A control apparatus for an engine includes a control unit. The engine includes a sensor. The control unit determines whether or not an abnormality has occurred in a calculation function of the control unit on the basis of a comparison result between the control required injection amount and the monitoring required injection amount. The control unit determines whether or not an abnormality has occurred in the calculation function of the control unit without using the comparison result when the comparison result is calculated during a predetermined period. The predetermined period is a period of a delay that occurs between updating of one of respective values of the control rotation speed and the monitoring rotation speed and updating of the other value due to a difference between the first timing and the second timing.

A control apparatus for an engine includes a control unit. The engine includes a sensor. The control unit determines whether or not an abnormality has occurred in a calculation function of the control unit on the basis of a comparison result between the control required injection amount and the monitoring required injection amount. The control unit determines whether or not an abnormality has occurred in the calculation function of the control unit without using the comparison result when the comparison result is calculated during a predetermined period. The predetermined period is a period of a delay that occurs between updating of one of respective values of the control rotation speed and the monitoring rotation speed and updating of the other value due to a difference between the first timing and the second timing.

An engine assembly includes a control module configured to receive a torque request and an engine configured to produce an output torque in response to the torque request. The control module includes a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for supervisory model predictive control. The control module includes a multi-layered structure with an upper-level (“UL”) optimizer module configured to optimize at least one system-level objective and a lower-level (“LL”) tracking control module configured to maintain at least one tracking parameter. The multi-layered structure is characterized by a decoupled cost function such that the UL optimizer module minimizes an upper-level cost function (CF.sub.UL) and the LL tracking control module minimizes a lower-level cost function (CF.sub.LL). The system-level objective may include minimizing fuel consumption of the engine and the tracking parameter may include delivering the torque requested to engine.

An engine assembly includes a control module configured to receive a torque request and an engine configured to produce an output torque in response to the torque request. The control module includes a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for supervisory model predictive control. The control module includes a multi-layered structure with an upper-level (“UL”) optimizer module configured to optimize at least one system-level objective and a lower-level (“LL”) tracking control module configured to maintain at least one tracking parameter. The multi-layered structure is characterized by a decoupled cost function such that the UL optimizer module minimizes an upper-level cost function (CF.sub.UL) and the LL tracking control module minimizes a lower-level cost function (CF.sub.LL). The system-level objective may include minimizing fuel consumption of the engine and the tracking parameter may include delivering the torque requested to engine.

A method for propulsion of a vehicle (100): The vehicle (100) includes a combustion engine (101), and a gearbox (103) that can be adjusted to a number of gear ratios for transfer of force between the combustion engine (101) and at least one driving wheel (113, 114), at least one combustion chamber with at least one inlet for the supply of combustion gas and at least one outlet for the evacuation of an exhaust gas flow that has resulted from combustion in the combustion chambers and a turbocharger unit (203) for pressurizing the combustion gas. In the method, during the change of gear from a first higher gear ratio to a second lower gear ratio, the rate of revolution of the combustion engine (101) is reduced, to control the turbocharger unit such that the pressure of the combustion gas is reduced, to increase the pressure at the outlet by constriction of the exhaust gas flow, and when the rate of revolution of the combustion engine (101) has at least partially fallen towards a second rate of revolution, to control the turbocharger unit such that the combustion gas pressure is increased. Also a system and a vehicle including the system.

A method for propulsion of a vehicle (100): The vehicle (100) includes a combustion engine (101), and a gearbox (103) that can be adjusted to a number of gear ratios for transfer of force between the combustion engine (101) and at least one driving wheel (113, 114), at least one combustion chamber with at least one inlet for the supply of combustion gas and at least one outlet for the evacuation of an exhaust gas flow that has resulted from combustion in the combustion chambers and a turbocharger unit (203) for pressurizing the combustion gas. In the method, during the change of gear from a first higher gear ratio to a second lower gear ratio, the rate of revolution of the combustion engine (101) is reduced, to control the turbocharger unit such that the pressure of the combustion gas is reduced, to increase the pressure at the outlet by constriction of the exhaust gas flow, and when the rate of revolution of the combustion engine (101) has at least partially fallen towards a second rate of revolution, to control the turbocharger unit such that the combustion gas pressure is increased. Also a system and a vehicle including the system.

Disclosed herein are techniques for implementing vehicle ECU reprogramming, so the ECU programming, which plays a large role in vehicle performance characteristics, is tailored to current operational requirements, which may be different than the operational characteristics selected by the manufacturer when initially programming the vehicle ECU (or ECUs) with specific instruction sets, such as fuel maps. In one embodiment, a controller monitors the current operational characteristics of the vehicle, determines the current ECU programming, and determines if a different programming set would better suited to the current operating conditions. In the event that the current programming set should be replaced, the controller implements the ECU reprogramming. In a related embodiment, users are enabled to specify the ECU programming to change, such as changing speed limiter settings.

Disclosed herein are techniques for implementing vehicle ECU reprogramming, so the ECU programming, which plays a large role in vehicle performance characteristics, is tailored to current operational requirements, which may be different than the operational characteristics selected by the manufacturer when initially programming the vehicle ECU (or ECUs) with specific instruction sets, such as fuel maps. In one embodiment, a controller monitors the current operational characteristics of the vehicle, determines the current ECU programming, and determines if a different programming set would better suited to the current operating conditions. In the event that the current programming set should be replaced, the controller implements the ECU reprogramming. In a related embodiment, users are enabled to specify the ECU programming to change, such as changing speed limiter settings.

A power generation system for an internal combustion engine includes: a turbocharger capable of performing a turbocharger power generation using rotation of a turbine provided in an exhaust passage of the internal combustion engine; and a control unit including at least one electronic control unit. The control unit is configured to calculate a first power generation instruction value required for the turbocharger, and determine whether or not a magnitude relationship in which generated power of the turbocharger power generation is larger than an increase amount of a pumping loss of the internal combustion engine resulting from the turbocharger power generation is satisfied based on an operational state of the internal combustion engine, and calculate the first power generation instruction value larger when the magnitude relationship is satisfied than when the magnitude relationship is not satisfied.

A learning method for controlling opening or closing of an intake/exhaust valve of a vehicle may include a state determining step determining whether a vehicle state satisfies a learning entry condition, a learning frequency determining step determining whether a learning frequency is less than a preset reference frequency after the vehicle starts, when the vehicle state satisfies the learning entry condition, a change learning step learning an area of an inflow passage of the intake/exhaust valve that is changed due to a deposition of impurities, when the learning frequency while driving is less than the preset reference frequency after the vehicle starts, and an escape condition determining step determining whether the vehicle state satisfies a learning escape condition, after the learning step.