A fuel-saving control device equipped with: a surplus drive force calculation unit for calculating surplus drive force; a fuel-saving control unit for executing a fuel-saving control which lowers and corrects the indicated fuel injection amount according to the accelerator position when the surplus drive force reaches or exceeds a threshold, and stopping the fuel-saving control when the surplus drive force falls below the threshold; a vehicle position detection unit for detecting the vehicle position; a map information storage unit for storing map information; a downshift operation detection unit for detecting a downshifting operation; and a forward gradient identification unit for identifying the forward gradient on the basis of the vehicle position and the map information. Therein, the fuel-saving control unit stops the fuel-saving control when a downshifting operation is detected and the forward gradient is an uphill grade equal to or greater than a threshold.

A method for operating an internal combustion engine of a motor vehicle, whereby an electrically heated component of an exhaust aftertreatment system being supplied with electrical power via an electric machine driven by the internal combustion engine, a load point shift of the internal combustion engine being carried out by an activation or a deactivation of the component or by a temporary storage of the necessary electrical energy for operating the component in a battery.

A control device for an engine is provided, which includes a combustion controlling module, and an ignition retard determining module configured to determine whether there is a request for an ignition retard for retarding an ignition timing of an ignition plug. When the controlling module controls the ignition plug and an injector so that the SPCCI combustion is performed and there is not the ignition retard request, the controlling module executes a control in which the entire fuel to be injected in one cycle is injected in an intake stroke and a jump-spark ignition is carried out at a basic ignition timing, and when there is the ignition retard request, the controlling module executes a control in which an injection is performed in an intake stroke, a portion of the entire fuel is injected in a compression stroke, and the ignition timing is retarded from the basic ignition timing.

A system can control an engine during a shift event of a multi-ratio transmission driven by the engine. The engine can include a throttle valve configured to selectively regulate a flow rate of air entering the engine. The system can include a controller configured to receive shift data indicative of an execution of the shift event by the multi-ratio transmission, receive first sensor data indicative of a temperature of the engine and second sensor data indicative of a temperature of the multi-ratio transmission, obtain a transient air value based on the temperature of the engine and the temperature of the multi-ratio transmission when the controller has received the shift data, and signal the throttle valve to move to a position corresponding to the transient air value when the controller has received the shift data.

A controller is configured to control a vehicle that includes an internal combustion engine and an automatic transmission. The controller is configured to execute a shifting process that switches a gear ratio of the automatic transmission and a lean operation process that operates the internal combustion engine with an air-fuel ratio of the air-fuel mixture in a cylinder leaner than a stoichiometric air-fuel ratio. The controller is further configured to, when executing the shifting process during execution of the lean operation process, set an air-fuel ratio in a case in which the shifting process is being executed to a value closer to the stoichiometric air-fuel ratio than an air-fuel ratio in a case in which the shifting process is not being executed.

An emergency vehicle throttle management system includes a system controller having a main body, a processor, a memory, a multiplex connectivity component, a powertrain connectivity component, and a life safety connectivity component. The life safety connectivity component functioning to communicate directly with one of the life safety systems onboard the emergency vehicle. The powertrain connection component functioning to communicate with the powertrain components of the emergency vehicle which are mechanically coupled to the life safety system. The system controller including functionality for transmitting a powertrain resource request to the powertrain of the emergency vehicle in response to a throttle adjustment request received from the life safety system or a command from the throttle pedal of the vehicle. A throttle rule management unit evaluates error notifications received from the multiplex system, and selectively instructs the throttle source circuit to generate powertrain resource requests.

An emergency vehicle throttle management system includes a system controller having a main body, a processor, a memory, a multiplex connectivity component, a powertrain connectivity component, and a life safety connectivity component. The life safety connectivity component functioning to communicate directly with one of the life safety systems onboard the emergency vehicle. The powertrain connection component functioning to communicate with the powertrain components of the emergency vehicle which are mechanically coupled to the life safety system. The system controller including functionality for transmitting a powertrain resource request to the powertrain of the emergency vehicle in response to a throttle adjustment request received from the life safety system or a command from the throttle pedal of the vehicle. A throttle rule management unit evaluates error notifications received from the multiplex system, and selectively instructs the throttle source circuit to generate powertrain resource requests.

A controller and a control method for a vehicle including an engine with a supercharger and an automatic transmission provided in a power transmission path between the engine and driving wheels are provided. The controller is configured to perform learning control of learning a command value associated with gear shifting of the automatic transmission. The controller is configured to limit a supercharging pressure of the supercharger when the automatic transmission is performing gear shifting to be equal to or less than a predetermined pressure until initial learning which is performed by the learning control unit in a predetermined period after the vehicle has been manufactured is completed.

An method for controlling an engine of a vehicle having the engine and a transmission may include communicating an air-controlled torque request signal between a transmission controller and an engine controller, adjusting an output torque of the engine by controlling an intake air amount of the engine based on the air-controlled torque request signal, communicating an ignition-and-fuel-controlled torque request signal between the transmission controller and the engine controller, determining a target torque value based on the ignition-and-fuel-controlled torque request signal, and adjusting the output torque of the engine by controlling an ignition timing and/or a fuel amount of the engine based on the target torque value.

Methods and controllers for coordinating firing fraction transitions that occur in conjunction with transmission shifts are described. In one aspect, an engine controller transmits a do-not-shift instruction to a transmission controller based at least in part on a determination that a particular type of firing fraction transition is desired. The firing fraction transition is then implemented using a skip fire transition protocol. In this manner, the transmission is affirmatively prevented from shifting during the firing fraction transition. The described approaches are well suited for use in connection with transitions to DCCO or DFCO operation.