Abstract: Embodiments described herein relate to systems and methods of operating internal combustion (IC) engines by combusting various fuel chemistries therein. Specifically, engines described herein can operate a wide range of fuel chemistries with varying molecular formulas. The chemical compositions of the fuels described herein make them more difficult to ignite than long chain hydrocarbons (i.e., fuels that include 6 or more carbon atoms in a molecule). In some embodiments, engines described herein can combust fuels that have the chemical properties of alcohols. In some embodiments, engines described herein can combust fuels that include hydroxide groups. Examples of such fuels include methanol and/or ethanol. In some embodiments, engines described herein can combust natural gas. These fuel chemistries are difficult to ignite, particularly at low temperatures and during initial engine startup. Systems and methods described herein address these ignition difficulties, particularly in diesel engine architectures.

Abstract: Some embodiments described herein relate to a method of operating a compression ignition engine. The method of operating the compression ignition engine includes opening an intake valve to draw a volume of air into a combustion chamber, closing an intake valve, and moving a piston from a bottom-dead-center (BDC) position to a top-dead-center (TDC) position in the combustion chamber at a compression ratio of at least about 15:1. The method further includes injecting a volume of fuel into the combustion chamber at an engine crank angle between about 330 degrees and about 365 degrees during a first time period. The fuel has a cetane number less than about 40. The method further includes combusting substantially all of the volume of fuel. In some embodiments, a delay between injecting the volume of fuel into the combustion chamber and initiation of combustion is less than about 2 ms.

Abstract: A multi-fuel injector includes a primary fuel inlet configured to receive a liquid primary fuel, a pilot fuel inlet configured to receive a liquid pilot fuel that is a different fuel than the primary fuel, and a spill valve in fluid communication with the primary fuel inlet. The fuel injector also includes a control valve configured to control a pressure of fluid within a hydraulic control chamber, and an injection valve abutting the hydraulic control chamber, the injection valve being configured to move to an injection position to inject both the primary fuel and the pilot fuel.

Abstract: A hybrid electric vehicle (HEV) for multiple operation modes includes: a gasoline diffusion flame (GDF) combustion engine configured to perform gasoline diffusion flame combustion; a motor-generator operatively connected to the GDF combustion engine and configured to selectively drive the HEV with electric power of a battery or generate electric power to charge the battery; and a multi-mode controller including a processor and configured to receive operating conditions of the GDF combustion engine and the motor-generator and define a plurality of mode operating regions based on the received operating conditions. In particular, the plurality of mode operating regions includes: an electric vehicle (EV) only mode operating region, a GDF mode operating region where the GDF combustion engine operates and drives the HEV while the motor-generator stops, and a GDF+EV mode operating region where the motor-generator assists the operation of the GDF combustion engine to drive the HEV.

Abstract: An engine operable in a premixed combustion system and a diffusion combustion system. The engine includes a main fuel injection valve, a pilot fuel injection valve, a liquid fuel tank, a main fuel supply path, a pilot fuel supply path, a pilot fuel filter, a pilot fuel high-pressure pump, a pilot fuel tank, and a pilot fuel supply pump. The pilot fuel tank stores pilot fuel sent from the pilot fuel high-pressure pump and not injected by the pilot fuel injection valve. This pilot fuel is sent to an automatic backwash filter and a pilot fuel filter while not passing through the liquid fuel tank.

Abstract: Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

Abstract: An engine system is provided, including a controller which controls devices of an engine at a given engine speed so that, when a demanded engine load is a first load, a mass ratio (G/F) of intake air inside a cylinder (containing fresh air and burnt gas) to fuel is a first G/F and mixture gas inside the cylinder combusts by flame-propagation, when the demanded load is a second load (<the first load), the G/F is a second G/F (>the first G/F) and an injection center-of-gravity is at a timing such that the entire mixture gas combusts by CI combustion, and when the demanded load is between the first and second loads, the G/F is at a third G/F (between the first and second G/Fs) and the injection center-of-gravity is at a later timing such that at least part of the mixture gas combusts by the CI combustion.

Abstract: A server and a controlling method of a server are provided. The server includes a communication interface, a memory configured to store priorities of each of a plurality of spaces, and a processor configured to control a plurality of air conditioners arranged in the plurality of spaces, and the processor may, based on a total power usage of the plurality of air conditioners exceeding a first threshold value, control the plurality of air conditioners to operate in a power peak control mode to reduce the total power usage, and based on the total power usage being less than a second threshold value while operating in the power peak control mode, control the plurality of air conditioners to sequentially switch to a general mode according to the priority.

Abstract: The engines include compression cylinders, combustion cylinders, an air rail, and a heat exchanger. The methods of operating a compression ignition engine include taking air into a compression cylinder of the engine, compressing the air in the compression cylinder to raise the pressure and temperature of the air, passing the compressed air through a heat exchanger, and from the heat exchanger into a combustion cylinder, further compressing the compressed air during a compression stroke of the combustion cylinder, igniting fuel in the combustion cylinder at or near the end of the compression stroke by compression ignition, followed by a power stroke, and opening an exhaust valve at the end of the power stroke and passing at least some of the exhaust in the combustion cylinder through the heat exchanger to heat air that has been compressed in the compression cylinder and is then passing through the heat exchanger.

Abstract: Methods and systems are described for combustion engine mode optimization. The system includes a combustion engine, a fuel delivery system, and a controller communicatively coupled to the combustion engine and the fuel delivery system. The controller selects a low temperature combustion mode based on the combustion engine being warmer than a predetermined temperature and low load conditions on the combustion engine. The low temperature combustion mode includes instructions that reduces an intake valve opening duration and an exhaust valve opening duration. The controller reduces the intake valve opening duration and the exhaust valve opening duration to create a delay between an intake valve opening duration and an exhaust valve opening duration in response to selecting the low temperature combustion mode. The delay increases a residual gas temperature in the combustion chamber and induces auto-ignition of fuel in the combustion chamber.

Abstract: Methods and systems are provided for fuel post injection for diesel particulate filter (DPF) regeneration. In one example, a method may include, responsive to a request for generating exotherms in an exhaust system of an engine while combustion is discontinued in at least one cylinder of the engine, injecting fuel into a cylinder within a threshold crank angle range around top dead center (TDC) of a compression stroke of the cylinder and also within the threshold crank angle range around top dead center of an exhaust stroke of the cylinder, the threshold crank angle range extending from no more than 40 crank angle degrees before TDC to no more than 40 crank angle degrees after TDC. In this way, fuel post injections may be injected +/?40 crank angle degrees after TDC of the compression and exhaust strokes to increase exhaust temperature while avoiding wall wetting and oil-in-fuel dilution.

Abstract: The present invention relates to a method for controlling an internal combustion engine arrangement (100) connected to an exhaust gas aftertreatment system (200), wherein the method is arranged to control a gas heating device (122), as well as a gas feeding arrangement to direct a flow of intake air through the exhaust gas recirculation conduit (112) from the intake system to the exhaust system, the flow of intake air being directed through the gas heating device before the intake air enters the exhaust gas aftertreatment system, in response to determining a requested start of the internal combustion engine to heat the aftertreatment system before starting the engine.

Abstract: The control apparatus for a compression ignition type engine includes a plurality of cylinder inner pressure sensors that detect pressure in each cylinder, and a combustion control unit. The combustion control unit corrects a target fuel injection amount of each cylinder by an injector based on a deviation between a predicted combustion period that is a period from an ignition timing by an ignition plug to a predetermined mass combustion timing and that is obtained based on a preset combustion model, and an actual combustion period that is a period from the ignition timing by the ignition plug to an actual combustion timing and that is obtained based on cylinder inner pressure, such that the period from the ignition timing by the ignition plug to the predetermined mass combustion timing, which is the timing when fuel having a predetermined mass ratio combusts, is equalized in each cylinder.

Abstract: Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

Abstract: A temperature acquisition apparatus for an internal combustion engine is configured to acquire a temperature of a combustion chamber of the internal combustion engine. The apparatus includes: an electronic control unit having a processor and a memory coupled to the processor. The processor is configured to perform: acquiring an intake air amount of the internal combustion engine; calculating a cumulative intake air amount based on the intake air amount; and acquiring a temperature of the internal combustion engine based on the cumulative intake air amount.

Abstract: A method of controlling an engine is provided, the method including the steps of injecting main fuel by a fuel injector during an intake stroke or a compression stroke, providing a mixture gas containing fuel and air inside a cylinder, applying by an ignition device a high voltage between electrodes of a spark plug at a timing when the mixture gas is not ignited, detecting a parameter related to a current value of an electric-discharge channel generated between the electrodes, determining whether the detected parameter is within a range between a first threshold and a second threshold to determine a flowing state of a vortex inside the cylinder, injecting supplemental fuel by the fuel injector after the main fuel injection when the parameter is determined to be outside the range, and igniting the mixture gas by the ignition device using the spark plug after the supplemental fuel injection.

Abstract: Methods and systems are described for engine idle speed optimization. A system may include determining whether a fuel intake rate indicative of an amount of fuel consumed by an idling engine over time satisfies a threshold in comparison to a reference fuel intake rate. The reference fuel intake rate may be indicative of a predetermined amount of fuel consumed by the idling engine over time. The system may adjust a predetermined minimum speed at which the engine idles in response to determining that the fuel intake rate satisfies the threshold.

Abstract: A fuel injection control device for an engine is provided. A swirl generator generates a swirl flow inside a combustion chamber. A fuel injector with multiple nozzle holes injects fuel into the combustion chamber, and forms a lean mixture gas inside the combustion chamber. An spark plug ignites the lean mixture gas to cause the mixture gas to start combustion accompanied by flame propagation, and then combust by self-ignition. A first atomized fuel spray injected from a first nozzle hole and a second atomized fuel spray injected from a second nozzle hole separate from each other by the swirl flow. The fuel injector sequentially performs first and second injections in an intake stroke. A ratio of an injection amount of the second injection to the entire amount of fuel required per cycle is increased as an engine load increases.

Abstract: A two-stroke engine with a supercharger is provided that can prevent occurrence of abnormal combustion under high load and can improve fuel efficiency when compression self-ignition combustion is carried out under low load, and spark ignition combustion is carried out under high load. When an operation state of an engine body is in a high-load side operation range, an intake variable valve mechanism and an exhaust variable valve mechanism are actuated to retard at least closing timing of an intake valve and at least opening timing of an exhaust valve from those in the case where the operation state of the engine body is in a low-load side operation range at the same engine speed as the engine speed detected by engine speed detection means while particular conditions are satisfied.

Abstract: A spark plug includes a ground electrode, an insulator, and a center electrode. In a case where a first position of a surface of the ground electrode exposed to a side of an inner wall surface of a cylinder head is a most downstream position in an air flow direction between the center electrode and the ground electrode, and a second position of the inner wall surface of the cylinder head is a position closest to the center electrode on a downstream side of the center electrode in an air flow direction, the spark plug is installed at a position where the first position and the second position are on a same air flow line, or at a position where the first position is recessed to a side where the first position recedes from the inner wall surface than the second position.

Abstract: A diesel engine system is provided, which includes a piston having a cavity dented downwardly in a crown surface thereof and having a bottom part, a peripheral part dented so as to be convex radially outward, and a lip part formed above the peripheral part and protruding so as to be convex radially inward in a cross-sectional view. An injection controller causes an injector to perform, during operation in a given operating range, a main injection in which injected fuel is directed to the lip part, and an after-injection in which a smaller amount of the fuel than the main injection is injected at a given timing later than the main injection in an expansion stroke. An injection interval period from an end of the main injection to a start of the after-injection is shorter as a temperature parameter related to a progress of a warmup of engine increases.

Abstract: A diesel engine system has a piston in which a cavity is formed in a crown surface. The cavity has a bottom part, a peripheral part dented so as to be convex radially outward in a cross-sectional view, and a lip part formed above the peripheral part and protruding so as to be convex radially inward in the cross-sectional view. An injection controller causes an injector to perform, during operation in a given operating range, a main injection in which injected fuel is directed to the lip part, and an after-injection in which a smaller amount of fuel than the main injection is injected at a given period later than the main injection in an expansion stroke. An injection interval period that is a period of time from an end of the main injection to a start of the after-injection is shorter as an injection pressure of fuel increases.

Abstract: A fuel injection control apparatus including a microprocessor. The microprocessor is configured to perform calculating a target injection time, determining a first crank angle defining a start of fuel injection and a second crank angle defining an end of fuel injection, controlling a fuel injector in a first injection mode in which the fuel is injected for the first target injection time from a first time point corresponding to the first crank angle or a second injection mode in which the fuel is injected for the second target injection time from a second time point corresponding to a target crank angle, and the controlling including controlling the fuel injector so as to inject the fuel in an intake stroke in the first injection mode, while inject the fuel in a compression stroke in the second injection mode.

Abstract: A fuel injection control device for an engine is provided. A swirl generator generates a swirl flow inside a combustion chamber. A fuel injector with multiple nozzle holes injects fuel into the combustion chamber, and forms a lean mixture gas inside the combustion chamber. A spark plug ignites the lean mixture gas to cause a portion of the mixture gas to start combustion accompanied by flame propagation, and then combusts by self-ignition. The fuel injector has first and second nozzle holes, and a first atomized fuel spray injected from the first nozzle hole and a second atomized fuel spray injected from the second nozzle hole separate from each other by the swirl flow. The fuel injector performs the fuel injection in an intake stroke, and retards a start timing of the injection when an engine load is high compared to that when the load is low.

Abstract: An imaging method includes irradiating an object, from an irradiator, with mixed light of light in a first wavelength band and light in a second wavelength band having an intensity higher than an intensity of the first wavelength band, the first wavelength band being a wavelength band correlating with a first filter having a first transmission wavelength characteristic, and the second wavelength band being a wavelength band correlating with a second filter having a second transmission wavelength characteristic different from the first transmission wavelength characteristic; imaging the object irradiated with the mixed light by using the imaging element; and generating composite image data by high dynamic range synthesis of first layer image data and second layer image data, among image data of the object output by the imaging element.

Abstract: A fuel injection control device for an engine is provided. A swirl generator generates a swirl flow inside a combustion chamber. A fuel injector with multiple nozzle holes injects fuel into the combustion chamber, and forms a lean mixture gas inside the combustion chamber. An spark plug ignites the lean mixture gas to cause a portion of the mixture gas to start combustion accompanied by flame propagation, and then combusts by self-ignition. The fuel injector has first and second nozzle holes, and a first atomized fuel spray injected from the first nozzle hole and a second atomized fuel spray injected from the second nozzle hole separate from each other by the swirl flow. The fuel injector sequentially performs a first injection and a second injection in an intake stroke. The controller makes an injection amount of the second injection greater than that of the first injection.

Abstract: A fuel injection valve is a fuel injection valve for injecting fuel to a combustion chamber of an internal combustion engine, which includes a valve body that is lifted by any one of a first lift amount of a maximum valve body lift amount and a second lift amount smaller than the first lift amount. In a case where the maximum valve body lift amount of the valve body is the first lift amount, a flow path area of a seat portion is larger than a sum of flow path areas of all injection holes, and in a case where the maximum valve body lift amount of the valve body is the second lift amount, the flow path area of the seat portion is smaller than the sum of flow path areas of all the injection holes.

Abstract: An internal combustion engine according to the present disclosure has an ignition coil and an injector that share a power source, and has a controller that controls energization to the ignition coil and energization to the injector. The controller executes setting processing and correction processing. In the setting processing, the controller sets an energization period of the ignition coil in accordance with an operating condition of the internal combustion engine. In the correction processing, when the energization period of the ignition coil overlaps with an energization period of the injector, the controller corrects the energization period of the ignition coil so as to reduce an overlap period between the energization period of the ignition coil and the energization period of the injector.

Abstract: A fuel injection control device for an engine is provided. A fuel injector with multiple nozzle holes forms a lean mixture gas inside a combustion chamber, a spark plug ignites to cause the mixture gas to start combustion accompanied by flame propagation, then combust by self-ignition. A first atomized fuel spray injected from a first nozzle hole and a second atomized fuel spray injected from a second nozzle hole separate from each other by a swirl flow, and a third atomized fuel spray injected from a third nozzle hole and a fourth atomized fuel spray from a fourth nozzle hole approach each other by the swirl flow so that a first area and a second area where mixture gas is richer are formed inside the combustion chamber. The fuel injector sequentially performs first, second, and third injections with an injection interval therebetween in an intake stroke.

Abstract: Various methods and systems are provided for a fuel injector. In one example, a fuel injector includes a nozzle tip including a plurality of injection holes, a first needle biased against the nozzle tip via a first biasing member positioned within a first control volume, and a second needle surrounding a portion of the first needle and biased against the first needle and the nozzle tip via a second biasing member positioned within a second control volume. A needle actuator may be energized for different durations of time in order to move one or more of the first needle and the second needle relative to the nozzle tip.

Abstract: A structure of a combustion chamber for an engine includes a crown surface of a piston, a cylinder wall surface, a combustion chamber ceiling surface, and an ignition plug which includes an ignition portion. The crown surface of the piston includes: a cavity recessed in the cylinder axis direction; a parallel surface portion which is in parallel to a corresponding region on the combustion chamber ceiling surface at a position above the cylinder axis direction with a gap, when the piston is at a compression top dead center; and an inclined surface portion formed to continue to the parallel surface portion in such a way as to be directed to the ignition plug, when the piston is at a compression top dead center. The parallel surface portion and the corresponding region, in combination, constitute a squish flow generation portion generating a squish flow when the piston is lifted.

Abstract: The subject matter of this specification can be embodied in, among other things, a method that includes determining a gas supplement ratio (GSR) of a mixture of natural gas and diesel, identifying a start event of a stroke of a piston of a combustion cylinder of a dual-fuel engine, identifying a first observation period that is offset from the start event based on the GSR, identifying a second observation period based on the GSR, receiving signals representative of vibration of the combustion cylinder during the stroke, identifying an abnormal combustion event based on the signals, determining that abnormal combustion occurred during at least one of the first observation period and the second observation period, and causing a change in operation of the engine based determining that abnormal combustion occurred during at least one of the first observation period and the second observation period.

Abstract: A control apparatus for an engine includes an engine, a state quantity setting device, a spark plug, and a controller. The spark plug ignites air-fuel mixture at predetermined ignition timing so that unburned air-fuel mixture combusts by autoignition after start of combustion of the air-fuel mixture by the ignition, and the controller adjusts a heat amount ratio in accordance with an operation state of the engine through change of the ignition timing, the heat amount ratio representing an index associated with a ratio of an amount of heat generated when the air-fuel mixture combusts by flame propagation with respect to a total amount of heat generated when the air-fuel mixture combusts in the combustion chamber.

Abstract: When the geometric compression ratio of an engine body is set to 13:1 or more and the engine body operates in a preset high load region, the effective compression ratio of the engine body is set to 12:1 or more with a difference from the geometric compression ratio being within 2, a gas to be introduced into a combustion chamber is supercharged by a supercharging system, fuel is injected at least in a compression stroke by an injector, and after the fuel injection is finished, an air-fuel mixture in the combustion chamber is ignited by an ignition device before the compression top dead center and is thus burned by flame propagation in the engine body, and then the unburned air-fuel mixture is burned by compression ignition.

Abstract: An internal combustion engine in which a fuel reforming operation in a fuel reformation cylinder is not executed and a warming operation for raising the temperature of the fuel reformation cylinder is executed, when a gas temperature of a fuel reformation chamber at a time point when a piston in the fuel reformation cylinder reaches a compression top dead point is estimated to fall short of a reforming operation allowable lower limit gas temperature. For example, EGR gas is introduced to the fuel reformation chamber without cooling the EGR gas. Further, during a predetermined period from the expansion stroke to an exhaust stroke of an output cylinder, exhaust gas warming fuel is supplied to a combustion chamber. Further, the fuel is combusted in the fuel reformation chamber.

Abstract: A control device is provided for an engine in which SPCCI combustion is carried out in which SI combustion of a portion of a mixture gas is performed by jump-spark ignition, and CI combustion of the remaining mixture gas is performed by self-ignition. When the engine is low load and a temperature is less than a given value, an early injection in which fuel is injected during an intake stroke and a retarded injection in which fuel is injected during the second half of a compression stroke are performed, and SPCCI combustion of A/F-lean mixture gas is performed. When the engine is low load and the temperature is greater than or equal to the given value, an injection amount ratio of the early injection is increased and the ratio of the retarded injection is decreased, and SPCCI combustion of A/F-lean mixture gas is performed.

Abstract: A boosted engine is provided, which includes an engine body formed with a combustion chamber, a spark plug, a fuel injection valve, a booster, a boost controller, and a control unit including an operating range determining module and a compression end temperature estimating module. In a high load range, the fuel injection valve and the spark plug are controlled so that a mixture gas inside the combustion chamber starts combustion through flame propagation by ignition of the spark plug, and unburned mixture gas then combusts by compression ignition, and the boost controller is controlled to bring the booster into a boosting state. When a gas temperature inside the combustion chamber exceeds a given temperature at CTDC, the fuel injection valve is controlled so that a fuel injection end timing occurs on a compression stroke, and the spark plug is controlled so that the mixture gas is ignited after CTDC.

Abstract: A control device of an engine including a cylinder, a piston, a cylinder head, and a combustion chamber is provided, which includes intake and exhaust ports, a swirl control valve provided in an intake passage connected to the intake port, a fuel injection valve attached to the cylinder head to be oriented into the center of the combustion chamber in a plan view thereof, and having first and second nozzle ports, and a control unit. The control unit includes a processor configured to execute a swirl opening controlling module to output the control signal to the swirl control valve to have a given opening at which a swirl ratio inside the combustion chamber becomes 2 or above, and a fuel injection timing controlling module to output the control signal to the fuel injector to inject fuel at a given timing at which the swirl ratio becomes 2 or above.

Abstract: A control arithmetic unit uses a control storage area and computes a target control amount for combustion of an internal combustion engine according to a user required torque. A monitoring arithmetic unit uses a monitoring storage area and performs computation and monitoring of presence or absence of a torque anomaly state in which an estimated torque is deviated from an engine required torque by a predetermined amount or more. The monitoring arithmetic unit includes an engine required torque computation unit that computes the engine required torque and an estimated torque computation unit that computes the estimated torque. The engine required torque computation unit computes a reduction in an actual torque, which is caused in conjunction with a retard in ignition timing of the internal combustion engine, as a reserve torque and computes the engine required torque based on the calculated reserve torque and the user required torque.

Abstract: A control system for a compression-ignition engine includes a combustion chamber, an injector, an ignition plug, a sensor device, and a controller having a circuitry. The ignition plug forcibly ignites mixture gas to start combustion accompanied by flame propagation of a part of the mixture gas, and again ignites remaining unburnt mixture gas at a timing at which the unburnt mixture gas combusts by self-ignition. The controller is configured to execute an ignition controlling module to output an ignition signal to the ignition plug before a target timing so that the unburnt mixture gas self-ignites at the target timing, an ignition timing estimating module to estimate an actual CI timing indicative of a timing at which the unburnt mixture gas actually self-ignited based on an in-cylinder pressure parameter, and an in-cylinder temperature determining module to determine the in-cylinder temperature at a given crank angle based on the estimated result.

Abstract: A saddled vehicle includes: a fuel injection valve mounted in a cylinder head from one side surface of the cylinder head and injecting fuel toward a combustion chamber; and a fuel pump that supplies fuel to the fuel injection valve in response to a generated pump pressure. The fuel pump is disposed in a space between main frames and a down frame and in the one side surface of the cylinder head. Accordingly, there is provided a layout of the fuel pump capable of sufficiently protecting the fuel pump without a need to restrict a position of an internal combustion engine.

Abstract: A compression-ignition engine control system is provided, which includes an intake phase-variable mechanism and a controller. The controller controls the intake phase-variable mechanism to form a gas-fuel ratio (G/F) lean environment in which burnt gas remains inside a cylinder and an air-fuel ratio is near a stoichiometric air-fuel ratio, and controls the spark plug to spark-ignite the mixture gas to combust in a partial compression-ignition combustion. The controller controls the intake phase-variable mechanism to retard, as an engine speed increases at a constant engine load, an intake valve close timing on a retarding side of BDC of intake stroke and an intake valve open timing on an advancing side of TDC of exhaust stroke, and controls the intake phase-variable mechanism so that a change rate in the intake valve open timing according to the engine speed becomes larger in a high engine speed range.

Abstract: A control device for a compression-ignition engine in which partial compression-ignition combustion including spark ignition (SI) combustion performed by combusting a portion of a mixture gas inside a cylinder by spark-ignition followed by compression ignition (CI) combustion performed by causing the remaining mixture gas to self-ignite is executed at least within a part of an engine operating range is provided, which includes a detector configured to detect a given parameter that changes as combustion progresses inside the cylinder, an A/F (air-fuel ratio) controller configured to change an air-fuel ratio of air to fuel introduced into the cylinder, and a combustion controller configured to determine combustion stability based on the detected parameter of the detector and control the A/F controller to reduce the air-fuel ratio when it is confirmed that during the partial compression-ignition combustion the combustion stability is low.

Abstract: An estimation device is applicable to a combustion system including an internal combustion engine and includes a mixing acquisition unit, a main region estimation unit, and an after region estimation unit. The mixing acquisition unit acquires a mixing ratio of various components contained in the fuel used for combustion in the internal combustion engine. The main region estimation unit estimates a combustion region of the fuel as a main combustion region for a main combustion produced by injecting the fuel into a combustion chamber of the internal combustion engine by main injection, based on the mixing ratio acquired by the mixing acquisition unit. The after region estimation unit estimates an injection region of the fuel as the after combustion region based on the mixing ratio, for an after combustion produced by injecting the fuel into the combustion chamber by an after injection, after the main injection in one combustion cycle.

Abstract: A control device for a compression-ignition (CI) engine in which partial CI combustion including spark ignition (SI) combustion performed by combusting a portion of mixture gas inside a cylinder by spark ignition followed by CI combustion performed by causing the rest of the mixture gas inside the cylinder to self-ignite is executed within a part of an engine operating range, is provided, including an EGR (exhaust gas recirculation) controller configured to change an EGR ratio, and a combustion controller configured to control the EGR controller during the partial compression-ignition combustion to switch a combustion mode between first and second modes in which the EGR ratio is higher than the first mode. After the first mode is switched to the second mode, if a condition is satisfied, the combustion controller causes the resumption to the first mode after a given period of time has elapsed from the switching.

Abstract: A compression-ignition engine control system is provided, which includes an intake variable mechanism and a controller. Within a first operating range and a second operating range on a higher engine load side, the controller controls the variable mechanism to form a gas-fuel ratio (G/F) lean environment in which an air-fuel ratio inside a cylinder is near a stoichiometric air-fuel ratio and burnt gas remains inside the cylinder, and controls a spark plug to spark-ignite mixture gas inside the cylinder to combust in a partial compression-ignition combustion. The controller controls the variable mechanism to advance the intake valve open timing on an advancing side of a TDC of the exhaust stroke, as the engine load increases within the first range, and retard the intake valve open timing on the advancing side of the TDC of the exhaust stroke, as the engine load increases within the second range.

Abstract: A method of implementing control logic of a compression-ignition engine is provided. A control part of the engine performs a calculation according to the control logic corresponding to an engine operating state in response to a measurement of a measurement part, controls a fuel injection part, a variable valve operating mechanism, an ignition part and a supercharger so that a G/F becomes leaner than a stoichiometric air fuel ratio and a A/F becomes equal to or richer than the stoichiometric air fuel ratio, while causing the supercharger to boost, and controls the ignition part so that unburnt mixture gas combusts by self-ignition after the ignition. The method includes determining a supercharging pressure P, and determining control logic defining a close timing IVC of an intake valve. When determining the control logic, the close timing IVC (deg.aBDC) is determined so that the supercharging pressure P (kPa) satisfies the following expression: P?8.0×10?11IVC6?1.0×10?8IVC5+3.0×10?7IVC4?4.0×10?6IVC3+0.

Abstract: In order to provide a fluid control device capable of making the control accuracy of the flow rate or pressure of fluid passing through a valve during each ON interval of pulse control higher than before, the control mechanism includes: a pulse signal generator adapted to input a pulse signal having a predetermined pulse height and a predetermined pulse width to the first valve; a feedback value calculator adapted to, on the basis of a pressure value measured by a pressure sensor, as a feedback value, calculate the time integrated value of a pressure drop occurring in an internal volume during an ON interval when the first valve is opened; and a signal compensator adapted to, on the basis of the deviation between the feedback value and a reference value, compensate the pulse signal to be inputted from the pulse signal generator to the first valve.

Abstract: A compression self-ignition engine performs a SI combustion in which an air-fuel mixture is combusted due to flame propagation triggered by spark ignition, and a CI combustion in which the air-fuel mixture is combusted due to self-ignition induced by the flame propagation. An ECU comprises a first control means for controlling a SI ratio serving as an index relating to a ratio of a heat amount generated in the SI combustion with respect to a total heat amount generated in the SI and CI combustions or a heat amount generated in the CI combustion; and a second control means for controlling an in-cylinder temperature before the SI combustion. The ECU is configured to change a combustion state of each of the SI and CI combustions by both the first and second control means according to the operating state of the engine.

Abstract: A control apparatus for an engine includes an engine, an EGR system, a spark plug, a controller, and a supercharging system. While a supercharging system is performing supercharging and the EGR system is introducing burned gas into a combustion chamber, in response to a control signal from the controller, the spark plug ignites air-fuel mixture at predetermined timing so that unburned air-fuel mixture combusts by autoignition after the air-fuel mixture starts to combust by the ignition.