A controller for an internal combustion engine is configured to control the fuel injection valve so that the fuel injection valve selectively performs partial lift injection, which does not open a valve member at a fully open position, and full lift injection, which opens the valve member at the fully open position. The internal combustion engine includes the fuel injection valve and a fuel supply system. The controller includes an energizing time setting unit, a fuel pressure calculation unit, and a smoothening process unit. The energizing time setting unit is configured to set an energizing time for the full lift injection based on graded fuel pressure calculated by the smoothening process unit and set an energizing time for the partial lift injection based on fuel pressure calculated by the fuel pressure calculation unit.

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.

In a combustion cycle in which fuel for forming a homogenized air-fuel mixture in the combustion chamber is injected from the first fuel injector, ignition-use fuel for forming an ignition-use air-fuel mixture in the vicinity of the electrode part is injected from the second fuel injector, and lean combustion is performed by an excess air rate of 2.0 or more, the ignition-use fuel is injected by at least an injection rate of 1.0 mm.sup.3/ms or more for a duration of 250 μs or more in an interval from a crank angle advanced by exactly 20 degrees from an ignition timing of the spark plug to the ignition timing, and the quantity of the ignition-use fuel is 2.0 mm.sup.3/st or less.

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.

A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.

A vehicle includes a residual pressure holding valve provided downstream a feed pump of a fuel to hold a pressure in a fuel pipe leading to the port injection valve. Residual pressure holding valve is opened to return the fuel in the fuel pipe to the fuel tank when the pressure in the fuel pipe exceeds a valve opening pressure, and closed when the pressure in the fuel pipe is lower than the valve opening pressure. At the time of a request to reduce a target pressure of the fuel to be supplied to the electric feed pump, a control device refrains from causing the target pressure to decrease when a load of the engine is smaller than a prescribed value, and causes the target pressure to decrease when the load of the engine is greater than the prescribed value.

Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing.

Fuel in a fuel tank is supplied by a low-pressure pump to intake passage injectors mounted on an intake manifold via a low-pressure fuel supply pipe and a low-pressure fuel distribution pipe. A high-pressure pump is provided on the low-pressure fuel supply pipe. The pressure of the fuel is boosted by the high-pressure pump, and then is supplied to in-cylinder injectors via a high-pressure fuel distribution pipe. In an intake passage injection (MPI) mode, excitation of a solenoid is stopped and operation of an electromagnetic spill valve is stopped so as reduce vibration and noise caused by the seating of the electromagnetic spill valve in a valve seat.

The present disclosure provides a fuel injection unit for an internal combustion engine. The fuel injection unit includes: a separator that is disposed in an intake port to supplie air into a combustion chamber formed in an engine head, and that divides a channel for air into an upper channel and a lower channel; a blade disposed ahead of the separator and opening or closing the upper channel or the lower channel by rotating; and a first injector disposed over the intake port. In particular, when the first injector injects fuel, the blade does not interfere with the fuel.

An internal combustion engine including an intake passage fuel injection valve for injecting fuel into an intake passage and a cylinder inside fuel injection valve for injecting fuel into a combustion chamber, includes: a fuel pump pressurizing and feeding fuel, which is fed from a fuel tank, to the cylinder inside fuel injection valve; a securing part provided on a cylinder head member of the internal combustion engine to secure the fuel pump; an introducing member having heat conductivity, the introducing member connected to the fuel pump and formed with: a first introducing path for introducing fuel from the fuel tank to the fuel pump; and a second introducing path for introducing fuel from the fuel tank to the intake passage fuel injection valve; and a heat transmitting member transmitting heat between the introducing member and the securing part.