In various aspects, internal combustion engines, engine controllers and methods of controlling engines are described. The engine includes a camshaft and a two cylinder sets. Cylinders in the first are deactivatable and cylinders in the second set may be fired at high or low output levels. The air charge for each fired working cycle is set based on whether a high or low torque output is selected. In some implementations, the camshaft is axially shiftable between first and second positions. First cam lobes are configured to cause their associated cylinders to intake a large air charge during intake strokes that occur when the camshaft is in the first position. Second cam lobes for cylinders in the second set cause their associated cylinders to intake a smaller air charge when the camshaft is in the second position. Second cam lobes for cylinders in the first set deactivate their associated cylinders.

In various aspects, internal combustion engines, engine controllers and methods of controlling engines are described. The engine includes a camshaft and a two cylinder sets. Cylinders in the first are deactivatable and cylinders in the second set may be fired at high or low output levels. The air charge for each fired working cycle is set based on whether a high or low torque output is selected. In some implementations, the camshaft is axially shiftable between first and second positions. First cam lobes are configured to cause their associated cylinders to intake a large air charge during intake strokes that occur when the camshaft is in the first position. Second cam lobes for cylinders in the second set cause their associated cylinders to intake a smaller air charge when the camshaft is in the second position. Second cam lobes for cylinders in the first set deactivate their associated cylinders.

Methods and systems are provided for controlling a boosted engine system, having a turbocharger and a charge air cooler, to limit overheating of a compressor outlet. In one example, a method includes predicting an engine torque profile based on current and future engine operating conditions. The method then models a compressor outlet temperature profile and reduces engine torque output to limit overheating of the compressor outlet.

Methods and systems are provided for controlling a boosted engine system, having a turbocharger and a charge air cooler, to limit overheating of a compressor outlet. In one example, a method includes predicting an engine torque profile based on current and future engine operating conditions. The method then models a compressor outlet temperature profile and reduces engine torque output to limit overheating of the compressor outlet.

A turbine with multiple gas inlets is designed by a process of, for a given engine, obtaining time series data characterizing the power bias of the engine, obtaining an isentropic power associated with each data point of the time series, and using the isentropic powers to obtain a design point. The turbine is then designed based on the design point, such as by optimising one or more design parameters of the turbine based on the design point.

A side-by-side off-road utility vehicle comprising a vehicle operational status switch for controlling the operational status of the vehicle, a side-by-side seating structure, a plurality of safety restraint devices operable to retain one or more vehicle passenger in the side-by-side seating structure, and a prime mover RPM controller. The prime mover RPM controller operable to output commands to the one or more prime mover of the vehicle to limit a rotational speed of the prime mover(s) when the vehicle is in an On operational status and a selected one or more of the one or more safety restraints is in a disengaged status.

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.

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.

A kill switch assembly for an internal combustion engine may include a housing, a first terminal carried by the housing and connected to a ground wire, a second terminal carried by the housing and connected to an engine microcontroller communication wire, and a kill switch. The kill switch may be carried by the housing, electrically connected to the first and second terminals, and manually operable by an operator to change the state of the electric switch to provide an engine stop signal to the engine microcontroller. The assembly may also include an electronic circuit carried by the housing, connected to the first and second terminals, and through the wires communicating with the engine microcontroller.

A kill switch assembly for an internal combustion engine may include a housing, a first terminal carried by the housing and connected to a ground wire, a second terminal carried by the housing and connected to an engine microcontroller communication wire, and a kill switch. The kill switch may be carried by the housing, electrically connected to the first and second terminals, and manually operable by an operator to change the state of the electric switch to provide an engine stop signal to the engine microcontroller. The assembly may also include an electronic circuit carried by the housing, connected to the first and second terminals, and through the wires communicating with the engine microcontroller.