An exhaust gas purification control device includes an engine, an actuator using the engine as a driving source, an operation unit used by an operator to operate the actuator or the engine, an operation detector detecting whether or not the operation unit is being operated, a purification device for capturing soot in exhaust gas of the engine, an accumulation amount detector detecting an accumulation amount of the soot captured by the purification device, a regeneration unit for performing an regenerating operation of regenerating the purification device by burning the soot captured by the purification device, and a controller controlling the regenerating operation. The controller switches a control from a control of prioritizing an operation by the operation unit to a control of prioritizing the regenerating operation in a stepwise manner as the accumulation amount of the soot detected by the accumulation amount detector increases.

An exhaust gas purification control device includes an engine, an actuator using the engine as a driving source, an operation unit used by an operator to operate the actuator or the engine, an operation detector detecting whether or not the operation unit is being operated, a purification device for capturing soot in exhaust gas of the engine, an accumulation amount detector detecting an accumulation amount of the soot captured by the purification device, a regeneration unit for performing an regenerating operation of regenerating the purification device by burning the soot captured by the purification device, and a controller controlling the regenerating operation. The controller switches a control from a control of prioritizing an operation by the operation unit to a control of prioritizing the regenerating operation in a stepwise manner as the accumulation amount of the soot detected by the accumulation amount detector increases.

A method of controlling an internal combustion engine in a vehicle that includes a cylinder, a fuel system for supplying fuel to the cylinder, an air guide arranged to guide an air flow to the cylinder, and an exhaust guide arranged to guide a gas flow from the cylinder, the method including controlling the engine to provide a braking torque, the control including terminating the supply of fuel to the cylinder, restricting the flow through the exhaust guide, and restricting the flow through the air guide. The control of the engine to provide a braking torque also includes determining a value of a rotational speed of a turbocharger of the engine, and adjusting, in dependence on the determined turbocharger rotational speed value, the restriction of the flow through the air guide, and/or the restriction of the flow through the exhaust guide.

A method of controlling an internal combustion engine in a vehicle that includes a cylinder, a fuel system for supplying fuel to the cylinder, an air guide arranged to guide an air flow to the cylinder, and an exhaust guide arranged to guide a gas flow from the cylinder, the method including controlling the engine to provide a braking torque, the control including terminating the supply of fuel to the cylinder, restricting the flow through the exhaust guide, and restricting the flow through the air guide. The control of the engine to provide a braking torque also includes determining a value of a rotational speed of a turbocharger of the engine, and adjusting, in dependence on the determined turbocharger rotational speed value, the restriction of the flow through the air guide, and/or the restriction of the flow through the exhaust guide.

A valve system comprising a valve chamber at a junction of an inlet port, an outlet port and a bypass port, the inlet port configured for fluid communication with exhaust gas, the outlet port configured for fluid communication with an inlet of a turbine, and the bypass port configured for fluid communication with an exhaust aftertreatment device; a rotary valve comprising a valve rotor which rotates about a valve axis within the valve chamber between a first position to permit gas flow through the bypass port and a second position to block gas flow. At least one of the valve rotor and the valve chamber comprises a protrusion and the other comprises a recess, wherein, in the first position, the protrusion and recess are spaced from one another, and, in the second position the recess receives the protrusion such that gas flow between the protrusion and recess is substantially prevented.

A valve system comprising a valve chamber at a junction of an inlet port, an outlet port and a bypass port, the inlet port configured for fluid communication with exhaust gas, the outlet port configured for fluid communication with an inlet of a turbine, and the bypass port configured for fluid communication with an exhaust aftertreatment device; a rotary valve comprising a valve rotor which rotates about a valve axis within the valve chamber between a first position to permit gas flow through the bypass port and a second position to block gas flow. At least one of the valve rotor and the valve chamber comprises a protrusion and the other comprises a recess, wherein, in the first position, the protrusion and recess are spaced from one another, and, in the second position the recess receives the protrusion such that gas flow between the protrusion and recess is substantially prevented.

The objective of the present invention is to provide a vehicle speed control device which makes it easier to match an actual vehicle speed to a target vehicle speed, thereby providing an improved driving sensation and limiting the use of a main brake on downhill gradients. This vehicle speed control device for controlling the vehicle speed of a vehicle provided with a plurality of auxiliary brakes includes: a computing unit for computing a required deceleration torque on the basis of a running resistance of the vehicle; and a control unit for selecting an auxiliary brake to be operated, from among the plurality of auxiliary brakes, in accordance with the deceleration torque, and causing the selected auxiliary brake to operate.

A method is disclosed for controlling a compression release brake mechanism in a combustion engine. The method comprises: determining a desired exhaust manifold gas pressure level; continuously monitoring a set of control parameters, including at least two of cylinder pressure, exhaust manifold pressure, turbine speed and turbine expansion ratio; controlling a brake pressure valve and a variable turbine geometry by said control parameters, to drive one of the control parameters to a set first maximum level; and, while maintaining the first of the set of control parameters at the set first maximum level, controlling an exhaust gas recirculation valve by said control parameters in a closed loop to allow exhaust gas to recirculate towards an air inlet system while driving a second of the set of control parameters to a set second maximum level.

A method is disclosed for controlling a compression release brake mechanism in a combustion engine. The method comprises: determining a desired exhaust manifold gas pressure level; continuously monitoring a set of control parameters, including at least two of cylinder pressure, exhaust manifold pressure, turbine speed and turbine expansion ratio; controlling a brake pressure valve and a variable turbine geometry by said control parameters, to drive one of the control parameters to a set first maximum level; and, while maintaining the first of the set of control parameters at the set first maximum level, controlling an exhaust gas recirculation valve by said control parameters in a closed loop to allow exhaust gas to recirculate towards an air inlet system while driving a second of the set of control parameters to a set second maximum level.

In an internal combustion engine, a linkage is provided between an auxiliary motion source and a main motion load path, such that motions received by the linkage from the auxiliary motion source result in provision of a first force to at least one engine valve and a second force to the main motion load path in a direction toward a main motion source. Where an automatic lash adjuster is associated with the main motion load path, the second force may be selected to aid in the control of lash adjustments made by the automatic lash adjuster. In various embodiments, the linkage may be embodied in an mechanical linkage, whereas in other embodiments, an hydraulic linkage may be employed. The linkage may be incorporated into, or otherwise cooperate, a valve bridge or a rocker arm.