A methane and hydrogen injection device is provided. The methane and hydrogen injection device includes a first methane injector, a second hydrogen injector, a single common injection pipe. The injectors are associated together so as to produce a mixture of methane and hydrogen with a variable concentration ratio, and the common injection duct is shaped to be operatively connected to an intake manifold of a spark-ignition internal combustion engine.

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.

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.

An injection device for an internal combustion engine is proposed having at least one injection valve system for injecting fuel into an intake manifold of the internal combustion engine and at least one heating device for pre-heating fuel injected by the injection valve system, the injection valve system including a first injection valve for injecting fuel in the direction of a first inlet opening of a combustion chamber of the internal combustion engine and a separate, second injection valve for injecting fuel in the direction of a second inlet opening of the combustion chamber.

When switching the fuel to be used for engine operation from gasoline to CNG, in a state where CNG is supplied experimentally to one cylinder serving as a judgment object and gasoline is supplied to other cylinders, whether or not CNG can be supplied to the cylinder serving as a judgment object is judged based on an amount of change Pc in fuel pressure inside a CNG delivery pipe (Step S13 to Step S16). When it is judged that a gas fuel can be supplied to all cylinders (Step S19: YES), the fuel to be used for engine operation is switched from the liquid fuel to the gas fuel (Step S20).

A gasoline-diesel complex combustion engine may include a cylinder including a cylinder body in which a combustion chamber is formed to generate a driving power by combusting a gasoline fuel and a diesel fuel and a cylinder head formed to cover an upper portion of the cylinder body, a pair of intake ports formed in the cylinder head, a pair of exhaust ports formed in the cylinder head, a diesel injector disposed in a center of the cylinder head, a pair of spark plugs disposed on opposite sides of the diesel injector, a first intake pipe and a second intake pipe mounted in the intake ports, an exhaust pipe mounted in the exhaust ports, a pair of intake valves disposed in the first and second intake pipes, and a gasoline injector disposed in the first and second intake pipes to inject the gasoline fuel into the combustion chamber.

In a method for identifying a fuel type or a fuel mixture for a combustion chamber of an internal combustion engine having (i) a first intake opening connected to a first intake manifold inside which a first fuel injector is located, and (ii) a second intake opening connected to a second intake manifold inside which a second fuel injector is located, in a first method step, the first fuel injector remains closed, and in a second method step the first fuel injector is opened again and a first test fuel quantity is injected into the combustion chamber in the second method step via the first intake opening, and a second test fuel quantity is injected via the second intake opening, the first test fuel quantity and the second test fuel quantity being made up to form a predefined fuel quantity.

Systems and methods for separating higher octane fuel from a fuel mixture are presented. In one example, higher octane fuel is separated from lower octane fuel and allowed to condense in a fuel tank holding higher octane fuel so that parasitic engine losses are not increased by having to separate higher octane fuel from lower octane fuel a second time. The approach may be applied to fuel systems that include multiple fuel tanks storing different types of fuel.

Methods and systems are providing for improving zero flow lubrication (ZFL) of a high pressure fuel pump coupled to direct fuel injectors via a direct injection fuel rail. A ZFL transfer function for the fuel pump is learned while fuel is at non-nominal fuel bulk modulus conditions and corrected for variations from a nominal fuel bulk modulus estimate. When zero flow lubrication of the pump is requested, the pump is operated with a duty cycle based on the learned transfer function and an instantaneous estimate of the fuel bulk modulus to compensate for differences in fuel condition from the nominal fuel bulk modulus estimate.

A method for starting an engine is provided. The method comprises opening a throttle valve controlling air flow into an intake manifold in response to a gaseous pressure differential across a gaseous fuel injector exceeding a threshold pressure. In this way, delayed engine starts using gaseous fuel may be mitigated.