A control device for an internal combustion engine is programmed, during a catalyst warm-up control, to perform first fuel injection by an injector in an intake stroke, control an ignition device so as to generate a discharge spark in a predetermined period in an expansion stroke, and perform second fuel injection, at a timing retarded from a compression top dead center, such that its injection period overlaps with at least a part of the predetermined period and an end timing of the injection period is advanced from an end timing of the predetermined period. Further, the control device is programmed, during the catalyst warm-up control, to control an actual tumble ratio depending on a result of determination using a first index value representing a speed of initial combustion accompanying an ignition by the ignition device and a second index value representing a speed of main combustion accompanying the ignition.

The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.

Systems and techniques for identifying abnormal exhaust valve performance of an internal combustion engine may include receiving exhaust passage temperature signals from a plurality of exhaust passage temperature sensors, each exhaust passage being fluidly connected to one or more exhaust valves of the internal combustion engine, the exhaust passage temperature signals being indicative of respective exhaust passage temperatures. The method may further include comparing one or more of the exhaust passage temperatures, identifying a caution exhaust passage temperature, from one or more of the exhaust passage temperatures, that deviates from one or more of the other one or more exhaust passage temperatures, and outputting an abnormal exhaust valve performance indication based on identifying the caution exhaust passage temperature.

In at least some implementations, a method of control-ling fuel injection events, includes determining at least one engine op-erating condition, determining timing of a desired pressure in an engine intake chamber or at the outlet of a fuel injector, and initiating a fuel injection event as a function of the at least one engine operating condition and the desired pressure. The fuel injection event is initiated prior to the desired pressure occurring and wherein the fuel injection event occurs for a duration such that the fuel injection event terminates after the desired pressure occurs.

A powertrain system includes a port injection internal combustion engine. A first start process is a process in which fuel is enclosed in a compression stroke cylinder when the engine is stopped, and based on a stored crank stop position, ignition is performed in a first cycle of the compression stroke cylinder upon engine start. A second start process is a process in which, based on the stored crank stop position, fuel injection is performed for an intake stroke cylinder while the engine is stopped, and based on the stored crank stop position, ignition is performed in the first cycle of the intake stroke cylinder upon engine start. When a catalyst temperature at the time engine start is requested is equal to or higher than a first threshold, a control device starts the internal combustion engine by at least one of the first start process and the second start process.

A fuel injection controller for a vessel engine to drive a propulsion apparatus mounted in a vessel is configured or programmed to execute functions of an effective opening area calculator to calculate an effective opening area of a throttle valve based on a throttle opening degree of the vessel engine, a filter value calculator to determine a first-order lag filter value of the effective opening area, a correction value calculator to determine a ratio of the effective opening area to the first-order lag filter value as a correction value, a predictive suction pressure calculator to determine predictive suction pressure by multiplying an average value of suction pressure detected at a suction passage by the correction value determined by the correction value calculator, a fuel injection amount calculator to calculate a fuel injection amount based on the predictive suction pressure, and a fuel injection driver to drive a fuel injector based on the fuel injection amount.

A dual-chamber onboard electrolysis system is configured to produce HHO gas for heavy duty trucking applications.

A dual-chamber electrolysis vessel safely stores HHO gas for use by an internal combustion engine.

Methods and systems are provided for cylinder deactivation to reduce tailpipe emissions and increase exhaust temperature. In one example, a method may include operating a first set of cylinders in a first combustion cycle over modified eight strokes and a second set of cylinders in a second combustion cycle over modified four strokes. Each cylinder in the first set of cylinders may be selectively deactivated via a variable displacement engine (VDE) mechanism while each cylinder in the second set of cylinders may be selectively deactivated via an active decompression technology (ADT) mechanism.

Timing of HHO gas injection into a 4-stroke engine is optimized based on engine operating parameters to improve fuel economy.