July 13, 2000
    Date of Patent: July 9, 2002
    Assignee: Caterpillar Inc.
    Inventors: Gregory G. Hafner, Brian G. McGee
  • Patent number: 6408816
    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.
    Type: Grant
    Filed: September 8, 2000
    Date of Patent: June 25, 2002
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Masayuki Tomita, Kimiyoshi Nishizawa
  • Patent number: 6408829
    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.
    Type: Grant
    Filed: April 19, 2000
    Date of Patent: June 25, 2002
    Assignee: International Engine Intellectual Property Company, L.L.C.
    Inventors: Ning Lei, Xilin Yang, James H. Yager, Puning Wei, Mark J. Glodowski
  • Patent number: 6394070
    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.
    Type: Grant
    Filed: December 19, 2000
    Date of Patent: May 28, 2002
    Assignee: Caterpillar Inc.
    Inventor: Joseph Angelino
  • Patent number: 6390069
    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.
    Type: Grant
    Filed: January 26, 2001
    Date of Patent: May 21, 2002
    Assignee: Detroit Diesel Corporation
    Inventors: He Jiang, Xiaobin Li
  • Patent number: 6386176
    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.
    Type: Grant
    Filed: July 13, 2000
    Date of Patent: May 14, 2002
    Assignee: Caterpillar Inc.
    Inventor: Brian G. McGee
  • Publication number: 20020026923
    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.
    Type: Application
    Filed: March 16, 2001
    Publication date: March 7, 2002
    Inventors: Dietmar Bertsch, Martin Bezner, Uwe Schaupp, Helmut Schorn, Jorg Sievert
  • Patent number: 6345499
    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.
    Type: Grant
    Filed: March 30, 2000
    Date of Patent: February 12, 2002
    Assignee: Mazda Motor Corporation
    Inventors: Hirofumi Nishimura, Youichi Kuji, Seiko Kono, Hiroyuki Yamashita, Keiji Araki
  • Patent number: 6341487
    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.
    Type: Grant
    Filed: March 29, 2000
    Date of Patent: January 29, 2002
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Hideaki Takahashi, Kimiyoshi Nishizawa
  • Patent number: 6330796
    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).
    Type: Grant
    Filed: March 30, 2000
    Date of Patent: December 18, 2001
    Assignee: Mazda Motor Corporation
    Inventors: Hirofumi Nishimura, Youichi Kuji, Seiko Kono, Hiroyuki Yamashita, Keiji Araki
  • Publication number: 20010050068
    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.
    Type: Application
    Filed: May 8, 2000
    Publication date: December 13, 2001
    Inventor: Douglas C. Kruse
  • Patent number: 6328230
    Abstract: A fuel injector for an internal combustion engine includes a first injection valve having a first valve element that can be displaced in an axial direction and a first actuating device located axially downstream from the first injection valve to actuate the first injection valve. The fuel injector also has at least one second injection valve with a valve element that can be axially displaced and a second actuating device to actuate the second injection valve. The second actuating device is mounted axially downstream from the first actuating device in the valve housing, and the second actuating device to actuate the second injection valve is coupled to the latter by an actuating element, in the form of a cage-like arrangement, mounted in the valve housing in such a way that it can be displaced axially and bypasses the first actuating device.
    Type: Grant
    Filed: June 15, 2000
    Date of Patent: December 11, 2001
    Assignee: L'Orange GmbH
    Inventors: Rolf Prillwitz, Hans-Joachim Koch
  • Patent number: 6328014
    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.
    Type: Grant
    Filed: January 13, 2000
    Date of Patent: December 11, 2001
    Assignee: Delphi Technologies, Inc.
    Inventor: Benjamin J Bradshaw
  • Patent number: 6314939
    Abstract: Engine control apparatus and methods for avoiding heavy soot production yet providing smooth engine acceleration and deceleration without significant engine RPM increases and decreases with small throttle movements are described. In one embodiment, once the fuel injection angle reaches the angle at which soot formation begins, one or more cylinders are controlled to operate with later injection angles and lower fueling, which results in lower torque production and lower soot formation, while at the same time the remaining cylinders are set to operate with advanced injection angles and higher fueling, which results in a homogenous mixture of air and fuel, higher torque, and also lower soot formation. Therefore, for a first range of throttle positions, all cylinders operate in the stratified combustion mode.
    Type: Grant
    Filed: March 11, 1999
    Date of Patent: November 13, 2001
    Assignee: Outboard Marine Corporation
    Inventors: Scott A. Koerner, Gregory J. Binversie, Todd D. Craft
  • Patent number: 6314935
    Abstract: A control system for an internal combustion engine comprising a direct cylinder fuel injection valve for directly injecting the fuel into a cylinder of an internal combustion engine. The main fuel that burns in the cylinder is injected in the latter half of the compression stroke of the cylinder, and the secondary fuel which is the ineffective fuel that does not burn in the cylinder is injected in the latter half of the exhaust stroke, the main fuel and the secondary fuel being injected toward a cavity formed in the top surface of the piston. The main fuel that is injected is deflected by the cavity to form a charge of a combustible air-fuel ratio mixture around the spark plug. When the secondary fuel is injected, the exhaust valve is opening, and the fuel that is deflected is all discharged out of the cylinder through the exhaust port.
    Type: Grant
    Filed: May 2, 2001
    Date of Patent: November 13, 2001
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Hiroshi Tanaka, Toshio Tanahashi, Kenji Katoh
  • Publication number: 20010037792
    Abstract: A method for detecting a misfire in at least one truck or motor vehicle internal combustion engine cylinder by analyzing the values (Cg, n, i) of a quantity (Cg) characteristic of combustion and generated by observing the rotation of the crankshaft to detect the occurrence of a misfire. According to the method, misfire detection is suspended for a predetermined time when the analysis of said values (Cg, n, i) reveals anomalies originating in the transmission power line between the drive shaft and the vehicle wheels.
    Type: Application
    Filed: August 9, 1999
    Publication date: November 8, 2001
    Inventors: XAVIER MOINE, LUIS RODRIGUES
  • Patent number: 6311669
    Abstract: Pressure fluctuations occurring during two sequential injections (for example a pre-injection and a main injection) within a working cycle of a cylinder in a lead to the injector are taken into account with the aid of a correction term. A drive time of the injectors is determined with the aid of a corrected pressure so that a desired fuel quantity is injected. The correction term is determined with the aid of a least-squares estimator that estimates the injection pressure at the nozzle of injector as a function of the geometrical data of the system, in particular a length of the lead from the rail to the injector and physical boundary conditions, for example a fuel temperature.
    Type: Grant
    Filed: September 18, 2000
    Date of Patent: November 6, 2001
    Assignee: Siemens Aktiengesellschaft
    Inventors: Achim Przymusinski, Thomas Rader, Ralf Schernewski
  • Patent number: 6305348
    Abstract: A method of controlling fuel delivery in an internal combustion engine includes enabling split injection status without subjection to a temperature comparison while the engine operates in the start mode, and enabling split injection status without subjection to a time limit while the engine operates in the idle normal mode, but with subjection to the temperature comparison in the idle normal mode. In the method, a temperature threshold is established, an engine operating temperature is monitored, the engine operating temperature is compared to the temperature threshold. Further, the engine is operated in the start mode, and at that time, the split injection status is enabled without subjection to the temperature comparison.
    Type: Grant
    Filed: July 31, 2000
    Date of Patent: October 23, 2001
    Assignee: Detroit Diesel Corporation
    Inventors: Anne-Lise Grosmougin, Richard M. Avery, Jr.
  • Patent number: 6295972
    Abstract: A fuel delivery system for an internal combustion engine employs a plurality of fuel delivery assemblies for each combustion chamber. The fuel delivery system contains a fluid actuator for each respective combustion chamber or cylinder. Each fluid actuator receives fuel from a source of fuel and directs the fuel to the plurality of fuel delivery assemblies for each combustion chamber. The fluid actuators are under the control of a control system. The control system controls the operation of the fluid actuators to provide desired volumes of fuel at desired flow rates to a combustion chamber from the plurality of fuel delivery assemblies.
    Type: Grant
    Filed: March 30, 2000
    Date of Patent: October 2, 2001
    Assignee: Bombardier Motor Corporation of America
    Inventor: Martin L. Radue
  • Patent number: 6289871
    Abstract: A method for controlling and adjusting the delivery of liquid pilot fuel to each cylinder of a dual fuel engine during a dual fuel operating mode so as to both minimize the quantity of liquid pilot fuel being delivered to each individual cylinder while, at the same time, ensuring that such minimum quantity of liquid pilot fuel provides complete combustion performance within each such cylinder wherein certain cylinder performance parameters such as exhaust port temperature or cylinder pressure are evaluated on a per cylinder basis in order to determine cylinder performance. The present method establishes certain predetermined incremental changes in the selected cylinder performance parameters, which changes are indicative of poor or deteriorated combustion performance within any particular cylinder, and thereafter varies the amount of liquid pilot fuel delivered to such cylinder based upon an analysis and evaluation of changes occurring in the selected cylinder performance parameters.
    Type: Grant
    Filed: March 6, 1998
    Date of Patent: September 18, 2001
    Assignee: Caterpillar Inc.
    Inventors: Scott C. Brown, Jeffery T. Fischer, Martin L. Willi
  • Publication number: 20010015193
    Abstract: A control system for an internal combustion engine comprising a direct cylinder fuel injection valve for directly injecting the fuel into a cylinder of an internal combustion engine. The main fuel that burns in the cylinder is injected in the latter half of the compression stroke of the cylinder, and the secondary fuel which is the ineffective fuel that does not burn in the cylinder is injected in the latter half of the exhaust stroke, the main fuel and the secondary fuel being injected toward a cavity formed in the top surface of the piston. The main fuel that is injected is deflected by the cavity to form a charge of a combustible air-fuel ratio mixture around the spark plug. When the secondary fuel is injected, the exhaust valve is opening, and the fuel that is deflected is all discharged out of the cylinder through the exhaust port.
    Type: Application
    Filed: May 2, 2001
    Publication date: August 23, 2001
    Applicant: Toyota Jidosha Kabushiki Kaisha
    Inventors: Hiroshi Tanaka, Toshio Tanahashi, Kenji Katoh
  • Patent number: 6269634
    Abstract: An engine control device, which is adapted for an engine provided with an NOx-absorbing material arranged in an exhaust passage for absorbing NOx in an oxygen-rich atmosphere, and releasing NOx and absorbing sulfur content when the oxygen concentration drops, includes a discriminator for judging whether the amount of sulfur absorbed by the NOx-absorbing material has reached a prescribed quantity, and a reductant concentration controller which increases the temperature of the NOx-absorbing material by decreasing a quantity related to EGR ratio for desulfurizing the NOx-absorbing material based on the result of judgment made by the discriminator. When the quantity related to the EGR ratio is decreased, the temperature of exhaust gas increases. Consequently, the temperature of the NOx-absorbing material increases and the sulfur in the NOx-absorbing material is freed and released.
    Type: Grant
    Filed: February 3, 2000
    Date of Patent: August 7, 2001
    Assignee: Mazda Motor Corporation
    Inventors: Kazuya Yokota, Junichi Taga, Youichi Kuji, Masayuki Kuroki, Akihide Takami, Kenji Okamoto, Hiroshi Yamada, Makoto Kyougoku, Seiji Miyoshi
  • Patent number: 6269791
    Abstract: A control system for an internal combustion engine including a direct cylinder fuel injection valve for directly injecting the fuel into a cylinder of an internal combustion engine. The main fuel that burns in the cylinder is injected in the latter half of the compression stroke of the cylinder, and the secondary fuel which is the ineffective fuel that does not burn in the cylinder is injected in the latter half of the exhaust stroke main fuel and the secondary fuel air-fuel ratio mixture around the spark plug. When the secondary fuel is injected, the exhaust valve is opening, and the fuel that is deflected is all discharged out of the cylinder through the exhaust port. Therefore, the ineffective fuel supplied by the secondary fuel injection does not remain in the cylinder, and the output torque does not change in the combustion of the next cycle.
    Type: Grant
    Filed: July 19, 1999
    Date of Patent: August 7, 2001
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Hiroshi Tanaka, Toshio Tanahashi, Kenji Katoh
  • Patent number: 6257197
    Abstract: An engine control system for a direct injection-spark ignition type of engine which is equipped with a fuel injector for spraying fuel directly into a combustion chamber, an exhaust system having a lean NOx conversion catalyst for lowering an emission level of nitrogen oxides (NOx) in exhaust gas and an exhaust gas recirculation system divides a given amount of fuel into two parts which are intermittently delivered through early and late split injection respectively in a intake stroke and controls a fuel injector such that a midpoint between points at which the early and late split injection are timed respectively to start is before a midpoint of a intake stroke and the exhaust gas recirculation system admits exhaust gas partly into an intake air stream while the engine is in a lean homogeneous charge zone.
    Type: Grant
    Filed: November 25, 1998
    Date of Patent: July 10, 2001
    Assignee: Mazda Motor Corporation
    Inventors: Hirofumi Nishimura, Youichi Kuji