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In a double-acting diaphragm pump, a diaphragm is provided to divide a pump body into two pump chambers. An electromagnetic-type reciprocating actuator is provided in a housing hermetically integrated with the pump body. Different from an electric-type pump, the actuator is integrally mounted on the

In a double-acting diaphragm pump, a diaphragm is provided to divide a pump body into two pump chambers. An electromagnetic-type reciprocating actuator is provided in a housing hermetically integrated with the pump body. Different from an electric-type pump, the actuator is integrally mounted on the double-acting diaphragm pump and an entire system is hermetically sealed. Therefore, even if the diaphragm is torn, fuel vapor is prevented from leaking outside. Additionally, four check valves are provided to control the discharge of vapor from a canister side to an engine side. These check valves may employ a reed to control vapor flow or a spring and plate to control flow. In addition, since the pump may be a double-acting type, a large discharge volume is obtained and the pump can be made smaller. The pump may also be a non double-acting type.

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In a double-acting diaphragm pump, a diaphragm is provided to divide a pump body into two pump chambers. An electromagnetic-type reciprocating actuator is provided in a housing hermetically integrated with the pump body. Different from an electric-type pump, the actuator is integrally mounted on the

In a double-acting diaphragm pump, a diaphragm is provided to divide a pump body into two pump chambers. An electromagnetic-type reciprocating actuator is provided in a housing hermetically integrated with the pump body. Different from an electric-type pump, the actuator is integrally mounted on the double-acting diaphragm pump and an entire system is hermetically sealed. Therefore, even if the diaphragm is torn, fuel vapor is prevented from leaking outside. Additionally, four check valves are provided to control the discharge of vapor from a canister side to an engine side. These check valves may employ a reed to control vapor flow or a spring and plate to control flow. In addition, since the pump may be a double-acting type, a large discharge volume is obtained and the pump can be made smaller. The pump may also be a non double-acting type. of claim 2 wherein the beginning of injection for the second injection is adjusted based on current engine speed and load.4. The method of claim 2 wherein the step of determining injection timing comprises determining a crankshaft angular position for beginning of injection of the first injection based on the adjusted beginning of injection for the second injection.5. The method of claim 4 wherein the crankshaft angular position for the beginning of injection of the first injection is further determined based on current engine speed and load.6. The method of claim 4 further comprising: inhibiting the first injection when a gap between end of energization of the first injection and beginning of injection of the second injection is less than a predetermined minimum gap. 7. The method of claim 4 further comprising: adding the quantity of fuel for the first injection to the quantity of fuel for the second injection and determining a new beginning of injection for the second injection when the first injection is inhibited. 8. The method of claim 1 further comprising: determining a quantity of fuel for a third injection; determining an injection timing gap for the third injection based on an end of end of energization of the second injection. 9. The method of claim 8 wherein the step of determining injection timing of the third injection further comprises: determining an injector needle delay; and determining a desired gap between the second and third injections. 10. The method of claim 9 wherein determining an injector needle delay comprises determining an injector needle delay based on current actual rail pressure.11. The method of claim 9 wherein determining a desired gap comprises determining a desired gap based on current engine speed .12. The method of claim 1 further comprising determining a desired rail pressure set point based on current engine operating conditions.13. The method of claim 12 wherein determining a desired rail pressure set point comprises determining a desired rail pressure set point based on at least one current fluid temperature.14. A computer readable storage medium having stored data representing instructions for controlling multiple fuel injections for a single cylinder during a combustion cycle of a multiple cylinder internal combustion engine having a common rail fuel distribution system, the computer readable storage medium comprising: instructions for determining a quantity of fuel for a first injection; instructions for determining a quantity of fuel for a second injection; instructions for adjusting the quantity of fuel for the second injection based on the quantity of fuel determined for the first injection; and instructions for determining injection timing of the first and second injections based on crankshaft position. 15. The computer readable storage medium of claim 14 wherein the instructions for determining injection timing comprise instructions for adjusting a beginning of injection for the second injection relative to the beginning of injection corresponding to a single injection.16. The computer readable storage medium of claim 15 wherein the beginning of injection for the second injection is adjusted based on current engine speed and load.17. The computer readable storage medium of claim 15 wherein the instructions for determining injection timing comprise instructions for determining a crankshaft angular position for beginning of injection of the first injection based on the adjusted beginning of injection for the second injection.18. The computer readable storage medium of claim 17 wherein the crankshaft angular position for the beginning of injection of the first injection is further determined based on current engine speed and load.19. The computer readable storage medium of claim 17 further comprising: instructions for inhibiting the first injection when a gap between end of energization of the first injection and beginning of injection of the second inj ection is less than a predetermined minimum gap. 20. The computer readable storage medium of claim 17 further comprising: instructions for adding the quantity of fuel for the first injection to the quantity of fuel for the second injection and determining a new beginning of injection for the second injection when the first injection is inhibited. 21. The computer readable storage medium of claim 14 further comprising: instructions for determining a quantity of fuel for a third injection; instructions for determining injection timing of the third injection based on an end of end of energization of the second injection. 22. The computer readable storage medium of claim 21 wherein the instructions for determining injection timing of the third injection further comprises: instructions for determining an injector needle delay; and instructions for determining a desired gap between the second and third injections. 23. The computer readable storage medium of claim 22 wherein the instructions for determining an injector needle delay comprise instructions for determining an injector needle delay based on current actual rail pressure.24. The computer readable storage medium of claim 22 wherein the instructions for determining a desired gap comprise instructions for determining a desired gap based on current engine speed .25. The computer readable storage medium of claim 14 further comprising instructions for determining a desired rail pressure set point based on current engine operating conditions.26. The computer readable storage medium of claim 25 wherein the instructions for determining a desired rail pressure set point comprise instructions for determining a desired rail pressure set point based on at least one current fluid temperature.27. A system for controlling multiple fuel injections for a single cylinder during a combustion cycle of a multiple cylinder internal combustion engine having a common rail fuel distribution system, the system comprising: a plurality of electronically controlled fuel injectors each associated with an engine cylinder and fluidly coupled to the common rail fuel distribution system; at least one pump for supplying fuel to, and modifying fuel pressure of the common rail fuel distribution system; and a controller in communication with the fuel injectors and the pump for determining a total quantity of fuel for injection based on local torque and engine speed, determining a quantity of fuel for a pilot injection based on engine load and engine speed, adjusting a quantity of fuel for a main injection based on the total quantity of fuel and the quantity of fuel for the pilot injection, and determining injection timing of the main injection and the pilot injection based on crankshaft position. 28. The system of claim 27 wherein the controller modifies the injection timing of the main injection relative to the injection timing corresponding to a single injection.29. The system of claim 28 wherein the beginning of injection for the main injection is adjusted based on current engine speed and load.30. The system of claim 28 wherein the controller determines a crankshaft angular position for beginning of injection of the pilot injection based on the adjusted beginning of injection for the main injection.31. The system of claim 30 wherein the crankshaft angular position for the beginning of injection of the pilot injection is further determined based on current engine speed and load.32. The system of claim 27 wherein the controller inhibits the pilot injection when a gap between end of energization of the pilot injection and beginning of injection of the main injection is less than a predetermined minimum gap.33. The system of claim 32 wherein the controller adds the quantity of fuel for the pilot injection to the quantity of fuel for the main injection and determines a new beginning of injection for the main injection when the pilot injection is inhibited.34. The system of claim 27 wherein t he controller determines a quantity of fuel for at least one post injection and determines injection timing of the post injection based on an end of energization of the main injection.35. The system of claim 34 wherein the controller determines injection timing of the post injection by: determining an injector turn off delay; determining an injector turn on delay; and determining a desired gap between the main and post injections. 36. The system of claim 35 wherein the controller determines an injector turn off delay based on current actual rail pressure.37. The system of claim 35 wherein the controller determines a desired gap based on current engine speed .38. The system of claim 27 wherein the controller determines a desired rail pressure set point based on current engine operating conditions.39. The system of claim 38 wherein the controller determines a desired rail pressure set point based on at least one current fluid temperature.