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 fuel injection control device includes an additional energization unit. Concerning an undershoot state caused by a first energization for fuel injection, a return period is an estimated period required for a movable core to return to an initial position from a first energization. An injection interval ranges from the first energization to a second energization that is for a next fuel injection. An allowable period is obtained by subtracting a rise period estimated for the second energization from the return period. The additional energization unit adds an additional energization between the first energization and the second energization when the injection interval is longer than or equal to the allowable period and is shorter than or equal to the return period.

The internal combustion engine comprising: a catalyst arranged in an exhaust passage and able to store oxygen, a variable valve timing mechanism able to change a valve overlap amount between an intake valve and an exhaust valve, and a fuel supplying means for feeding fuel to the exhaust passage. The fuel supplying means feeds fuel to the exhaust passage only in an initial cycle after scavenging where valve overlap causes air to be expelled from an intake passage through a cylinder to the exhaust passage if such scavenging occurs.

A controller for an internal combustion engine is configured to execute: a pressure calculation process that calculates pressure of gas in a crank chamber based on a running state of the internal combustion engine; a first injection process that causes a water injection valve to inject a first injection amount of water when an intake valve is open; and a second injection process that causes the water injection valve to inject a second injection amount of water when the intake valve is closed. The controller is further configured to set a ratio of the first injection amount to a sum of the first injection amount and the second injection amount to a smaller value when the pressure is greater than or equal to a specified value than when the pressure is less than the specified value.

A hydrogen intake assembly for a hydrogen internal combustion engine characterized in that the hydrogen intake assembly includes at least one air intake manifold comprising an air intake pipe comprising at least one air inlet and air outlets, air intake runners comprising air inlets and air outlets, a spacer having a wall defining an inner chamber receiving a mixture of air, water and hydrogen and comprising air inlets and mixture outlets delivering said mixture, a water rail comprising at least one water inlet and water outlets, said water outlets being embedded in the wall of the spacer and a hydrogen rail comprising at least a hydrogen inlet and hydrogen outlets.

Because an in-cylinder temperature becomes low immediately after cold starting, it is impossible to take large ignition timing retard to avoid combustion instability and it takes time to activate a catalyst existing downstream of an internal combustion engine. The present invention provides an internal combustion engine control apparatus including an ignition timing control unit to control an ignition timing of an ignition device attached to an internal combustion engine. The internal combustion engine control apparatus includes an in-cylinder temperature raising unit that raises an in-cylinder temperature, the in-cylinder temperature is raised by the in-cylinder temperature raising unit, and a retard amount of the ignition timing of the ignition device is increased by the ignition timing control unit.

An installation for cleaning a motorization system includes an injector, a diagnostic device, and a controller. The injector executes a cleaning sequence for cleaning the motorization system. It does so by injecting a cleaning fluid into one of the inlets. The diagnostic device determines a soiling level as a function of a defect level. The soiling level is indicative of a level of soiling of the motorization system and the defect level is indicative of a level of defectiveness of the first moving part. The controller is configured to supply cleaning parameters to the injection devices for execution of the cleaning sequence. These cleaning parameters depend on the soiling level.

In a spark-ignition internal combustion engine in which a protrusion including an intake-side inclined surface and an exhaust-side inclined surface is formed on a top surface of a piston, and a cavity is formed in the protrusion at a position associated with a spark plug, the intake-side inclined surface and the exhaust-side inclined surface are formed in such a way that an inclination angle of the exhaust-side inclined surface is smaller than an inclination angle of the intake-side inclined surface, and a difference in inclination angle between the intake-side inclined surface and the exhaust-side inclined surface is 4 degrees or larger.

The invention relates to an internal combustion engine and to a method for operating the internal combustion engine, which has at least one cylinder having a combustion chamber, the combustion chamber being bounded by a cylinder roof, a cylinder wall and a movable cylinder piston, a multi-hole injection nozzle and a spark plug being arranged in a central position in the cylinder roof, the multi-hole injection nozzle injecting fuel into the combustion chamber at injection pressures of >/=300 bar by means of a plurality of injection jets. It is provided that at least one injection jet (i>/=1) injects fuel into a three-dimensional space within the combustion chamber on the intake side, which space lies below an opening of at least one intake valve (104A, 104B) with respect to the direction of the longitudinal central axis (Z) of the cylinder, and at least four injections jets (i>/=4) inject fuel into a three-dimensional space of the combustion chamber on the exhaust side, which space lies below an opening of at least one exhaust valve (105A, 105B).

An internal combustion engine includes a fuel nozzle for injecting a fuel into a combustion chamber, and a plasma igniter for generating one or more pluralities of free radicals within the chamber, and initiating a flame to ignite the fuel. The igniter protrudes into the chamber. A method of igniting a fuel within a combustion chamber and controlling combustion phasing includes injecting a first portion of the fuel into the combustion chamber, energizing the plasma igniter to generate one or more pluralities of free radicals, each plurality having a known voltage, subsequently injecting a second portion of the fuel into the combustion chamber, and closely coupling activation of the plasma igniter with the second injection to ignite the fuel. Combustion phasing of the ignition event is controlled by controlling the number and voltage of the pluralities of free radicals generated by the plasma igniter.