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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

Abstract: A valve control unit for a fuel injection valve includes a housing body with two valve control chambers that continuously communicate with each other. An end member of a movable valve control piston can be moved inside the first valve control chamber and the first valve control chamber communicates with an inlet conduit for fuel. The second valve control chamber communicates with an outlet conduit that can be closed by a ball valve. The end member is comprised of an inner structural member and an outer structural member that can move in relation to each other. In the movement of the valve control piston, only the outer structural member is moved for a preinjection of fuel and the inner structural member is moved for the main injection. The quantity of preinjected fuel can be further minimized while an increased movement speed of the valve control piston is simultaneously possible during the main injection.

Abstract: An arrangement for controlling diesel engine fuel injection including a first sensor that detects engine temperature and a second sensor that detects outside air temperature. An associated electronic control unit adjusts the amount of advance of pilot injection timing relative to main injection timing based on the difference between the engine temperature and the outside air temperature. Since the amount of advance is determined based on the engine temperature and the outside air temperature, the warmup state of an engine is considered in determining the amount of advance. This means that differences in the temperature inside an engine cylinder are considered. Accordingly, it is possible to obtain an optimum amount of advance.

Abstract: A premixed charge compression ignition engine, and a control system, is provided which effectively initiates combustion by compression ignition and maintains stable combustion while achieving extremely low nitrous oxide emissions, good overall efficiency and acceptable combustion noise and cylinder pressures. The present engine and control system effectively controls the combustion history, that is, the time at which combustion occurs, the rate of combustion, the duration of combustion and/or the completeness of combustion, by controlling the operation of certain control variables providing temperature control, pressure control, control of the mixture's autoignition properties and equivalence ratio control. The combustion control system provides active feedback control of the combustion event and includes a sensor, e.g. pressure sensor, for detecting an engine operating condition indicative of the combustion history, e.g.

Abstract: A concept of pulse input thermal energy to induce a rapid volume change in a vessel is introduced to provide rapid pressure raise as a means to inject fuel into internal combustion engines. A computer and sensors are incorporated to provide pulse width, height and multiple pulse using engine conditions such as RPM, exhaust pollution and efficiency, etc. as control parameters.

Abstract: A fuel injection device is composed of a valve member to open and close an injection hole, a high pressure passage for generating a basic pressure force to urge the valve member in a direction of opening the injection hole, an electromagnetic valve, first and second springs for generating biasing forces to urge the valve member in a direction of closing the injection hole, and first and second control chambers disposed in the fuel passages. The respective control chambers are communicated with the high pressure passage when the electromagnetic valve is not actuated and respective fuel pressure in the first and second control chambers urge the valve member in a direction of closing the injection hole, and the respective control chambers are communicated one after another at different timings to a low pressure conduit to reduce fuel pressure therein when the electromagnetic valve is actuated.

Abstract: In an electronic fuel injection apparatus comprising a control circuit of an electromagnetic spill valve for adjusting a fuel injection quantity in a distribution-type fuel injection pump for a diesel engine, and a computing unit for providing a command signal to the control circuit, a driving current flowing through a solenoid of an electromagnetic spill valve is detected, a state where a delay time interval from a transit point of a command signal provided to the control circuit to a delay point at which the driving current crosses a threshold value is equal to or more than a predetermined value is determined as a slightly abnormal state to invalidate the command signal for a pilot injection, or a state where the delay time interval exceeds an allowable value further larger than the predetermined value is determined as a seriously abnormal state to stop the engine.

Abstract: An exhaust purifying apparatus for an in-cylinder injection type internal combustion engine causes exhaust gas temperature to rise reliably, thereby desorbing reliably a sulfur component (SOx) adhered to an NOx catalyst and enhancing the durability of the NOx catalyst. For this reason, the exhaust purifying apparatus for an in-cylinder injection type internal combustion engine comprises an NOx catalyst (9A) for adhering NOx to itself in an excess oxygen concentration condition and desorbing NOx in an oxygen concentration reduction condition, and sulfur component desorption means (107) for desorbing a sulfur component from the NOx catalyst (9A). The sulfur component desorption means (107) injects additional fuel during an expansion stroke in addition to main injection and burns the additional fuel again so that exhaust gas temperature is raised to a predetermined temperature or beyond, whereby the sulfur component is desorbed.

Abstract: A method for controlling a compression-ignition internal combustion engine which provides delivery of multiple fuel injection pulses per cylinder firing with precision of pulse quantities, separation, and timing adequate for transition between split and single injection at any speed and load, without disturbing the primary engine governor. The method compensates for variable operating conditions such as supply voltage, injection pressure, injection pulse separation, and injector actuation latency or rise-time.

Abstract: In a method of operating an internal combustion engine, in a motor vehicle in particular, fuel is injected directly into a combustion chamber of the engine either during an intake phase in a first mode of operation or during a compression phase in a second mode of operation. In this method, fuel is injected at intervals corresponding to predetermined angle of rotation distances of a shaft of the engine. The interval corresponds to larger angle of rotation distances at a high engine rpm and a high load applied to the combustion engine than at a medium or low engine rpm and a medium or low engine load.

Abstract: A fuel injection system for internal combustion engines is proposed which supplies fuel injection valves with fuel from a high-pressure fuel source, under the control of a control unit. The fuel injection valve has an injection valve member, whose opening or closing position is determined by a pressure that acts upon this injection valve member and that is set in a control chamber. To that end, to perform an injection, the pressure in the control chamber must be relieved; which is achieved with a control valve that opens two different outflow cross sections of an outflow conduit of the control chamber in succession. This makes it possible to accomplish an adapted opening of the fuel injection valve member for a preinjection and for a main injection.

Abstract: An apparatus and method for determining the current waveform of a fuel injection signal so as to consistently control the amount of fuel injected by an electronically controlled hydraulic actuator unit injector fuel system to an engine is disclosed. The apparatus and method varies the waveform of a fuel injection signal using equations or look-up maps and based on sensed operating parameters, which preferably include a desired speed of the engine or desired fuel quantity to be injected during an injection event, actuating fluid pressure and engine speed.

Abstract: A fuel injection pump for internal combustion engines, in particular one-cylinder diesel engines, has a pump piston (1) which can axially slide and rotate in a pump cylinder (13) with at least one fuel suction bore (14), a driving groove (6) arranged on the pump piston (1) parallel to the piston longitudinal axis, and geometrical connection between the front side (4) and the outer surface of the pump piston (1). In order to hydrodynamically regulate the optimum injection beginning during start, idle running and highest speed of rotation, a narrow slot (2,7) is provided as geometrical connection.

Abstract: A method and apparatus for injecting fuel into combustion chambers of an internal combustion engine, in which the total injection quantity for the engine is split into a main injection quantity and a small postinjection quantity, the latter being closely coupled to the end of the main injection quantity and being injected with the same fuel pressure as the main injection quantity. This reduces soot emissions at otherwise identical engine operating parameters. Because of the interaction among soot emissions, NO.sub.x emissions and specific consumption, the postinjection, while soot and NO.sub.x emissions are kept the same, can also be employed to lower the specific consumption of the engine.

Abstract: A direct injection engine including an injector disposed in an upper portion of a combustion chamber defined above a piston disposed in a cylinder of the engine with a fuel injecting direction of the injector being provided so that a fuel being injected toward a top portion of the piston, an ignition plug disposed at an upper portion of the combustion chamber, an engine operating condition detector for detecting an engine operating condition. The fuel is injected in a compression stroke from the injector when it is detected by the engine operating condition detector that the engine is in a low engine load and speed zone so as to stratify an injected air fuel mixture around the ignition plug to accomplish a stratified combustion.

Abstract: In a fuel injection system for an internal combustion engine with a fuel injection pump providing for an initial fuel injection and a main fuel injection wherein the fuel injection pump includes a main fuel supply passage section and a side passage and a main fuel control valve disposed in the main fuel supply passage section and an additional control valve arranged in the side passage, at low engine speeds, the main fuel control valve is closed during the initial and main fuel injection periods for generating a pressure sufficient to open a fuel injector nozzle and the additional fuel control valve is opened for reducing the fuel pressure and terminating initial fuel injection and, at high engine speeds, the main fuel control valve is closed during initial fuel injection and again for the main fuel injection.

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 and an exhaust system having a lean NOx conversion catalyst for lowering an emission level of nitrogen oxides (NOx) in exhaust gas at an air-fuel ratio of .lambda.>1 controls 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 while the engine is in a lean fuel charge zone.

Abstract: A fuel-injection system for an engine is disclosed for accomplishing a minute fuel injection by learning the minimum conductive duration to electronic devices for the beginning of the minute fuel injection. A controller unit may output at a time Tp a command pulse of an actuating current that is applied to solenoid-operated valves to make injectors to carry out the fuel injection. After a definite length of time T.sub.0 has elapsed, a common rail pressure begins decreasing from a mean value P.sub.0, which is kept until then. The controller unit changes incrementally the conductive duration Pwp of the command pulse for a pilot injection from the minimal conductive duration, and identifies the timing of the beginning of the fuel injection with the timing when an area Ar of pressure reduction is over a preselected value. In case the desired amount of fuel to be injected is too minute, the controller unit may calculate the conductive duration dependently on the minimum command pulse width.

Abstract: An exhaust gas heating system for an in-cylinder injection internal combustion engine is disclosed. The system includes a fuel injection device for injecting fuel directly into a combustion chamber of the engine, a spark plug for subjecting fuel, which has been injected as primary fuel from the injection device, to spark ignition such that the primary fuel undergoes primary combustion, an exhaust gas purification device arranged in an exhaust passage of the engine, a purification device temperature computing unit for determining a temperature of the purification device by detecting or estimating the temperature of the purification device, and an additional fuel injection control unit for controlling the injection device when the purification device is found to require activation from the temperature determined by the computing unit, such that an injection of fuel as additional fuel is performed during a flame lasting duration that a flame of the primary combustion remains.

Abstract: A method of operating an engine assembly having a cylinder assembly which defines a combustion chamber is disclosed. The method includes the steps of performing an intake stroke of the cylinder assembly and advancing a conditioning fuel into the combustion chamber during the intake stroke performing step. The method further includes the steps of advancing a gaseous fuel into the combustion chamber during the intake stroke performing step and performing a compression stroke of the cylinder assembly after the intake stroke performing step. The method yet further includes the steps of advancing a pilot fuel into the combustion chamber during the compression stroke performing step and combusting the pilot fuel in the combustion chamber during the compression stroke performing step so as to ignite the conditioning fuel and the gaseous fuel.

Abstract: The control system disconnects the throttle from direct connection with the accelerator pedal, which sets the power requirements or demand. The demand signal passes to a computer control or microprocessor which electronically controls the throttle as a function of the engine operating conditions and pre-established values for controlled parameters stored in bitmaps in the microprocessor's memory. It is preferred to use a fuel injecting stratified charge spark plug in conjunction with the electronic control system and use the electronic control system to control the primary and auxiliary fuel injection systems as well as the ignition timing to permit the engine to run under very lean conditions to produce low levels of emissions such as nitrogen oxides, hydrocarbons, and carbon monoxide.

Abstract: A cylinder injection type fuel control system for an internal combustion engine ensuring normal ignition and combustion of air fuel mixture while effectively utilizing two-stroke fuel injection includes sensors (1) for generating a variety of information concerning operation state of the internal combustion engine engine operation state detecting device (11) for detecting an engine operation state (D) on the basis of the various information and fuel injectors (2) disposed so as to inject fuel directly into a combustion chamber of each engine cylinder. An injection mode setting device (12A) selectively sets a fuel injection mode (M) to either a one-stroke fuel injection mode or a two-stroke fuel injection mode in dependence on the engine operation state. An injector driving device (13) drives the fuel injectors (2) in accordance with the selected fuel injection mode.

Abstract: According to the present invention, there is provided a fuel injecting device for injecting fuel into a cylinder of an engine. A fuel injector injects a main fuel charge into the cylinder at a predetermined first timing, and the fuel injector injects additional fuel into the cylinder at a predetermined second timing which is different from the predetermined first timing. It is judged if an amount of fuel adhering to an inner wall of the cylinder is larger than a predetermined fuel amount when the fuel injector injects the additional fuel. The fuel injector inject the additional fuel such that an amount of fuel adhering to the inner wall of the cylinder becomes smaller than the predetermined fuel amount when it is judged that an amount of fuel adhering to the inner wall of the cylinder is larger than the predetermined fuel amount.

Abstract: In a method of providing an ignitable fuel/air mixture in the combustion chambers of the various cylinders of an internal combustion engine with direct fuel injection wherein fuel is injected into the combustion chambers by way of injectors including injection nozzles with valve members for controllably opening and closing the injection nozzles, the valve member opening strokes and the valve member opening times are variably adjusted depending on specific engine operating conditions.

Abstract: A fuel injection system with an injector for an internal combustion engine has a binary injection nozzle whose pressure chamber can be alternatingly supplied with fuel and a supplemental fluid. A valve device is provided which can control the high-pressure side fuel delivery to the binary injection nozzle and the connection of the pressure chamber to a low-pressure side and to a supply line of the supplemental fluid. The valve device has a reversing valve that is embodied for controlling the impingement of high or low pressure on the pressure chamber and is also embodied for controlling the filling of the pressure chamber with the supplemental fluid. Therefore, the valve device is improved with regard to more rapid and precise switching operations and is also simplified, resulting in greater reliability and reduced maintenance.

Abstract: An exhaust-gas temperature raising system for a spark-ignition, in-cylinder injection type internal combustion engine includes an electronic control unit. In case that the engine is in an operating condition where the exhaust-gas temperature is required to rise, on an occasion of a main-fuel injection in a compression stroke, the electronic control unit controls engine control parameters such as ignition timing and air-fuel ratio to cause a cool-flame-reaction product, which remains in a combustion chamber in a middle stage or a subsequent stage of an expansion stroke, to have a concentration close to an inflammable concentration limit, and then causes an additional fuel to be injected into the combustion chamber from the fuel injection valve in the middle stage or the subsequent stage of the expansion stroke.

Abstract: In a process for regulating the injection quantities of injectors which are fluidically connected with a common pressure line in a common-rail injection system of an internal-combustion engine, a fuel pump provides fuel in the pressure line under a static nominal pressure. Control signals for opening and closing within individual injection periods for achieving respective identical injection quantities are supplied to the injectors by a regulator unit. In the case of different flow rates of the individual injectors respective identical injection quantities are achieved by the regulator unit by changing the respective injection period on the basis of a measuring signal. For this purpose, a pressure gauge inserted into the pressure line generates a measuring signal from a measurement of the static measuring pressure in the pressure line in each case after the closing of an injector.

Abstract: A method and a device for controlling an internal combustion engine, in which first device meters fuel to the internal combustion engine that is burned in the internal combustion engine. Second device performs an exhaust gas aftertreatment. A post-injection takes place, in the case of which, following the combustion, the first device meters fuel which reacts in the second device.

Abstract: The present invention is a fuel injection system having one or more fuel injectors and an electronic control system therefore. The preferred fuel injector has a double magnetic latching solenoid three-way or four-way spool valve that controls the flow of a working fluid that is used to control the discharge of fuel into the combustion chamber or intake manifold of an engine through the nozzle of the injector. The control system provides actuating current pulses to each of the solenoids to actuate and latch the solenoids to effect initiation and termination of the injection. Disclosed are control systems that provide a snap action in one or both actuating directions of the valve by electromagnetically retaining the valve in the latched condition until the force in the actuated solenoid builds to a high level, and then releasing the valve for higher acceleration to the actuated position.

Abstract: The invention is directed towards a method for adjusting the NO.sub.2 to NO content of a diesel engine's exhaust without affecting engine performance. The NO.sub.2 to NO ratio is adjusted by varying the amount and tinting of secondary hydrocarbon injection during the engine's expansion stroke. The appropriate amount of secondary injected hydrocarbon and the appropriate injection timing are determined from calibration values obtained by direct engine measurements and the desired NO.sub.2 :NO ratio.

Abstract: A cylinder injection type fuel control system for an internal combustion engine ensuring normal ignition and combustion of air fuel mixture while effectively utilizing two-stroke fuel injection includes sensors (1) for generating a variety of information concerning operation state of the internal combustion engine an engine operation state detecting device (11) for detecting an engine operation state (D) on the basis of the various information and fuel injectors (2) disposed so as to inject fuel directly into a combustion chamber of each engine cylinder. An injection mode setting device (12A) selectively sets a fuel injection mode (M) to either a one-stroke fuel injection mode or a two-stroke fuel injection mode in dependence on the engine operation state. An injector driving device (13) drives the fuel injectors (2) in accordance with the selected fuel injection mode.

Abstract: A method for controlling a compression-ignition internal combustion engine which provides delivery of multiple fuel injection pulses per cylinder firing with precision of pulse quantities, separation, and timing adequate for transition between split and single injection at any speed and load, without disturbing the primary engine governor. The method compensates for variable operating conditions such as supply voltage, injection pressure, injection pulse separation, and injector actuation latency or rise-time.

Abstract: A standard diesel injection system and a mechanical direct-gas injection system are selectively operable, in combination with a continuous pilot injection system, to provide a combustion system that is capable of operating in either a conventional diesel mode or a dual-fuel mode. Operation between convention diesel or dual-fuel combustion modes is mechanically controlled by a two-position, four-way control valve. The mechanical direct-gas injection system is actuated by pulsed diesel fuel directed to the actuation chamber of a gas injector by the same injection pump used to provide diesel fuel to the combustion chamber during conventional diesel operation.

Abstract: A process for suppressing torque jumps during operation of an internal combustion engine prevents torque jumps when switching pilot injection (pre-injection) on and off in a diesel internal combustion engine by forming a difference between a predetermined total quantity of fuel to be injected and a pilot quantity to be injected by a pilot injector and acting upon the difference with a correction factor that produces torque balancing. A difference quantity which is corrected in this manner represents a main injection quantity.

Abstract: A diesel fuel injector is provided with a secondary spill aperture operable to increase to a maximum value and then decrease to zero during an early part of the injection portion of the stroke of the injector pump plunger in a manner to maintain injection pressure at relatively high levels at the beginning of such injection portion of the plunger stroke whereas the rate of injection is lower during such early part of such injection portion than it would be in the absence of said secondary spill aperture.

Abstract: An injector for a common rail fuel injection system employs a solenoid operated valve configuration which functions to control the amount of filling by regulating the start of filling and the end of filling between the injection events. In some embodiments, a three-way solenoid valve is employed. The start of injection is controlled by a control piston. An intensifier piston is employed to increase the injection pressure. A pilot piston assembly may also be employed to regulate the shape of the injection.

Abstract: A fuel injection control device for a direct injection type engine having an exhaust passage and a NO.sub.x catalyst arranged therein to purify NO.sub.x in exhaust gas discharged from the engine comprises fuel injectors for injecting fuel into a cylinder. The injecting operation of the fuel injectors is controlled to carry out a main fuel injection at the latest at the beginning of a power stroke of the engine. The injecting operation of the fuel injectors is controlled to carry out a sub fuel injection at one of a power stroke and an exhaust stroke of the engine after the main fuel injection is completed to increase an amount of hydrocarbon in the exhaust gas. The injecting operation of the fuel injectors is controlled to carry out an additional sub fuel injection after the main fuel injection is completed and before the sub fuel injection is carried out.

Abstract: A fuel injection system of an engine comprises a fuel tank, a fuel pressure pump for pressurizing a fuel supplied from the fuel tank, an injector connected to the fuel pressure pump by means of a fuel pipe. The injector includes a nozzle connected to the fuel pipe by means of a fuel passage, a pressure chamber into which the pressurized fuel is introduced from the fuel passage, and a nozzle valve for opening and closing the nozzle depending on the fuel pressure in the pressure chamber. The system further comprised a fuel return passage connecting the pressure chamber and the fuel tank, and first and second solenoid valves for determining the start and termination of fuel injection through the nozzle.

Abstract: A hydraulically-actuated fuel injector comprises an injector body that defines a nozzle chamber that opens to a nozzle outlet and a plunger bore, and a spill port that opens into the plunger bore. A hydraulic means within the injector body pressurizes fuel in the nozzle chamber, and includes a plunger with an end face, a side surface and a centerline. The plunger is positioned in the plunger bore and moveable a stroke distance between a retracted position and an advanced position. A needle valve member is positioned in the nozzle chamber and moveable between an open position in which the nozzle outlet is open and a closed position in which the nozzle outlet is blocked. The plunger includes a groove in its side surface that is arranged in a helical pattern about the centerline and further includes a spill passage extending between the end face and the groove.