Proposed is a method and system for controlling an Exhaust Gas Recirculation (EGR) device in high-load driving, and an internal combustion engine vehicle including the system. The method of controlling an EGR device in high-load driving compares a ratio of pressures at a front end and a rear end of a throttle valve with a preset critical value that is a reference for determining high-load driving, performs Wide Open Throttle (WOT) control for fully opening the throttle valve when the ratio of pressures is larger than the preset critical value, determines whether engine torque due to the WOT control and use of EGR satisfies torque requested by a driver, and corrects throttle opening or stops use of EGR, depending on whether the engine torque due to use of EGR together with the WOT control satisfies the requested torque.

A method and system for operating a vehicle that includes an integrated starter/generator and a driveline disconnect clutch is described. In one example, the method estimates engine torque as a function of engine temperature during cold engine starts so that if an estimate of engine torque is in error, the integrated starter/generator may still successfully start the engine.

An electronic control method for a throttle by an electronic control throttle device that controls the throttle while an electronic control unit generates a control signal based on an input data signal. The method may include calculating an engine rotation speed deviation from a difference between an engine rotation speed and an input engine rotation speed command, calculating an engine rotational acceleration based on the engine rotation speed, obtaining a proportional torque from a product of the engine rotation speed deviation and a predetermined coefficient, obtaining an integral torque by integrating a value obtained by subtracting a product of the engine rotational acceleration and the predetermined coefficient from the product of the engine rotation speed deviation and the predetermined coefficient, and generating a control signal for the throttle by using a sum of the proportional torque and the integral torque as a value of a torque command.

A vehicle control device is configured to execute a fuel cut control for stopping fuel supply to an internal combustion engine in response to a deceleration request to a vehicle; disengage a lock-up clutch and open a throttle of the vehicle during execution of fuel cut control; execute motor assist in a case where there is an acceleration request to a vehicle while the lock-up clutch is disengaged and the throttle is opened; and execute a motor torque reduction control for temporarily reducing an output from an electric motor based on a rotation speed of the internal combustion engine and a rotation speed of a main shaft during the execution of the motor assist.

The control device for an internal combustion engine disclosed in the present application is a control device that determines the presence or absence of misfire based on an angle detection cycle calculated from an output signal of an angle sensor, the control device includes an arithmetic processing device and a storage device, the control device is configured so that the storage device stores the angle detection cycle calculated in a misfire detection threshold value comparison section after the reference angle section as a threshold value comparison target cycle and is configured such that the arithmetic processing device determines the presence or absence of misfire based on the misfire detection threshold value cycle calculated based on the reference detection cycle and the threshold value comparison target cycle, thereby it becomes possible to accurately determine the presence or absence of misfire in the control device for the internal combustion engine.

A system comprising an engine and a controller configured to determine an air mass flow command to provide a target air mass flow value to the engine that is based on a base air mass flow value adjusted for engine operating conditions, deviations in the actual torque from a target torque, and corrected for flow conditions.

A method controls an internal combustion engine having a drive output shaft that is coupled to an input shaft of a transmission. The internal combustion engine and the transmission are encompassed by a drivetrain for the drive of a motor vehicle. The method includes determining a rotational speed of the drive output shaft of the internal combustion engine and determining a rotational acceleration of the drive output shaft based on the rotational speed of the drive output shaft. A dynamic torque of the internal combustion engine is determined as a product of the rotational acceleration and a dynamic moment of inertia of the internal combustion engine. A maximum combustion torque of the internal combustion engine is determined from a sum of a predetermined maximum torque at the input shaft of the transmission and the dynamic load torque of the internal combustion engine.

A method for detecting glow ignition of a fuel-air mixture in a combustion chamber of an internal combustion engine having at least one first cylinder and at least one second cylinder, the at least one first and second cylinders being connected by a crankshaft, according to which method partial segment times of the at least one first cylinder are measured. The method is characterized in that partial segment times of the at least one second cylinder are measured and a reference characteristic for the glow ignition is formed by a comparison of partial segment times of the at least one first cylinder with partial segment times of the at least one second cylinder and subsequently a signal is generated for the detection of the glow ignition on the basis of the comparison.

A method for operating a compression ignition engine includes forming a combustible mixture by mixing generally homogeneously a first fuel and air and introducing this mixture into the at least one cylinder, compressing the combustible mixture with the piston in a compression stroke, injecting a second fuel to the combustible mixture at an injection-time of the second fuel during the compression stroke but before start of combustion, and continuing the compression stroke until combustion starts at those locations in the at least one cylinder where concentration of the second fuel is highest and/or the temperature of the mixture is the highest. Emission of the cylinder and/or mechanical stress of the cylinder caused by the combustion are monitored, and if emissions and/or mechanical stress are above respective predetermined thresholds, individually for the cylinder, the amount and/or the timing of the second fuel injected, and/or temperature of the cylinder charge is changed.

In a test run, in order to easily provide a high-quality propulsion torque of a torque generator based on the partially low-quality measured variables available on the test bench, it is foreseen that an inner torque (M.sub.i) of the torque generator (D) is measured and based on the measured inner torque (M.sub.i), from an equation of motion, including the measured inner torque (M.sub.i), a dynamic torque (M.sub.dyn) and a shaft torque (M.sub.w) measured on the output shaft of the torque generator (D), a correction torque ({circumflex over (M)}.sub.cor) is estimated, and from the estimated correction torque ({circumflex over (M)}.sub.cor) and the measured inner torque (M.sub.i), the propulsion torque (M.sub.v) according to the relation M.sub.v={circumflex over (M)}.sub.cor+M.sub.i is computed.