Fuel injection accuracy of gaseous fuel injectors is important for efficient engine operation. However, the performance of the injectors varies from part to part and across their lifetime, and when an injector is under performing according to its specification it is often unknown what is causing the problem. An apparatus for operating a gaseous fuel injector in an engine comprises a mass flow sensor that generates a signal representative of the mass flow rate of the gaseous fuel in a supply conduit in the engine. A controller connected with the injector and the mass flow sensor is programmed to actuate the injector to introduce gaseous fuel into the engine; determine the actual mass flow rate of the gaseous fuel based on the signal representative of the mass flow rate; calculate a difference between the actual mass flow rate and a desired mass flow rate; and adjust at least one of on-time of the gaseous fuel injector and a magnitude of an injector activation signal by respective amounts based on the difference when the absolute value of the difference is greater than a predetermined value.

A dual valve fuel metering system comprising a flow path defined between a fuel inlet and a fuel outlet. The flow path includes a primary flow path and a secondary flow path, wherein the fuel outlet is configured and adapted to be in fluid communication with at least one engine fuel manifold. A primary flow metering valve configured and adapted to meter flow on the primary flow path. A secondary flow metering valve configured and adapted to meter flow on the secondary flow path.

A hydrogen injection system for an internal combustion engine having an intake pipe and a combustion chamber. The system includes a first gas injector, which is configured to carry out an injection of hydrogen into the intake pipe of the internal combustion engine, and a second gas injector, which is configured to carry out an injection of hydrogen directly into a combustion chamber of the internal combustion engine.

An internal combustion engine is configured to satisfy the relation expressed by 0<Rv<0.000438.sup.20.04070+1.55 in a range of an intake valve overlap amount () from 20 to 45, where Rv denotes an intake port volume ratio obtained by dividing an intake port internal volume Vp by a cylinder stroke volume Vc, and the intake valve overlap amount () is a crank angle from an intake valve opening timing when the intake valve starts opening to an intake top dead center of the piston. The engine improves output performance as well as both combustion performance and emission performance by suppressing reverse flow of the combustion gas into the intake system.

Electronic device (1), capable of operating a DC motor, including an H bridge with an upper left-hand switch (R1), an upper right-hand switch (R2), a lower left-hand switch (R3) and a lower right-hand switch (R4), the second terminal (R1b) of the upper left-hand switch being connected to the second terminal (R3b) of the lower left-hand switch, and the second terminal (R2b) of the upper right-hand switch being connected to the second terminal of the lower right-hand switch, wherein the device is modified by cutting the link between the second terminal of the upper left-hand switch and the second terminal of the lower left-hand switch, and by cutting the link between the second terminal of the upper right-hand switch and the second terminal of the lower right-hand switch.

Various systems and methods are provided for identifying cylinder knock. In one example, cylinder knock may be identified based on a knock monitor that identifies knock based on output from a crankshaft speed sensor.

A control apparatus includes a diesel engine having a throttle valve and a fuel injection valve, an electric driving machine that assists in drive of the engine, and a controller configured to stop the engine automatically when a first condition for automatically stopping the engine is established during an operation of the engine. At this time, the controller is configured to operate the throttle valve to a closing side in response to establishment of a second condition that is established prior to establishment of the first condition, and stop supply of fuel by the fuel injection valve in response to subsequent establishment of the first condition.

A control system for a spark-ignition internal combustion engine configured to produce tumble flow in a cylinder is provided. The spark-ignition internal combustion engine includes an ignition plug configured to ignite an air-fuel mixture in the cylinder. The control system includes a tumble flow rate controller configured to change a position of a vortex center of the tumble flow as viewed in a direction of a center axis of the cylinder, so as to control a flow rate of the tumble flow around the ignition plug at the ignition timing of the ignition plug.

In a control system for an internal combustion engine that can use a plurality of kinds of fuel including compressed natural gas, the invention prohibits a changeover from CNG to another fuel from being made in a period from a time when CNG is used for the first time after the start of the internal combustion engine to a time when it is determined that properties of CNG do not need to be learned, or a period from the time when CNG is used for the first time after the start of the internal combustion engine to a time when a processing of learning the properties of CNG ends.

The objective of the present invention is to provide an engine with improved startability and stable operation regardless of the driving environment and usage conditions. The engine is equipped with a control means, which calculates a standard injection timing on the basis of the target rotational frequency of the engine and a standard injection amount, that is, the amount of fuel injected, and which corrects the standard injection timing using at least one correction amount. A fuel injection control unit calculates a cooling water correction amount on the basis of the target rotational frequency of the engine, the standard injection amount, and the cooling water temperature, and when the cooling water temperature is less than a first prescribed temperature the control unit corrects the standard injection timing using only the cooling water correction amount.