A controller for an internal combustion engine is configured to execute: a process of switching the injection mode according to an engine operational state; an anomaly determination process of determining whether there is an anomaly in the injection system that is implementing a single injection mode during implementation of the single injection mode; a provisional determination process of provisionally determining whether there may be an anomaly in the injection system that is implementing the single injection mode during the implementation of the single injection mode; and an idle determination process of, if it is determined that there is an anomaly in the provisional determination process, prohibiting the automatic stop and executing, during an idle operation, the anomaly determination process by implementing an injection mode that uses only the injection system provisionally determined to have an anomaly in the provisional determination process.

Disclosed is an ammonia-hydrogen blended fuel control system based on reactivity regulation. The control system comprises a vehicle-mounted ammonia-hydrogen fuel supply system, an ammonia-hydrogen blended fuel premixed combustion engine and an ECU (Electronic Control Unit). The ECU is used for regulating the air injection amount and pressure value of ammonia fuel and hydrogen waiting to enter the ammonia-hydrogen blended fuel premixed combustion engine. The vehicle-mounted ammonia-hydrogen fuel supply system comprises a low-pressure liquid ammonia supply unit and a vehicle-mounted hydrogen production unit, and is used for providing the prepared low-pressure ammonia fuel and hydrogen for the ammonia-hydrogen blended fuel premixed combustion engine. The ammonia-hydrogen blended fuel premixed combustion engine comprises a turbulent jet ignition device provided with a pre-chamber. An ammonia injector and a first hydrogen injector which face the cylinder head are respectively arranged on the air inlet pipe.

Disclosed herein is a fuel injection control device for a direct injection engine including an engine body (engine 1) and a fuel injection control unit (engine controller 100). The fuel injection control unit injects a fuel in a predetermined injection mode into a combustion chamber (17) such that while the engine body is warm, an air-fuel mixture layer and a heat-insulating gas layer, surrounding the air-fuel mixture layer, are formed in the combustion chamber at a point in time when an air-fuel mixture ignites, and changes the injection mode of the fuel into the combustion chamber such that while the engine body is cold, the lower the temperature of the engine body is, the thinner the heat-insulating gas layer becomes.

Method to control the combustion of a compression ignition engine with reactivity control through the injection temperature; the control method provides for the steps of: establishing a quantity of fuel to be injected into a cylinder; injecting a first fraction of the quantity of fuel fed by a first feed system without active heating devices, preferably equal to at least 70% of the quantity of fuel, at least partially during the intake and/or compression stroke; injecting a second fraction of the quantity of fuel fed by a second feed system provided with at least one active heating device, and equal to the remaining fraction of the quantity of fuel, into the cylinder at the end of the compression stroke and preferably at no more than 60 from the top dead center; and heating the second fraction of the quantity of fuel to an injection temperature of over 100 C., before injecting the second fraction of the quantity of fuel.

The present disclosure relates to an internal combustion engine, comprising: at least one cylinder; two charge-exchange ports per cylinder, a first charge-exchange port being an inlet port, and a second charge-exchange port being an outlet port; and one spark plug and one prechamber spark plug per each cylinder.

Systems and methods are provided for a direct-injection engine having at least one cylinder head comprising at least one cylinder, in which each cylinder is assigned an injection nozzle which: is at least connectable to a fuel reservoir which serves for storing fuel, is secured in a nozzle holder, and is fitted with a nozzle needle which is displaceable in the direction of a longitudinal axis in a nozzle needle guide and, opens up at least one nozzle hole in order to introduce fuel. A control piston may be mounted movably on the injection nozzle, is displaceable in a translatory manner along the longitudinal axis of the injection nozzle between an inoperative position and a working position, and closes at least one fluid connection in the inoperative position and opens up same in the working position in order to introduce water into the associated cylinder.

Methods and systems are provided for a fuel injector. In one example, a system may include forming an annular venturi passage between an outlet surface of the fuel injector and a nozzle. The nozzle may further comprise one or more air entraining features that may work in concert with the annular venturi passage to promote air-fuel mixing.

A first engine fuel, for example diesel fuel, is reformed (preferably via steam reforming) to produce syngas for use as a second engine fuel, with the fuels then both being used in an internal combustion engine to perform Reactivity Controlled Compression Ignition (RCCI). The syngas is produced and supplied to the engine as a supercritical fluid, thereby avoiding the pumping losses that would occur if syngas was pressurized for supply/injection. The reforming is done by a reformer which is provided as a unit with the engine (e.g., both the engine and reformer are onboard a vehicle), thereby effectively allowing use of a single fuel for RCCI engine operation.

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 or the engine.

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 or the engine.