Methods and systems are provided for operating a fuel system comprising two lift pumps. In one example, a method may comprise adjusting operation of a first lift pump to achieve a desired fuel rail pressure. The method may comprise powering on a second lift pump to achieve the desired fuel rail pressure when operating only the first lift pump is not sufficient to achieve the desired fuel rail pressure.

A vehicle control device includes: a change gear ratio changing circuit configured to execute an up-shift of a change gear ratio in an automatic transmission; a change gear ratio determination circuit configured to determine whether or not an up-shift condition is satisfied based on a change gear diagrammatic view; a combustion mode determination circuit configured to determine whether or not a switching condition for switching from a predetermined combustion mode, in which an air-fuel ratio of the engine is an air-fuel ratio on a rich side than a lean air-fuel ratio, to a supercharged lean combustion mode, in which the air-fuel ratio of an engine is made to the lean air-fuel ratio while executing supercharging by a supercharger, is satisfied; and a change regulating circuit configured to regulate the change gear ratio changing circuit to execute the up-shift at the time both conditions are satisfied.

Methods and systems are provided for coordinating operation of a high pressure EGR control loop with a boost pressure control loop. In one example, following a tip-in, turbine vane position may be adjusted as a function of a maximum permissible exhaust pressure upstream of a turbocharger turbine. The maximum permissible exhaust pressure may be determined as a function of a HP EGR valve position at the time of the tip-in.

A vehicle includes a motor positioned between an engine and a driveline connected to a vehicle wheel, and a controller. The controller controls engine torque and maintains motor torque during wheel torque and driveline component torque reversals to limit a vehicle output torque rate of change through a lash region associated with a range of driveline torque ratios. A method of controlling a hybrid vehicle includes controlling engine torque to a specified profile and maintaining motor torque at a generally constant value during at least one of wheel torque and driveline component torque reversals to limit a vehicle output torque rate of change through a lash region associated with a range of driveline torque ratios.

The present invention refers to a method for operating an internal combustion engine in a transition operating mode, comprising the steps of determining an initial fuel oxidizer ratio threshold and a demanded fuel oxidizer ratio for a fuel mixture to be supplied to a combustion chamber of the engine. If the demanded fuel oxidizer ratio exceeds the initial fuel oxidizer ratio threshold, the engine is temporally operated in a raised response mode, in which a fuel oxidizer ratio threshold is increased from the initial fuel oxidizer ratio threshold to a raised fuel oxidizer ratio threshold, and a fuel mixture having the demanded fuel oxidizer ratio is supplied into the combustion chamber of the engine.

A method to control a road vehicle during a slip of the drive wheels, which are caused to rotate by an internal combustion engine provided with a plurality of cylinders arranged in two banks, and with a plurality of fuel injectors each injecting fuel into a corresponding cylinder. The control method comprises the steps of: detecting a slip of at least one drive wheel; and controlling the internal combustion engine, only during a slip of at least one drive wheel, with a signalling law, which causes the internal combustion engine to work in an abnormal manner so as to generate an abnormal vibration and/or an abnormal noise, which can be perceived by the driver. The internal combustion engine has two twin control units, each of which is associated with a corresponding bank, controls all and the sole injectors of its own bank and actuates the signalling law completely independently of and autonomously from the other control unit.

A fuel injection control unit includes: a first transience determination unit which determines an accelerating state when the first intake pressure differential integration value in a section including a compression stroke, an expansion stroke and an exhaust stroke is greater than a first acceleration determination threshold value; a first transient fuel injection amount calculation unit which calculates an additional fuel injection amount on the basis of the first intake pressure differential integration value; a second transience determination unit which determines an accelerating state when the second intake pressure differential integration value in a section including an intake stroke is greater than a second acceleration determination threshold value which is smaller than the first acceleration determination threshold value; and a second transient fuel injection amount calculation unit which calculates an additional fuel injection amount on the basis of the second intake pressure differential integration value.

At the time of increasing an actual intake air amount by increasing a valve overlap period of intake and exhaust valves (2; 3), an actual compression ratio is temporarily decreased to be lower than a steady-state target compression ratio. This makes it possible to increase the valve overlap period without causing interference of the intake and exhaust valves (2; 3) with a piston (8).

At the time of increasing an actual intake air amount by increasing a valve overlap period of intake and exhaust valves (2; 3), an actual compression ratio is temporarily decreased to be lower than a steady-state target compression ratio. This makes it possible to increase the valve overlap period without causing interference of the intake and exhaust valves (2; 3) with a piston (8).

A method of testing an automotive vehicle estimates acceleration for multiple time windows. Each of the time windows has a different length. A speed of the vehicle is measured. The acceleration vector is estimated, for the time windows, as a function of the speed and a test speed. A target acceleration is calculated by multiplying the acceleration vector by a driving mode vector. A target speed, of a driver model, is set as a function of a test cycle, the target acceleration, and the speed. The vehicle is controlled at the target speed.