An integrated control system and method which improves load application/rejection performance for diesel generating sets is disclosed. Feedback-linearizing control is used for voltage regulation, which removes interaction between automatic voltage regulation and speed regulation. A proper feed-forward signal is sent to the governor using load anticipation control. The integrated control reduces engine speed and voltage deviations. It is implemented in the voltage regulator, since it recognizes load changes before the engine. The integrated control helps the engine anticipate throttle adjustments in advance of load being recognized by the engine. Test results show an improvement in engine speed recovery after a large increase or decrease in load.

A valve control device performs feedback control of a drive mechanism for a wastegate valve provided for a supercharger of an engine on the basis of a sensor signal indicating a real degree of opening of the wastegate valve and a target degree of opening of the wastegate valve, and includes a gain setting unit configured to set different control gains when the wastegate valve is closed and when the wastegate valve is opened.

A fuel injection control device includes: an energization control unit that controls a fuel injection valve; an inter-terminal voltage acquiring unit that acquires an inter-terminal voltage of the fuel injection valve at a predetermined time interval; and a state determining unit that determines an open-close operation state of the fuel injection valve based on the acquired inter-terminal voltage, wherein the state determining unit sets, for each of the plurality of fuel injections in the fuel injection period, a valve closing determination period after the electricity to the fuel injection valve is turned off, the period having a time length determined according to a number of injection stages of the multi-stage injection, and determines that the fuel injection valve is in a fully closed state when the voltage change due to a valve body movement of the fuel injection valve appears in the inter-terminal voltage acquired in the valve closing determination period.

During a stage (E0) of starting the turbine engine, the method of the invention comprises: an open-loop generating step (E10) of generating a fuel flow rate command (WF_OL) from at least one pre-established relationship; and a closed-loop monitoring step (E20-E30) of monitoring at least one operating parameter of the turbine engine selected from: a rate of acceleration (dN2/dt) of a compressor of the turbine engine; and a temperature (EGT) at the outlet from a turbine of the turbine engine; this monitoring step comprising maintaining (E30) the operating parameter in a determined range of values by using at least one corrector network (R1, R2, R3) associated with the parameter and suitable for delivering a signal for correcting the open-loop generated fuel flow rate command so as to maintain the operating parameter in the determined range of values.

Provided is a control device for an internal combustion engine, which is configured to: acquire an internal combustion engine required opening degree of the waste gate valve based on the operation state of the internal combustion engine. When the internal combustion engine required opening degree is full closing, full closing learning control is carried out by converting the target opening degree of the waste gate valve to a target opening degree for full closing learning so as to bring about a state in which the waste gate valve fully closes the exhaust bypass passage. When a state in which the position of the actuator does not change consequently continues for a set period, it is considered that the fully closed state is brought about and the full closing learning is finished, and a correction amount for the feedback control is decreased.

A control device according to an embodiment includes a storage, a determining unit, and a driving unit. The storage stores therein information on a hysteresis area of an actuator. The determining unit determines, based on a control mode, a target current value according to the hysteresis area whose information is stored in the storage. The driving unit supplies a driving current according to the target current value determined by the determining unit to the actuator.

Embodiments of the present invention described herein include a control system for a vehicle. The control system includes a control module that dynamically computes a first power value (P.sub.C) to be generated by a compressor based on an estimation model of the compressor. The control system further includes a power term estimator module that dynamically computes a second power value (P.sub.U) based on a measured compressor pressure ratio (c.sup.meas) of the compressor. The control module further computes an amount of power to be generated by an engine (Pt.sup.des) by adding the first power value and the second power value. The control module further adjusts an actuator position to generate the amount of power to be generated.

A method for controlling power takeoff (PTO) clutch engagement includes determining an output clutch speed, adjusting a clutch current at a predetermined rate, estimating an inertial load of a PTO implement and adjusting the clutch current for one or more times at a time interval, and selecting a clutch control algorithm configured for the inertial load of the PTO implement.

A method for controlling a dual fuel engine system includes determining a gas flow target for an internal combustion engine of the dual fuel engine system, where the gas flow target is based on a gas power target of the internal combustion engine, a thermal efficiency estimate of the internal combustion engine, and a lower heating value (LHV) within the internal combustion engine. The method also includes adjusting the gas flow target based on at least one of a measured gas temperature or a measured gas injector pressure and determining at least one base gas injector command based on the adjusted gas flow target, a gas substitution rate estimate, and a gas substitution rate target. The method further includes determining, based on the at least one base gas injector command, a gas injector command for at least one engine bank.

The present invention relates to a method for determining a manipulated variable for adjusting an intake manifold pressure in an internal combustion engine on the basis of a target intake manifold pressure, whereby the target intake manifold pressure is corrected as a function of a limit value of the manipulated variable and/or as a function of a variable that has been influenced by the limit value of the manipulated variable. Moreover, the invention relates to a control circuit for carrying out such a method.