An internal combustion engine (1) operating in cycles, having: a plurality of piston-cylinder units (2), wherein each piston-cylinder unit (2) of the plurality of piston-cylinder units (2) is assigned an ignition device (3) which can be controlled regarding activation and selection of an ignition timing by an engine control (4), wherein a piston-cylinder unit (2), when the ignition device (3) is activated, produces a power by combustion of a gas-air mixture, which can be transmitted as a torque to a crankshaft (5) of the internal combustion engine (1) an intake stroke (6) and an exhaust stroke (7), each coupled to the plurality of piston-cylinder units (2) a supply device (8) for supplying a gas-air mixture under a boost pressure to the intake stroke (6) a signal detection device (9) for acquiring at least one signal which represents a power demand on the internal combustion engine (1) or from which a power demand on the internal combustion engine (1) can be calculated an engine control (4) for actuating actuators of the internal combustion engine (1), wherein the at least one signal can be fed to the engine control (4), and the engine control (4) is configured in a first operating mode to leave as many ignition devices (8) deactivated per cycle of the internal combustion engine in dependence on the currently present power demand, that the power of those piston-cylinder units (2), the ignition devices (8) of which are activated, results in a torque of the crankshaft (5) of the internal combustion engine (1) adapted to the currently present power demand
wherein the engine control (4) is configured to, in a second operating mode, for reducing a risk of deflagration due to unburned gas-air mixture present in the exhaust stroke (7) after a first number (N.sub.1) of cycles of the internal combustion engine (1), for a second number (N.sub.2) of cycles of the internal combustion engine (1), to have more piston-cylinder units (2) produce power per cycle by activating the assigned ignition devices (8) than would be required for the currently present power demand after the second number (N.sub.2) of cycles of the internal combustion engine (1), for a third number (N.sub.3) of cycles of the internal combustion engine (1), in dependence on a currently present power demand per cycle of the internal combustion engine (1), to have so many piston-cylinder units (2) produce power by activation of the assigned ignit

An assembly for an engine includes a control module including a controller operable to control at least certain aspects of the operation of the engine, a display including an input connected to the controller, and a wireless receiver connected to the controller. The wireless receiver is arranged to receive a signal from a wireless device to cause the controller to send an engine start signal to cause starting of the engine and wherein the input when actuated causes the controller to send an engine start signal to cause starting of the engine. In at least some implementations, no keyed ignition switch is provided to start the engine and the engine is started only via the wireless device or the input.

A method of determining a condition of a component (e.g., valves) of an engine having a manifold air pressure sensor during a cold test includes providing pressurized air to an intake of the engine. The method includes rotating a crankshaft of the engine. The method includes measuring pressures with the manifold air pressure sensor as a function of crankshaft rotational position. The method includes comparing the pressures with a predetermined baseline. The method includes indicating a condition of the component based on the comparison of the pressures with the baseline.

A throttle assembly for an engine may include a remote throttle lever, a sensor, and a terminal. The remote throttle lever may be coupled physically to a user input device and operable to be moved under control of the user input device. The sensor is configured to detect a position of the remote throttle lever and generate an output signal indicative of the position of the remote throttle lever. The terminal configured to provide the output signal to a controller of the engine.

A determination device for an internal combustion engine executes a partial fuel cut-off process. The determination device determines that exhaust gas characteristics have deteriorated when the misfire rate of the internal combustion engine is greater than or equal to a determination threshold. The determination device sets the determination threshold to a first determination threshold when the calculated misfire rate is a misfire rate in a period of non-execution of the partial fuel cut-off process. Also, the determination device sets the determination threshold to a second determination threshold, which is less than the first determination threshold, when the calculated misfire rate is a misfire rate in a period of execution of the partial fuel cut-off process.

A method for operating a control component of an air mass flow rate controller for a drive machine of a motor vehicle, with which an actuator moves a control element into a target position and the position of the control element is detected by a sensor element in communication with a controller. The method includes: switching, in a rest mode, the actuator to a de-energized state; detecting, by the sensor element, the position of the control element indirectly or directly; and driving, by the controller, the actuator to correct the position of the control element in the event of a detected change of the position of the control element.

A system includes an aftertreatment system heater of an exhaust aftertreatment system coupled to an engine A controller coupled to the aftertreatment system heater is configured to determine a condition of an exhaust gas from an engine and compare the condition to a predefined threshold. If the condition of the exhaust gas does not meet the predefined threshold, the controller is configured to determine whether an engine operating condition is met for activating a cylinder deactivation operating mode for the engine. If the engine operating condition is met, the controller is configured to operate the engine in the cylinder deactivation operating mode by deactivating a cylinder of a plurality of cylinders. If the engine operating condition is not met, the controller is configured to activate the aftertreatment system heater to heat the exhaust gas.

Methods and systems are provided for controlling a vehicle engine to deliver desired torque to a power take off device coupled to the engine. In one example, the method may include, learning a filtered PTO torque demand during vehicle acceleration, and steady state operation, and during transition in engine states using the learned PTO torque demand to adjust engine speed in order to deliver a desired engine torque output for optimal operation of the PTO device.

A gasoline compression ignition engine is operated in two modes. In a one mode of operation the engine is operated with a firing fraction of one, corresponding to all of the cylinders being active, working cylinders. In a second skip fire mode of operation a firing fraction of less than one may be used under conditions, such as a low load condition, to improve efficiency. The skip fire mode of operation may also be selected in part based on other considerations, such as maintaining an exhaust temperature conducive for efficient catalytic converter operation or limiting cylinder output variability.

A variety of methods and arrangements are described for controlling transitions between effective firing fractions during dynamic firing level modulation operation of an engine in order to help reduce undesirable NVH consequences and otherwise smooth the transitions. In general, both feed forward and feedback control are utilized in the determination of the effective firing fractions during transitions such that the resulting changes in the effective firing fraction better track cylinder air charge changing dynamics associated with the transition.