The disclosure relates to a method for operating an internal combustion engine which has at least one injector and in which a correction of fuel injection quantity is implemented. For the correction of the fuel injection quantity, different properties of the injector in the ballistic working range thereof and in the linear working range thereof are evaluated. A total injection quantity of the injector demanded in an operating cycle is divided into a number of smaller, equal partial injection quantities implemented as partial pulses, and an evaluation of the pressure drops triggered by the partial pulses is performed in the correction of the fuel injection quantity. The disclosure furthermore relates to a device for operating an internal combustion engine which has at least one injector and in which a correction of the fuel injection quantity is implemented.

The disclosure relates to a method for determining a drift in the static fuel flow rate of a piezoelectric injector of a motor vehicle combustion engine. The method relies on fluid-pressure measurements carried out in the injector supply chamber in order to calculate a measured static flow rate value. This value is compared against a nominal static flow rate in order to determine the existence, if any, and amplitude of the drift in the static flow rate. Furthermore, each pressure measurement is carried out when the valve of the injector is closed and the injector is open. In this way, the measured static flow rate calculation is not influenced by pressure-variation effects not relevant to the measurement.

An engine system is provided, including a controller which estimates a mass ratio (G/F) of intake air inside a cylinder (containing fresh air and burnt gas) to fuel, and controls devices of an engine at a given engine speed so that, while a demanded engine load is a first load, at least part of a mixture gas inside the cylinder combusts by flame-propagation when the estimated G/F is below a first G/F, and the entire mixture gas combusts by compression ignition when the estimated G/F is above the first G/F, whereas while the demanded load is a second load (>the first load), at least part of the mixture gas combusts by flame-propagation when the estimated G/F is below a second G/F (<the first G/F), and the entire mixture gas combusts by compression ignition when the estimated G/F is above the second G/F.

A system and method for an electronic control unit adapter used to supplement existing electronic control units for enhanced or additional IO integration, the electronic control unit adapter designed to be updated easily by the end user in order to add functionality as it is developed thus prolonging the viability of an electronic control unit or vehicle, the electronic control unit adapter usable in conjunction with a vehicle or other vessel using an internal combustion engine or similar technology.

An injection control device includes: an area correction unit that calculates an energization time correction amount when executing a current drive of the fuel injection valve to inject a fuel from the fuel injection valve; an estimation unit that independently calculates an estimated energization time correction amount; a comparison unit that compares the energization time correction amount c with the estimated energization time correction amount; and a first abnormality determination unit that determines that the energization time correction amount is abnormal.

A computer-implemented method for ascertaining a closure point in time of an injector of an internal combustion engine using a classifier. The method includes: ascertaining a time series of input signals, each corresponding to a point in time within the time series, and each characterizing a deformation of the injector; ascertaining a plurality of first values using the classifier based on the time series, in each case a first value corresponding to a point in time of the time series, and the first value characterizing a probability that the closure point in time of the injector matches the point in time; ascertaining a plurality of second values, each being a sum of neighboring first values, of a first value and the first value, the second value corresponding to the point in time to which the first value corresponds; ascertaining the closure point in time based on the largest second value.

Methods and systems for adjusting fuel injector operation according to changes in fuel pressure during inter-injection periods are described. The inter-injection period may be before and after fuel is injected to an engine. The methods and systems described herein may be suitable for direct and port fuel injectors.

A control device includes a drive unit configured to supply electric power to a fuel injection valve to perform valve open drive to supply fuel to a combustion chamber of an internal combustion engine; and a correction unit configured to correct a fuel injection amount of the fuel injection valve. The correction unit is configured to learn the fuel injection amount of the fuel injection valve when NOx purge is performed to reduce and purify the NOx occlusion catalyst.

A method of operating a fuel injection system for a motor vehicle includes one or more of the following: operating a fuel injector to perform a fuel injection, the fuel injector being in fluid communication with a fuel rail; sampling a rail pressure in the fuel rail during the fuel injection; regulating the rail pressure at a desired injection pressure, P.sub.inj, to the fuel injector; measuring an overall leakage on variations of the rail pressure across an engine cycle for the motor vehicle and between two engine positions of an internal combustion engine for the motor vehicle; and restarting a new measurement cycle for a new pressure measurement target.

Methods and systems are provided for accounting for a difference between an expected amount of fuel scheduled to be delivered and an actual amount of fuel delivered to an engine cylinder during a fueling event. In one example, a method may include scheduling a direct injection to a cylinder based on an estimated expected amount of fuel injected to the cylinder during an immediately previous injection event. The expected amount of fuel injected during the immediately previous injection event may be a function of an average fuel rail pressure during the immediately previous injection event.