The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.

A method of controlling fuel injection to the cylinders of an internal combustion engine, the engine having exhaust gas recirculation (EGR) from at least one dedicated EGR (D-EGR) cylinder, with the other cylinders being main cylinders. The D-EGR cylinder(s) are run at a richer equivalence ratio than the main cylinders, with the goal of providing increased H2 and CO in the recirculated exhaust. The start of fuel injection to the D-EGR cylinder(s) is delayed as compared to the start of fuel injection to the main cylinders.

A port injection valve injects fuel into an intake passage. A controller increases a base injection amount over a predetermined period after the internal combustion engine is started and gradually decreases an increase correction ratio of the base injection amount. One of two processes, a multiple injection process and a single injection process, is selected in order to inject the increased base injection amount of fuel. The increase correction ratio is set to be a smaller value in the multiple injection process than in the single injection process.

Systems and methods for controlling an engine airpath include receiving, at a supervisory controller, an engine speed corresponding to a present engine speed, a fuel target corresponding to a request for torque from a driver and one or more state estimates generated by an estimator. The supervisory controller predicts, over a prediction horizon, a constraint violation in response to the engine speed, the fuel target, and the one or more state estimates using a prediction model, adjusts an EGR rate target to a modified value, when the constraint violation is predicted, and maintains the EGR rate target at a nominal value when the constraint violation is not predicted. A nonlinear predictive controller generates one or more actuator commands based on the EGR rate target, where the one or more actuator commands control an engine actuator such that an EGR rate of the engine airpath tracks the EGR rate target.

A control device for an internal combustion engine including an in-cylinder injection fuel injection valve, and a port injection fuel injection valve, has a controller that controls injection amount ratios of the in-cylinder injection fuel injection valve and the port injection fuel injection valve in accordance with a driving condition of the engine. A fuel cut is performed at a predetermined deceleration of the internal combustion engine. The injection amount ratio of the in-cylinder injection fuel injection valve is corrected to be decreased at a fuel cut recovery at which a fuel supply is restarted from the fuel cut state, during a predetermined period from the start of the recovery.

A port injection valve injects fuel into an intake passage. A base injection amount is an injection amount proportional to an amount of fresh air introduced into a cylinder of an internal combustion engine. A division process involves dividing the base injection amount into a synchronous injection amount and an asynchronous injection amount. In an intake-synchronous injection, the fuel is injected in synchronization with a period in which an intake valve is open. In an intake-asynchronous injection, the fuel is injected at a time advanced with respect to the intake-synchronous injection. In a selective correction process, the asynchronous injection amount is corrected according to a required correction amount for the base injection amount, and the synchronous injection amount is not corrected.

This method of injection management in a direct-injection engine involves shifting from a so-called single-injection mode (Init 1 pulse), in which the major portion of the quantity of fuel injected during a combustion cycle is injected in one go, to a so-called multi-injection mode (MPL active), in which several successive injections are carried out in order to inject fuel during a combustion cycle, and vice versa. The multi-injection mode is chosen when a condition based on one or more parameter(s) of the engine is fulfilled (MPL cdn ok). The multi-injection mode is limited to a predefined time interval (Tact_MPL_max) even if, at the end of the interval, the condition for adopting the multi-injection mode is still fulfilled.

Systems and methods for controlling an engine airpath include receiving, at a supervisory controller, an engine speed corresponding to a present engine speed, a fuel target corresponding to a request for torque from a driver and one or more state estimates generated by an estimator. The supervisory controller predicts, over a prediction horizon, a constraint violation in response to the engine speed, the fuel target, and the one or more state estimates using a prediction model, adjusts an EGR rate target to a modified value, when the constraint violation is predicted, and maintains the EGR rate target at a nominal value when the constraint violation is not predicted. A nonlinear predictive controller generates one or more actuator commands based on the EGR rate target, where the one or more actuator commands control an engine actuator such that an EGR rate of the engine airpath tracks the EGR rate target.

Methods and systems are provided for a dual function imaging device. In one example, a method may comprise imaging exhaust gas outside of a reverse engine condition via the imaging device. The imaging device may image a surrounding area during the reverse engine condition.

Systems and methods for monitoring, calculating, and/or optimizing engine emissions produced in operating motorized equipment in well site operations or other jobs are provided. In one embodiment, the methods comprise: providing a set of exhaust emissions rates for one or more engines at a job site as a function of a speed of each engine and total brake horsepower to be provided by each engine; identifying one or more operating speeds or transmission gears for the one or more engines during an operation at the job site based at least in part on the set of exhaust emissions rates for the one or more engines; and operating the one or more engines at the one or more operating speeds or transmission gears during an operation at the job site.