The performance of an automotive gasoline fueled spark-ignited internal combustion engine (ICE) optionally operated with a dedicated exhaust gas recycle system is enhanced by reforming the fuel in the presence of injected water to increase the yield of hydrogen which permits higher compression ratios and suppresses engine knock associated with pre-ignition of the fuel. Reforming can occur (a) in the cylinder with the reaction of a fuel-rich mixture and steam from the water injected into the intake manifold of one or more dedicated exhaust gas recirculation cylinders; (b) in a catalytic reformer located upstream of the engine; (c) in a catalytic reformer located downstream of the engine that receives fuel and the exhaust gas stream from the dedicated exhaust gas recirculation cylinder(s), and returns cooled reformate to the intake manifold; and (d) in a catalytic reformer that receives fuel and the exhaust gas stream from the engine exhaust gas manifold, and delivers reformate to the intake manifold.

An engine including an exhaust bypass valve and an intake bypass valve. The exhaust bypass valve is disposed in an exhaust bypass channel connecting an outlet of an exhaust manifold and an exhaust outlet of a turbocharger to each other. The intake bypass valve is disposed in an intake bypass channel connecting an inlet of an intake manifold and an inlet of the turbocharger. An intake pressure sensor detects a pressure of the intake manifold. If an instruction value indicating an upper limit or a lower limit of the valve opening degree of the intake bypass valve is continuously output for a predetermined time or more, an engine control device determines that an abnormality occurs in at least one of the exhaust bypass valve and the intake bypass valve.

One approach to providing atomic oxygen for the purpose of promoting more rapid and compact combustion is to disperse a low concentration of an atomic oxygen precursor, such as nitrous oxide (N.sub.2O), into the compressed air in the cylinder before or close to the time of ignition. The introduction of N.sub.2O may take place in the intake manifold, directly into the combustion chamber through a small orifice in the base of the fuel injector or a small nozzle located elsewhere in the cylinder head, or the N.sub.2O can be added as a solute to the injected fuel.

One approach to providing atomic oxygen for the purpose of promoting more rapid and compact combustion is to disperse a low concentration of an atomic oxygen precursor, such as nitrous oxide (N.sub.2O), into the compressed air in the cylinder before or close to the time of ignition. The introduction of N.sub.2O may take place in the intake manifold, directly into the combustion chamber through a small orifice in the base of the fuel injector or a small nozzle located elsewhere in the cylinder head, or the N.sub.2O can be added as a solute to the injected fuel.

An internal combustion engine in which a fuel reforming operation in a fuel reformation cylinder (2) is not executed when a gas temperature of a fuel reformation chamber (23) at a time point when a piston (22) in the fuel reformation cylinder (2) reaches a compression top dead point is estimated to fall short of a reforming operation allowable lower limit gas temperature set based on a lower limit value of a reforming reaction enabling temperature. For example, fuel is supplied from an injector (25) so that an equivalence ratio in the fuel reformation chamber (23) is less than 1. Alternatively, the fuel supply from an injector (25) is stopped. This way, a supply of non-reformed fuel from the fuel reformation cylinder (2) to an output cylinder (3) can be avoided, and knocking in the output cylinder (3) can be avoided.

An internal combustion engine in which a fuel reforming operation in a fuel reformation cylinder (2) is not executed when a gas temperature of a fuel reformation chamber (23) at a time point when a piston (22) in the fuel reformation cylinder (2) reaches a compression top dead point is estimated to fall short of a reforming operation allowable lower limit gas temperature set based on a lower limit value of a reforming reaction enabling temperature. For example, fuel is supplied from an injector (25) so that an equivalence ratio in the fuel reformation chamber (23) is less than 1. Alternatively, the fuel supply from an injector (25) is stopped. This way, a supply of non-reformed fuel from the fuel reformation cylinder (2) to an output cylinder (3) can be avoided, and knocking in the output cylinder (3) can be avoided.

When a load on an engine device is lower than a first predetermined load falling within a low load range, feedback control is performed on a main throttle valve. When the load is higher than the first predetermined load, map control based on a data table is performed on the main throttle valve. When the load is higher than a second predetermined load higher than the first predetermined load, an opening degree of the main throttle valve is brought to a fully-open opening degree, and each of an exhaust bypass valve and an air supply bypass valve is controlled to allow pressure inside an intake manifold to be adjusted to a target value appropriate to the load.

When a load on an engine device is lower than a first predetermined load falling within a low load range, feedback control is performed on a main throttle valve. When the load is higher than the first predetermined load, map control based on a data table is performed on the main throttle valve. When the load is higher than a second predetermined load higher than the first predetermined load, an opening degree of the main throttle valve is brought to a fully-open opening degree, and each of an exhaust bypass valve and an air supply bypass valve is controlled to allow pressure inside an intake manifold to be adjusted to a target value appropriate to the load.

The present invention provides up-fit after treatment technology for bringing Heavy-Heavy Duty Diesel (HHDD) engine powered vehicles into compliance with the Title 13 CCR, Part 2025 mandate (meeting 2010 criteria emission standards). It also includes a Dual Fuel system, Exhaust Thermal Management System further reducing: NOx constituents, consumption of diesel fuel, particulate matter and CO2 emissions. The invention further comprises multiple sensors that provide data to electronic control module(s). The APGV6000 enables rapid after-treatment thermal activation, compares real-time sensor data with target data, and adjusts the after treatment system and/or dual fuel system and/or Exhaust Thermal Management system to produce exhaust emissions well below 2010 exhaust emission standards. For 2010 and newer HHDD engine applications, the V6000 comprises the Dual Fuel and exhaust thermal management system to affect rapid after-treatment activation, reduced NOx emissions well below, 2010 (current) standards, reduce diesel fuel usage and reduce CO2 emission.

An engine device of including: an intake manifold configured to supply air into a cylinder; a gas injector configured to mix fuel gas with air supplied from the intake manifold, and supply mixed gas to the cylinder; an igniter configured to ignite, in the cylinder, premixed fuel obtained by pre-mixing the fuel gas with the air; and a control unit configured to execute a combustion control of a premixed fuel based on the output signal indicative of an output from the engine device. When the air amount is determined to be insufficient and when the output signal is lost, the control unit estimates an output signal based on the fuel gas injection amount from the gas injector, and executes the combustion control based on the estimated output signal.