Abstract: A dual fuel common rail engine supplies pressurized natural gas and liquid diesel fuel at different pressures through a co-axial quill assembly for direct injection from a single fuel injector into an engine cylinder. Pressure waves in the gaseous fuel common rail are damped in a pressure damping chamber of the co-axial quill assembly before the pressure wave can undermine consistent gaseous fuel injection rates and quantities from the fuel injector.

Abstract: A system for supplying fuel to an internal combustion engine, while improving the utilization rate of an evaporation fuel, is provided. The raw fuel F0 is separated to a first fuel F1 and a second fuel F2 by a separation device 20. The evaporation fuel V derived from the first fuel F1 is suctioned from a condenser 30 by an operation of a vacuum pump 36, and then supplied to a first fuel tank 40. During this operation, at least a part of the evaporation fuel V transits its phase from a gas phase to a liquid phase and stored in the first fuel tank 40 as the first fuel F1.

Abstract: A fuel supply apparatus applied to an internal combustion engine (1) which can be operated by gasoline and CNG, wherein the fuel supply apparatus comprises a fuel supply system (18) which supplies separately the gasoline and the CNG to the internal combustion engine (1) and an exhaust gas purifying catalyst (11,12) which purifies exhaust gas discharged from the internal combustion engine (1). It is determined whether or not an exhaust gas purifying performance of the exhaust gas purifying catalyst (11,12) is deteriorated, and when it is determined that the exhaust gas purifying performance is deteriorated, the operation of the fuel supply system (18) is controlled so that the CNG is supplied to the internal combustion engine (1).

Abstract: In a method for regulating an air/fuel ratio, and in a method for recognizing a fuel quality, a lambda sensor is provided in the exhaust of the internal combustion engine, wherein after fueling of the tank the second adaption value is first adjusted due to a deviation of the lambda signal from the target signal occurring such that the lambda signal oscillates again about the target value, wherein the second adaption value is determined as a function of the current adaption value and as a function of the currently determined quality of the fuel. In a method for recognizing a fuel quality, particularly of a mixture ratio of two types of fuel, the lambda signal of the lambda sensor is analyzed for recognizing the quality.

Abstract: Described are methods and systems for powering an Otto-cycle engine using gasoline and compressed natural gas (CNG). The Otto-cycle engine can be powered by determining a quantity of the gasoline and a quantity of the CNG to deliver to a cylinder of the engine during an engine cycle such that combustion within the cylinder occurs at a pre-determined air-fuel ratio; delivering the quantity of the gasoline to the cylinder via a gasoline injector and delivering the quantity of the CNG to the cylinder via a CNG injector such that the gasoline and the CNG combust during the same combustion event; and combusting the gasoline and the CNG within the cylinder. Delivering CNG and gasoline to the cylinder using separate injectors allows the quantities of CNG and gasoline to vary in response to engine operating conditions, which allows the fuel mixture to be adjusted to satisfy engine power and emissions criteria.

Abstract: A method to control an internal combustion engine includes operating the engine with a fuel blend of a first fuel and a second fuel, monitoring a value of a first combustion parameter during engine operation, monitoring a first value for a second combustion parameter during engine operation, determining a second value for the second combustion parameter in accordance with a predetermined correspondence among the first combustion parameter, the second combustion parameter, and a predetermined fuel blend of the first fuel and the second fuel, determining the fuel blend based upon a difference between the first and second values for the second combustion parameter, and controlling the engine based upon the fuel blend.

Abstract: Methods and systems are provided for operating an engine fuel system including fuels of different fuel types. A first fuel type is delivered for port injection upon circulation through a high pressure pump when direct injection of a fuel is not requested to cool and/or lubricate the high pressure pump.

Abstract: A process for enhancement of combustion control in rotary and reciprocating IC engines for improving fuel efficiency by enabling leaner combustion at higher compression ratios. Embodiments supporting this process employ a fluid of higher heat of vaporization and higher volatility but lower ignitability than the fuel to increase the compression ratio required for self ignition. These have secondary chambers in a cylinder periphery for radical ignition (“RI”) species generation in an earlier cycle for use in a later cycle. These chambers communicate with a main chamber via conduits. Measures regulate the RI species generated and provided to the main chamber. These species then alter the dominant chain-initiation reactions of the main combustion ignition mechanism by lowering the heat and the fuel ratios required for combustion. This improves combustion in radical ignition engines and radical augmented spark and compression ignition engines.

Abstract: In a fuel supply system, at least one of a first negative pressure P1 and a second negative pressure P2 is adjusted such that a width of a negative pressure range [P1, P2] of a condenser in a second state, that is, the difference P2?P1 of the first and second negative pressure, becomes smaller as a concentration C2 of high-octane number component of a raw fuel F0 is lower. A term until the internal atmospheric pressure P of the condenser 30 rises from the first negative pressure P1 to the second negative pressure P2 in a negative pressure control processing, that is, the term which the second state is maintained, is shortened. Therefore, the number of times the negative pressure control process is repeated is increased, thus the increase of an accumulated recovery amount of the first fuel F1 with high concentration of high-octane number component is attained.

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: Mixture ratios of fuel oils, which are arbitrarily combined and mixed to generate an oil mixture, are set to be mixture ratios that satisfy a predetermined viscosity condition. Based on the mixture ratios, a CPU (49) generates an oil mixture by controlling flow regulating valves (23, 24) in a blender (13). When the oil mixture is supplied to the engine (14) as a pressurizing pump (32) operates, the viscosity is detected by a viscometer (33). The CPU (49) adjusts the mixture ratios based on the detection result, such that the viscosity of the oil mixture satisfies the viscosity condition and that the content of a fuel oil having the highest viscosity among the fuel oils in the oil mixture is maximized.

Abstract: A fuel injection apparatus for an internal combustion engine including a fuel injector having a leading end portion that has an internal space in which fuel is stored and an injection nozzle for injecting fuel; and an adsorbent disposed in the internal space, the adsorbent being capable of selectively adsorbing an alcohol component in a blended fuel of gasoline and alcohol. The adsorbent has a characteristic such that an amount of alcohol adsorption is small when a fuel pressure is low and large when the fuel pressure is high. Adsorption of alcohol onto, and desorption of alcohol from, the adsorbent can be controlled by changing the fuel pressure in the internal space.

Abstract: A device for separating fuel components comprising a separating membrane for separating high-octane fuel components from un-separated fuel and a heat exchanger between first liquid passing through the heat exchanger and second liquid passing through the heat exchanger, is provided. The first liquid is un-separated fuel passing through the heat exchanger before being supplied to the separating membrane. The second liquid is low-octane fuel remaining when the high-octane fuel components are separated from the un-separated fuel, passing through the heat exchanger after changing to an almost liquid phase.

Abstract: An oxygen concentration sensor is disposed in an engine exhaust passageway. The alcohol concentration in the fuel used in the internal combustion engine is detected. A target impedance is set on the basis of the detected alcohol concentration. The actual impedance of a sensor element of the oxygen concentration sensor is detected. The heater output of the exhaust gas sensor is controlled so that the actual impedance becomes equal to the target impedance, whereby the temperature of the sensor element represented by the impedance becomes equal to a target temperature represented by the target impedance.

Abstract: As one example, a fuel rail assembly for supplying pressurized fuel to a plurality of cylinders of an engine is provided. The fuel rail assembly includes a fuel rail housing defining an internal fuel rail volume having at least a first region and a second region; a fuel separation membrane element disposed within the fuel rail housing that segregates the first region from the second region. The membrane element can be configured to pass a first component of a fuel mixture such as an alcohol through the membrane element from the first region to the second region at a higher rate than a second component of the fuel mixture such as a hydrocarbon. The separated alcohol and hydrocarbon components can be provided to the engine in varying relative amounts based on operating conditions.

Abstract: A device for feeding fuel from a fuel tank (33) to a multi-fuel engine (12) that uses fuel in which alcohol and gasoline are mixed in an arbitrary ratio. The internal volume of a connecting line (84) provided between a fuel pressure governor (85) and a fuel injection device (50) is a volume equal to or greater than the amount of fuel consumed from startup of the engine until an oxygen sensor (88) reaches a measurement-enabling temperature.

Abstract: A system including, an internal combustion engine including a combustion chamber, a first injector to provide a first injection fluid to the combustion chamber, and a heated pressurization system to heat the first injection fluid in a pressure vessel to achieve a sufficient injection pressure. By heating the injection fluid in a pressure vessel, pressure in the vessel can be increased to a specified injection pressure.

Abstract: Fuel systems and methods for controlling fuel systems in a vehicle with multiple fuel tanks are provided. An exemplary vehicle fuel system includes a first fuel tank including a first pressure sensor, and a second fuel tank. The system may further include a fuel tank isolation valve positioned to selectively decouple the first fuel tank and the second fuel tank. The system may further include an electronic controller configured to identify which of the first fuel tank and second fuel tank includes a fuel system leak by selectively decoupling the first fuel tank and the second fuel tank via the fuel tank isolation valve, responsive to an identification of the fuel system leak.

Abstract: An internal combustion engine can use ammonia and a non-ammonia fuel which is easier to burn than ammonia as fuel. The non-ammonia fuel is directly injected into a combustion chamber by a non-ammonia fuel injector, and the injected non-ammonia fuel is ignited, whereby combustion of the air-fuel mixture in the combustion chamber is commenced. In the control system of the internal combustion engine, the injection timing of the non-ammonia fuel is advanced at a time when a ratio of ammonia in all fuel fed to the internal combustion engine is high in comparison with the time when the ratio is low. Therefore, a control system of an internal combustion engine capable of using ammonia and a non-ammonia fuel (gasoline, light oil, hydrogen, etc.) which is easier to burn than ammonia, which suitably feeds fuel and controls combustion in order to suitably burn an air-fuel mixture in a combustion chamber is provided.

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 logical sensor method is provided for internal combustion engines (Compression Ignited or Spark Ignited) based on a software algorithm (SBS). This algorithm identifies the mixture diesel/bio-diesel present in a vehicle's fuel tank and adapts the engine control strategy as a function of the fraction of FAME (Fatty Acid Methyl Esters) vegetal-based oil or oil produced from organic waste blended into a crude oil based diesel fuel (average chemical formula C12H23).

Abstract: A number of systems and methods are disclosed which increase the replenishment interval for anti-knock fluid. This is especially important during activities which require a large amount of anti-knock fluid, such as towing. In some embodiments, the systems and methods are used to reduce anti-knock fluid consumption. For example, changes to engine operation, such as rich operation, spark retarding, upspeeding, and variable valve timing, all serve to reduce the amount of anti-knock fluid required to eliminate knocking. In other embodiments, the composition of the anti-knock fluid is modified, such as by using a higher octane fluid, or through the addition of water to the anti-knock fluid. In other embodiments, the replenishment interval is increased through a larger anti-knock fluid storage capacity. In one embodiment, a three tank system is used where the third tank can be used to store gasoline or anti-knock fluid, depending on the driving conditions.

Abstract: The fuel injection apparatus includes: a fuel injector having a leading end portion that has an internal space in which fuel is accumulated and an injection port for injecting fuel; and an adsorbent disposed in the internal space, the adsorbent being capable of selectively adsorbing an alcohol component in a blended fuel of gasoline and alcohol. The fuel injection apparatus controls an injection amount from the fuel injector such that an air-fuel ratio of an internal combustion engine is a control target air-fuel ratio based on an alcohol concentration of the blended fuel to be supplied to the fuel injector. In this fuel injection apparatus, a fuel pressure is brought to a predetermined low fuel pressure when a request is issued for desorbing alcohol adsorbed on the adsorbent.

Abstract: A first control system for an engine includes first and second control modules. The first control module determines first and second fuel masses for first and second fuel injection systems of the engine, respectively, and that controls the first fuel injection system to inject a first fuel based on the first fuel mass. The second control module controls the second fuel injection system to inject a second fuel based on the second fuel mass. A second control system for an engine includes first and second control modules. The first control module controls a first fuel injection system of the engine to inject a first fuel and selectively disables at least one of a plurality of components of a second fuel injection system of the engine. The second control module controls the second fuel injection system to inject a second fuel.

Abstract: An internal combustion engine can be operated by a fuel mixture consisting of a base fuel and an alternative fuel. Concentration values (ETH_PERC) of the alternative fuel are determined in at least two different ways for operating the internal combustion engine. A reliable concentration value of the alternative fuel is determined depending on the various determined concentration values (ETH_PERC).

Abstract: A fuel control system for controlling the purging of alternate fuel in an internal combustion engine at shutdown includes: at least one valve device configured to deliver a fuel supply to the engine; a first fuel source configured to provide a primary fuel to the valve device; a second fuel source configured to provide an alternate fuel to the valve device; and a controller connected to the valve device and adapted to be connected to an ignition system. The controller is configured to control the valve device responsive to a status of one of the engine and the ignition system.

Abstract: A knock detection system for an engine includes an intensity module, a knock threshold module, and a detection module. The intensity module determines an engine vibration intensity during a first period of engine operation. The knock threshold module determines a knock threshold based on an ethanol concentration in a fuel supplied to the engine. The detection module determines whether engine knock has occurred during the first period by comparing the knock threshold and the engine vibration intensity.

Abstract: A gaseous-fuelled internal combustion engine and a method of engine operation improve combustion stability and reducing emissions of NOx, PM, and unburned hydrocarbons. The method comprises fuelling an internal combustion engine with hydrogen and natural gas, which can be directly injected into the combustion chamber together or introduced separately. Of the total gaseous fuel delivered to the engine, at least 5% by volume at standard temperature and pressure is hydrogen. For at least one engine operating condition, the ratio of fuel rail pressure to peak in-cylinder pressure is at least 1.5:1. A fuel injection valve introduces the gaseous fuel mixture directly into the combustion chamber. Two separate fuel injection valves could also introduce the methane and hydrogen separately. An electronic controller controls timing for operating the fuel injection valve(s). The engine has a preferred compression ratio of at least 14:1.

Abstract: The present invention relates to a system and method for providing fuel to internal combustion engines including fuel activation prior to injection. The method carried out by the system comprises dissolving a mixture of gasses providing improved fuel dispersing after fuel injection into a combustion chamber. Dissolved gasses desorption is stimulated from a unsaturated fuel solution. Full control of fuel flows with dissolved gas/gasses to and from injectors and FET technology is based on Henry's law (dissolving gasses in the liquids) and Kelvin principle (vapor pressure over droplet surface). The system provides fuel to internal combustion engines and consists of compact components, including exhaust gasses recirculation system which can be easily added to existing diesel and gasoline engine fuel supply systems. The method and system were tested with 4 different types of engines.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a first fuel is reformed into a gaseous fuel comprising H, CO, and CH4, or the fuel may change state to vaporized alcohol. The present method provides for ramping injection of the gaseous fuel so that stoichiometric combustion may be maintained while gaseous fuel is injected to the engine.

Abstract: An ECU calculates actual intake air quantity suctioned into a combustion chamber or a value correlated with the actual intake air quantity as an actual measurement data based on a measurement value of an airflow meter. The ECU calculates intake air quantity estimated to be suctioned into the combustion chamber or a value correlated with the estimated intake air quantity as an estimation data based on a drive state of a throttle actuator. The ECU detects an abnormality in the throttle actuator based on a deviation degree between the actual measurement data and the estimation data. In the abnormality detection, the ECU changes at least one of an abnormality determination value used in the abnormality determination using the deviation degree, the actual measurement data and the estimation data based on a fuel property sensed with a fuel property sensor.

Abstract: The present application provides a system and method for determining a secondary fuel amount for an engine. The method comprises measuring an injector signal from an engine's Engine Control Unit (ECU) for a primary injector. A delay time of the primary injector can be determined using a lookup table. An open time can be calculated based on the delay time and the primary timing value. An amount of fuel to be injected into the engine can be calculated based on the primary injector open time. An amount of secondary fuel equivalent to the amount of primary fuel can be determined. A timing value for a secondary injector signal for the secondary injector can be calculated to deliver the amount of secondary fuel to the engine.

Abstract: A hybrid vehicle propulsion system and method of operation have been provided. As one example, the system comprises an internal combustion engine including at least a combustion chamber configured to propel the vehicle via at least a drive wheel, a motor configured to propel the vehicle via at least a drive wheel, an energy storage device configured to store energy that is usable by the motor to propel the vehicle, a fuel system configured to deliver gasoline and alcohol to the combustion chamber in varying relative amounts, a control system configured to operate the motor to propel the vehicle and to vary the relative amounts of the gasoline and alcohol provided to the combustion chamber in response to an output of the motor.

Abstract: The invention relates to a method for evaluating the state of a fuel/air mixture and/or the combustion in a combustion chamber of an internal combustion engine, with sample signals of flame light signals, preferably the flame intensity (FI), with associated mixture states being saved to a database, with flame light signals, preferably the flame light intensity (FI), of the combustion in the combustion chamber being detected and thus being compared with the saved sample signals, and with conclusions being drawn on the state of the mixture in the combustion chamber in the case of coincidence between measured and saved signal patterns. In order to enable a simple and precise monitoring of the mixture state and the combustion it is provided that a pressure measurement is also performed in the cylinder simultaneously with the detection of the flame light signals.

Abstract: The present invention is directed to a dual fuel supply system for supplying fuel to a direct-injection system of a diesel engine. The dual fuel supply system includes a diesel supply system to supply diesel to the direct-injection system; and a mixed fuel supply system that is operatively able to supply a liquid fuel premixture of diesel and liquefied gaseous fuel to the direct-injection system at a supply pressure within a fuel demand pressure range of the direct-injection system and at a corresponding temperature range that retains the fuel premixture below its vapor temperature as it flows through the fuel path of the direct-injection system and the diesel engine. The dual fuel supply system is configured to permit selective change over between the diesel supply system and the mixed fuel system to supply the direct-injection system selectively with either diesel or liquid fuel premixture respectively.

Abstract: The invention relates to an internal combustion engine that can be operated with different types of liquid fuel, which includes a device that can determine the current type of liquid fuel used. The invention further relates to a method for operating such an internal combustion engine. According to the invention, at least two different paths are provided, by which the liquid fuel can reach the combustion chamber of the internal combustion engine. The internal combustion engine comprises a control and regulation device, controlling or regulating the use of the different paths as a function of the type of the liquid fuel that was determined.

Abstract: A system for controlling an engine is described. In one example, fuel and a fluid are delivered to the engine cylinder, the fluid including at least some water. The amount of fuel and fluid delivered is adjusted in different ratios as a condition varies to address both pre-ignition and knock.

Abstract: A unitary assembly for retaining the various components of a fuel control system on a vehicle, wherein the assembly includes a unitary module at least partially structured in the form of a mounting assembly operative to contain and support at least a portion of the fuel control system specifically including a containment structure or at least one fuel tank for storing and operatively disposing a fuel supply associated with the fuel control system. An electronic control unit of the fuel control system is structured to facilitate metering and distribution of an operative fuel mixture which may include an alternate fuel as well as a conventional distillate fuel. The module and the mounting assembly are cooperatively structured to collectively retain the electronic control unit, the containment structure and at least a portion of a remainder of the fuel control system as a self-contained unit on the vehicle.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a first fuel is reformed into a gaseous fuel comprising H, CO, and CH4. The engine is operated by injecting the gaseous fuel and a second fuel to a cylinder of the engine in response to an available amount of gaseous fuel, engine speed and engine load. Further, an engine actuator may be adjusted to vary cylinder charge in response to the available amount of gaseous fuel.

Abstract: A fuel system and a method of operation of the fuel system are described in the context of a multi-fuel internal combustion engine. In one example, the method includes varying a proportion of fuel supplied by a fuel pump to an engine and a fuel separator. The method may be particularly useful for a dual fuel engine.

Abstract: A genset system that includes a genset assembly, an electronic fuel injection (EFI) system and an alcohol sensor and a method of controlling air-to-fuel ratio using the genset system are described. The genset assembly includes a genset engine that (1) is capable of running on at least one of gasoline and alcohol, (2) is an air-cooled engine, and (3) operates at a rich air-to-fuel ratio (AFR). The EFI system includes an electronic control unit that is configured to determine a requested AFR based on the data from the alcohol sensor and the data from the air flow sensor, and based on the determined requested relative AFR, the electronic control unit is configured to actuate the fuel injector such that the fuel in an amount sufficient for obtaining an air/fuel mixture that is at the determined requested relative AFR is injected into the intake system.

Abstract: A bio-diesel fuel engine system and bio-diesel fuel engine operating method capable of producing a biomass fuel from a liquid state biomass source material of a fat-containing vegetable or animal oil allowing fuel to be combusted in a conventional diesel engine while providing the benefits of low fuel consumption, stable engine operation, and extended engine service life, with compared to use a biomass fuel reformed by methyl-ester method.

Abstract: A controller of an internal combustion engine operable by an alcohol-containing fuel, includes: an alcohol concentration detecting unit, operable to detect an alcohol concentration of the alcohol-containing fuel; a feedback controller, operable to perform feedback control to make an exhaust air-fuel ratio of the internal combustion engine become equal to a target air-fuel ratio in accordance with an operation region; and an operation region setting unit, operable to set a stoichiometric operation region, in which the target air-fuel ratio is stoichiometric, in an enlarged manner when the alcohol concentration, detected by the alcohol concentration detecting unit, is higher than a concentration.

Abstract: A control system of an internal combustion engine in which as fuel, a first fuel of ammonia and a second fuel easier to burn than ammonia are used. These two types of fuel are burned in the combustion chamber. A basic ammonia ratio is set in accordance with an engine load and engine speed. The set basic ammonia ratio is corrected based on at least one of a combustion state, knocking strength, temperature of an exhaust gas or temperature of a catalyst arranged in an engine exhaust passage, NOx concentration in the exhaust gas, actual compression ratio, air-fuel ratio, and fuel properties.

Abstract: A system for separating an ethanol-gasoline blended fuel into gasoline and ethanol-water mixture by mixing water therewith with a lightweight, compact and simple configuration is provided. The system includes a fuel tank for storing a blended fuel; pump means for sucking the blended fuel in the fuel tank, separating the blended fuel into gasoline and ethanol-water mixture by mixing water therewith, and pressure-feeding the separated gasoline and ethanol-water mixture; a separation tank provided inside the fuel tank, and storing the gasoline and the ethanol-water mixture pressure-fed by the pump means in a state separated from each other and in a pressurized state; gasoline drawing means for drawing the gasoline stored in the separation tank via a first on-off valve; and ethanol drawing means for drawing the ethanol-water mixture stored in the separation tank via a second on-off valve.

Abstract: A system including, an internal combustion engine including a combustion chamber, a first injector to provide a first injection fluid to the combustion chamber, and a heated pressurization system to heat the first injection fluid in a pressure vessel to achieve a sufficient injection pressure. By heating the injection fluid in a pressure vessel, pressure in the vessel can be increased to a specified injection pressure.

Abstract: Methods are provided for operating an engine with a variable fuel blend in a cylinder, where the variable fuel blend varies a peak achievable engine torque for a given operating condition. One example method comprises selectively operating an engine actuator that affects engine torque and engine fuel economy at the given operating condition, and extending operation of the actuator to higher engine torques as a peak engine torque for the given operating condition increases.

Abstract: A method for operating an engine with a fuel reformer is presented. In one embodiment a method for operating an engine by injecting a gaseous fuel and a liquid fuel to at least an engine cylinder is presented. The mixture of an engine cylinder may be diluted with EGR and a fraction of gaseous fuel may be increased relative to a fraction of liquid fuel injected to a cylinder in response to an operator tip-out.

Abstract: In one example, a system for a vehicle travelling on a surface is described. The system includes an engine with a cylinder. The cylinder includes a fuel injector that is supplied with gaseous fuel and liquid fuel by a fuel delivery system. The fuel injector is mounted in the vehicle such that the fuel injector inlet faces at least partially toward the road surface. The orientation of the fuel injector enables a quick transition from liquid fuel to gaseous fuel because the gaseous fuel can rise to the injectors and be preferentially injected. Further, various approaches are described from transitioning operation between gaseous and liquid fuel injection.

Abstract: A control device for an internal combustion engine includes an engine and a control unit. The engine can switch fuel to be used among plural kinds of fuel. The control unit delays a timing of switching the fuel to a timing of around a fuel cut in a case where switching the fuel is requested.