The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine. The method may include: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve in a first control region; maintaining the maximum duration of the intake valve and controlling a valve overlap by using exhaust valve closing (EVC) timing in a second control region; advancing intake valve closing (IVC) timing in a third control region; controlling the IVC timing to be close to bottom dead center (BDC) in a fourth control region; controlling a throttle valve to be fully opened and generating a scavenging phenomenon in a fifth control region; and controlling the throttle valve to be fully opened and controlling the IVC timing to prevent knocking in a sixth control region.

A PCM comprises a basic target torque-deciding part for deciding a basic target torque, based on a driving state of a vehicle including an accelerator pedal operation state, a torque reduction amount-deciding part for deciding a torque reduction amount, based on a driving state of the vehicle other than the accelerator pedal operation state, a final target torque-deciding part for deciding a final target torque, based on the decided basic target torque and the decided torque reduction amount, and an engine output control part for controlling an engine to cause the engine to output the decided final target torque, wherein the engine output control part is operable to prohibit switching of an operation mode of the engine from being performed simultaneously with control of the engine according to a change in the final target torque corresponding to a change in the torque reduction amount.

There is provided a control device for an internal combustion engine including a variable-capacity turbocharger, which has a turbine with a variable nozzle and an actuator that controls the variable nozzle opening degree, and a throttle disposed in an intake passage. The control device includes an electronic control unit (ECU). The ECU include a first control mode as a control mode for the intake air amount. When an air amount range on the high flow rate side including a maximum value of a required air amount for the internal combustion engine is defined as a high air amount range, the ECU controls the actuator and the throttle so as to increase the throttle opening degree while maintaining the variable nozzle at a fully-closed opening degree as the required air amount is increased in the high air amount range on the side of the maximum value in the first control mode.

Methods and systems for operating an engine that is coupled to a transmission that includes a power take off output are presented. In one non-limiting example, the engine may be operated in a speed control mode and a user may request smoother engine operation or more efficient engine operation via a human/machine interface. The more efficient engine operation may include operating the engine with fewer activated cylinders as compared to operating the engine for smoother engine operation.

A method for controlling an actuator system of a motor vehicle includes utilizing a model predictive control (MPC) module with an MPC solver to determine optimal positions of one or more actuators of the actuator system. The method further includes receiving a plurality of actuator system parameters, and triggering the MPC solver to generate one or more control commands from plurality of actuator system parameters. The method further includes applying a cost function to reduce a steady-state tracking error in the one or more control commands from the MPC solver and applying the one or more control commands to alter positions of the one or more actuators, and applying a penalty term to the steady-state predictions of positions of the plurality of actuators to limit a difference between a steady-state prediction of the actuator system and a solution from the MPC solver.

Control of a turbocharger of a power system is disclosed. A controller may receive a desired value for a parameter of an engine. The controller may receive an operating value of the parameter. The controller may set, based on the desired value and the operating value, a position of an intake throttle valve of the engine to control air flow through a turbocharger of the engine.

A method detects coking in the inlet section of an internal combustion engine with direct fuel injection, a throttle valve and a variable inlet valve lift controller. A correction value calculated by the inlet valve lift controller as an offset value with a preset valve lift is determined. In parallel, a first quantity deviation test is carried out by which a first air ratio value is determined, which is formed from a first lambda value measured during the first quantity deviation test and a desired lambda value of the fuel combustion in the combustion chambers of the internal combustion engine, wherein, in the first quantity deviation test a load control process is carried out by way of the variable inlet valve lift controller. In a second quantity deviation test, a second air ratio value is determined which is formed from a lambda value measured during the second quantity deviation test and a desired lambda value of the fuel combustion. In the second quantity deviation test a load control process is carried out by way of the throttle valve. A comparison value is formed from the first air ratio value and the second air ratio value. Whether coking is present in the inlet section of the internal combustion engine is determined by combined evaluation of the comparison result and of the correction value.

A method detects a fault, in particular coking, in the intake tract of an internal combustion engine with direct fuel injection, a throttle valve, and a variable intake valve lift controller. The method has the steps of a) carrying out a first quantity deviation test, by which a first air ratio value is ascertained that is formed from a lambda value, which is measured during the first quantity deviation test, and a desired lambda value of the fuel combustion in the fuel chambers of the internal combustion engine, wherein in the first quantity deviation test, a load control is carried out by the variable intake valve lift controller; b) carrying out a second quantity deviation test, by which a second air ratio value is ascertained that is formed from a lambda value, which is measured during the second quantity deviation test, and a desired lambda value of the fuel combustion in the fuel chambers of the internal combustion engine, wherein in the second quantity deviation test, a load control is carried out by the throttle valve; and lastly c) determining a comparison result from the first air ratio value and the second air ratio value, the presence of a fault in the intake tract of the internal combustion engine being detectable using the comparison result.

An engine system includes: a first throttle valve; a turbocharger compressor disposed downstream of the first throttle valve; a charge air cooler disposed downstream of the turbocharger compressor; a second throttle valve located downstream of the turbocharger compressor; a purge inlet located downstream of the first throttle valve and configured to introduce fuel vapor from a fuel tank into intake air; and an engine control module configured to: maintain the first throttle valve in a fully open position; and selectively close the first throttle valve relative to the fully open position in response to receipt of a request to at least one of: purge fuel vapor from the fuel tank; and at least one of decrease and prevent icing of the charge air cooler.

Aspects of the present invention relate to a controller for controlling operation of an internal combustion engine, a control system, an internal combustion engine, a vehicle, a method and a non-transitory computer readable medium. The controller is configured to, during fuel cut, cause opening of an intake valve of a cylinder of the internal combustion engine to enable air having a mass to enter the cylinder. The mass is below a first range of masses which enable the internal combustion engine to provide combustion torque.