A diesel engine system, comprises a selectively actuated cylinder deactivation mechanism configured to lift and lower a valve and to deactivate actuation of the valve. A sleeve comprises a recesses. A controllable latch is movable between a latched condition to catch the latch in the recesses and an unlatched condition configured to collapse the latch from the recesses. A pushrod is coupled to the sleeve, the pushrod is configured to lift and lower the valve when the latch is in the latched condition. The pushrod is further configured to reciprocate inside the sleeve to deactivate actuation of the valve when the latch is in the unlatched condition.

A method for setting an idling speed of an internal combustion engine of a motor vehicle, in which the idling speed of the internal combustion engine is increased if a predetermined power request within an on-board power system of the motor vehicle is detected, wherein a generator for electrically supplying the on-board power system is driven by the internal combustion engine, and wherein the internal combustion engine is connected to a transmission of the motor vehicle, wherein the connection between the internal combustion engine and the transmission is disconnected, and/or a predetermined braking force is made available by means of at least one brake of the motor vehicle if the predetermined power request is detected.

A method for controlling a multi-cylinder combustion engine, wherein the combustion engine has a first operating state in which all cylinders are active, and a second operating state in which one of the multiple cylinders is active and one of the multiple cylinders is deactivated. The method comprises switching the combustion engine from the first to the second operating state, wherein, in the cylinder to be deactivated, an exhaust valve is deactivated after a combustion stroke and an intake valve is deactivated before an intake stroke following the combustion stroke in the closed state, and changing an ignition angle of the cylinder to be deactivated to an earlier ignition time and an optional change of the air/fuel mixture leads to a reduction in a temperature of an exhaust gas arising during the combustion stroke.

Methods and systems are provided for mitigating issues related to sluggish engine performance. In one example, a method comprises, responsive to an indication of degradation of one or more cylinders in the engine, reducing carbon buildup associated with the one or more cylinders via injecting a diesel exhaust fluid into an intake manifold of the engine while the engine is combusting air and fuel. In this way, a water content of the diesel exhaust fluid may be vaporized in the one or more engine cylinders, which may effectively reduce the carbon buildup.

An apparatus for calculating a maximum output torque of an engine of a hybrid electric vehicle includes a torque deviation calculating unit configured to calculate a torque deviation by using a currently output engine torque and an engine command torque, an engine output change learning unit configured to learn the torque deviation when a torque deviation learning start condition of the hybrid electric vehicle is satisfied, and an engine part load maximum torque calculating unit configured to calculate an engine part load maximum output torque based on the learned torque deviation so as to control an output of the engine.

Methods and systems are provided for controlling a vehicle engine to deliver desired torque to a power take off device coupled to the engine. In one example, the method may include, learning a filtered PTO torque demand during vehicle acceleration, and steady state operation, and during transition in engine states using the learned PTO torque demand to adjust engine speed in order to deliver a desired engine torque output for optimal operation of the PTO device.

A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector connected to an injection controller, an intake valve connected to an intake valve controller, and an exhaust valve connected to an exhaust valve controller. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand.

A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector connected to an injection controller, an intake valve connected to an intake valve controller, and an exhaust valve connected to an exhaust valve controller. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand.

Various methods and systems are provided for correcting relative error between a gaseous fuel torque estimate and a liquid fuel torque estimate in a multi-fuel engine. A system (e.g., a system for an engine) may include a controller with computer readable instructions stored on non-transitory memory that when executed during operation of the engine cause the controller to: operate the engine at a first substitution ratio of gaseous fuel and liquid fuel; correct for relative error between a gaseous fuel to torque conversion factor and a liquid fuel to torque conversion factor; and upon correcting for the relative error, operate the engine at a second substitution ratio, higher than the first substitution ratio.

The present disclosure relates to a system for managing engine output that includes a machine manager module and a combustion module. In one embodiment, the combustion module includes a slow response pathway and a fast response pathway. The slow response pathway includes managing air and fuel actuators and the fast response pathway includes managing spark timing. According to one embodiment, managing spark timing comprises bringing a spark actuator to the middle of a spark timing range for bi-directional control and involves sacrificing engine efficiency for engine responsiveness. Further, the fast response pathway may be selectively enabled based upon an optimization index.