A method for operating an internal combustion engine having an exhaust gas line that conducts an exhaust gas, starting from the internal combustion engine, across an exhaust gas turbocharger, wherein a second pressure in a second section of the exhaust gas line downstream from the exhaust gas turbocharger is determined by measuring a first pressure in a first section of the exhaust gas line downstream from the internal combustion engine and upstream from the exhaust gas turbocharger; wherein this determination of the second pressure is derived from the condition that in certain operating points of the internal combustion, the first pressure corresponds to the second pressure at certain crankshaft angle positions.

A method for operating an internal combustion engine having an exhaust gas line that conducts an exhaust gas, starting from the internal combustion engine, across an exhaust gas turbocharger, wherein a second pressure in a second section of the exhaust gas line downstream from the exhaust gas turbocharger is determined by measuring a first pressure in a first section of the exhaust gas line downstream from the internal combustion engine and upstream from the exhaust gas turbocharger; wherein this determination of the second pressure is derived from the condition that in certain operating points of the internal combustion, the first pressure corresponds to the second pressure at certain crankshaft angle positions.

A system and method for dissipating vehicle under hood heat accumulated during stationary engine operation at high load or RPM and/or under high temperature ambient conditions is installed in a vehicle having an engine positioned within an engine compartment, and a cooling fan selectively driven by way of a fan clutch. The system includes a controller connected to the engine and to the fan clutch. The controller determines whether the period of stationary engine operation occurs at or above a threshold engine load or RPM, at or above a threshold engine operating temperature, at or above a threshold ambient temperature, and/or for or longer than a threshold stationary engine operation duration. If so, the at least one controller increases a low idle set point of the engine and commands the fan clutch to engage or remain engaged for a cool-down period following the period of stationary engine operation.

A system for control of an internal combustion system having subsystems, each with different response times. Subsystems may include a fuel system, an air handling system, and an aftertreatment system, each being operated in response to a set of reference values generated by a respective target determiner. Calibration of each subsystem may be performed independently. The fuel system is controlled at a first time constant. The air handling system is controlled on the order of a second time constant slower than the first time constant. The aftertreatment system is controlled on the order of a third time constant slower than the second time constant. A subsystem manager is optionally in operative communication with each target determiner to coordinate control. Generally, dynamic parameters from slower subsystems are treated as static parameters when determining reference values for controlling a faster subsystem.

An electronic control unit is configured to select a first cam as a driving cam of an intake valve in a first operation range where a target value of an EGR rate is set to a specified EGR rate, and is configured to select a second cam as the driving cam in a second operation range smaller in valve duration and lift amount than the first cam. Accordingly, in most of the operation regions, the first cam is selected, and the second cam is selected only in a high-torque and high-speed region. When the second cam is selected in the high-torque and high-speed region, the state where an actual compression ratio is high can be eliminated, and suction efficiency can be decreased. Therefore, decrease in a knocking limit can be suppressed.

When the starting timing of a negative valve overlapping (NVO) period exists at the delayed-angle side of the starting timing of a first NVO period, fuel injection into a cylinder is not started; when the starting timing of an NVO period exists between the starting timing of the first NVO period and the starting timing of the second NVO period, fuel injection into the cylinder is started at a given timing that includes the exhaust top dead center; when the starting timing of an NVO period exists between the starting timing of the second NVO period and the starting timing of the third NVO period, fuel injection into the cylinder is started at a given timing that does not include the exhaust top dead center, and that exists at both the advanced-angle and delayed-angle sides of the exhaust top dead center.

When the starting timing of a negative valve overlapping (NVO) period exists at the delayed-angle side of the starting timing of a first NVO period, fuel injection into a cylinder is not started; when the starting timing of an NVO period exists between the starting timing of the first NVO period and the starting timing of the second NVO period, fuel injection into the cylinder is started at a given timing that includes the exhaust top dead center; when the starting timing of an NVO period exists between the starting timing of the second NVO period and the starting timing of the third NVO period, fuel injection into the cylinder is started at a given timing that does not include the exhaust top dead center, and that exists at both the advanced-angle and delayed-angle sides of the exhaust top dead center.

An engine starting system is provided which is used with a vehicle equipped with a gear driving starter which is energized to bring a pinion gear into engagement with a ring gear of an engine mounted in the vehicle and also to rotate the pinion gear to crank the engine. The engine starting system works to terminate energization of the starter after the starter is energized to start the engine. The engine starting system executes combustion control to control combustion of fuel in the engine so as to develop a first firing event where the fuel is first fired in the engine after the energization of the starter is terminated. This minimizes the gear noise when the engine is being cranked and ensures the stability in starting the engine.

A single input engine controller and system are provided for translating a single input indicative of the amount of fuel to be supplied to an engine from a fuel control interface into separate signals for controlling the amount of fuel supplied to the engine and the RPM of a propeller powered by that engine. The single input controller translating the single input into the separate signal for the RPM of the propeller according to a fuel efficiency relationship between the fuel amount and the propeller RPM.

A control apparatus for a vehicle may include an engine, a fuel tank, a feed pump, a pressure sensor, a motor and an electric storage apparatus. The feed pump feeds the fuel to a port injection valve. The pressure sensor detects a fuel pressure that is fed to the port injection valve. The motor performs cranking of the engine at start time of the engine. The control apparatus includes an ECU. The ECU controls the feed pump based on a detection value of the pressure sensor and controls the motor in order to start the engine. The ECU controls the feed pump and the motor such that the electric storage apparatus feeds electric power to the motor in preference to the feed pump, when an electric power that the electric storage apparatus is able to output at the start time of the engine is less than a determination threshold.