A PCM (100) selects one of a CI mode or an SI mode based on the operating conditions of the engine (1). In the CI mode, the engine (1) is operated by compression ignition combustion. In the SI mode, the engine (1) is operated by spark ignition combustion. if, while the engine (1) is being operated in the CI mode, a determination is made that an estimated value (Tc) of the catalyst temperature is lower than or equal to a warming start temperature (Ts), the PCM (100) further performs first warming control to assign four cylinders (18) as CI and SI cylinders, which perform the compression ignition combustion and the spark ignition combustion, respectively, such that the four cylinders (18) alternately perform the compression ignition combustion and the spark ignition combustion in accordance with the order of combustion of the cylinders.

A vehicular propulsion system, a vehicular fuel system and a method of operating an internal combustion engine. A separation unit that makes up a part of the fuel system may selectively receive and separate at least a portion of onboard fuel and a flowable adsorbent in order to separate the fuel into octane-enhanced and cetane-enhanced fuel components. A controller may be used to determine a particular operating condition of the internal combustion engine such that the onboard fuel can be sent to one or more combustion chambers within the internal combustion engine without first passing through the separation unit during one operating condition, or instead to the separation unit in situations where the internal combustion engine may require an octane-rich or cetane-rich mixture in another operating condition.

A method of implementing control logic of a compression-ignition engine is provided. A control part of the engine performs a calculation according to the control logic corresponding to an engine operating state in response to a measurement of a measurement part, controls a fuel injection part, a variable valve operating mechanism, an ignition part and a supercharger so that a G/F becomes leaner than a stoichiometric air fuel ratio and a A/F becomes equal to or richer than the stoichiometric air fuel ratio, while causing the supercharger to boost, and controls the ignition part so that unburnt mixture gas combusts by self-ignition after the ignition. The method includes determining a supercharging pressure P, and determining control logic defining a close timing IVC of an intake valve. When determining the control logic, the close timing IVC (deg.aBDC) is determined so that the supercharging pressure P (kPa) satisfies the following expression: P8.010.sup.11IVC.sup.61.010.sup.8IVC.sup.5+3.010.sup.7IVC.sup.44.010.sup.6IVC.sup.3+0.0068IVC.sup.20.3209IVC+116.63.

A control device of an engine including a cylinder, a piston, a cylinder head, and a combustion chamber, is provided. The device includes intake and exhaust ports, a swirl control valve, a fuel injection valve attached to the cylinder head to be oriented into the combustion chamber and having first and second nozzle ports, and a control unit. The control unit includes a processor configured to execute a swirl opening controlling module to control the swirl control valve to have a given opening at which a swirl ratio inside the combustion chamber becomes 2 or above, and a fuel injection timing controlling module to control the fuel injection valve to inject fuel at a given timing at which the swirl ratio becomes 2 or above and a swirl flow from a lower portion to a higher portion of the combustion chamber in a side view occurs.

Control is performed so as to occur SPCCI combustion in which, after an air-fuel mixture in a first area of a combustion chamber that includes an electrode portion of an ignition device is burned by receiving ignition energy, an air-fuel mixture formed in a second area located on an outer periphery of the first area is self-ignited. Control is also performed such that, in a high load operation region of an SPCCI combustion execution region, an air-fuel ratio in the entire combustion chamber becomes richer than a stoichiometric air-fuel ratio and that an air-fuel ratio of the air-fuel mixture in the first area becomes leaner than an air-fuel ratio of the air-fuel mixture in the second area.

Control is performed so as to occur SPCCI combustion in which, after an air-fuel mixture in a first area of a combustion chamber that includes an electrode portion of an ignition device is burned by receiving ignition energy, an air-fuel mixture formed in a second area located on an outer periphery of the first area is self-ignited. Control is also performed such that, in a high load operation region of an SPCCI combustion execution region, an air-fuel ratio in the entire combustion chamber becomes richer than a stoichiometric air-fuel ratio and that an air-fuel ratio of the air-fuel mixture in the first area becomes leaner than an air-fuel ratio of the air-fuel mixture in the second area.

A homogenous charge electromagnetic volumetric ignition (HCEMVI) internal combustion engine (ICE) and its ignition method are disclosed in the present invention. The HCEMVI ICE includes a control module of the engine, an electromagnetic wave source, an electromagnetic wave coupling module and the cylinders of the ICE. Its ignition method is stated as: the control module of the engine controls the electromagnetic wave generation and, when the piston of a cylinder containing an air-fuel mixture moves to the preset ignition advance angle, the electromagnetic wave source is commanded to generate an electromagnetic wave at a frequency in accordance with the resonant frequency of the cylinder head at the advance angle. The electromagnetic wave is transmitted into the cylinder by the coupling module to create a strong electric field through electromagnetic resonance in the cylinder head and initiate volumetric ignition and bulk combustion of the air-fuel mixture inside the cylinder of the engine.

A vehicular propulsion system, a vehicular fuel system and a method of operating an internal combustion engine. A separation unit that makes up a part of the fuel system may selectively receive and separate at least a portion of onboard fuel and a flowable adsorbent in order to separate the fuel into octane-enhanced and cetane-enhanced fuel components. A controller may be used to determine a particular operating condition of the internal combustion engine such that the onboard fuel can be sent to one or more combustion chambers within the internal combustion engine without first passing through the separation unit during one operating condition, or instead to the separation unit in situations where the internal combustion engine may require an octane-rich or cetane-rich mixture in another operating condition.

A vehicular propulsion system, a vehicular fuel system and a method of operating an internal combustion engine. A separation unit that makes up a part of the fuel system may selectively receive and separate at least a portion of onboard fuel and a flowable adsorbent in order to separate the fuel into octane-enhanced and cetane-enhanced fuel components. A controller may be used to determine a particular operating condition of the internal combustion engine such that the onboard fuel can be sent to one or more combustion chambers within the internal combustion engine without first passing through the separation unit during one operating condition, or instead to the separation unit in situations where the internal combustion engine may require an octane-rich or cetane-rich mixture in another operating condition.

A controller executes an advancement process for advancing an injection start timing by a direct injection valve to a larger extent when a coolant temperature that is a temperature of coolant in an internal combustion engine is greater than or equal to a preset temperature than when the coolant temperature is lower than the preset temperature. The advancement process includes a retardation process for setting a smaller advancement amount at the injection start timing when a lubricant temperature that is a temperature of lubricant is lower than a predetermined temperature than when the lubricant temperature is greater than or equal to the predetermined temperature.