A method and a system for control of a torque Tq.sub.demand requested from an engine in a vehicle, wherein the engine provides a dynamic torque Tq.sub.fw in response to the torque Tq.sub.demand. Control of the requested torque Tq.sub.demand is performed such that the control provides a desired value Tq.sub.fw.sub._.sub.req for the dynamic torque and/or a desired derivative Tq.sub.fw.sub._.sub.req for the dynamic torque. This is achieved by basing the control on at least one current value Tq.sub.fw.sub._.sub.pres for the dynamic torque, on one or several of the desired value Tq.sub.fw.sub._.sub.req and the desired derivative Tq.sub.fq.sub._.sub.req for the dynamic torque, and on a total delay time t.sub.delay.sub._.sub.total elapsing from determination of at least one parameter value, to when a change of the dynamic torque Tq.sub.fw based on the determined at least one parameter value, has been effected.

In one aspect, a method for controlling operation of an internal combustion engine is described. The engine is operated in a skip fire manner such that selected skipped working cycles are skipped and selected active working cycles are fired to deliver a desired engine output. A particular level of torque output is selected for each of the fired working chambers. Various methods, arrangements and systems related to the above method are also described.

A system and method for determining an engine mass air flow (MAF) for use in an engine air to fuel ratio (AFR) calculation to operate an engine includes monitoring engine operation, determining in the electronic controller a first estimation of engine MAF based on a regression model, determining in the electronic controller a second estimation of engine MAF based on a flow model, and selecting the first or second estimation of engine MAF based on an operating state of the engine. Each estimation can use various engine parameters interchangeably to provide a robust system against sensor failures.

The vehicle behavior control device comprises an engine control part operable, when an steering speed is greater than a predetermined threshold, and both of a steering wheel angle of a vehicle and the steering speed are increasing, to reduce an output torque of a multi-cylinder internal combustion engine along with an increase in the steering speed, and when the steering speed is equal to or less than the threshold, to stop the reduction of the output torque, and a threshold setting part operable, when the operation mode of the engine is the all-cylinder operation, to set the threshold to a first threshold T.sub.S1, and, when the operation mode of the engine is the reduced-cylinder operation, to set the threshold to a second threshold T.sub.S2 which is less than the first threshold T.sub.S1.

A work vehicle equipped with an HST traveling drive device, includes: an operation quantity detector that detects an operation quantity representing an extent to which an accelerator pedal is operated; a rotation rate detector that detects an actual rotation rate at a prime mover; a requested rotation rate calculation unit that calculates a requested rotation rate for the prime mover based upon the operation quantity detected by the operation quantity detector; and a prime mover control unit that controls the actual rotation rate based upon the requested rotation rate calculated by the requested rotation rate calculation unit. When the requested rotation rate is higher than a predetermined value, the requested rotation rate calculation unit calculates a rate of acceleration for the requested rotation rate based upon a difference between the requested and the actual rotation rate detected by the rotation rate detector and calculates the requested rotation rate based upon the calculated rate of acceleration.

A control device is configured to calculate a basic accelerator request torque based on an accelerator opening degree detected by an accelerator opening degree sensor, and calculate a target acceleration increase amount based on relations between the target acceleration increase amount and an accelerator opening degree increase amount. Further, the control device is configured to calculate a torque increase amount correction amount based on the target acceleration increase amount, calculate a request engine torque based on the basic accelerator request torque and the torque increase amount correction amount, calculate a request injection amount based on the request engine torque, and control a fuel injection valve based on the request injection amount. The relations are such that as a present operating state is close to a constraint, a ratio of the target acceleration increase amount and the accelerator opening degree increase amount becomes smaller.

A gasifier energy production device including: a gasifier device including a fuel inlet, an air inlet, and a fuel gas outlet; a heat engine including an air inlet, a fuel gas inlet, and an exhaust gases outlet; a battery; an electrical current generator, the heat engine is coupled to at least the electrical current generator and the electrical generator is coupled to the battery; and a controller such that all fuel gas produced by the gasifier device once the gasifier device produces sufficient gas to make the heat engine operate and until the heat engine has stopped is injected into the engine such that energy required at an output from the energy production device is independent of the production of fuel gas.

A control device for an engine provided with a turbocharger properly uses a parameter used for controlling a center-of-gravity position of a heat generation rate determined by a heat generation rate as the amount per unit crank angle of heat generated by combustion of fuel depending on operating situations of the engine and a vehicle in which the engine is mounted. Specifically, an increase in a turbocharging pressure of the turbocharger is executed when a rotational speed of the engine and a speed of the vehicle in which the engine is mounted are lower than predetermined reference values in a case where the center-of-gravity position of a heat generation rate is further on a retard side than a predetermined crank angle and one or both of an increase in a fuel injection pressure and advancing of a fuel injection timing are executed when the rotational speed of the engine or the speed of the vehicle in which the engine is mounted are equal to or higher than the predetermined reference values in the case where the center-of-gravity position of a heat generation rate is further on the retard side than the predetermined crank angle. Then, fuel economy can be improved by the center-of-gravity position of a heat generation rate being maintained at a predetermined fixed value regardless of a load of the engine and/or the engine rotational speed while an increase in noise and vibration a user feels uncomfortable with is suppressed.

A running control system for vehicles is provided to reduce engagement shocks of a clutch and to raise the torque of drive wheels quickly upon satisfaction of a condition of engagement of the clutch. In a vehicle to which the running control system is applied, power transmission between an engine and the drive wheels is selectively enabled by the clutch. The running control system is configured to raise a speed of the engine from an idling speed if the clutch is expected to be engaged during coasting where the clutch is in disengagement to interrupt a torque transmission between the engine and the drive wheels.

Methods and systems are provided for improving combustion stability, in particular during transient operations such as tip-out to lower load conditions, when EGR is being purged. Until a desired LP-EGR rate is achieved, fuel may be delivered as a split injection with at least an intake stroke injection and a compression stroke injection. Subsequently, single fuel injection may be resumed.