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.

Provided is a fuel injection device and a control unit therefor which enable reliable ignition even in a case where fuel pressure is low immediately after starting an engine. In the control unit for controlling an injector injecting fuel into an internal combustion engine, a plurality of injectors is provided in the internal combustion engine, a static flow rate of a first injector is configured to be smaller than a static flow rate of a second injector. In a case where a fuel pressure of fuel supplied by a pressurizing unit is lower than a set value set lower than a fuel pressure in warming up, an injection ratio of the first injector is controlled to increase according to a difference between a fuel pressure of fuel from the pressurizing unit and a fuel pressure in warming up.

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.

The proposed solution relates to a combustion chamber assembly of an engine (T), in which an overrun of a spark plug is defined with a specific outer cone and a specific inner cone, and mixing air holes of a first arrangement and of at least one second arrangement that lie at least partially in a partial region of the overrun of the spark plug, said overrun being defined by the outer cone and the inner cone and extending downstream of the spark plug as far as an inner apex point (Si) of the inner cone, are formed with a flow cross section which is different from a flow cross section which the mixing air holes adjoining in the circumferential direction (U) of the respective arrangement have.

A fuel delivery system and a direct injector for directly injecting fuel into a cylinder are provided. In one example, a direct fuel injector includes a nozzle in fluidic communication with a fuel source, the nozzle includes at least one fuel flow path that divides into two exit flow paths within the nozzle defining a plurality of exit orifices stemming from a common inlet orifice thereby improving the atomization and mixing of the fuel as it enters the cylinder. A plurality of spaced-apart divided fuel flow paths may be positioned within the nozzle to further optimize mixing and reduce wall and piston wetting.

In one aspect, an engine ignition apparatus for a natural gas engine may include a housing including a drive piston, a floating piston, a controllable hydraulic fluid chamber located between the drive piston and the floating piston, and an ignition chamber acted on by the floating piston, the ignition chamber having an outlet formed by a plurality of orifices, the outlet being in direct communication with a combustion chamber of the engine. In another aspect, an engine ignition apparatus for a natural gas engine may include, among other features, a controllable valve connected to a hydraulic fluid chamber, and configured to open and release a hydraulic fluid from the hydraulic fluid chamber, and to close. In still another aspect, a method for controlling an engine ignition apparatus for an engine includes, among other features, controlling a volume of a hydraulic fluid chamber of an ignition apparatus.

In one aspect, an engine ignition apparatus for a natural gas engine may include a housing including a drive piston, a floating piston, a controllable hydraulic fluid chamber located between the drive piston and the floating piston, and an ignition chamber acted on by the floating piston, the ignition chamber having an outlet formed by a plurality of orifices, the outlet being in direct communication with a combustion chamber of the engine. In another aspect, an engine ignition apparatus for a natural gas engine may include, among other features, a controllable valve connected to a hydraulic fluid chamber, and configured to open and release a hydraulic fluid from the hydraulic fluid chamber, and to close. In still another aspect, a method for controlling an engine ignition apparatus for an engine includes, among other features, controlling a volume of a hydraulic fluid chamber of an ignition apparatus.

The present invention provides a method for avoiding knocking in an internal combustions engine, preferably in a gasoline engine with a high compression ratio and a variable valve train which is able to perform EIVC, by injecting a non-combustible fluid into the intake port and/or in the cylinder during a transient operating mode.

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.

An internal combustion-type engine or powertrain that is capable of burning wet-alcohol fuel mixture and including a piston reciprocating within a cylinder attached to a cylinder head and connecting to a crank shaft via a connecting rod. An intake cam and valve is mounted within an intake port formed in the cylinder head and an exhaust cam and valve is mounted within an exhaust port also formed in the cylinder head. A pressurized fuel source is introduced into the cylinder by a fuel injector and the percentage of water in the alcohol/water mix operates to prolong the cylinder pressure in order to increase a mean effective pressure (IMEP), leading to a higher torque (improved Brake Mean Effective Pressure—BMEP) of the engine via a longer pressure pulse attained during the period of preferred mechanical advantage of the crank-arm of the engine.