Systems and methods for inhibiting implement-induced stall of a prime mover associated with a turf vehicle. In some embodiments, the vehicle includes an electronic controller (EC) adapted to monitor a speed of the prime mover and detect when the speed falls below a speed threshold. The EC is adapted to automatically disengage a power take-off (PTO) connecting the prime mover to the implement when the speed of the prime mover falls below this speed threshold.

A system and method for monitoring the negative impact of a filtration system on the fuel economy of an internal combustion engine. A filter monitoring controller receives engine operating parameters of the internal combustion engine. The filter monitoring controller determines an amount of power generated by the internal combustion engine based at least in part on the engine operating parameters. The filter monitoring controller determines a filter hydraulic power consumption of a filtration system providing a fluid to the internal combustion engine. The filter monitoring controller determines a fuel economy impact of the filtration system on the internal combustion engine based at least in part on the filter hydraulic power consumption of the filtration system. The filter monitoring controller compares the fuel economy impact of the filtration system to a threshold fuel economy impact to determine whether a filter element of the filtration system requires servicing.

A method for estimating a peak cylinder pressure associated with operation of an internal combustion engine may include receiving, in a cylinder combustion model, a fuel signal and an air signal. The cylinder combustion model may be configured to estimate at a first crankshaft angle, a first mass fuel burn rate and a first burned fuel-air ratio associated with combustion. The cylinder combustion model may also be configured to estimate at a second crankshaft angle, a combustion ignition delay associated with the combustion, and estimate at the second crankshaft angle, a start of combustion associated with the combustion of the fuel and the air supplied to the cylinder. The cylinder combustion model may be further configured to estimate, based at least in part on the start of combustion, a peak cylinder pressure associated with the combustion of the fuel and the air supplied to the cylinder.

A method for estimating a peak cylinder pressure associated with operation of an internal combustion engine may include receiving, in a cylinder combustion model, a fuel signal and an air signal. The cylinder combustion model may be configured to estimate at a first crankshaft angle, a first mass fuel burn rate and a first burned fuel-air ratio associated with combustion. The cylinder combustion model may also be configured to estimate at a second crankshaft angle, a combustion ignition delay associated with the combustion, and estimate at the second crankshaft angle, a start of combustion associated with the combustion of the fuel and the air supplied to the cylinder. The cylinder combustion model may be further configured to estimate, based at least in part on the start of combustion, a peak cylinder pressure associated with the combustion of the fuel and the air supplied to the cylinder.

An apparatus includes an engine friction module in operative communication with an engine and structured to interpret engine operation data indicative of an engine friction amount, and a stop/start module structured to compare the engine operation data with predetermined protective criteria that includes an engine friction threshold and to turn off the engine for at least a portion of time based on the engine friction threshold exceeding the engine friction amount.

A system and method of controlling a cylinder deactivation mechanism can comprise executing a valve lift event configured to lift a valve via a rocker arm. The rocker arm can be configured with a controllable latch in a latched condition, wherein the controllable latch is configured with an edge that is clamped in a recess in the rocker arm during the valve lift event, a clamp force supplied in part by pressure from the valve lift event. A deactivation signal can be sent to select the unlatched condition to collapse the controllable latch from the recess while the controllable latch is configured in the valve lift event with the edge clamped in the recess. A subsequent valve lift event can have actuation deactivated by collapsing the controllable latch from the recess once the valve lift event is complete and the clamp force is removed.

Cross-port air flow that improves engine fuel economy and reduces pumping losses during part-throttle operation can be implemented in various types of internal combustion engine systems using ports that interconnect the intake ports of different cylinders, thus allowing different cylinders to share combustion air. Cross-port air flow is commenced during part-throttle engine operation to disrupt the primary combustion air flow from each throttle to its associated cylinder, which reduces charge density and engine power. The engine compensates for the reduced power by incrementally opening the throttles, thus increasing the primary combustion air flow, reducing pumping losses and improving fuel economy.

A method of reducing cold startup time of a genset includes providing a lubricant to the genset at predetermined time intervals before a genset startup. The lubricant is heated to a predetermined lubricant temperature using an external heating system. A high temperature coolant of the genset is heated to greater than a predetermined high temperature coolant temperature. The speed of the engine is ramped to a target speed continuously without pausing at a speed lower than the target speed. Genset electrical parameters of the genset are synchronized to utility grid or load electrical parameters of the utility grid or load. The genset is electrically coupled to the utility grid or load such that the synchronizing and electrically coupling are performed within a predetermined synchronization time. A fueling rate and a spark timing is adjusted based on a power being produced by the genset.

A control arithmetic unit uses a control storage area to compute a target control amount for combustion of an internal combustion engine according to a user required torque. A monitoring arithmetic unit uses a monitoring storage area to perform computation and to monitor presence or absence of a torque anomaly state in which an estimated torque is deviated from an engine required torque by a predetermined amount or more. The monitoring arithmetic unit computes the estimated torque by using a blow through state amount. The blow through state amount is a quantity of intake air blowing through out of an exhaust port in an intake stroke of the internal combustion engine, a degree to which intake air blows through out of the exhaust port, or an in-cylinder air quantity which is a quantity of air filled into a combustion chamber of the internal combustion engine.

The present disclosure relates to systems and methods for managing engine output. A method includes receiving at least one of a torque input and an acceleration input; generating a torque request for an engine; receiving the torque request; and determining an amount of the torque request that can be provided by a fast response actuator including a spark timing actuator based on a governed torque fraction value based on existing operating conditions of the spark timing actuator and a torque fraction value indicative of a total torque request value and an anticipated future torque demand value. The method includes managing the spark timing actuator to produce the amount of torque; determining a remaining amount of the torque request that cannot be provided the fast response actuator based on an existing operating condition of the engine; and commanding a slow response actuator to provide the remaining amount of the torque request.