Abstract: During an operation to warm up a catalyst at an early time, an engine control apparatus adjusts an intake valve to a target opening position, which is set to provide a sufficient flow velocity of a flow of intake air flowing through the intake valve. Thus, fuel stuck on the intake passage is evaporated and, in addition, mixed gas in a combustion chamber is well agitated. Furthermore, the engine control unit controls a fuel injection period, a fuel injection timing and an ignition timing in accordance with the opening timing of the intake valve. Therefore, an amount of stuck fuel is reduced according to increase in the flow velocity of intake air.

Abstract: The present invention provides an improvement over conventional engine controls by adjusting engine air/fuel [AF] ratio, as a function of fuel volatility, during engine start and initial operation. It is comprised of three detection tests to determine the volatility of the fuel and provide compensation to the AF ratio in proportion to that volatility during engine crank and initial operation. The method includes compensating for incomplete fuel vaporization as a function of predicted intake valve temperature.

Abstract: To allow an engine having an intake duct for drawing running air to produce a high output by performing appropriate fuel injection depending on dynamic pressure variations. A vehicle speed corrective coefficient calculator calculates a fuel corrective coefficient KVPLS based on a vehicle speed VPLS, and a throttle corrective coefficient calculator calculates a corrective coefficient KV&thgr;TH based on a throttle opening &thgr;TH. A corrective coefficient multiplier multiplies the fuel corrective coefficient KVPLS and the corrective coefficient KV&thgr;TH, thus calculating a vehicle speed fuel adjustment corrective coefficient KVAF. An injection time calculator calculates a basic injection time TiM based on the throttle opening &thgr;TH and an engine rotational speed Ne, and also calculates a fuel injection time Ti by reading the vehicle speed fuel adjustment corrective coefficient KVAF and correcting the basic injection time TiM.

Abstract: A fuel injector includes a drop ejector for discretely ejecting drops of combustible liquid in a digital manner. An electronic circuit controls the operation of the drop ejector, and, in particular, the amount of fuel supplied by the drop ejector by adjusting the number of ejected drops during a given time frame.

Abstract: A bar code for a component, wherein the bar code has characteristics of the component encoded therein. The characteristics may have performance indicia for the component, which may be retrieved by a bar code scanner. Accordingly, the bar code may provide ready access to the characteristics for a variety of applications, such as an assembly process.

Abstract: A device provided with a fuel injector and a reservoir for temporarily storing the fuel to be fed to the fuel injector. Fuel is injected at least two times in one engine cycle. Pulsation of fuel occurring in the fuel injector due to a prior fuel injection is propagated to the reservoir, reflected at the reservoir, and returns to the fuel injector. Due to the effects of the returned pulsation, the fuel injection amount in the later fuel injection fluctuates. The opening timing of the fuel injector and the fuel injection pressure are employed as parameters affecting the fuel injection amount in the later fuel injection, the amounts of fluctuation of the parameters due to the pulsation are estimated, and a control value relating to the operation of the fuel injector is controlled based on the estimated amounts of fluctuation of the parameters so that a target amount of fuel is injected from the fuel injector.

Abstract: An internal combustion engine comprises a variable valve control device that varies a lift degree of an intake valve, an air intake passage led to an intake port of the engine that is incorporated with the intake valve and a fuel injection valve arranged to inject fuel into the intake port. The fuel injection valve has a first injection mode wherein each fuel injection shot is entirely carried out during opening period of the intake valve and a second injection mode wherein each fuel injection shot entirely finishes prior to opening action of the intake valve. A control unit is further employed by the engine, which allows the fuel injection valve to select one of the first and second injection modes in accordance with the lift degree of intake valve effected by the variable valve control device.

Abstract: A fuel injector assembly includes a plurality of fuel injectors (22), each of which may have a different performance characteristic. After the performance characteristics have been determined, an internal, energizable voltage or current source (28) is provided within the injector housing (23). Each time the vehicle ignition is turned on, a controller (26) queries each injector (22) to obtain a signal from the individual, internal, energizable voltage or current sources (28). The controller (26) then uses the output of the internal voltage or current source (28) as an indication of the performance characteristics of each injector (22). The controller then customizes the power signal supplied to each injector to accommodate for different performance characteristics.

Abstract: A method and a device for controlling an engine, in which a control module calculates a setpoint torque based on an accelerator position and calculates an air mass and a fuel mass from this setpoint torque. In the process, a setpoint value for lambda (ratio of air mass to fuel mass) is taken into account when the fuel mass is calculated. A monitoring module calculates a monitoring value for the air mass from the fuel mass and compares it to a measured air mass for fault detection.

Abstract: A fuel injection mode is flexibly controlled according to the actual extent of adverse effects on an internal combustion engine from both deterioration of exhaust gas emissions and fuel dilution caused by fuel adhering to the piston top face and the cylinder inner peripheral face. A dilution degree counter value C is counted up when a coolant temperature at engine startup THWST and an intake air quantity sum value after engine startup GASUM are each equal to, or less than, respective predetermined values. A fuel dilution flag is set to “ON” when the dilution degree counter value C is equal to, or greater than, a predetermined value CH. A fuel injection timing of an intake stroke injection is changed to a timing on the advance side when this fuel dilution flag is “ON.

Abstract: Method and arrangement for operating an internal combustion engine (10) which is operable in several operating modes, especially an internal combustion engine (10) having direct injection or intake manifold injection and having a control apparatus (11). The control apparatus (11), that is, its software has a plurality of functions (12) and a scheduler (13) for activating the functions (12). The executability of the functions (12) is determined in dependence upon the operating-mode dependent and operating-mode independent conditions and, with the aid of a bridging signal, the determination of the operating-mode dependent conditions can be disabled.

Abstract: A control system for an internal combustion engine is disclosed. The engine is provided with at least one fuel injection valve for injecting fuel supplied from a fuel tank into an intake pipe of the engine. The fuel injection amount is controlled by controlling the valve opening period of the at least one fuel injection valve. A pressure difference between the pressure of fuel to be supplied to the at least one fuel injection valve and the pressure in the fuel tank is controlled such that the difference is at a constant value. The pressure in the fuel tank and the pressure in the intake pipe are detected. A correction amount is calculated according to the pressure in the fuel tank and the pressure in the intake pipe, and the valve opening period of the at least one fuel injection valve is corrected using the calculated correction amount. A required amount of fuel to be supplied to the engine is calculated according to an operating condition of the engine.

Abstract: A fuel injector, particularly an injector of an internal combustion engine, has a piezoelectric or magnetostrictive actuator which is arranged in an actuator chamber which is sealed against the fuel, the fuel injector having a valve-closure member which can be actuated by the actuator via a valve needle, and which cooperates with a valve-seat face to form a sealing seat. In this context, the seal for forming the permeation-resistant sealing contains at least two elastomer sealing devices arranged in tandem.

Abstract: The invention relates to a method for determining the injection time of the injection system of an internal combustion engine, comprising the following steps: detecting a crankshaft signal that indicates the relative position of the crankshaft, determining the injection time on the basis of said crankshaft signal, detecting the phase angle of the crankshaft, synchronizing the calculated injection time on the basis of the phase position of the crankshaft, said phase position of the crankshaft being determined on the basis of the crankshaft signal.

Abstract: A fuel injector includes a drop ejector for discretely ejecting drops of combustible liquid in a digital manner. An electronic circuit controls the operation of the drop ejector, and, in particular, the amount of fuel supplied by the drop ejector by adjusting the number of ejected drops during a given time frame.

Abstract: A control method adjusts fuel injection into an engine having a variable compression ratio. The method determines the cylinder air amount based on various sensors and the current compression ratio. The disclosed fuel injection method can perform both open loop and closed loop control. A method is also disclosed for putting the compression ratio to a base value during engine shutdown so that subsequent engine starts occur with a consistent compression ratio.

Abstract: When common rail pressure Pr is predetermined pressure Prai, which is low such that it is lower than the pressure for the initiation of fuel injection by the injectors (step 1), air-extraction pulse width Pwai, which is elected in accordance with a fixed value or the engine rotation speed (step 6), is elected as the final pulse width Pwf (step 7). Also, since air that is entrained with fuel is discharged at low pressure, along with fuel, from the pressure control chamber of the injectors, via a open/close valve, which opens based on pulse width Pwai, and via a discharge path, it is possible to avoid the effect, on the combustion characteristic, that arises due to the injection of entrained air, along with fuel, from nozzle holes into the combustion chamber.

Abstract: To provide a fuel injection control device for an internal combustion engine which can suppress body vibrations, shocks, etc. and can control the fuel injection quantities during transitional periods easily and effectively in a simple manner.

Abstract: For reduction of toxic components in exhaust gases of internal combustion engines, particularly of nitrogen oxides in motor vehicles, a portion of the exhaust gases, essentially operating as inert gases, are recirculated into the combustion chamber of the engine for the purpose of reducing the peak combustion temperature. In the air intake region the engine is fed an adjustable mixture of partially recirculated exhaust gas and air, wherein the mass of in-flowing air and the mass of exhaust gas recirculated from the engine following its cleaning and cooling are fed respectively to its own flow rate sensor. From the determined mass flow amounts of in-flowing air and recirculated exhaust gas, an actual value signal is formed and compared with a target value signal dependent upon the respective performance specification. A regulation deviation of the actual value signal leads to an adjustment signal, which intervenes into the exhaust gas recirculation for the purpose of adjusting the amount recirculated.

Abstract: An engine fuel injection control device for improving stability of engine rotation after startup by determining a limited fuel injection amount for cold condition when the engine is insufficiently warmed-up, in addition to a limited fuel injection amount for normal operating condition. The limited fuel injection amount for normal operating condition Qlimo is calculated by a normal condition limited fuel injection amount calculating unit (42). The limited fuel injection amount for cold condition Qlimc is calculated by a cold condition limited fuel injection amount calculating unit (43) on the basis of engine rotational speed Ne. When a water temperature Tw is lower than a prescribed value Twd and a lapse time Trun after shifting from startup condition to normal operating condition is less than a prescribed time Trund, a limited fuel injection amount selecting unit (45) selects the larger of these values as a limited fuel injection amount Qlim.

Abstract: A fuel injection control apparatus for an internal combustion engine capable of expediting an initial explosion and hence enhancing an engine starting performance.

Abstract: A control apparatus controls the opening and closing timings of the intake and exhaust valves and the fuel injection timing. When the water temperature of the engine is equal to or below a predetermined value, the exhaust valve closes before the top dead center, and the intake valve opens after the top dead center. At the same time, if the pressure inside the intake passage is equal to or below a predetermined value, the fuel injection is conducted during the intake process. Furthermore, the intake fuel injection timing is changed according to the rotational speed of the engine. In this manner, the vaporization of the injected fuel is promoted, and stability of the combustion is improved. Also the exhaust emission is improved, while the fuel consumption is reduced.

Abstract: An engine electronic control unit is inserted through a through hole provided in an intake pipe and mounted in an intake air passage in a direction substantially perpendicularly with respect to a plane of the intake pipe forming the intake air passage. This unit is then secured to the intake pipe using a fixing flange provided at a connector portion. A fixing rail is protruded inside the intake pipe and leading edges of a metal base and a metal cover of the unit are inserted into this rail, thereby securing in position an end opposite to a side of the connector portion of the unit. This realizes an engine electronic control unit offering an outstanding heat radiation performance and vibration resistance, without having to provide special heat radiating parts or without involving an increase in an intake air resistance within the intake air passage. By using such an engine electronic control unit, it is possible to provide a low-cost, compact engine air intake system.

Abstract: An internal combustion engine control system processes data to develop desired fueling data representing a desired amount of fuel that is to be injected into the engine for combustion. The desired fueling data is modified by a multiplier during a cranking, starting, and initial running phase of the engine, and after the engine has started and begins running, modifies the multiplier by a multiplier adder. Use of the multiplier added is discontinued once the engine fuel injectors have sufficiently warmed up. The multiplier adder is a function of an average of desired fueling data taken over a time interval that includes engine cranking, starting, and initial engine running.

Abstract: A fuel injection controller for a diesel engine, having a control unit which conducts computation to determine total fresh intake air amount per a cylinder through computation of a sum of a residue amount of fresh air remaining in the exhaust gas entering the engine cylinder and the computed intake air amount, to obtain an uppermost fuel injection amount based on such total amount, which is defined as a basic limitative smoke generating fuel injection amount, to store the basic limitative amount upon judging whether or not the engine comes into either accelerating or decelerating, to compare the stored basic limitative amount and the basic limitative amount computed during accelerating or decelerating thereby determining a desired limitative amount from judgment of the accelerating or decelerating, and to prevent an objective fuel injection amount to be actually supplied to the engine from exceeding the desired amount.

Abstract: A fuel injection apparatus of an internal combustion engine includes a valve body movably disposed for back and forth movement in a fuel passage to open and close a fuel injection hole of the fuel injection apparatus. An armature is attached to the valve body. A valve-opening solenoid coil drives the armature in a valve-opening direction. A valve-closing solenoid coil drives the armature in a valve-closing direction. A controller that sets an overlap time, which is a time by which starting of electrifying of the valve-closing solenoid coil precedes stopping of electrifying of the valve-opening solenoid coil, controls the solenoid coils in accordance with a fuel pressure supplied to the fuel injection apparatus such that a valve-closing force on the valve body does not exceed an open valve holding force on the valve body prior to the time when stopping of the electrifying of the valve-opening solenoid coil occurs.

Abstract: A fuel supply system for use in an internal combustion engine, comprising: an intake passage; a downstream fuel injection valve near the port of each cylinder of the engine and downstream of the intake passage; and a controller, wherein the intake passage includes a fuel injection/evaporation device which has an upstream fuel injection valve; a heater for evaporating injected fuel; and an air passage for supplying the injected fuel with air. The controller is adapted to control the amount of fuel injected from the downstream fuel injection valve and the upstream fuel injection valve, thereby controlling the fuel-air ratio of the injected fuel.

Abstract: Methods, apparatus, and systems for distinguishing between compression and exhaust strokes of a four-cycle engine is provided. A first ionization time of a spark plug for a known cylinder is measured on a first engine stoke. A second ionization time of the spark plug is measured on a second engine stroke. The second ionization time is compared to the first ionization time. It is determined that the engine stroke with the greater ionization time is a compression stroke.

Abstract: An electrical control system for an engine includes a power supply system that supplies electric power to an engine control unit. The system has a power source connected to the engine control unit via a locking relay. The relay includes an exciting coil that is energized by electrical power when a main switch is closed. The control unit comprises a tacho-pulse shaping circuit or a fuel pump drive circuit that outputs a signal that prolongs the energized state of the coil after the main switch is opened. The signal prolongs the energized state of the coil for a preset time.

Abstract: An engine fuel injection control device whereby appropriate engine output is obtained without generation of smoke, by determining a smoke limit fuel injection amount, using an inferred air intake amount when the engine operating condition is in a transient state etc. An inferred air intake amount calculation device (42) calculates an inferred air intake amount by using the target fuel injection amount on the previous occasion and the engine rotational speed. If the air amount deviation between the inferred air intake amount and the detected air intake amount detected by a mass airflow sensor (34) is more than a prescribed value, the detected air intake amount is deemed to be subject to detection lag. Then, the inferred air intake amount is selected as the final air intake amount, and the final fuel injection amount is calculated in accordance with this final air intake amount.

Abstract: In an electronically controlled fuel injection apparatus of a speed density type, a new air intake efficiency correction value for correcting an intake pressure is calculated based on the intake pressure, an engine rotation speed, and an advance angle amount of valve timing.

Abstract: This invention provides a common rail fuel injection device, which ensures the functions of pilot injection even at high fuel pressure in the common rails, by changing the injection end delay period of the pilot injection in accordance with the fuel pressure in the common rail. The period displacement &Dgr;SOCp to be applied to the pulse start time of the pilot injection command pulse CPp, with respect to the top dead centre T7, is set to a timing that is advanced by the interval period Tint, pilot injection end delay period Tdpe and injection pulse width Pwp for pilot injection, with respect to the main injection start time T6.

Abstract: An atmospheric pressure detecting method for controlling an internal combustion engine, which can detect atmospheric pressure and takes the atmospheric pressure as one of control conditions of the internal combustion engine without using a throttle sensor and an atmospheric pressure sensor, is provided; wherein a maximum value and a minimum value of intake pipe pressure generating while the internal combustion engine performs one combustion cycle are detected; wherein an absolute value of a difference between the maximum value and the minimum value of the intake pipe pressure is detected as an intake pipe pressure change quantity; and wherein the maximum value of the intake pipe pressure is taken as a detection value of atmospheric pressure when the intake pipe pressure change quantity is equal to or less than a set value.

Abstract: A method of controlling the power output of an internal combustion engine having at least one fuel injector responsive to a commanded fuel signal. The method includes the steps of determining a desired engine power, and determining a first fuel flow value as a function of the desired engine power and engine speed. This first fuel flow value is then compared to the desired fuel flow signal generated by the air-fuel ratio controller. The commanded fuel signal is then limited by the lesser of the desired fuel flow and first fuel flow value. In one aspect of the invention, the desired engine power is calculated by determining a first power value as a function of engine speed and a desired engine torque, and determining a second power value as a function of turbine speed, driveline efficiency and a desired wheel power. The desired engine power is then selected as the lesser of the first and second power values.

Abstract: A method for controlling the fuelling rate for an internal combustion engine including: a) controlling the fuelling rate in a fuel led control mode whereby the fuelling rate is controlled as a function of the operator demand on the engine during at least a portion of low engine load operation; b) controlling the fuel rate in an air led control mode whereby the fuelling rate is controlled as a function of the air flow rate to the engine during at least a portion of medium-to-high engine load operation; and c) providing a point of transition between the two control modes wherein each control mode provides substantially the same predetermined fuelling rate.

Abstract: This invention relates to an engine torque controller for spark ignition internal combustion engines and more specifically for direct injection engines. The invention provides a torque controller and a method of controlling torque for an engine in which torque is controlled in dependence upon a filtered difference signal where the filtered difference signal is the difference between a desired torque signal and a signal representing an estimate of the current torque.

Abstract: A control system for an internal combustion engine is disclosed. The engine has an exhaust gas recirculation passage for recirculating a portion of exhaust gases from the engine to an intake system and an exhaust gas recirculation control valve for controlling an amount of exhaust gases recirculated through the exhaust gas recirculation passage. A valve opening amount of the exhaust gas recirculation control valve is detected. A fuel amount to be supplied to the engine is calculated according to the valve opening amount of the exhaust gas recirculation control valve. An average valve opening value, a change rate of which is smaller than that of the detected valve opening amount is used to calculate a correction value for correcting the fuel supply amount. The fuel supply amount is corrected according to the calculated correction value from a time at which an opening of the exhaust gas recirculation control valve is detected.

Abstract: A method is provided for controlling an internal combustion engine in a vehicle. The method includes adjusting a fuel injection amount during engine crank based on a barometric pressure. The barometric pressure is determined from at least one signal received from at least one transmitter external from the vehicle.

Abstract: A method and system of fuel injector operation is provided in which the electronic control module (ECM) reduces the number of injection signals sent to the fuel injectors. Specifically, the ECM selects certain injectors to perform a post injector during a specific engine cycle and increase the quantity of fuel injected by the selected injectors to compensate for the other injectors that are not performing post injections during that engine cycle.

Abstract: In a four-stroke cycle multi-cylinder internal combustion engine (2), a controller (1) controls fuel injectors (8) to inject fuel for the cylinder (#1) in the intake stroke immediately after the first cylinder-stroke identification is performed. Due to this fuel injection control, the fuel is necessarily injected before the first combustion occasion at any cylinder (#1-#4), cylinder dependent fluctuation of air-fuel ratio when the first combustion takes place in the respective cylinders (#1-#4) is prevented. Further, in a predetermined low temperature range, the controller (1) controls fuel injectors (8) to perform a preliminary fuel injection for all the cylinders (#1-#4) before the first cylinder-stroke identification, so the fuel amount required for the first combustion is ensured for all the cylinders (#1-#4).

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A delay speed ratio which varies with a delay with respect to the actual speed ratio is calculated by applying a delay process on the actual speed ratio of the transmission 2. While the actual speed ratio is undergoing variation, a target engine torque is calculated by dividing the target drive force by the delay speed ratio. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. In this manner, it is possible to suppress shift shocks by eliminating sharp variation of the target engine torque during actual speed change.

Abstract: A fuel supply and injection system includes a fuel tank, a single electric pump unit, a plurality of fuel injection valves and a piping arrangement. The pump unit is provided in the fuel tank and includes an inlet for taking the fuel in the fuel tank and an outlet for discharging the fuel. The injection valves are secured to an engine main body. Each fuel injection valve includes a nozzle, which is disposed in a corresponding one of combustion chambers and injects the fuel supplied from the pump unit directly into the corresponding one of the combustion chambers. The piping arrangement connects between the electric pump unit and each fuel injection valve. The pump unit is the only pump for supplying the fuel to the fuel injection valves.

Abstract: A fuel injection control device for an internal combustion engine is provided with a controller functions to command the fuel injectors for a cylinder in the exhaust stroke and for a cylinder in the intake stroke to simultaneously perform a primary fuel injection, when the first cylinder-stroke identification is performed, if the engine temperature is higher than a predetermined temperature. The controller further functions to command the fuel injector only for a cylinder in the intake stroke to perform a primary fuel injection, when the first cylinder-stroke identification is performed, if the engine temperature is less than the predetermined temperature. Thus the startup time of the engine is shortened and the stability of startup is ensured at normal, low, or extremely low temperatures.

Abstract: An internal combustion engine (2) provided with a starter motor sequentially performs combustion of fuel in a plurality of cylinders (#1-#4). Each cylinder is provided with an intake port (7) and a fuel injector (8) to inject fuel in the intake port (7) and repeatedly performs an intake stroke, compression stroke, expansion stroke and an exhaust stroke. A sensor (9, 11) generates a signal identifying a cylinder in a specific position in a specific stroke and the controller (1) executes a cylinder-stroke identification in response to the signal. Upon the first execution of the cylinder-stroke identification when the engine is cranked, a fuel injection is performed for a cylinder in the intake stroke and for a cylinder in the exhaust stroke simultaneously so as to ensure the fuel supply amount required for the first combustion in each cylinder.

Abstract: A liquid fuel injection system includes an injection unit for atomizing liquid through application to the fuel vibration energy induced by the operation of piezoelectric/electrostriction elements, and a discharge valve for discharging pressurized fuel into the injection unit. Only during a period of time when an intake valve of an internal combustion engine is closed, an electric controller supplies a drive voltage signal of a certain frequency to the piezoelectric/electrostriction elements of the injection unit so as to operate the piezoelectric/electrostriction elements, and a valve-opening drive signal to the discharge valve so as to discharge fuel into the injection unit from a fuel path of the discharge valve.

Abstract: In an internal combustion engine control system for controlling an internal combustion engine, comprising a fuel injection control means for controlling fuel injection quantity to be injected by a fuel supply system for supplying fuel to the internal combustion engine, and fuel injection timing, and a variable valve control means for continuously or gradually varying at least opening timing, closing timing or lift of a intake valve or an exhaust valve for sealing up a combustion chamber of the internal combustion engine, the fuel injection control means controls at least fuel injection quantity or fuel injection timing on the basis of a value of a controlled variable provided by the variable valve control means. Since air quantity can be regulated by a variable valve timing mechanism, pumping loss and fuel consumption can be reduced.

Abstract: A directly actuated injection valve comprises a hollow valve housing, a valve needle disposed within the hollow interior, a needle spring, and a magnetostrictive actuator assembly disposed in an annular space around a portion of the valve needle. A magnetic field actuates the magnetostrictive material to change its length to cause a corresponding movement of the valve needle that actuates the valve. The valve needle is comprises of a plurality of magnetostrictive actuator assembly is formed from a non-ferromagnetic material and the portion of the needle comprising the needle tip, which contacts the valve seat, is formed from a different material that has higher through-hardness than that the non-ferromagnetic material. The portion of the needle formed from a non-ferromagnetic material prevents interference with the flux field that is directed through the magnetostrictive member.

Abstract: A method of modifying a general formula that is used by an engine control system (10) to calculate duration of fuel injector actuation. Coefficients (P1 coeff., P2 coeff., ICP coeff.) of the formula are modified to calibrate individual fuel injectors (16) in an engine. The amount of calibration needed is determined by data that is marked on each fuel injector in electronically readable format after the fuel injector has been operated and its operating characteristic ascertained. The control system reads the marked data and then makes the proper coefficient adjustment.

Abstract: A method of modifying a general formula that is used by an engine control system (10) to calculate duration of fuel injector actuation. Coefficients (P1 coeff., P2 coeff., ICP coeff.) of the formula are modified to calibrate individual fuel injectors (16) in an engine. The amount of calibration needed is determined by data that is marked on each fuel injector in electronically readable format after the fuel injector has been operated and its operating characteristic ascertained. The control system reads the marked data and then makes the proper coefficient adjustment.

Abstract: When an air excess rate is controlled to be reduced based upon an early activation demand of an exhaust gas purification apparatus or a regeneration demand of NOx trap catalyst at a state immediately after an engine has started from at a cold condition, a fuel injection state (injection timing of a main injection, a pilot injection quantity, an injection pressure and so on) from a fuel injection valve is variably controlled so that a crank angle position where a heat generation rate is maximized is kept constant, thereby stabilizing a combustion and preventing combustion fluctuations.