An internal combustion engine control apparatus including a microprocessor. The microprocessor is configured to perform determining whether a start of the internal combustion engine is complete, determining whether a warm-up of an exhaust catalyst device is needed, acquiring an information on a temperature inside a cylinder, switching an injection mode, and controlling the fuel injector to inject the fuel in accordance with the injection mode, the switching including switching the injection mode to the first injection mode when the start of the internal combustion engine is complete and the warm-up of the exhaust catalyst device is needed, and switching the injection mode to the second injection mode or the third injection mode in accordance with the information on the temperature when the start of the internal combustion engine is complete and the warm-up of the exhaust catalyst device is not needed.

An internal combustion engine control apparatus including a microprocessor. The microprocessor is configured to perform controlling a fuel injector so as to inject a fuel of a target injection amount by dividing into a plurality of times at a predetermined time interval in an area from a first crank angle at which an intake stroke is started to a second crank angle at which a compression stroke is ended, and setting the predetermined time interval. The microprocessor is configured to perform the setting including setting the predetermined time interval so that a spray length from a tip of the fuel injector to a tip of a spray of the fuel injected from the fuel injector becomes shorter than the spray length when the fuel of the target injection amount is injected at once in the area by a predetermined rate.

When an engine is started, an ECU determines whether an inside of a cylinder is in a wet concerned state in which there is a concern about fuel wet, or the inside of the cylinder is in a liquid particle float state in which a large volume of floating liquid particle of fuel arise. On determination that it is in the wet concerned state, the ECU performs a first control for reducing an intake air amount as a control of an opening timing and a closing timing by using the variable valve device. On determination that it is in the floating liquid particle state, the ECU performs a second control for increasing an in-cylinder temperature as a control of the opening timing and the closing timing by using the variable valve device.

A sensor device system for detection of a liquid adjacent to the sensor having a glass fiber laminate substrate, at least one pair of comb electrodes formed on the glass fiber laminate substrate, a first of the pair of comb electrodes being interdigitated with a second of the pair of comb electrodes, the pair of comb electrodes defining geometric parameters; and a passivation coating covering the pair of comb electrodes.

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

The center injection engine is an engine equipped with the direct injector and an ignition apparatus at center of a ceiling part of the combustion chamber. The positive tumble flow flows from the intake port side to the exhaust port side on the ceiling part side of the combustion chamber, and also flows from the exhaust port side to the intake port side on the piston top part side. The ECU calculates the injection timing of the direct injector based on the engine load. In the first injection control, the higher the engine load becomes, the more the end crank angle is retarded.

A port injection valve injects fuel to an intake passage. In multiple injection processing, a demanded injection quantity of the fuel is divided into a synchronous injection quantity and a non-synchronous injection quantity in accordance with at least one of: the load, which is a physical quantity having a correlation with the amount of air to be filled; and the temperature of an internal-combustion engine. The fuel is injected through intake non-synchronous injection and intake synchronous injection in this order. In the intake synchronous injection, the fuel is injected synchronously with a valve-open period of an intake valve. In the intake non-synchronous injection, the fuel is injected at a timing more advanced than in the intake synchronous injection.

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.

Provided are an internal combustion engine control device and control method in which a multi-injection process comprises performing an intake synchronized injection and an intake asynchronous injection to inject a required injection amount of fuel by operating a port injection valve for injecting fuel into an intake passageway. A variable process includes variably setting an injection timing for the intake synchronized injection on the basis of at least two of three parameters. The injection timing for the intake synchronized injection is expressed by the rotation angle of a crank shaft of an internal combustion engine. The three parameters include a rotational speed of the crank shaft of the internal combustion engine, a valve-opening start timing of an intake valve, and a temperature of an intake system of the internal combustion engine.

A vehicle comprising: an internal combustion engine configured to generate an engine torque using high-gasoline content fuel; at least one fuel injector configured to deliver the high-gasoline content fuel to a cylinder of the engine; at least one heating element configured to heat the high-gasoline content fuel prior to it being delivered to the cylinder by the fuel injector; a fuel pump connected to the heating element to supply high-gasoline to the heating element, the fuel pump being configured to pressurise the high-gasoline content fuel; and an engine controller configured to control the engine torque generated by the engine and control the fuel pressure generated by the fuel pump, the engine controller using a heated-fuel behaviour model of the engine, when the fuel is being heated by the heating element(s), to: (i) control an amount of fuel delivered by the fuel injector, the heated-fuel behaviour model causing a reduced fuel injection amount for a given engine torque relative to unheated high-gasoline content fuel; and (ii) cause a higher fuel pressure to be generated by the fuel pump relative to unheated high-gasoline content fuel.