Abstract: A method for activating fuel by saturating the fuel with a gas and delivering the saturated fuel to an internal combustion engine for combustion is provided. Fuel from a fuel tank is delivered to an absorber and gas is directed into the absorber, mixing with the dispersed fuel to form an activated fuel. Activated fuel is directed to a fuel rail by a low pressure pump through a pressure regulating valve and Y-connector. Excess fuel from the engine is directed to a separator through a heat exchanger and then through a pressure regulator and is mixed with fresh activated fuel from the absorber. Released gas is separated in a gas separator. The system runs independently and can be easily turned off and switched to the base fuel supply. If the system loses power, it automatically switches to the base fuel supply system without any interruption of engine operation.

Abstract: Various systems and methods for determining a start of fuel injection including a gaseous fuel in an internal combustion engine are provided. In one embodiment, an end of gas injection, a duration of gas injection, and a start of gas injection in an induction pipe of a cylinder of an internal combustion engine is determined based on one or more operating parameters. An earliest possible start of gas injection is further determined, and if the start of gas injection is before the earliest possible start of gas injection, at least one of the one or more operating parameters is modified such that the start of gas injection does not occur before the earliest possible start of gas injection.

Abstract: In an engine that includes a liquid fuel injector and a gaseous fuel injector connected to an intake pipe via a fuel passage and that switches fuel supplied into intake air between liquid fuel and gaseous fuel, an electronic control unit increases fuel in an amount required to fill the fuel passage with gaseous fuel at the time of initial fuel injection from the gaseous fuel injector after switching from liquid fuel to gaseous fuel,

Abstract: The method for controlling the operation of an internal combustion engine comprises at least two operating modes. In a first operating mode, the intake valve is closed at a first predetermined crank angle, in accordance with the Miller cycle, before the piston reaches bottom dead center during the intake stroke for reducing pressure in the cylinder, and fuel is injected using first fuel injection means optimized for large amounts of fuel. In a second operating mode the intake valve is closed at a second predetermined crank angle, in accordance with conventional intake valve closing timing, after or slightly before the piston has passed bottom dead center, and fuel is injected using second fuel injection means optimized for small amounts of fuel. The invention also concerns an internal combustion engine.

Abstract: The present invention relates to a new auxiliary system of cold start, preferably used in the internal combustion engines that use alcohol as fuel. The engines ‘Flex Fuel’ (alcohol/gasoline/GNV) are included in the possibility of the use of this invention. The cold starting system makes use of resistances (3) positioned in the entrance of the injectors (4); resistances (6) inside of each injector (1) or one resistance (5) for every pipe holder of nozzles (2), and the three possibilities can be used simultaneously, combined two by two or separately, depending on the necessity of warm up alcohol flow and the energy consumption. It can also make use of groups of resistances (11, 12, 13) positioned in the intake. Additionally one or two auxiliary injectors can be foreseen (supplementary) in the intake collector with the same alcohol heating system.

Abstract: In a fuel injection control apparatus, an injector is driven to open its valve by supplying a coil of the injector with a current during a high-level period of a power supply command signal outputted from a microcomputer. A valve-closing time of the injector is detected based on a coil current, which decreases from a fall time of the power supply command signal. By comparing the coil current with plural equally-divided comparison threshold values by comparators, times are detected when the coil current decreases to the comparison threshold values, respectively. The valve-closing time is detected based on time differences among the detected times.

Abstract: Various systems and method for controlling exhaust gas recirculation (EGR) in an internal combustion engine are provided. In one embodiment, a method includes during a first operating condition, directing exhaust gas from a first cylinder group into an engine air intake stream and directing substantially no exhaust gas from a second cylinder group to the engine air intake stream. The method further includes during a second operating condition, directing exhaust gas from the second cylinder group through a turbocharger bypass into the engine air intake stream and reducing a fuel injection amount of the first cylinder group relative to a fuel injection amount of the second cylinder group.

Abstract: An internal combustion engine is configured to utilize a reactivity controlled compression ignition process and an exhaust gas recirculation (“EGR”) system. The EGR system directs a portion of the exhaust gasses from the exhaust system to the air intake system. The engine system is adapted to introduce a first fuel charge having a first reactivity to a combustion chamber at a first time during the intake-compression cycle of the engine. The engine system is also adapted to introduce a second fuel charge having a second reactivity at a second time during the intake-compression cycle to generate stratified regions of different reactivity in the combustion chamber. A controller operatively associated with the engine can monitor one or more operating parameters and can adjust either the EGR system and/or the second introduction of the second fuel charge based in part upon the operating parameter.

Abstract: An internal combustion engine includes at least one cylinder having a reciprocable piston, an intake system directing intake air to the at least one cylinder, and an exhaust system directing exhaust gasses from the at least one cylinder. A first fuel injector disposed to inject a first fuel into the cylinder, and a second fuel injector disposed to inject a second fuel into said cylinder. At least one intake valve of said cylinder is configured to open and close with a variable timing in accordance with a Miller thermodynamic cycle. An exhaust gas recirculation system, provides exhaust gas to said cylinder through the intake valve. An electronic controller is disposed to monitor and receive at least one input signal indicative of the operating conditions of the internal combustion engine, and adjusts at least the amount of exhaust gas recirculation.

Abstract: An apparatus and a method control an internal-combustion engine with a fuel injection valve for injecting fuel into an inlet port. In fuel injection control, injection field pressure at injection start timing is estimated from engine rotation speed and injection starting timing of the fuel injection valve. Since flow rate of the fuel injection valve fluctuates when a fuel accumulating space between a valve body and injection holes of the fuel injection valve changes by injection field pressure, a correction value to correct flow rate fluctuations is calculated based on injection field pressure at injection start timing. Fuel injection by the fuel injection valve is controlled by setting the result of adding the correction value to an injection pulse width calculated from intake air flow, engine rotation speed, etc., to final injection pulse width. Air-fuel ratio error is thereby reduced even when injection field pressure at injection timing changes.

Abstract: An internal combustion engine includes a first fuel injector configured to inject a first fuel into an engine cylinder in response to a first injection signal, a second fuel injector configured to inject a second fuel into the engine cylinder in response to a second injection signal, and a third fuel injector configured to inject a third fuel into the engine cylinder in response to a third injection signal. The first, second and third fuels have different reactivities. An electronic controller provides, as appropriate, first, second and third injection signals using an engine speed and an engine load signals as primary control parameters such that the engine operates in at least two different combustion modes.

Abstract: A method provides for detecting deviations of injection quantities for injections into internal combustion engines, as carried out for example by common-rail systems. At least one deviation of at least one injection quantity is detected by determining at least one deviation, from a predefined value in each case, of at least one value of at least one variable controlling an actuator of the injector and/or indicating at least one state of the actuator.

Abstract: A fuel injection device is equipped with a fuel injection valve that is mounted in an engine body and injects fuel containing air bubbles, and void fraction adjustment means that changes a void fraction of the fuel that is to be injected from the fuel injection valve. The void ratio adjustment means increases the fuel pressure of the fuel to be injected from the fuel injection valve when an increase of the void fraction is requested. The void fraction adjustment means adjusts the void fraction of the fuel by changing temperature of the fuel to be injected from the fuel injection valve. By appropriately controlling the void fraction, both fuel atomization and securement of the net amount of fuel can be achieved.

Abstract: Systems and methods for compensating for nozzle coking in fuel injection system include creating expected fuel flow rate formula for selected fuel injection nozzle, operating selected fuel injection nozzle for a time, measuring fuel pressure and injector control valve on-time of fuel injection nozzle during operation, determining expected fuel flow ate for measured fuel pressure and injector control valve on-time, measuring actual fuel flow rate of fuel injection nozzle, determining coking condition of fuel injection nozzle, and automatically altering injector control valve on-time to compensate. Expected fuel flow rate formula is determined as function of fuel pressure and injector control valve on-time, while actual fuel flow rate is measured by flow rate sensor attached to injection system. Sometimes, coking condition determination is based on difference between actual fuel flow rate and expected flow rate.

Abstract: A fuel supply apparatus for an internal combustion engine having a plurality of cylinders, which supplies fuel through fuel injection valves provided corresponding to the plurality of cylinders. An amount of fuel supplied to the engine is controlled by changing a fuel injection period of said fuel injection valve, and performing a fuel injection with a plurality of injection modes including a reference injection mode. A fuel injection amount parameter for controlling a valve opening period of the fuel injection valve in the reference injection mode, is calculated according to an operating condition of said engine.

Abstract: A fuel injection device is provided with a fuel injection valve to inject fuel into a combustion chamber of an engine, and an electronic control unit to operate the fuel injection valve to inject the fuel in multiple separate injections. The electronic control unit controls a timing of a first fuel injection by the fuel injection valve to carry out the first fuel injection on the retard side with respect to a timing when a premix duration immediately after the first fuel injection is minimum, and controls a timing of a second fuel injection by the fuel injection valve in such a manner that a heat release rate waveform produced by the first fuel injection and the second fuel injection carried out thereafter has a double-peaked shape.

Abstract: A closed loop control fuel injection method allows an injection amount and injection timing to be obtained, in such a way that an HRR (Heat Release Rate) is calculated from a combustion pressure signal of a combustion pressure sensor after a related pilot fuel amount is injected in a state in which an engine is warmed up, and to be adjusted according to command values, thereby removing inaccuracy of closed loop calibration and risks due to the excess of EM control caused when simply using a combustion pressure diagram, through predefined stable conditions.

Abstract: A method for starting an internal combustion engine having direct fuel injection, comprising of adjusting a number of direct injections per combustion cycle based on a cylinder event number from a first cylinder event.

Abstract: Engine conversion systems for converting an internal combustion engine from a single to a multiple-fuel engine are described. After engine conversion, an electronic control unit (ECU), can control amounts of a first fuel (for example, diesel) and amounts of a second fuel (for example, propane) that are provided to combustion chambers within the engine while operating in a multiple-fuel mode. The conversion system can include a diesel oxidation catalyst to reduce undesired exhaust emissions of the engine, and backpressure sensors for maintaining engine exhaust backpressure within a pre-conversion range of exhaust backpressures. The conversion systems can be configured for converting engines with mechanically-controlled or electronically-controlled fuel systems. The ECU can be configured to transition from operating in a multiple-fuel mode to a single-fuel mode if the ECU detects conditions that prevent the supply of predetermined amounts of the first and second fuels for detected operating conditions.

Abstract: In a method for operating an injection system for an internal combustion engine having a combustion chamber, in a first method step, a first inlet valve to the combustion chamber is opened and fuel is injected into the combustion chamber through the open first inlet valve by a first injector, and in the first method step, a second inlet valve to the combustion chamber is furthermore opened and fuel is injected into the combustion chamber through the open second inlet valve by a second injector, and in a second method step, additional fuel is subsequently injected into the combustion chamber through the still open first inlet valve by the first injector.

Abstract: An automobile-mount diesel engine with a turbocharger is provided, which includes an engine body with the turbocharger, the engine body being mounted in the automobile and supplied with fuel containing diesel fuel as its main component, 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, an injection control module for controlling a mode of injecting the fuel into the cylinder through the fuel injection valve, and an EGR amount control module for adjusting an amount of EGR gas introduced into the cylinder. EGR and fuel injection are adjusted based on speed-load conditions of the engine.

Abstract: In a system, a fuel supply increasing unit increases, upon determination that abnormal combustion takes place in at least one cylinder, a quantity of fuel to be supplied into the at least one cylinder in comparison to a quantity of fuel to be supplied into the same cylinder in which no abnormal combustion takes place. A vibration determiner determines whether a level of vibrations of a vehicle has reached a predetermined level. A disabling unit disables, upon determination that the level of vibrations of the vehicle has reached the predetermined level while the fuel supply increasing unit is increasing the quantity of fuel to be supplied into the at least one cylinder, the fuel supply increasing unit from increasing the quantity of fuel to be supplied into the at least one cylinder.

Abstract: An injection device for an internal combustion engine includes a piezo actuator for moving a valve piston, and a control unit for actuating the piezo actuator. The control unit supplies electrical pulses having different pulse energy to the piezo actuator and determines a return stroke between the piezo actuator and valve piston or a time delay caused by the return stroke. The control unit selects the pulse energies such that a maximum excursion of a movement of the piezo actuator caused by at least one pulse is smaller than the return stroke, whereas a maximum excursion of a piezo actuator movement caused by another pulse(s) is greater than the return stroke, after each of the pulses detects a frequency spectrum of a voltage signal at the piezo actuator during the movement caused by the respective pulse, and determines the return stroke or time delay based on these frequency spectra.

Abstract: A fuel injection system has a fuel injector and a fuel pressure sensor. An ECU acquires a pressure waveform detected by the fuel pressure sensor during performing a multi-stage injection as a detected waveform at the time of the multi-stage injection, memorizes a model waveform, which is used as a standard of the pressure waveform when an injection that is preceding an target injection is performed without performing the target injection when any one of an injection of a second stage or later of an injection is considered as the target injection among multi-stage injections, and extracts the pressure waveform resulting from the target injection by deducting the model waveform from the detected waveform at the multi-stage injection. The ECU corrects the model waveform used for extraction by a ratio according to a maximum injection rate in the injection of the preceding stage.

Abstract: A method for operating a fuel injection system of an internal combustion engine is described. The fuel injection system has an injector for metering fuel into a combustion chamber of the internal combustion engine. The injector has an actuator, a control valve and a nozzle needle. In the method, the actuator is supplied a voltage and/or a current during an activation period. The control valve is set into a lifting motion by the actuator. The injector is opened and closed by the nozzle needle, using the lifting motion of the control valve. A further time period is ascertained. The further time period ends at the closing time of the nozzle needle. A function is ascertained, which links the activation period to the further time period. A shortest activation period, for which the nozzle needle opens and produces an injection, is ascertained with the aid of the function. An opening delay period (do1) of the nozzle needle is ascertained as a function of the shortest time period.

Abstract: A system for fuel injection control in internal combustion engine is provided. Fuel is injected during exhaust stroke from a fuel injector for port injection upstream of an intake valve. In-cylinder temperature as the engine cylinder undergoes compression is predicted. Fuel is injected during intake stroke from the fuel injector to supply fuel to the inside of the cylinder upon determining that the predicated in-cylinder temperature is greater than a temperature beyond which pre-ignition is expected to happen.

Abstract: A device and a method for actuating an injector in a fuel-injection system of an internal combustion engine are described. Using a first calibration method and based on a control parameter, an injector parameter which characterizes the injection process is determined. Starting from this injector parameter, a first feature is determined for calibrating the injector. A second calibration method determines a second feature for calibrating the injector, based on an engine parameter. The first calibration method is monitored on the basis of the second feature.

Abstract: Ethanol emissions from a direct ignition spark ignition are measured using mass spectrometry. The method exploits specific fragment ions from ethanol. Ethanol contributes ions of mass number 31, and no other gas species produces ions at this mass number. The method and a device for implementing the method can be used for online detection of ethanol in emissions from engines burning E85 or other ethanol/gasoline mixtures.

Abstract: An electronically controlled fuel injection valve can independently control the time to inject fuel and the amount of fuel to be injected in response to a control signal sent from the operating condition of an engine unlike a traditional mechanical fuel injection valve, and employs a control method for fuel injection that increases the force of lifting up a cutoff needle of an injection controller by delivering high-pressure fuel to a lower pressure chamber via a control needle, thereby rapidly controlling fuel injection. The electronically controlled fuel injection valve prevents a nozzle part from being constantly subjected to high pressure due to the nozzle part being not supplied with fuel when fuel is not injected, prevents a large amount of fuel from leaking into a combustion chamber when a part such as a needle is damaged, and simplifies the structure of a second flow path, thereby facilitating fabrication.

Abstract: A fuel injection system that includes an electronic controller that senses engine speed, calculates energy required by an engine existing control unit based upon a signal sent to one or more diesel injection pressure and timing actuators and a plurality of gaseous fuel injectors that respond to commands from the electronic controller and inject gaseous fuel through an injection tube installed in an intake adapter plate fixed between an intake manifold and an engine block. The fuel injection system also includes an on and off switch assembly equipped with a self-diagnostic capability that lights an LED light when a fault in the port injector system is sensed and a blended fuel injector control unit installed between an ECM and a plurality of diesel fuel injectors.

Abstract: A method for operating a motor vehicle having a hybrid drive which includes an internal combustion engine having an injection system and an electric motor, in which in an operating situation, in which the motor vehicle is driven by the electric motor and the internal combustion engine is turned off, a level of the fuel pressure in the injection system is increased by the electric motor to prepare a start of the internal combustion engine.

Abstract: In a method for operating a magnetic switching element, at least one connection of at least one sensor device is connected to at least one connection of a coil of the magnetic switching element, and at least one measuring state is established in which the at least one connection of the coil is largely at least temporarily decoupled from a ground, a voltage source, and/or a current source activating the coil, and at least one auxiliary voltage and/or at least one auxiliary current is/are applied to the at least one connection of the coil in the measuring state, and at least one sensor signal is ascertained from at least one electrical potential, at least one potential difference, and/or at least one current flowing at the connections of the coil.

Abstract: A fuel injection controller includes an ECU controlling an operation of a fuel injector based on a characteristic data of the fuel injector, an EEPROM provided to the injector, and an EEPROM provided to the ECU. Identification information by which the fuel injector is individually identified is stored in both of the EEPROMs. It is determined whether the identification information stored in the injector-side EEPROM is identical to the identification information stored in the ECU-side EEPROM. Based on this determination result, it can be determined whether the injector and/or the ECU are exchanged to new one.

Abstract: A method for controlling a fuel injector of a diesel engine having a predefined control time from a control start, in which a setpoint value of a combustion start of a combustion chamber charge of the diesel engine is ascertained. The method is characterized in that an ignition delay between the control start and the combustion start is estimated from performance parameters of the diesel engine using a computing model, and the control start is formed on the basis of the setpoint value of the combustion start and the estimated ignition delay. A control unit controls the sequence of the method.

Abstract: A two-stroke engine (1) has a cylinder (2) defining a combustion chamber (3) delimited by a piston (5). The piston (5) drives a crankshaft (7) which is rotatably journalled in a crankcase (4). The crankcase (4) is connected to the combustion chamber (3) via a transfer channel (17) at at least one position of the piston. The two-stroke engine has an inlet (11) into the crankcase (4) and an outlet (19) from the combustion chamber. There is an arrangement to supply fuel, a control, and a device to determine the crankcase pressure (pKGH). A method to operate the two-stroke engine (1) includes determining the crankcase pressure (pKGH) during every engine cycle. The fluctuation in the crankcase pressure (pKGH) is determined and the fluctuation is compared to a limit value (?plimit) to determine whether a combustion occurs during every engine cycle. In this way, a determination can be reliably made as to whether the two-stroke engine is running in a four-stroke mode.

Abstract: A circuit arrangement controls at least one injection valve, in particular a solenoid injection valve, for an internal combustion engine. The circuit includes a supply potential connection, a reference potential connection; one or more solenoids; a controllable voltage boosting circuit for generating from the first voltage a second voltage that is higher than the first voltage. The voltage boosting circuit is connected at a first input to the supply potential connection and at a first output to the solenoids by means of a respective first controllable semiconductor switching element. A control circuit is connected at least to a respective first semiconductor switching element and the voltage boosting circuit. The control circuit applies the first or the second voltage to the first coil connection of exactly one solenoid depending on an actuation state of one of the injection valves.

Abstract: The invention is a method of controlling the combustion of a diesel engine comprising determining setpoint values for physical parameters linked with the intake of gaseous oxidizer in the combustion chamber, and a setpoint value ?injref for the crank angle at which fuel has to be injected into the combustion chamber. While the engine control system controls actuators in such a way that the values of the physical parameters are equal to the setpoint values, setpoint value ?injref is corrected before the physical parameters reach their setpoint values, by accounting for the differences between the real values of the physical parameters and the setpoint values of these parameters. Finally, the engine control system controls fuel injection into the combustion chamber when the crank angle is equal to this corrected setpoint value ?injref in order to keep combustion optimal.

Abstract: Methods and systems are provided for operating an engine having a plurality of notch settings. One example method comprises, during a first notch setting, adjusting engine injection timing in a first proportion to an increasing temperature, and during a second notch setting higher than the first notch setting, adjusting engine injection timing in a second proportion to the increasing temperature, the second proportion lower than the first proportion.

Abstract: A fuel injection control apparatus for controlling a fuel injection valve including an arithmetic processing section that determines whether a necessary fuel amount is injectable or not within a fuel injectable range from a first fuel injection start timing, computes a second fuel injection start timing in which the necessary fuel amount is injectable within the fuel injectable range in the case that it is not injectable, and controls the fuel injection valve at the computed second fuel injection start timing so as to start fuel injection.

Abstract: A fuel injection valve which has: swirl chambers each having an inner wall whose curvature is gradually increased from upstream to downstream along fuel flow; passages for swirling motion, the passages permitting introduction of fuel into the swirl chambers; fuel injection holes opening into the swirl chambers and including at least two narrow-angle injection holes and a wide-angle injection hole from which at least two narrow-angle sprays and a wide-angle spray are respectively ejected; and an orifice plate provided with the injection holes. The narrow-angle injection holes are spaced a given distance from the center of the orifice plate. The wide-angle injection hole is formed on a line perpendicularly intersecting a line segment that interconnects the centers of the narrow-angle injection holes.

Abstract: A method for the injection computation for an internal combustion engine, in particular for a gasoline range extender engine. This includes ascertaining an adaptation factor, which represents fuel aging, from a model of the fuel and a fuel outgassing via a tank vent and adaptation of a fuel injection quantity and/or a fuel injection time using the adaptation factor.

Abstract: A method for performing an intake manifold injection for at least one combustion chamber of an internal combustion engine, at least one intake valve being connected to an intake port, at least one exhaust valve and at least one injector being assigned to at least one combustion chamber, fuel being injected into the at least one intake port by the at least one injector during an injection time, the injection time being started after the closing of the at least one exhaust valve and terminated before the closing of the at least one intake valve for performing the method.

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: A method for actuating a piezoelectric actuator and a piezo injector of a fuel injection system having a nozzle needle which can be moved between the closed position and an open position by the piezoelectric actuator are disclosed. Current is applied to the piezoelectric actuator from a source for the duration of a charging time as a function of a required quantity of fuel, in order to move the nozzle needle into its opened position for a time period which is dependent on the required quantity of fuel. The charging time is selected according to the following relationships: tcharge(p)=tnom,charge (p) for TI>tEP,p and tcharge (p, TI)?Ti for TI?tEP,p.

Abstract: A control device of a diesel engine is provided. The diesel engine includes an injector for injecting fuel into a cylinder, and a turbocharger for compressing intake air by using exhaust energy. The control device includes a calculating module for setting a basic injection timing determined according to an operating state of the engine, as a timing of injecting the fuel from the injector, and an injection control module for injecting the fuel from the injector at the set basic injection timing at least while the engine is in a steady operation.

Abstract: In a method for operating an injection system for a combustion engine, in an operating situation in which fuel is not requested by combustion engine, a valve is operated during at least one time interval in such a way that no fuel injection takes place, a valve element being moved in relation to at least one valve body by operating the valve.

Abstract: A fuel injection controlling system includes an accelerator manipulator. An accelerator manipulated variable detection sensor is configured to detect a manipulated variable of the accelerator manipulator. A rotation speed sensor is configured to detect a rotation speed of an engine. A throttle valve drive motor is configured to open and close the throttle valve in response to the manipulated variable. A controller is configured to control the throttle valve drive motor and to compute basic injection time (Ti) of fuel. A memory is configured to memorize, as a carbon adhesion judgment value (IXREF), a throttle opening degree (?TH) at a moment when a rotation speed (Ne) detected with the rotation speed sensor reaches a target idle rotation speed (NeIdle) by increasing the throttle opening degree (?TH). A corrector is configured to correct Ti with IXREF to correct an air-fuel ratio toward a leaner side as IXREF increases.

Abstract: A a method for automatically controlling an internal combustion engine, in which an individual accumulator pressure (pE) of a common rail system is detected in a measurement interval and stored; in which an evaluation window is determined for the stored individual accumulation pressure (pE), within which window an injection was brought about; in which, in a first step, both a representative injection start and a trial injection end are determined in this evaluation window as a function of the detected pressure values, and, in a second step, both a trial injection start and a representative injection end are determined in this evaluation window as a function of the detected pressure values; in which the representative injection start is checked for plausibility against the trial injection start; and in which the representative injection end is checked for plausibility against the trial injection end.

Abstract: In an gas engine provided with a gas supply pipe 35 branching into a supercharger-side gas supply pipe 33 and a cylinder-side gas supply pipe 37, a supercharger-side gas adjusting valve 43 and a cylinder-side gas adjusting valve 45 for controlling flow rates of passages, when gas concentration of the fuel gas changes, the cylinder-side gas adjusting valve 45 is controlled first to keep the output of the gas engine constant and then the supercharger-side gas adjusting valve 43 is controlled to achieve the fuel gas flow rate Q1 based on the constant flow ratio by means of a gas supply controller 63, while maintaining the flow rate ratio Q1/Q2 at a constant value where Q1 is a fuel gas flow rate in the supercharger-side gas supply pipe 33 and Q2 is a fuel gas flow rate in the cylinder-side gas supply pipe 37

Abstract: Systems and methods for using pedal position and/or pedal change rate in the fuel side and/or air side control of an engine. By knowing the pedal position and/or pedal rate, an engine controller may anticipate future fuel and/or air needs of the engine, and adjust the fuel profile and/or air profile to meet those anticipated needs. This may help improve the responsiveness, performance and emissions of the engine.