Abstract: A method of controlling a spark-ignition engine including an ignition plug for spark-igniting mixture gas inside a cylinder in an engine body, and an effective compression ratio changing module for changing an effective compression ratio of the engine body is provided. The method includes estimating, based on engine speed, engine load, and environmental conditions, a limit effective compression ratio serving as a maximum effective compression ratio where pre-ignition does not occur, calculating a current effective compression ratio, calculating a value obtained by subtracting the effective compression ratio from the limit effective compression ratio, as a margin before pre-ignition occurs, and decreasing, when the margin is below a predetermined minimum margin, the effective compression ratio of the engine body by using the effective compression ratio changing module so that the margin is increased to be above the minimum margin, which is set constant regardless of at least environmental conditions.

Abstract: A dual link internal combustion engine, as viewed in a crank axial direction where a crankshaft rotates clockwise, has a following relative configuration. A piston pin center axis is offset to a right side of a piston center line extending through a center of a piston crest surface of a piston. A movement trajectory of a link coupling center of first and second links is positioned to a left side of a piston reciprocation line. A piston center of gravity is positioned to the left side. An average value of a distance in the cylinder axial direction to individual points of the piston crest surface from a reference plane passing through the piston pin center axis and orthogonal to the cylinder axial direction in an area to the left side is greater than an average value of the distance in an area to the right side.

Abstract: Disclosed here is an adaptive mixed-mode combustion method, which is mainly for internal combustion engines, either compression ignition or spark ignition, or mixed-mode engines using both compression ignition and spark ignition. The combustion method is composed of steps of partially charging fuel reformates through intake ports, or charging fuels with high ignition temperature through intake ports, wherein it has adaptive means to introduce fuels into combustion chamber space through both intake port fuel charge and direct fuel injections, based on engine loads and speeds, to produce a separate twin triangular heat release curves to effectively reduce emissions and fuel consumptions. A combustion engine using the disclosed combustion method is also provided. A corresponding method and fuel reformer of using exhaust energy for fuel reforming is also disclosed.

Abstract: A control device of a cylinder direct injection type internal combustion engine controls a fuel injection device and an ignition device, executes injection of the fuel and ignition over multiple times, and executes a control of varying an interval between a timing of the injection of the fuel and a timing of the ignition, at the time of an ignition start in which the fuel is injected into a combustion chamber in an expansion stroke with rotation of an output shaft is stopped state and the fuel is ignited to start the rotation of the output shaft. The control device varies the interval between the timing of the injection of the fuel and the timing of the ignition by adjusting a correlation of a pitch of the injection of the fuel over multiple times and a pitch of the ignition over multiple times.

Abstract: A controller injects fuel into a cylinder at a high fuel pressure of 30 MPa or higher, at least in a period between a terminal stage of a compression stroke and an initial stage of an expansion stroke when an operating mode of an engine body is at least in a first specified sub-range of a low load range, and at least in a second specified sub-range of a high load range. The controller sets an EGR ratio in the first specified sub-range to be higher than an EGR ratio in the second specified sub-range, and advances start of fuel injection in the first specified sub-range to start of fuel injection in the second specified sub-range.

Abstract: A system for a vehicle includes a mode control module and a valve control module. The mode control module selectively sets a desired ignition mode for an engine to one of a spark ignition (SI) mode and a homogenous charge compression ignition (HCCI) mode. Using a fully flexible valve actuator, the valve actuator module selectively adjusts closing timing of an exhaust valve in response to: the desired ignition mode transitioning from the HCCI mode to the SI mode; and the desired ignition mode transitioning from the SI mode to the HCCI mode.

Abstract: A method, comprising: operating an engine cylinder with fuel from a first injector and not a second injector and activating the second injector in response to a rail pressure increase of a fuel rail, the fuel rail coupled to the second injector. In this way, degradation of the second injector may be reduced by activating the second injector and allowing fuel flow through the second injector to reduce the pressure and temperature of the fuel rail.

Abstract: The present invention pertains to a diesel engine starting device, and achieves stable combustion in a short time when the diesel engine is restarted after stoppage of idling. The diesel engine starting device includes injectors (11) that inject fuel in respective cylinders, and glow plugs (13) that generate heat upon receiving electricity to increase the temperature of the respective cylinders. The diesel engine starting device also includes a starter motor (40) that is driven when the engine starts, and an electronic control unit (ECU) (70) that controls the injectors (11), the glow plugs (13), and the starter motor (40). The ECU (70) stops the piston of the cylinder #1 at the bottom dead center of the compression stroke when the idling is stopped, and starts the electricity feeding to the glow plug (13).

Abstract: There is provided efficient compression auto-ignition combustion over intermediate load range extended towards a low and high load range. An internal combustion engine enables compression auto-ignition combustion by securing a so-called sealed duration created by negative valve overlap. It includes a cylinder head, a cylinder, a piston in the cylinder having a top coupled to the cylinder head, a combustion chamber between an inner surface of a cylinder head and a top of the piston, and intake and exhaust valves. Two intake valves are arranged per each combustion chamber and made to differ in valve lift.

Abstract: A method for controlling an engine includes, when the engine is operating within a particular range with comparatively low engine speed and high load, setting an effective compression ratio of 10:1 or above, retarding ignition timing by a predetermined amount and retarding the ignition timing within a first, relatively low engine speed range more than within a second, higher engine speed range, setting an injection mode of an injection valve to divided injections performed at least twice in a period from an intake stroke to an earlier-half stage of a compression stroke, performing, within the first engine speed range, a final injection in the earlier-half stage of the compression stroke, and performing, within the second engine speed range, the final injection in a late stage of the intake stroke and at least one injection other than the final injection in a middle stage of the intake stroke.

Abstract: An internal combustion engine has a cylinder, a cylinder head mounted to the cylinder, a piston disposed in the cylinder, and a fuel injection valve. A combustion chamber is defined by the piston, the cylinder head and the cylinder. The fuel injection valve has a plurality of injection holes that injects fuel directly inside the cylinder from a side of the combustion chamber. The injection holes inject fuel in a spray shape with an overall shape, which is formed by a plurality of sprays being injected from the injection holes. The overall shape expands toward the cylinder head and forms one part of a conical shape that is dented near the piston. Central axes of some of the injection holes are oriented toward a boundary portion near the exhaust valve formed at a crown surface of the piston and an inner wall of the cylinder when fuel is injected.

Abstract: A control apparatus for an internal combustion engine that can be a four-cycle engine including cylinders into which fuel is directly injected, the control apparatus includes an electronic control unit. The electronic control unit is configured to execute a fuel injection and an ignition for the cylinder in an expansion stroke on a condition that a stop of the piston in any one of the cylinders at vicinity of a top dead center after a compression stroke is predicted when the electronic control unit is configured to stop the fuel injection and the ignition for the internal combustion engine upon fulfillment of a predetermined stop condition.

Abstract: An internal combustion engine includes an engine block having a cylinder bore and a cylinder head having a flame deck surface disposed at one end of the cylinder bore. A piston connected to a rotatable crankshaft and configured to reciprocate within the cylinder bore has a piston crown portion facing the flame deck surface such that a combustion chamber is defined within the cylinder bore and between the piston crown and the flame deck surface. A fuel injector having a nozzle tip disposed in fluid communication with the combustion chamber has at least one nozzle opening configured to inject a fuel jet into the combustion chamber along a fuel jet centerline. At least one duct defined in the combustion chamber between the piston crown and the flame deck surface has a generally rectangular cross section and extends in a radial direction relative to the cylinder bore substantially along the fuel jet centerline.

Abstract: A direct injection engine includes a fuel injector receiving a flow of pressurized fuel. The fuel injector provides fuel injections directly into a combustion chamber of the engine. The fuel injector includes a first fuel injector nozzle opening directing with a first narrow injection angle a first portion of a fuel injection mass at a spark gap of a spark plug. The fuel injector further includes a second fuel injector nozzle opening dispersing with a second wider injection angle a second portion of the fuel injection mass within the combustion chamber.

Abstract: A direct-injection internal combustion engine includes an intake camshaft with a low-lift intake cam and a high-lift intake cam, a variable lift control for selectively operating an intake valve in one of a low-lift intake valve profile with the low-lift intake cam and a high-lift intake valve profile with the high-lift intake cam, a variable cam phase control operative on the intake camshaft for simultaneously controlling the phase of the low-lift intake cam and the high-lift intake cam, an ignition spark control, a fuel injection control, an exhaust gas recirculation control, and an intake throttle control.

Abstract: A fuel injector having an injector axis, comprising a first nozzle aiming in a first radial direction; a first nozzle pair aiming in radial directions each equally angled relative to the first direction, closest to the first radial direction, and having a longest radial offset; a nozzle second pair in radial directions each equally angled relative to the first direction; and another nozzle aiming opposite the first radial direction and having a shortest radial offset.

Abstract: An apparatus and method for igniting a gaseous fuel directly introduced into a combustion chamber of an internal combustion engine comprises steps of heating a space near a fuel injector nozzle; introducing a pilot amount of the gaseous fuel in the combustion chamber during a first stage injection event; controlling residency of the pilot amount in the space such that a temperature of the pilot amount increases to an auto-ignition temperature of the gaseous fuel whereby ignition occurs; introducing a main amount of the gaseous fuel during a second stage injection event after the first stage injection event; and using heat from combustion of the pilot amount to ignite the main amount.

Abstract: A fuel injection control apparatus and method of a diesel vehicle provides optimized combustion performance by controlling injection timing according to a cetane number deviation of diesel fuel. The method includes: detecting driving information to determine whether a cetane number measure mode is satisfied; detecting a combustion pressure by injecting a pilot fuel amount when the cetane number measuring mode is satisfied; calculating a heat release rate from the combustion pressure; calculating start timing of combustion from the HHR, thereby calculating an ignition delay time from fuel injection timing to the start timing of combustion; calculating a difference of the ignition delay time by comparing the ignition delay time of injected fuel to a standard ignition delay time; and determining a cetane number of quality of fuel according to the difference of the ignition delay time.

Abstract: A method for controlling a direct-injection internal combustion engine includes monitoring internal combustion engine operational parameters, determining a start of injection in response to the engine operational parameters, monitoring an intake air flow comprising a residual gas component, monitoring an exhaust gas flow, monitoring a fuel flow, determining a time constant corresponding to an intake air flow reaction time based upon the intake air flow, the exhaust gas flow, and the fuel flow, modifying the start of injection with the time constant, and operating the engine subject to the modified start of injection.

Abstract: A malfunction detecting device for an internal combustion engine is mounted on a vehicle and includes an engine and a control unit. The engine is a multi-cylinder engine and is a bi fuel-enabled engine which is capable of switching plural kinds of fuels including a gas fuel and which can use bifuel. The control unit detects, in case of detecting a malfunction with respect to an imbalance of an air fuel ratio among the cylinders at a time of an operation based on the gas fuel, the malfunction based on variation of pressure pulsations of the gas fuel due to a fuel injection.

Abstract: An object of this invention is to provide a control apparatus for an internal combustion engine which makes it possible to reliably avoid an abnormal increase in in-cylinder pressure due to pre-ignition. The control apparatus of this invention controls an internal combustion engine including an injector that directly injects fuel into a cylinder. The control apparatus includes pre-ignition detection means that executes an operation to detect pre-ignition until a time of a crank angle ?A, and injection instruction means that, at a time of a crank angle ?B that is before the crank angle ?A, sends to the injector an injection instruction to perform fuel injection that suppresses pre-ignition combustion. Preferably, the control apparatus includes energization stopping means that, when the pre-ignition detection means does not detect pre-ignition until the time of the crank angle ?A, stops energization of the injector that is started by the injection instruction.

Abstract: A series of combustion forms including initial low-temperature combustion, premixed combustion, and diffusive combustion are performed when an engine operates under a low load and a medium load. The initial low-temperature combustion is carried out by performing a small-amount injection while performing an operation for lowering the encounter rate between oxygen and a fuel spray in a cylinder, and thereby the heat generation rate is kept low and the amount of NOx generated is suppressed. The premixed combustion is carried out as fuel receives heat in the initial low-temperature combustion, and the amount of smoke generated is suppressed. The diffusive combustion is accomplished as fuel travels through the combustion field of the premixed combustion, and by controlling the fuel injection timing thereof, it is possible to suitably control the timing at which the heat generation rate reaches its maximum in the aforementioned series of combustion.

Abstract: A method of controlling an engine includes initiating a transition from homogenous charge compression ignition (HCCI) to spark ignited (SI) combustion mode of the engine under low load. The method includes commanding an exhaust valve actuator to increase lift of the exhaust valve to maximize expulsion of combustion chamber contents. The method also includes injecting into the combustion chamber sufficient amount of fuel after the lift of the exhaust valve was increased to generate substantially stoichiometric air-fuel ratio of the gas mixture contained in the chamber. The method also includes igniting the gas mixture after the fuel was injected into the combustion chamber to maximize combustion of the gas mixture. The method additionally includes commanding an intake camshaft phaser to change the position of the intake camshaft to a position configured for predetermined throttled SI combustion mode after the gas mixture was ignited to maximize operating efficiency of the engine.

Abstract: A method for selecting a preferred combustion mode for an internal combustion engine operative in a plurality of combustion modes is described. The method includes selecting a combustion mode in terms of first and second engine parameters, and separating the engine operating region into zones defined by the first parameter. Each of the zones is further separated into sub-zones defined by the second parameter. A combustion mode is associated with each of the sub-zones. Operating states are determined for the first and second parameters. One of the zones is identified based upon the state for the first parameter. One of the sub-zones of the identified zone is identified based upon the state for the second parameter, along with a combustion mode associated with the identified sub-zone. The engine is controlled to the preferred combustion mode, depending upon hysteresis.

Abstract: A direct injection compression ignition internal combustion engine includes a fuel system having a nozzle extending into a cylinder of the engine and a plurality of spray orifices formed in the nozzle. Each of the spray orifices has an inner diameter dimension of about 0.09 mm or less, and define inter-orifice angles between adjacent spray orifice center axes of about 36° or greater such that spray plumes of injected fuel from each of the spray orifices combust within the cylinder according to a non-sooting lifted flame and gas entrainment combustion pattern. Related methodology is also disclosed.

Abstract: Methods and systems are provided for addressing cylinder pre-ignition. Each cylinder of an engine may be operated in either a split injection mode or a single injection mode based on the pre-ignition history of the cylinder. The timing and number of injections in the split injection mode is adjusted based on the pre-ignition count of the cylinder.

Abstract: A control device of a spark-ignition gasoline engine is provided. The control device includes a controller for operating the engine body by controlling at least a fuel injection valve, an ignition plug, and a fuel pressure variable mechanism. Depending on the engine load range, the controller sets the combustion mode to a compression-ignition mode or a spark-ignition mode. In each mode, the controller also controls the fuel pressure, and the timing of fuel injection and ignition. The controller may also performs external EGR control in each mode.

Abstract: A method for controlling combustion in a multi-cylinder internal combustion engine operating in a controlled auto-ignition mode includes providing combustion control parameters, determining peak cylinder pressures and crank angle location of the peak cylinder pressures. Cylinder volumes at the peak cylinder pressures and at intake valve closings are determined and cylinder pressures at intake valve closings are determined. A combustion parameter for each cylinder is calculated based upon the peak cylinder pressure, the cylinder pressure at the intake valve closing, the crank angle location of the peak cylinder pressure, the cylinder volume coincident with the peak cylinder pressure, and the cylinder volume at the intake valve closing. A target combustion parameter is determined and the calculated combustion parameter for each cylinder is compared to the target combustion parameter.

Abstract: An internal combustion engine is selectably operable in one of homogeneous charge compression ignition (HCCI) mode with low lift intake and exhaust valve profiles and spark ignition (SI) mode with high lift intake and exhaust valve profiles. Transition from a current combustion mode to a desired combustion mode includes phase adjusting the one of the intake and exhaust valves exhibiting a greater effect upon an effective cylinder volume for a given phase adjustment in the desired combustion mode based upon a desired phasing for the desired combustion mode prior to lift adjusting the one of the intake and exhaust valves and adjusting the other of the intake and exhaust valves.

Abstract: An ECU of a fuel injection controller acquires information on a load of an internal combustion engine including a fuel injection valve. Based on the load information, a switch is made between low-load-condition control, in which a main injection is performed at a timing that avoids a spray injected by a pilot injection that drifts due to a swirl effect, and high-load condition control, in which the main injection is performed at a timing that interferes with (at least partially overlaps) a spray injected by the pilot injection that drifts due to a swirl effect. In the low-load-condition control, the spray injected by a pilot injection is diffused before the occurrence of ignition to reduce smoke. In the high-load condition control, the spray injected by the main injection is caused to interfere with the spray injected by the pilot injection that contains OH radicals, to reduce smoke.

Abstract: In a method and the corresponding apparatus for operating an internal combustion engine with a plurality of cylinders (Z1 to Z4) which are assigned in each case one injection valve (18) for metering in fuel, a control apparatus (25) is provided with in each case one output stage (25a) for actuating the injection valves (18) of the plurality of cylinders. Here, first of all work injection operations (P0 to P4) are determined for a cylinder (CYL_i) with the duration and positioning in relation to the crankshaft rotary angle. Following this, late injection operations (P5), which are required in certain operating modes, for the preceding cylinder (CYL_i?1) in the ignition sequence are arranged in a setpoint crankshaft angular range (SB) in such a way that no temporal overlaps occur between individual work and late injection operations.

Abstract: A system and method for preventing knocking prevents knocking by injecting a sub fuel including ethanol having high octane number to a combustion chamber in a case that the knocking occurs. The system for preventing knocking may include a cylinder, a piston moving in the cylinder reciprocally, forming a combustion chamber with the cylinder, and having a central axis, a first injector mounted at an upper surface of the cylinder with a distance from the central axis of the piston, and directly injecting a main fuel including gasoline into the combustion chamber, a second injector mounted at the upper surface of the cylinder on the central axis of the piston, and directly injecting a sub fuel including ethanol into the combustion chamber, and a spark plug disposed at the upper surface of the cylinder near the second injector.

Abstract: A control system and method for operating an engine includes a threshold determination module that determines a plurality of combustion mode thresholds based on the engine speed and engine temperature. The control module also includes a transition module that compares the engine load and the plurality of combustion mode thresholds and changes a combustion mode of the engine in response to comparing the engine load and the plurality of combustion mode thresholds.

Abstract: Passageways are provided within the combustion chamber of a fuel injected internal combustion engine to convey injected fuel to desired positions within the combustion chamber. The fuel-conveying passageways may be either open-sided or closed, and are positioned within the combustion chamber in substantial alignment with a respective spray jet of fuel, enabling optimum distribution of the fuel through the combustion chamber for enhanced mixing with air prior to combustion.

Abstract: Methods are provided for controlling an engine in response to a pre-ignition event. A pre-ignition threshold and a pre-ignition mitigating action are adjusted based on a rate of change of cylinder aircharge. As a result, pre-ignition events occurring during transient engine operating conditions are detected and addressed different from pre-ignition events occurring during steady-state engine operating conditions.

Abstract: The inventive subject matter provides apparatus, systems and methods for treating and delivering a fuel to a combustion chamber of an engine in order to improve efficiency of the engine. In one aspect of the invention, a fuel injector that cooperates with an internal combustion engine to combust a first fuel to produce power is presented. The fuel injector includes a fuel inlet, a pre-conditioning vortex chamber, and an excitation chamber. The fuel injector includes a vortex chamber that conforms a pulsed amount of the first fuel to produce a vortex that includes a coherent dynamic pressure wave. The fuel injector also includes an excitation mechanism that at least partially ignites the fuel.

Abstract: The present technology relates generally to mechanical motion amplification for fuel injectors. In some embodiments, an injector for introducing gaseous or liquid fuel into a combustion chamber includes an injector body having a base portion configured to receive fuel into the body and a valve coupled to the body. The valve can be movable to an open position to introduce fuel into the combustion chamber. The injector further includes a valve operator assembly. The valve operator assembly can include a valve actuator coupled to the valve and movable between a first position and a second position, and a prime mover configured to generate an initial motion. The valve operator assembly can also include a mechanical stroke modifier configured to alter at least one of a direction or magnitude of the initial motion and convey the altered motion to the valve actuator.

Abstract: A method is provided for operating a direct injection system of an internal combustion engine of a motor vehicle. The at least one fuel injection parameter is adjusted by a closed loop control of the injected fuel quantity.

Abstract: In a direct injection spark ignition internal combustion engine that includes a fuel injection valve, and closes an intake valve after gas in the combustion chamber begins to flow back into an intake passageway after the compression stroke begins. The required fuel injection amount is injected a first fuel injection and a second fuel injection in a single combustion cycle, and the first fuel injection is performed while the intake valve is open during the compression stroke, and the second fuel injection is performed after the intake valve closes. The timing of the first fuel injection is set such that the injected fuel is deflected upwards in the top of the combustion chamber by the gas flowing toward the intake valve.

Abstract: The disclosure provides a control device of a spark-ignition gasoline engine. When an operating state of an engine body is within a low engine speed range, a controller controls a fuel pressure variable mechanism so that a fuel pressure is higher within a high engine load range compared to a low engine load range, the controller operates, within the high engine load range, a fuel injection valve to perform a fuel injection at least at a timing that is more retarded than an injection timing of a fuel within the low engine load range and is within a retard period from a late stage of a compression stroke to an early stage of an expansion stroke, and the controller operates, within the high engine load range, an ignition plug to ignite at a timing within the retard period and further after the fuel injection.

Abstract: A method for the operation of homogeneous charge compression ignition engines (HCCI) using gasoline or similar single-stage ignition fuels. Partial fuel stratification (PFS), intake pressure boosting and controlled BDC-intake temperatures, typically in the range of 95° C. to about 125° C., are used to reduce combustion pressure rise rates (PRR), and therefore, the knocking propensity of homogeneous charge compression ignition engines operating on gasoline or similar fuels.

Abstract: A diesel engine is provided, which includes an engine body to be supplied with fuel containing diesel fuel as its main component, a geometric compression ratio being set to 15:1 or below, a fuel injection valve arranged in the engine body so as to be oriented toward a cylinder of the engine body and for directly injecting the fuel into the cylinder, and a control module for controlling a mode of injecting the fuel into the cylinder through the fuel injection valve. The control module performs a main injection where the fuel is injected to cause a main combustion mainly including a diffusion combustion and performs a plurality of pre-stage injections where the fuel is injected prior to the main injection to cause a pre-stage combustion prior to the main combustion. The control module controls the injection mode of the injections to adjust a heat release rate.

Abstract: A four-valve per cylinder engine has two intake valves, two exhaust valves and a centrally located fuel injector. Between each adjacent pair of valves is a valve bridge with a point of minimum separation between adjacent valves. In the present disclosure, the glow plug port is defined in the cylinder top at a location outboard of the minimum separation between adjacent and at a depth which is tangent to an edge of a fuel jet emanating the injector. By placing the glow plug farther outboard than found in the prior art, the glow plug contacts the fuel as it comes out of the injector and as it rebounds off a feature of the piston bowl.

Abstract: A dual fuel engine operates on a gaseous fuel and a liquid fuel. The engine comprises a supply of gaseous fuel controlled by a first valve, a supply of compression ignitable liquid fuel controlled by a second valve, a control unit for controlling the supply of gaseous fuel and liquid fuel to each combustion chamber in the engine, and at least one knock sensor arranged to detect knock in each combustion chamber and to transmit an output signal proportional to the detected level of knock to the control unit. If knock is detected, the amount of gaseous fuel injected will be reduced while the amount of liquid fuel will be increased. The engine control system will subsequently adapt to the lower grade fuel and perform a calibration to operate as close as possible to the knock limit for the particular fuel.

Abstract: The disclosure provides a control device of a spark-ignition gasoline engine. When an operating state of an engine body is within a low engine speed range, a controller operates a fuel pressure variable mechanism so that a fuel pressure is higher within a high engine load range compared to a low engine load range, the controller operates, within the high engine load range, a fuel injection mechanism to perform at least a fuel injection into the cylinder by a cylinder internal injection valve at a timing during a retard period from a late stage of a compression stroke to an early stage of an expansion stroke, and the controller operates, within the high engine load range, an ignition plug to ignite at a timing during the retard period and after the fuel injection.

Abstract: A piston is positioned for reciprocal movement in a combustion engine cylinder. Half way between flame plume impingement areas are arranged a first type of protrusions protruding into the combustion chamber and having a smooth form adapted for preserving kinetic energy in a flame plume. Each of the first type of protrusions has a shape of a longitudinal ridge that extends only in the outer bowl area. The first type of protrusions have a left side flank and a right side flank of the ridge when seen from the injector. The left side flank is formed differently compared to the right side flank in order to redirect the movement of a flame plume progressing towards the left side flank in a plane perpendicular to the reciprocal movement, differently compared to corresponding flame plume progressing, towards the right side flank.

Abstract: A method for operating an internal combustion engine includes determining an actual combustion heat release during ongoing engine operation, calculating an expected combustion heat release corresponding to engine operation associated with the actual combustion heat release during ongoing engine operation, determining a difference between the actual combustion heat release and the expected combustion heat release, and operating the internal combustion engine in a homogeneous-charge compression-ignition combustion mode to achieve a preferred combustion phasing during each combustion cycle in response to the difference between the actual combustion heat release and the expected combustion heat release.

Abstract: Methods and systems are provided for reducing late burn induced cylinder pre-ignition events. In response to a late burn combustion event in a cylinder, ignition coil dwell time is extended in the cylinder to reduce unintended combustion delays. In addition, pre-ignition mitigating actions are performed in a neighboring cylinder that may be prone to pre-ignition induced by the late combustion event.

Abstract: An internal combustion engine is provided. The engine comprises at least one combustion chamber. The engine is suitable for various types of fuel. The engine, depending on fuel type, may have at least one spark plug. The engine uses an external source of compressed oxidant, such as air, which is delivered from a compressor and/or pressurized storage tank. Compressed oxidant, such as air, is delivered directly into the combustion chamber. Fuel is delivered directly into the combustion chamber. Oxidant and fuel mixture is ignited either by means of a spark plug, laser ignition, or by other means, or ignites spontaneously, depending on fuel type and pressure in the combustion chamber. The engine may comprise at least one cylinder, or may be of rotary or other type. A hybrid vehicle based on such an engine is provided. An automatic parking system for such a vehicle is provided.

Abstract: A fuel injection control apparatus of an internal combustion engine of the present invention performs control for a common rail diesel engine so that at a timing when a piston reaches compression top dead center, the rate of heat production due to the combustion of fuel injected in pre-injection is substantially maximal, and furthermore so that the combustion of fuel injected in main injection is started in the vicinity of this timing. As a result, the combustion of fuel injected in main injection is started by fully utilizing the heat production amount due to the pre-injection. Also, this avoids the production of reverse torque, as well as ensures maximizing the amount of torque produced by the combustion of fuel injected in main injection.