A control system for an internal combustion engine having at least one fuel injection valve for injecting fuel into a combustion chamber of the engine. A compression end temperature in the combustion chamber is estimated. A target compression end temperature is calculated according to an operating condition of the engine. A main injection and a plurality of pilot injections before the main injection are performed by at least one fuel injection valve. A fuel injection amount in a first-performed pilot injection of the plurality of pilot injections is controlled so that the estimated compression end temperature coincides with the target compression end temperature.

Control system for internal combustion engine

Emission reduction from diesel engine using fumigation methanol and diesel oxidation catalyst.

A combustion control apparatus for an internal combustion engine, including an exhaust gas purifier, and a control unit programmed to selectively implement a first combustion mode and a second combustion mode, the second combustion mode providing main combustion and preliminary combustion at or near compression top dead center prior to the main combustion, and starting the main combustion after the preliminary combustion is completed. The control unit is programmed to switch from the first combustion mode to the second combustion mode when a request to switch from the first combustion mode to the second combustion mode is made based on a condition of the exhaust gas purifier, and the engine continues to operate for a predetermined time or longer under condition enabling the second combustion mode.

Combustion control apparatus for internal combustion engine

A method and apparatus is disclosed for controlling to a target heat release rate (HRR) using a HRR control lever, namely, pilot fuel timing and/or pilot fuel quantity, used in a gaseous-fuelled compression ignition internal combustion engine. The mechanism to control HRR to a target HRR provides improved performance and emissions for such an engine. A target HRR is determined for a cycle of an engine. A HRR control lever is then used to adjust to the target HRR in consideration of combustion conditions in the engine and the difference between the target HRR and Cycle HRR predicted for the cycle by reference to, by way of example, a derived HRR trace from a previous cycle, a pressure trace, a measured property of the exhaust gas directly determined or mapped values provided during calibration allowing for adjustment to a target HRR for the engine. The mapped values can be cross-referenced to the combustion conditions in the engine.

Method and apparatus for controlling combustion quality of a gaseous-fuelled internal combustion engine

A control apparatus is configured to achieve considerably delayed ignition timing and combustion stability, and to bring about an increase in exhaust gas temperature and a reduction in HC discharge when the engine is cold. Normal stratified combustion operation and homogeneous combustion operation are carried out when warming has been completed and the coolant temperature of the internal combustion engine has exceeded 80° C. In an injection operation at the top dead center, the injection start timing ITS occurs prior to compression top dead center (TDC) and the injection end timing ITE occurs after compression top dead center (TDC), whereby fuel injection is carried out so as to straddle the compression top dead center. The ignition timing ADV occurs after compression top dead center (TDC) and ignition occurs with a timing that is delayed from the injection start timing ITS.

Direct fuel injection/spark ignition engine control device

A compression-ignition internal combustion engine for conducting pilot injection and main injection beyond the top dead center, wherein pilot injection quantity and timing are optimized. A compression-ignition internal combustion engine, comprising a fuel injection valve for injecting fuel into a combustion chamber in a cylinder, the quantity and timing of the fuel injected through the fuel injection valve being controlled based on engine operating conditions; wherein pilot injection is carried out prior to the top dead center of compression, main injection is then carried out beyond the top dead center of compression, and fuel injection quantity and fuel injection timing of the pilot injection are set such that the maximum rate of heat release induced by the pilot injection is 60 kJ/s or less.

Compression ignition internal combustion engine

DI Diesel Emission Control by Optimized Fuel Injection

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Compression ignition internal combustion engine

DI Diesel Emission Control by Optimized Fuel Injection