Abstract: A first supercharger and a second supercharger are disposed in series in intake and exhaust passages. In a B region in which both the supercharging effects of the first and second superchargers are utilized, the opening of an exhaust control valve disposed in a passage for bypassing the turbine of the first supercharger is set to an intermediate degree, and the opening of an intake control valve disposed in a passage for bypassing the compressor of the first supercharger is set to the minimum. In a C region in which the supercharging effect of only the second supercharger is utilized, both the openings of the exhaust control valve and the intake control valve are set to the maximum. When the control region shifts from B region to C region as result of acceleration of the vehicle, the fuel injection amount is reduced over a predetermined period immediately after the shift.

Abstract: Method of operating an internal combustion engine, including, at least, compressing and cooling air outside an engine chamber, supplying cooled, pressurized air to an intake port associated with the chamber, and, during each engine cycle: opening the intake port, allowing cooled, pressurized air to flow through the intake port and into the chamber during at least a portion of the intake stroke; maintaining open the intake port during the portion of the intake stroke and beyond the end of the intake stroke and into the compression stroke and during a majority portion of the compression stroke; closing the intake port at a point during travel of the piston to capture in the chamber a cooled compressed charge of the cooled, pressurized air; controllably delivering fuel into the chamber after the cooled compressed charge is captured within the chamber; and igniting a fuel and air mixture within the chamber.

Abstract: An engine system includes a correction factor generation module and a boost pressure correction module. The correction factor generation module generates a correction factor based on a first pressure difference, wherein the first pressure difference corresponds to a difference between an intake manifold absolute pressure (MAP) when an engine is on and a barometric pressure. The boost pressure correction module generates a corrected boost pressure based on the MAP when the engine is on, a second pressure difference, and the correction factor, wherein the second pressure difference corresponds to a difference between the MAP when the engine is off and the barometric pressure.

Abstract: In a method for controlling the operation of an internal combustion engine, a target torque to be produced is determined in several steps: In a first step a torque requested by a user is determined and modified in subsequent steps by different functions, which reproduce the influences of at least one continuously determined working and/or operating parameter of the engine on the torque that is actually produced, in such a way that at the end of the steps the target torque required during the engine operation is defined and the engine operation and the determination of the working and/or operating parameter are monitored for errors. If errors occur, diagnostic values that describe or indicate the errors are generated and used to modify, in particular limit the target torque. The diagnostic values are individually assigned to the individual steps to modify the determination or modification of the torque performed in each step.

Abstract: An exhaust gas recirculation system includes a high-pressure EGR unit; a low-pressure EGR unit; a high-pressure EGR valve; a low-pressure EGR valve; and an EGR control unit that adjusts the opening amount of the high-pressure EGR valve to a required value for achieving the target EGR rate based on the characteristics of the exhaust gas in the low-pressure EGR passage before the operation mode is changed, and that maintains the required value during a period from when the operation mode is changed until when the low-pressure EGR gas is changed to the exhaust gas discharged from the internal combustion engine in the post-change operation mode.

Abstract: A radial, two-stroke uniflow internal combustion (IC) cylinder and multiple cylinder engine, the cylinder having a cylinder wall and a cylinder head, the cylinder head having an exhaust port, a fuel injector, and a spark means disposed through the cylinder head, a piston reciprocally mounted in the cylinder for movement alternately through compression and power strokes, and an inlet swirl port disposed through the cylinder wall providing fluid communication into the cylinder chamber, and having an annular exhaust air manifold in exhaust gas communication with each exhaust ports, and an exhaust-driven radial in-flow turbine that drives the inlet air compression.

Abstract: Methods and systems for separating fuel and supplying the separated fuel to an engine are disclosed. In one example, alcohol is separated from a blend of alcohol and gasoline. The methods and systems may improve fuel separator operation by adjusting separator operation in response to engine operating conditions.

Abstract: An engine system with a turbocharger is provided. The system may include an exhaust manifold having plural independent exhaust passages, each of the exhaust passages being connected to an exhaust port of a corresponding engine cylinder. The system may further include a collective part formed by gathering said independent exhaust passages in said exhaust manifold or on a downstream side of said exhaust manifold. The system may further include an exhaust turbocharger connected to a downstream side of said collective part. The system may further include a variable exhaust valve for changing each passage cross-sectional area of said independent exhaust passage at an upstream side of said collective part. The system may further include a controller for controlling said variable exhaust valve, wherein said controller is configured to perform independent exhaust throttle control for reducing a passage cross-sectional area of at least one of said independent exhaust passages.

Abstract: An abnormality-determining device for a turbo-supercharger, which is capable of detecting abnormalities, including response delay of a movable member, with accuracy. A turbo-supercharger provided in an internal combustion engine has variable vanes 8c arranged in an exhaust turbine, for changing an area of a nozzle thereof. An abnormality-determining device stops supply of fuel to the engine, when the engine is in a predetermined operating condition, actuates the variable vanes, after actuating the same toward one of an open side and a closed side, toward the other of the sides, during the stoppage of fuel supply, detects a supercharging parameter indicative of a degree of supercharging by the turbo-supercharger, and determines abnormality of the turbo-supercharger based on a change in the supercharging parameter detected during the actuation of the movable vanes.

Abstract: A method for reducing a temperature of an engine component is disclosed. In one example, an air-fuel ratio provided to an engine is adjusted to reduce a temperature of an engine component. The approach may be useful for controlling temperature and emissions from a turbocharged engine.

Abstract: In a method and a device for determining an operating characteristic of an injection system, to determine an operating characteristic (30) of an internal combustion engine (1) that is charged by a turbocharger (4), the method has the following steps: A) carrying out a pilot injection of fuel into a cylinder (51, 52, 53, 54) of the internal combustion engine using the injection system (30); B) determining an operating parameter of the turbocharger (40); C) determining an operating characteristic of the injection system (30) using the operating parameter of the turbocharger (40) previously determined.

Abstract: Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

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

Abstract: A turbocharger protection system for an engine system that includes a particulate filter and a turbocharger comprises a delta pressure estimator that estimates a pressure difference in a particulate filter. A pressure factor estimator module estimates a pressure factor based on the difference and barometric pressure. A fuel limit estimator module protects the turbocharger by selectively limiting fuel injection to the engine based on the pressure factor.

Abstract: A turbocharger control system is disclosed. The control system may have an engine and a fuel system configured to regulate fuel flow into the engine. The control system may further have an air induction system configured to regulate air flow into the engine and a sensor situated to sense a speed value of the air induction system. The controller may also have a controller configured to receive the speed value and regulate fuel flow into the engine as a function of the speed value.

Abstract: A boost system for an engine is described. In one example, the boost system provides air to an engine cylinder via a converging-diverging valve seat. The system can reduce turbocharger lag during some conditions.

Abstract: A warming-up system performing a catalytic converter warming-up method has an electric motor (1m) enabling a turbocharger (1) to increase the amount of air supplied to an internal combustion engine (2) regardless of the amount of exhaust gas flowing through a turbine (1t) of the turbocharger (1), a variable nozzle (1n) regulating the flow of exhaust gas through the turbine (1t), and an ECU (5) for controlling the operation of the electric motor (1m) and the variable nozzle (1n) and the amount of fuel supplied to the internal combustion engine (2). After the internal combustion engine (2) is started, the ECU (5) warms up the catalytic converter (4) by driving the electrical motor (1m) to forcibly rotate the turbine (1t), opening the variable nozzle (1n), and increasing fuel supply to the internal combustion engine (2).

Abstract: A system and method for controlling EGR of an internal combustion engine is presented. The system is capable of controlling EGR over a wide range of flow rates.

Abstract: A method for controlling fueling of an internal combustion engine is provided. The engine may include an intake manifold, one or more exhaust manifolds and a turbocharger coupled between the intake and exhaust manifolds. The method may comprise estimating an operating condition of the turbocharger, determining a maximum value of an operating parameter as a function of the estimated operating condition of the turbocharger, measuring a value of the operating parameter, determining an error value as a function of the maximum value of the first operating parameter and the measured value of the operating parameter, and limiting fuel supplied to the engine based on the error value.

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

Abstract: A method to estimate real-time exhaust pressure in a compression ignition engine with variable geometry turbocharger and an EGR by adding the turbocharger RPM, the engine RPM, EGR value position and intake manifold pressure to determine a final turbocharger turbine inlet pressure to control NOx emissions.

Abstract: Various embodiments of an apparatus, system, and method are disclosed for managing regeneration event characteristics. For example, according to one embodiment, an apparatus for controlling the temperature of the output exhaust of an internal combustion engine for a regeneration event on a particulate matter filter includes a regeneration module, a turbocharger thermal management module, a fuel injection thermal management module, and an air intake thermal management module. The regeneration module determines a desired particulate matter filter inlet exhaust gas temperature for a regeneration event. The turbocharger thermal management module determines a variable geometry turbine (VGT) device position strategy. The fuel injection thermal management module determines a fuel injection strategy. The air intake thermal management module determines an intake throttle position strategy.

Abstract: Methods and systems for using a measure of fueling rate in the air side control of an engine. By using a measure of the fueling rate, the air side control may, for example, anticipate the future air side needs of the engine, and adjust one or more air side parameters to meet the anticipated future air side needs of the engine. This may improve the responsiveness, performance and emissions of the engine.

Abstract: An internal combustion engine includes a block defining a plurality of combustion cylinders, an intake manifold fluidly coupled with at least one combustion cylinder, and an exhaust manifold fluidly coupled with at least one combustion cylinder. An EGR valve may be fluidly coupled between the exhaust manifold and the intake manifold. A turbocharger includes a turbine fluidly coupled with the exhaust manifold, and a compressor fluidly coupled with the intake manifold. A microphone is positioned at the compressor inlet or the compressor outlet provides an output signal. An ECU is coupled with the microphone, and controls operation of an actuatable element of a VGT, an EGR valve, and/or an injected fuel quantity, to prevent surge of the compressor, dependent upon the output signal from the microphone.

Abstract: A method of operating an internal combustion engine includes the steps of: igniting a diesel fuel and air mixture in a combustion cylinder using spark ignition; sensing knock in the combustion cylinder; adjusting a spark timing and a fuel injection amount in the combustion cylinder dependent upon the sensed knock; and igniting the diesel fuel and air mixture in the combustion cylinder using compression ignition.

Abstract: A compression ignition engine (10) has a control system (40), one or more combustion chambers (12), and fuel injectors (42, 44) for injecting fuel into the combustion chambers. The control system controls fueling using a result of the processing of engine speed and engine load to select a particular domain for engine operation (HCCI, HCCI+CD, or CD, —FIG. 1). When the processing selects HCCI, the engine is fueled to cause alternative diesel combustion (such as HCCI) in all combustion chambers. When the processing selects CD, all combustion chambers are fueled for conventional diesel combustion. When the processing selects HCCI+CD, a first group of combustion chambers are fueled for HCCI combustion and a second group for CD combustion. Each group (G1, G2) has its own EGR valve (34, 38) and turbocharger (22, 24).

Abstract: In an internal combustion engine having a compressor in its induction system which has a compressor wheel rotatably mounted in an intake duct combustion air compressor, whereby the combustion air is compressed to an increased boost pressure, and an auxiliary duct which opens into the compressor intake duct, an adjustable blocking element being arranged in the compressor intake duct upstream of the compressor wheel and an adjustable swirl device being arranged in an opening region of the auxiliary duct, and an NOx storage catalytic converter being disposed in the exhaust gas system, the blocking device and the swirl device are adjustable so as to generate an air fuel ratio with an excess of fuel, and, at the same time a propulsive swirl is applied to the compressor wheel when the blocking element is moved to a position in which air supply to the compressor intake duct is restricted.

Abstract: The exhaust heat recovery system of the invention includes: a thermoelectric conversion element that generates electric energy by thermoelectric conversion using heat of exhaust gas discharged from an engine; and a heat pump including a heat recovery unit that absorbs the heat contained in the exhaust gas through an endothermic reaction using a heating medium, and a heat generation unit which generates heat through an exothermic reaction of the heating medium and which supplies the heat to the thermoelectric conversion element. With this configuration, the thermoelectric conversion element and the heat generation unit are movably attached to each other such that they can be placed in contact with and separated from each other, and the heat recovery unit is positioned in an exhaust gas passage in an exhaust gas downstream flow direction from the heat generation unit.

Abstract: An abnormality-determining device for a turbo-supercharger, which is capable of detecting abnormalities, including response delay of a movable member, with accuracy. A turbo-supercharger provided in an internal combustion engine has variable vanes 8c arranged in an exhaust turbine, for changing an area of a nozzle thereof. An abnormality-determining device stops supply of fuel to the engine, when the engine is in a predetermined operating condition, actuates the variable vanes, after actuating the same toward one of an open side and a closed side, toward the other of the sides, during the stoppage of fuel supply, detects a supercharging parameter indicative of a degree of supercharging by the turbo-supercharger, and determines abnormality of the turbo-supercharger based on a change in the supercharging parameter detected during the actuation of the movable vanes.

Abstract: A piston engine and a method for controlling a diesel-type piston engine including at least one combustion chamber formed by a cylinder, a movably arranged piston in each cylinder, which piston is connected to a crankshaft, an injection device designed to inject fuel directly into the combustion chamber and turbo system comprising a low pressure turbo and a high pressure turbo. The thermal efficiency of the internal combustion is increased while requirements relating to nitrogen oxide and soot particle emissions continue to be maintained.

Abstract: An intake controller installed in a diesel engine, wherein the control part of a valve controller fully opens a bypass valve in a bypass passage when it determines that the operating state of the diesel engine is suddenly decelerated from a middle and high speed and middle and high load range. Accordingly, the control pant can feed an intake air from the outlet passage side of a compressor to the inlet passage side of an exhaust turbine, and can rapidly lower the rotational speed of an exhaust turbine supercharger (20) which tends to be rotated at a high speed by inertia. As a result, since the operating state not enter a surging area while an operating point is moving, surging can be securely avoided.

Abstract: A method and apparatus is shown for operating an internal combustion engine having a turbocharger, comprising comparing estimated air flow to a mass air flow sensor signal to create a flow deviation signal, using the flow deviation signal and a modeled volumetric efficiency to calculate a required intake pressure, and using the required intake pressure as a set point for boost pressure control.

Abstract: An engine system includes an engine having an intake manifold and a turbocharger that supplies compressed air to the intake manifold. An engine control module calculates a desired pre-throttle pressure of air before the throttle and calculates a desired manifold air flow into the engine. The engine control module determines a desired pre throttle pressure area based on the desired air per cylinder, desired manifold pressure and RPM and generates control signals to control the engine with the turbocharger.

Abstract: Disclosed herein are turbocharger systems and methods for their operation. In one embodiment a turbocharger system is disclosed. The turbocharger system comprises a turbine, a compressor, an air inlet, a first sensor, a second sensor, and a controller. The turbine is mechanically connected to the compressor and the air inlet is connected in fluid communication to the compressor. The first sensor and the second sensor are connected in operational communication with the air inlet and disposed a sufficient distance from one another to be capable of measuring a temperature differential caused by a hot boundary layer. The controller is connected in operational communication with the first sensor and the second sensor, and the controller is configured to detect surge precursors.

Abstract: Early detection and avoidance of turbocharger failure are provided by monitoring vibration of the turbocharger rotor using a vibration sensor and providing the output signal of the sensor to a controller programmed to periodically compare the magnitude of the vibration to a predetermined maximum limit. Upon the magnitude of the vibration exceeding the maximum limit, thus indicating a potential abnormal condition, the controller issues a command to a fuel controller for the engine to cause the fuel controller to place the engine in a predetermined safe operating mode selected to reduce the likelihood of turbocharger and engine damage from the abnormal condition.

Abstract: An exhaust gas turbocharger for an internal combustion engine has a volute or spiral turbine housing and a compressor housing where a turbine rotor and a compressor impeller are connected with one another by a common shaft. The exhaust gas inlet to the turbine housing has a fixed flow splitter. A pivotal flow control gate is attached to the downstream end of the fixed flow splitter. Control means is provided to timely pivot the pivotal flow control gate toward the turbine rotor and thus provide an initial high velocity spin to the rotor when turbo charged boost pressure is demanded. An adjustable directional flow control valve uses boost pressure from the compressor to timely actuate a piston and lever connected to the pivotal flow control gate or a signal from an engine control module (ECM) can be directed to an hydraulic, pneumatic or electrical actuator having a reciprocatable control rod connected to the flow control gate.

Abstract: Methods and systems for controlling a diesel engine using a combined fuel and air-side controller are disclosed. An illustrative method may include the steps of providing a combined fuel and air-side controller adapted to coordinate both the fuel and air-side control of an engine, sensing one or more parameters, and outputting a fuel profile signal and one or more air-side control signals for controlling at least a part of the fuel-side and at least a part of the air-side of the engine. By centrally coordinating both the fuel and air-side control of the engine, the system can be configured to anticipate future fuel and/or air-side needs of the engine, thus improving system response, performance, and/or emissions.

Abstract: An intake air pressure P1 and a target control value S1 under the condition that the internal combustion engine is in a steady operating state and the condition that the turbocharger has its supercharging efficiency set to a ratio according to the engine operating state are estimated based on engine parameters, and an intake air pressure P2 and a target control value S2 under the condition that the internal combustion engine is in the steady operating state and the condition without supercharging by the turbocharger are estimated based on the engine parameters. A target control value S0 associated with an actual intake air pressure P0 under the condition that the internal combustion engine is in a transient operating state is calculated by performing interpolation on the target control values S1, S2 based on a relation between the intake air pressures P1, P2 and the actual intake air pressure P0.

Abstract: A power generator provides power with minimal CO2, NOx, CO, CH4, and particulate emissions and substantially greater efficiency as compared to traditional power generation techniques. Specifically nitrogen is removed from the combustion cycle, either being replaced by a noble gas as a working gas in a combustion engine. The noble gas is supplemented with oxygen and fuel, to provide a combustion environment substantially free of nitrogen or alternatively working in 100% oxygen-fuel combustion environments. Upon combustion, Very little to no nitrogen is present, and thus there is little production of NOx compounds. Additionally, the exhaust constituents are used in the production of power through work exerted upon expansion of the exhaust products, and the exhaust products are separated into their constituents of noble gas, water and carbon dioxide.

Abstract: Methods and Systems for using a measure of fueling rate in the air side control of an engine. By using a measure of the fueling rate, the air side control may, for example, anticipate the future air side needs of the engine, and adjust one or more air side parameters to meet the anticipated future air side needs of the engine. This may improve the responsiveness, performance and emissions of the engine.

Abstract: A multi-phase centrifugal supercharging system (10) configured for supplying compressed induction fluid to an engine (E) is disclosed. The air induction system (10) broadly includes a drive assembly (12) powered by the engine (E), a supercharging assembly (14) driven by the drive assembly (12) to compress induction fluid, and an induction fluid flow control assembly (16) in communication with the supercharging assembly (14) to control operation of the supercharging assembly (14) and cooperating therewith to deliver the compressed induction fluid to the intake manifold (IM) of the engine (E). The supercharging assembly (14) includes a pair of centrifugal superchargers (28 and 30) that are phased by the control assembly (16) between multiple operating phases, including a series phase (172) and a parallel phase (176), to supply constant target boost to the intake (IM) over the entire rev range of the engine (E).

Abstract: A multi-phase centrifugal supercharging system (10) configured for supplying compressed induction fluid to an engine (E) is disclosed. The air induction system (10) broadly includes a drive assembly (12) powered by the engine (E), a supercharging assembly (14) driven by the drive assembly (12) to compress induction fluid, and an induction fluid flow control assembly (16) in communication with the supercharging assembly (14) to control operation of the supercharging assembly (14) and cooperating therewith to deliver the compressed induction fluid to the intake manifold (IM) of the engine (E). The supercharging assembly (14) includes a pair of centrifugal superchargers (28 and 30) that are phased by the control assembly (16) between multiple operating phases, including a series phase (172) and a parallel phase (176). An alternative air system (306) is also disclosed, in use with a pneumatic conveyor (300), that phases between normal series operation and parallel, clog-displacing operation.

Abstract: An engine control device is configured to prevent surging in an engine equipped with both a variable-nozzle turbocharger and an EGR device while curbing costs by utilizing existing equipment and avoiding undesirable secondary effects. When the engine is in a prescribed engine operating state in which the fuel injection quantity should be reduced, the EGR quantity delivered by the EGR device is reduced to a value lower than the normal value and the opening degree of the turbine nozzle of the turbocharger is increased. The prescribed engine operating state is defined to exist when the vehicle is decelerating and when the fuel injection quantity is decreased after regeneration of the NOx trapping catalytic converter.

Abstract: In a pair of preceding and following cylinders whose exhaust and intake strokes overlap each other, intake air supplied to the preceding cylinder (2A, 2D) is supercharged by a turbocharger (23) to produce combustion at a “lean” air-fuel ratio in the preceding cylinder (2A, 2D), and burned gas discharged from the preceding cylinder (2A, 2D) is introduced into the following cylinder (2B, 2C) through an intercylinder gas channel (22). Combustion in the following cylinder (2B, 2C) is made at an air-fuel ratio equal to or smaller than the stoichiometric air-fuel ratio by supplying fuel to the burned gas of a “lean” air-fuel ratio introduced from the preceding cylinder (2A, 2D), and gas discharged from the following cylinder (2B, 2C) is led to an exhaust passage (20) provided with a three-way catalyst (30).

Abstract: A failure detection apparatus for an internal combustion engine includes failure detecting means (S22–S30) for detecting abnormality of fresh air quantity detecting means (air flow sensor) based on the result of comparison between a fresh air quantity detected by the fresh air quantity detecting means (air flow sensor) and a fresh air quantity reference value set by fresh air quantity reference value setting means (S20), and a supercharger equipped with variable nozzles/vanes. The fresh air quantity reference value setting means sets the reference value (S16) in accordance with not only the operating state (engine speed Ne, fuel injection quantity Qf, etc.) of the engine but also a target vane opening set for the variable nozzles/vanes of the supercharger by target vane opening setting means (S12, S14).

Abstract: A method of reducing high cycle fatigue of a turbocharger fitted to an internal combustion engine in which fuel supply to the engine is controlled by an electronic engine management unit (ECU) in accordance with a fuel map of fuel values required to meet different engine operating conditions. The method comprises varying the fuel value F associated with a particular engine operating condition to thereby prevent the turbocharger running at the same constant speed each time said particular engine operating condition arises.

Abstract: In the control system for a turbo-charged diesel aircraft engine, a target value for a fuel injection amount is determined by the stroke of a throttle lever. A boost compensator determines the maximum limit for the fuel injection amount in accordance with the boost pressure of the engine in order to suppress the formation of exhaust smoke. The actual fuel injection amount is set at the target value or the maximum limit whichever is smaller. An electronic control unit (ECU) calculates an increase rate of the stroke of the throttle lever based on an output of the stroke sensor disposed near the throttle lever. The ECU determines that the current operating condition of the aircraft requires a rapid increase in the engine output power when the increase rate of the stroke is larger than a predetermined value and increases the maximum limit determined by the boost compensator.

Abstract: Vehicle powered by a combustion engine having an exhaust pipe, a turbine housing connected to the exhaust pipe which exhibits an inlet opening, an outlet opening, a chamber located between the inlet opening and outlet opening in which a turbine wheel is rotatably arranged on a rotational shaft which is mounted in bearings in the housing and extends through a through-hole in the chamber. An injector is provided for injecting urea while the combustion engine is in a predetermined operating conditions into exhaust gases generated by the combustion engine.

Abstract: The invention provides an internal combustion engine which can be run optionally on various fuels of different energy density, in particular for a motor vehicle drive, characterised in that the engine is equipped with a supercharging compressor which can be connected up when using a low-energy-density fuel at least when power requirements are elevated, so that the engine works as a supercharged engine, whereas the supercharging compressor is shut off when using a high-energy-density fuel and the engine works as a naturally aspirating engine.

Abstract: In the control system for a turbo-charged diesel aircraft engine, a target value for a fuel injection amount is determined by the stroke of a throttle lever. A boost compensator determines the maximum limit for the fuel injection amount in accordance with the boost pressure of the engine in order to suppress the formation of exhaust smoke. The actual fuel injection amount is set at the target value or the maximum limit whichever is smaller. An electronic control unit (ECU) calculates an increase rate of the stroke of the throttle lever based on an output of the stroke sensor disposed near the throttle lever. The ECU determines that the current operating condition of the aircraft requires a rapid increase in the engine output power when the increase rate of the stroke is larger than a predetermined value and increases the maximum limit determined by the boost compensator.