An air-assisted jet flame ignition device includes a housing, a fuel-air premixing unit, and a prechamber. The fuel-air premixing unit includes a fuel injector, an air injection valve, a premixing sleeve, a premixing sleeve inner core placed in the premixing sleeve, and a fuel injector fastening bolt. An inner wall surface of the premixing sleeve and an outer wall surface of the premixing sleeve inner core form a premixing sleeve inner cavity. An inner wall surface of the premixing sleeve inner core, a lower end surface of a nozzle of the fuel injector, and an upper end surface of an air inlet of the air injection valve form a premixing cavity. The premixing cavity coupled to the premixing sleeve inner cavity via a through hole on the sidewall of the premixing sleeve inner core. A prechamber nozzle is fixedly coupled to the lower part of the housing.

In a catalyst warming-up control, a first time injection is performed by an injector in an intake stroke. A second time injection is performed with an amount smaller than the first time injection in an expansion stroke after a compression top dead center. In the catalyst warming-up control, an interval from the start of the ignition period of an spark plug to the completion of the second time injection is controlled by the ECU so that the initial flame generated from an air-fuel mixture containing the fuel spray injected by the first time injection is brought into contact with the fuel spray injected by the second time injection.

A fuel injector is configured so that, when seen from a top view of a combustion chamber, a first fuel spray flux and a second fuel spray flux sandwich an electrode part of a spark plug, and the electrode part is located outside of contour surfaces of the two fuel spray fluxes. A first injection angle between a center line of the first fuel spray flux and a vertical line and a second injection angle between a center line of the second fuel spray flux and the vertical line are larger than an angle between a center line of any other fuel spray flux and the vertical line. The second injection angle is made smaller than the first injection angle so that a distance from the electrode part to the contour surface of the second fuel spray flux is larger than a distance from the electrode part to the contour surface of the first fuel spray flux.

An upper part of FIG. 7 represents a catalyst warming-up control when a normal fuel is used, and a lower part of FIG. 7 represents the catalyst warming-up control when a heavy fuel is used. As understood from a comparison between the upper part and the lower part of FIG. 7, the start timing of the ignition period and the total injection amount of the injector in each cycle when the heavy fuel is used are the same as those when the normal fuel is used, though the ratio of the intake stroke injection and the expansion stroke injection to the total injection amount of the injector is changed to increase the fuel amount of the expansion stroke injection as compared with the case where the normal fuel is used.

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.

An intake stroke injection and a compression stroke injection are performed during catalyst warm-up control (upper section in FIG. 7). During the catalyst warm-up control, a discharge period at an electrode portion is set on a retard side of compression top dead center, and an expansion stroke injection is performed during the discharge period. However, when a distance between a spray contour surface and the electrode portion increases, an additional injection (first injection) is performed in advance of the expansion stroke injection (second injection) (lower section in FIG. 7). The additional injection is performed at a timing that is on the retard side of compression top dead center and is on an advance side relative to a start timing of the discharge at the electrode portion.

A control device is configured to perform, when it is estimated that a combustion fluctuation increases, estimation related to an ignition delay for initial flame generated from a discharge spark and an air-fuel mixture containing fuel spray injected by intake stroke injection. When it is estimated that the ignition delay for the initial flame is increased from that before the increase in the combustion fluctuation, an injection amount in expansion stroke injection is reduced in a next time cycle. When it is estimated that the ignition delay for the initial flame is reduced from that before the increase in the combustion fluctuation, the injection amount in expansion stroke injection is increased in a next time cycle.

An ignition coil unit includes: an ignition circuit including a primary coil and a secondary coil; a power generator including a generator coil; a controller configured to control an ignition timing of the ignition circuit by an input signal generated by an induced voltage of the generator coil; and a sensor configured to input load information to the controller. The controller includes a memory configured to store working time information which corresponds to operating information based on the input information and the load information, as matrix data composed of the operating information, the load information and time data.

A two-stroke cycle uniflow-scavenged opposed-piston engine is configured to use hydrogen fuel. The opposed-piston engine has at least one cylinder and a pair of pistons disposed for opposed motion in a bore of the cylinder. Hydrogen fuel is injected into the cylinder early in a compression stroke of the opposed-piston engine, and is ignited in a combustion chamber formed between the pistons late in the compression stroke.

Systems and methods are disclosed for determining, and displaying, the regulatory compliance status of a motorized vehicle, a driver of a motorized vehicle, or a non-vehicle machine. An authorized agent, such as a law enforcement officer, can perform a remotely-initiated safe stop of a motorized vehicle to prevent a high-speed chase. A system management center can receive, store, and transmit regulatory compliance records indicating the regulatory compliance status of drivers, motorized vehicles, and non-vehicle machines. A motorized vehicle can detect, and report, a driver “tail-gating” the motorized vehicle. The regulatory compliance history of drivers, motorized vehicles, and non-vehicle machines can be queried by authorized users.