Abstract: An engine system and corresponding control method are described. As one example, the control method includes transferring one type of fuel from one fuel tank to a second fuel tank holding another type of fuel and adjusting an engine operating parameter based on the blended fuel mixture by selective operation of a first and second fuel pump.

Abstract: An ECU executes a program including injecting fuel only by an intake passage injector when an engine is idling, starting an addition-type PFI timer, resetting the PFI timer when a count of the PFI timer reaches a set value that is set shorter as the fuel is lighter in fuel property, and injecting the fuel only by an in-cylinder injector.

Abstract: A fuel delivery approach for an engine includes delivering a first fuel blend from a first, lower alcohol fuel tank to a port injector; delivering a second, higher alcohol, fuel to a direct injector, and transferring the first fuel from the first tank to the second tank so that the first tank is emptied before the second. In this way, at least some fuel is available for direct injection even when the higher alcohol fuel is exhausted prior to the lower alcohol fuel. Thus, it is possible to at least obtain charge cooling benefits of direct injection, and therefore the engine may be operated with a greater amount of boost.

Abstract: Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency of the engine.

Abstract: An engine system and corresponding control method are described. As one example, the control method includes transferring one type of fuel from one fuel tank to a second fuel tank holding another type of fuel and adjusting an engine operating parameter based on the blended fuel mixture by selective operation of a first and second fuel pump.

Abstract: A system for an engine, comprising of a cylinder of the engine; a first injector configured to inject a first substance to said cylinder; a second injector configured to inject a second substance to said cylinder; and a controller configured to commence combustion in the engine by injecting fuel into said cylinder, where said fuel is injected by only one of said first and second injectors during said start and/or warm-up.

Abstract: An internal combustion system and a water injection nozzle to position a water mist within an internal chamber of an internal combustion engine. In one form, the apical cone of the injection is altered with respect to the position of the piston within the interior chamber. In another form, the air fuel mixture is charged at an opposing charge to the water mist to create a water droplet gaseous fuel mixture for combustion within the anterior chamber.

Abstract: Under the condition that a catalyst temperature Tc of a purification catalyst reaches or exceeds a preset reference temperature Tcref, when a cooling water temperature Tw of an engine is not lower than a preset reference temperature Twref, the internal combustion engine system of the invention sets a target exhaust recirculation rate EGR* based on a given rotation speed Ne of the engine and a given load factor KL and performs exhaust recirculation control to open an EGR valve at a specific angle or opening corresponding to the set target exhaust recirculation rate EGR*.

Abstract: A compression ignition engine is supplied with a first fuel in a flow of air and a second fuel is injected into the combustion chamber. The first fuel comprises a more volatile fuel than diesel such as ethanol, LPG or other combustible gas; the second fuel comprises diesel or biodiesel; and the second fuel is injected in multiple pulses in each ignition cycle with the first pulse acting as a pilot pulse to trigger ignition, and the timing of the second pulse being such as to modify the temperature through evaporation of the second fuel and thereby reduce the combustion temperature and mitigate knock susceptibility. Preferably the pilot pulse is followed by a single further pulse of the second fuel in the ignition cycle.

Abstract: A method of transitioning between operating modes in a multimode engine including a diesel-only mode and a diesel pilot, gas mode includes first terminating or initiating the supply of a gaseous fuel, depending on whether the system is transitioning to or from the pilot mode, and thereafter decreasing or increasing the diesel fuel supply quantity. Liquid fuel supply quantity is preferably altered in steps rather than discretely in order to avoid exceeding the lean limit of gas lambda. The number of steps and the percentage decrease or increase in each step preferably varies based at least in part on prevailing speed and load conditions.

Abstract: A method for a boosted engine including first and second injectors includes adjusting boost during a disabled condition of a first injector to compensate for lack of fuel injected from said first injector, said first injector supplying a fuel to a cylinder of said engine; and adjusting boost during a disabled condition of a second injector to compensate for lack of fuel injected from said second injector, said second injector supplying said fuel to said cylinder of said engine.

Abstract: A method for introducing fuel into a combustion chamber of an internal combustion engine is provided, in which fuel is injected at variable metering directly into the combustion chamber by a first fuel injector on the one hand, and into an air aspiration channel leading to the combustion chamber by a second fuel injector on the other hand. To ensure a reliable cold start of the internal combustion engine when using regenerative fuels even at low temperatures, in the cold start of the internal combustion engine a partial quantity of the required overall fuel quantity is injected via the second fuel injector, this partial quantity being the particular fuel quantity that exceeds a maximum fuel quantity able to be injected via the first fuel injector.

Abstract: In a method for operating an internal combustion engine, a setpoint fuel quantity to be injected is subdivided into a first fuel quantity which is to be injected into an intake manifold of the internal combustion engine, and a second fuel quantity to be injected directly into a combustion chamber of the internal combustion engine. The subdivision of the fuel quantity is performed as a function of a temperature that is characteristic for the operation of the internal combustion engine, e.g., in a start of the internal combustion engine, and the ratio between the first fuel quantity and the second fuel quantity is continually modified as a function of the temperature.

Abstract: A method of controlling fuel supplied to an engine is provided. The engine includes at least one cylinder having a port injection fuel injector being supplied with fuel from at least one of a first fuel storage tank and a second fuel storage tank and a direct injection fuel injector being selectively supplied with fuel from one of the first fuel storage tank and the second fuel storage tank. The method includes at a first condition, supplying at least some of a second type of fuel from the second fuel storage tank to the direct injection fuel injector and supplying at least some of a first type of fuel from the first fuel storage tank to the port injection fuel injector, and at a second condition, supplying at least some of the first type of fuel from the first fuel storage tank to the direct injection fuel injector.

Abstract: An engine system and corresponding control method are described. As one example, the control method includes transferring one type of fuel from one fuel tank to a second fuel tank holding another type of fuel and adjusting an engine operating parameter based on the blended fuel mixture.

Abstract: A method for starting an internal combustion engine that is operated with a fuel mixture made of at least two types of fuel. An injection of the fuel into combustion chambers of the internal combustion engine occurs starting at a predefined pressure threshold of the fuel in a fuel supply according to a high-pressure starting mode, and also according to a low-pressure starting mode if the predefined pressure threshold is no longer met. The pressure threshold is selected as a function of the mixture ratio of the fuel types in the fuel mixture. In this way it can be achieved that differences can be taken into consideration in the optimal mixture formation of the fuel types.

Abstract: A fuel control system is provided. The fuel control system includes an electronic control system coupled to a pair of control valves for blending pipeline fuel with waste fuel at a blend ratio for controlling fuel flow to an internal combustion engine. The fuel control system can estimate energy content of the fuel mixture to compensate the blend ratio. The fuel control system can use engine operational parameters to compensate the blend ratio. Typically, the system will use the operational parameter of output power or exhaust emissions to compensate the blend ratio. Further, the fuel control system can prioritize variation from the blend ratio or variation from a desired power output when the blend ratio cannot generate the desired power output. The fuel control system can also be equipped with engine speed/load controls, misfire, ignition timing and knock detection capabilities.

Abstract: In an engine 5 including an in-cylinder injector, the valve timing of an intake valve is retarded by VVT (Variable Valve Timing) controlled by an engine ECU to decompress in a combustion chamber at engine startup. In accordance with a configuration in which the valve timing of intake valve is advanced in a stepped manner from an initial set value, fuel injection from in-cylinder injector is inhibited during the time when the advance is equal to or below a predetermined standard value, and fuel injection from in-cylinder injector is allowed when exceeding the predetermined standard value, whereby degradation in the exhaust emission level in accordance with start time decompression control can be suppressed.

Abstract: An engine ECU executes a program including the steps of: detecting an engine speed NE, engine load, and engine coolant temperature (S100, S110, S115); when determination is made of being in an idle region (YES at S120), determining whether in a cold idle region, a transitional region, or a warm idle region (S130); injecting fuel from an intake manifold injector alone when in the cold idle region (S140); injecting fuel from the intake manifold injector and injecting fuel from an in-cylinder injector at the feed pressure when in the transitional region (S150); and injecting fuel from the in-cylinder injector at the feed pressure when in the warm idle region (S160).

Abstract: A hybrid propulsion system for a vehicle and method of operation are provided. As one example, the system comprises an engine including at least one combustion chamber, a motor configured to selectively propel the vehicle via the drive wheel, a fuel system configured to deliver a first substance and a second substance to the combustion chamber in varying relative amounts, wherein the first substance includes a fuel and the second substance includes a greater concentration of a knock suppressing substance than the first substance; and a control system configured to operate the fuel system to vary the relative amounts of the first substance and the second substance delivered to the combustion chamber in response to an operating condition while operating the motor to propel the vehicle.

Abstract: A fuel delivery system for an internal combustion engine and a method of operating the fuel delivery system is described. As one example, the method includes delivering a first fuel blend from a first fuel tank to the engine; delivering a second fuel blend from a second fuel tank to the engine, the proportion of said second fuel blend delivered to the engine to said first fuel blend delivered to the engine being related to the desired engine output; transferring said first fuel blend from said first fuel tank to said second fuel tank to prevent an amount of said first fuel blend and said second fuel blend in said second fuel tank from falling below a predetermined level; and boosting air delivered to the engine, the amount of boosting being related to latent heat of vaporization of said second fuel blend delivered to the engine.

Abstract: A method for operating an internal combustion engine having a combustion method with homogeneous auto ignition. A driver's demand, predetermined by the gas pedal, is converted into a desired torque to be given off by the engine. A reference charge value for the air charge is determined by a working-point-dependent lambda value (?opt) that can be predetermined. Based on this, a throttle valve position is set. Parallel to this, a desired torque is calculated for the fuel path with a reference lambda value, and an actual charge is calculated to yield a fuel amount to be injected. The reference lambda value results from an optimal lambda value for the mode of operation of homogeneous compression ignition, as long as the lambda value is within the rich and lean limits, respectively, of the combustion method of homogeneous compression ignition. The fuel mass is varied within the rich and lean limits to compensate dynamic processes.

Abstract: A system for a multi-fuel engine includes adjusting delivery of one or more fuels in response to a condition of an ignition spark in the engine. In one example, the system adjusts one or more fuels in response to spark plug ionization detection to improve performance of the engine.

Abstract: An internal combustion engine includes a low-pressure fuel feed system that feeds low-pressure fuel pressurized by a feed pump to first delivery pipes through a low-pressure fuel feed pipe, first injectors capable of injecting the low-pressure fuel into intake ports, a high-pressure fuel feed system that feeds high-pressure fuel pressurized by a high-pressure pump to second delivery pipes through a high-pressure fuel feed pipe, and second injectors capable of injecting the high-pressure fuel into combustion chambers. A bypass passage communicates the first delivery pipe with the second delivery pipe, and a check valve is provided in the bypass pipe for preventing flow of the fuel from the second delivery pipe to the first delivery pipe. Thus, transmission of fuel pressure pulsation caused by driving of the high-pressure pump is effectively restricted, so that an appropriate amount of fuel can be supplied to the engine for improved control of the air/fuel ratio.

Abstract: A reduced cost dual fuel injection system and method is described. Port fuel injectors and direct fuel injectors may be operated by using common injector drivers.

Abstract: A method for an engine with first and second injectors in a cylinder provides different fuel injection compensation upon reaching minimum pulsewidths of the first and second injectors. When the first injector reaches its minimum pulsewidth, the first injector is disabled. However, when the second injector reaches its minimum pulsewidth, the second injector is maintained active and injection from the first injector is decreased. In this way, sufficient injection from the second injector is maintained in either situation.

Abstract: Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency of the engine.

Abstract: A system for controlling spark of an engine is disclosed. In one embodiment, a number of sparks produced by a spark plug is varied. The system may improve engine operation, at least during some conditions.

Abstract: Fuel tank system for a direct ethanol injection octane boosted gasoline engine. The system includes a gasoline engine and a main fuel tank that contains a mix of gasoline and gasoline E85. A smaller secondary tank is provided to contain ethanol or E85. An injector directly injects in a separately controlled fashion ethanol or E85 into a cylinder of the engine to boost octane. A control module controls the relative amounts of gasoline and ethanol used and structure is provided for fueling the main and secondary fuel tanks.

Abstract: A system for an engine, comprising of a cylinder of the engine; a first injector configured to inject a first substance to said cylinder; a second injector configured to inject a second substance to said cylinder; and a controller configured to commence combustion in the engine by injecting fuel into said cylinder, where said fuel is injected by only one of said first and second injectors during said start and/or warm-up.

Abstract: A fuel injection control apparatus and method for an internal combustion engine are provided for appropriately controlling the amounts of fuel supplied from an in-cylinder fuel injection valve and a port fuel injection valve to a cylinder in a simple control approach while satisfactorily reflecting a fuel transport behavior as a whole cylinder. An ECU calculates a required in-cylinder injection amount and a required port injection amount, calculates an in-cylinder injected fuel behavior parameter of a fuel from the in-cylinder fuel injection valve and a port injected fuel behavior parameter of the fuel from the port fuel injection valve, a net in-cylinder injection amount in accordance with the in-cylinder and port injected fuel behavior parameters based on the required in-cylinder injection amount, and a net port injection amount in accordance with the in-cylinder and port injected fuel behavior parameters based on the required port injection amount.

Abstract: A fuel injection system for an internal combustion engine is disclosed, the fuel injection system including a plurality of injectors, wherein each of the injectors is adapted to inject at least one of an alternative fuel and a fossil fuel over a full range of operating conditions of the engine.

Abstract: A fuel delivery device 11 has a delivery pipe 18, which supplies fuel to a fuel injection valve 21 of an internal combustion engine 10. An electromagnetic relief valve 22 releases the fuel from the delivery pipe 18 in response to an opening instruction and lowers the pressure of the fuel in the delivery pipe 18. A diagnosis device for the relief valve 22 has an electronic control unit 27 outputting the opening instruction to the relief valve 22 in response to a stopping instruction for stopping the engine 10. The unit 27 determines whether the relief valve 22 has a defect based on a manner in which the pressure of the fuel in the delivery pipe 18 changes after output of the stopping instruction. As a result, it is appropriately diagnosed whether the electromagnetic relief valve 22 has a defect.

Abstract: In an engine including an in-cylinder injector and an intake manifold injector, the fuel injection ratio between the injectors with respect to a total fuel injection quantity in the homogeneous combustion operation is normally set in accordance with the engine operation state (engine speed, load factor). Upon transition from the stratified charge combustion operation to the homogeneous combustion operation, the fuel injection ratio is modified from that of the normal operation during a prescribed control period so that the fuel injection quantity from the intake manifold injector is increased than in the normal operation state, considering that the fuel newly injected via the in-cylinder injector immediately after transition of operation mode is likely to deposit inside the combustion chamber because of the fuel deposited therein during the stratified charge combustion operation. This prevents combustion deterioration in the engine upon transition of the operation mode.

Abstract: A method for calibrating an actuator system for a turbocharger variable nozzle, the actuator system comprising an electronically controllable actuator coupled with a variable-geometry member of the nozzle and operable for causing movement thereof, and an electronic controller operable for controlling the actuator, the electronic controller having a memory for storing data. The method comprises (a) supplying a flow of fluid through the nozzle, (b) causing a continuous or stepwise movement of the actuator so as to move the variable-geometry member to cause a continuous or stepwise change in flow rate of the fluid through the nozzle, monitoring the changing flow rate, and recording at least two different points representing two different actuator positions and corresponding flow rates, and (c) storing in the memory of the electronic controller a multi-point calibration representing actuator position as a function of an input parameter designed to achieve a desired flow rate.

Abstract: A control method of a fuel feeding system in a bi-fuel internal combustion engine; the feeding system presents: a least a first injector adapted to inject a first fuel type; a least a second injector adapted to inject a second fuel type; a common electronic control unit adapted to drive both injectors; and a switching device, which is controlled by the common electronic control unit and is adapted to electrically connect both injectors to the common electronic control unit by means of at least a first relay adapted to connect/disconnect the first injector to/from the common electronic control unit and by means of at least a second relay adapted to connect/disconnect the second injector to/from the common electronic control unit.

Abstract: A fuel delivery system for an internal combustion engine and a method of operating the fuel delivery system are provided. An example embodiment of the method includes: transferring at least some fuel from a first fuel storage region to a second fuel storage region via a pump during a first condition; draining at least some fuel from the second fuel storage region to the first storage fuel region via gravity during a second condition; and delivering fuel from the first fuel storage region to a first fuel injector of a cylinder of the internal combustion engine; and delivering fuel from the second fuel storage region to a second fuel injector of the cylinder.

Abstract: A hybrid propulsion system for a vehicle and method of operation are provided. As one example, the system comprises an engine including at least one combustion chamber, a motor configured to selectively propel the vehicle via the drive wheel, a fuel system configured to deliver a first substance and a second substance to the combustion chamber in varying relative amounts, wherein the first substance includes a fuel and the second substance includes a greater concentration of a knock suppressing substance than the first substance; and a control system configured to operate the fuel system to vary the relative amounts of the first substance and the second substance delivered to the combustion chamber in response to an operating condition while operating the motor to propel the vehicle.

Abstract: In a method for operating an internal combustion engine, the exhaust gas energy of the internal combustion engine is increased when a variable that is characteristic of the compression of the compression device reaches a predefined value, the variable that is characteristic of the compression is the pressure ratio between the pressure downstream from the compressor and the pressure upstream from the turbine.

Abstract: An engine system, comprising of a combustion chamber; a first spark plug configured to perform a spark within the combustion chamber, said first plug configured to have a first heat range; a second spark plug configured to produce a spark within the combustion chamber, said second plug configured to have a second heat range different from said first heat range of said first plug; and a delivery system configured to deliver a hydrocarbon fuel and a fluid including an alcohol to the combustion chamber in varying resulting ratios.

Abstract: A method for introducing fuel into a combustion chamber of an internal combustion engine is provided, in which fuel is injected at variable metering directly into the combustion chamber by a first fuel injector on the one hand, and into an air aspiration channel leading to the combustion chamber by a second fuel injector on the other hand. To ensure a reliable cold start of the internal combustion engine when using regenerative fuels even at low temperatures, in the cold start of the internal combustion engine a partial quantity of the required overall fuel quantity is injected via the second fuel injector, this partial quantity being the particular fuel quantity that exceeds a maximum fuel quantity able to be injected via the first fuel injector.

Abstract: An ECU executes a program including injecting fuel only by an intake passage injector when an engine is idling, starting an addition-type PFI timer, resetting the PFI timer when a count of the PFI timer reaches a set value that is set shorter as the fuel is lighter in fuel property, and injecting the fuel only by an in-cylinder injector.

Abstract: A system for an engine, comprising of a cylinder located in the engine, a first port injector for injecting a first fuel into said cylinder, and a second injector outside said cylinder for injecting a second fuel into said cylinder.

Abstract: Fuel management system for operation of a spark ignition engine. The system includes a source of gasoline and a source of anti-knock fuel. A proportioning valve receives the gasoline and the anti-knock fuel to discharge a mixture having a controlled gasoline/anti-knock fuel ratio. A single high pressure pump receives the mixture and delivers the mixture to an injector. A fuel management control system controls the proportioning valve and the injector for injection of the mixture into a cylinder of the engine to control knock. A preferred anti-knock fuel is ethanol.

Abstract: A system for an engine, comprising a cylinder located in the engine, a turbocharger coupled to the engine, a first injector for injecting a first fuel into said cylinder, wherein said first injector is a direct cylinder injector where said direct cylinder injector delivers a liquid including an alcohol, a second injector for injecting a second fuel into said cylinder, wherein said second injector is a port injector, where said port injector delivers a liquid including gasoline, a catalytic device configured to receive exhaust gases produced by at least the cylinder, and a controller configured to vary an amount of said first and second fuel injection during engine operation based on operating conditions, where amounts of variation of said first and second fuels are set to maintain a substantially stoichiometric mixture, the controller further configured to increase a relative amount of injection of the second injector in response to an indication of engine knock during a first operating condition, decrease en

Abstract: Fuel management system for operation of a spark ignition gasoline engine. The system includes a gasoline engine powering the vehicle and a source of gasoline for introduction into the engine. A source of an anti-knock fuel such as ethanol is provided. An injector directly injects the anti-knock fuel into a cylinder of the engine and the control system shuts down the engine by stopping gasoline and anti-knock agent flow into the engine during vehicle deceleration and idling and restarts the engine upon driver demand. Direct ethanol injection and engine shutdown results in efficiencies similar to those of full hybrid vehicles.

Abstract: A requested injection time InjT necessary for a fuel injector to inject a fuel per one combustion cycle is computed in response to a position of an accelerator manipulated by a driver, an injectable time InjMax per one combustion cycle is computed on the basis of an engine speed, and whether or not the requested injection time InjT is larger than the injectable time InjMax is determined. Then, when it is positively determined that the requested injection time InjT is larger than the injectable time InjMax, it is estimated that an alternate fuel (for example an alcohol fuel) other than a regular fuel (for example gasoline) is blended with a fuel in a fuel tank.

Abstract: Various approaches are described for operating an engine in a vehicle having variable valve operation for an intake and/or exhaust valve of the cylinder. In one example, a method comprises delivering a first fuel to a cylinder of the engine from a first injector; delivering a second fuel to the cylinder of the engine from a second injector, where a composition of at least one of the first or second fuels varies; and adjusting the variable valve operation responsive to the varying composition and further based on variation in the delivery of the first or second fuel.

Abstract: An engine ECU executes a program including the steps of: calculating a fuel injection ratio of an in-cylinder injector; calculating an amount of spark advance using a first map employed when the in-cylinder injector has a fuel injection ratio of one, said first map providing a timing of ignition with a maximum amount of spark advance; calculating an amount of spark advance using a second map employed for a fuel injection ratio of zero, said second map providing a timing of ignition with a minimum amount of spark advance; and calculating an amount of spark advance using a third map employed for a fuel injection ratio larger than zero and smaller than one, said third map providing a timing of ignition with a larger amount of spark advance for a larger ratio.

Abstract: In a hybrid vehicle driven by a dual injection internal combustion engine including an injector for in-cylinder injection and an injector for in-intake air path injection, and assistive dynamic, to control learning of the internal combustion engine's air fuel ratio learning value to learn the engine's air fuel ratio the engine is steadily operated and only any one of the injectors is allowed to inject fuel, while learning of the air fuel ratio is controlled, and after controlling the learning has completed the other injector is alone allowed to inject the fuel, while learning of air fuel ratio is controlled.