In a method for adapting at least one injector of an injection system, in particular of a common-rail injection system of an internal combustion engine of a motor vehicle, where injections take place based on a characteristics map with at least two input variables and at least one output variable, a transition is carried out into a learning mode in which only discrete values are permitted for one of the at least two input variables of the characteristics map.

A high-pressure pump includes: a low-pressure chamber, into which low-pressure fuel discharged from a low-pressure pump flows; a pressurizing chamber, which pressurizes the low-low-pressure fuel; and a leak chamber, into which leaked fuel from the pressurizing chamber flows. The leaked fuel of the leak chamber is suctioned into and is pressurized in the pressurizing chamber together with the low-pressure fuel of the low-pressure chamber, so that the leaked fuel is discharged to an outside of the high-pressure pump as high-pressure fuel. Furthermore, a suction check valve, which is placed between the low-pressure chamber and the leak chamber, limits backflow of the leaked fuel of the leak chamber to the low-pressure chamber when the high-pressure pump does not supply the high-pressure fuel.

An internal combustion engine includes an engine structure defining a cylinder having an intake port and an exhaust port. A piston is disposed in the cylinder and is drivingly connected to a crankshaft. A direct injection system injects fuel directly into the cylinder. A port fuel injection system injects fuel into the intake port. An oil temperature sensor and an engine speed sensor are in communication with a controller that controls the direct injection system and the port fuel injection system based on measured oil temperature and engine speed. In particular, the controller employs a control algorithm that alters the direct injection and port fuel injection split based on the measured oil temperature and engine speed. The maximum direct injection pressure reduction is limited by a maximum allowable port fuel injection duty cycle as determined by the controller.

A control device for an engine includes an ECU. The ECU is configured to: control an actual fuel pressure supplied to a fuel injector to a target fuel pressure; calculate a required energization time required for fuel injection equivalent in amount to a required injection quantity; set a energization time for each injection based on the required energization time; execute a switching processing for switching a manner in which the energization time is set when the required energization time is shorter than a predetermined time; set the required energization time as a set value of the energization time through the switching processing when a deviation between the actual fuel pressure and the target fuel pressure is equal to or larger than a predetermined value; and set the predetermined time as the set value of the energization time when the deviation is less than the predetermined value.

An illustrative example method of controlling an engine of a vehicle, includes determining a target pressure curve for a cylinder of the engine for a first combustion cycle, determining a heat release model for the cylinder for the first combustion cycle, determining a mass flow of fuel from the heat release model to achieve the target pressure curve during the first combustion cycle, and automatically controlling opening of an injector of the cylinder of the engine during the first combustion cycle to provide the determined mass flow of fuel to the cylinder. The method includes determining a real pressure curve during the first combustion cycle and automatically adjusting at least one of the heat release model or the mass flow for a second, subsequent combustion cycle based on a difference between the target pressure curve and the real pressure curve.

A method for managing the mass of fuel injected into the cylinder of an internal combustion engine fed by direct injection. The pressure and the pressure drop per unit of time are monitored (13) during the starting phase. If the pressure becomes too low (7), or if it drops too quickly (9), the mass of fuel injected on each cycle is adjusted (15) in order to maintain a high fuel pressure in the injector (37). The method can be applied, for example, in the event of low-temperature starting using any type of fuel, for example pure or mixed ethanol.

Methods for controlling a Methods for controlling a valve disposed at an engine of a vehicle are disclosed. In one form of the disclosure, the method includes: determining whether an engine is an idle state; measuring a fuel pressure of the engine when the engine is the idle state; comparing the measured fuel pressure with a first threshold value; and operating the valve by applying a current to a valve operation coil when the measured fuel pressure is equal to or less than the first threshold value for a predetermined time or longer.

A direct fuel injection internal combustion engine having an injector for directly injecting fuel into a combustion chamber thereof is provided. The engine is configured so that a tumble flow is generated in the combustion chamber. A fuel injection by the injector can be performed in a first injection mode and a second injection mode, the first injection mode being a mode in which the fuel injection is completed after the tumble flow is generated, and the second injection mode being a mode in which the fuel injection is completed before the tumble flow is generated. The fuel injection of the first injection mode is performed before completion of the warming-up of the engine, and the fuel injection of the second injection mode is performed after completion of the warming-up of the engine.

In an opposed-piston engine which includes a catalytic aftertreatment device in its exhaust system an exhaust gas condition indicating a catalyst temperature of the aftertreatment device is monitored. When the catalyst temperature is near or below a light-off temperature, a catalyst light-off procedure is executed to elevate the temperature of the catalyst.

After an ECU is activated by turning a key switch on, if a total intake air quantity, which is indicative of the engine temperature immediately before turn-off of the key switch, exceeds a set intake air quantity indicative of a full warm-up determination temperature, and a soak time exceeds a set key-off time, it is determined that the condition for executing a diagnosis of a fuel pressure sensor is satisfied.