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 rotational speed control apparatus for an engine is provided. The engine configured to drive a compressor that compresses a cooling medium for air conditioning. The rotational speed control apparatus includes electronic control unit. The electronic control unit is configured to: (a) correct a torque of the engine through feedback in accordance with a deviation between a rotational speed during idle operation and a target rotational speed; (b) (i) calculate a load torque of the compressor, and (ii) correct the calculated load torque through feedback in accordance with a deviation between the rotational speed of the engine and the target rotational speed and correct a required value of the torque of the engine in accordance with the corrected load torque, in a predetermined period from a start of a changeover between a driven state of the compressor and a stopped state of the compressor.

A vehicle for agricultural use has wheel groups, an engine group, an engine control unit, auxiliary operating groups, a gearbox group, a power take-off group, and a detection system having an engine power detector for detecting an engine power value, an auxiliary power detector for detecting an auxiliary power value, a drive power detector for detecting a drive power value, and an operating unit operatively connected to the detectors to receive the engine power value, auxiliary power value, and drive power value and suitable for identifying a take-off power value corresponding to power used by the power take-off group. The operating unit checks the drive power value with respect to a drive threshold value and/or the power take-off power value with respect to a power take-off threshold value and is connected to the engine control unit to control supply of the engine group as a function of check results.

A control device for a hybrid vehicle includes: an engine; an electric motor; a power distribution mechanism including an input element connected to the engine, an output element to transmit power toward an output shaft, and a reaction force element fixed selectively and non-rotatably and brings about a reaction force against power from the engine and to distribute power from the engine to the electric motor and the output shaft; a fixing unit selectively switching between an engaged state and a disengaged state; and a control unit to control a magnitude of torque output from the engine in the engaged state to be less than the magnitude of torque output from the engine in the disengaged state when an engine speed in the disengaged state is equivalent to that in the engaged state.

An apparatus for controlling a gasoline-diesel complex combustion engine includes an engine generating driving torque by burning gasoline fuel and diesel fuel, a driving information detector for detecting driving information of the engine, and a controller for controlling a diesel injector such that diesel fuel is injected as a single injection or a split injection based on a driving region and a knock intensity included within the driving information.

The present disclosure includes a system for improving the perceived ease of operation in a work vehicle with an internal combustion engine. According to an aspect of the present disclosure, the system comprises a torque converter coupled at one end to the internal combustion engine and is coupled to a transmission at an opposite end via at least a transmission input shaft. The system also comprises at least two governors coupled to the internal combustion engine, wherein the governors are configured to adjust an operating parameter of the internal combustion engine. In addition, the system comprises a vehicle control unit communicatively coupled to the governors wherein the vehicle control unit is configured to receive a first and a second speed signal. This vehicle control unit commands the engine control unit to enable to at least one of the governors when a ratio of the first speed signal to the second speed signal exceeds a first predetermined threshold.

A control apparatus for controlling an automatic transmission including a torque converter to which a driving force of an engine is input includes a specifying unit configured to specify a drag torque of a wet friction type lock-up clutch, and a transmission unit configured to transmit load information including at least the drag torque specified by the specifying unit to a control apparatus of the engine. The specifying unit specifies the drag torque of the lock-up clutch during in-gear based on a slip ratio of the torque converter before in-gear when the lock-up clutch is released.

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.

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.

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.