Systems and methods are provided for controlling a power plant during use of a power take-off (PTO) device, wherein the responsiveness and stability of the controller are adjustable by an operator in the field. The use of setting maps allows fine tuning of controller responsiveness while also ensuring that expected performance would be achieved at any setting within the setting map. In some embodiments, a proportional-integral-derivative (PID) controller is used to control engine speed, and gains for the proportional, integral, and derivative terms are obtained from setting maps based on a responsiveness setting chosen by a vehicle operator.

An engine fuel delivery system includes a fuel pump having a pumping chamber to increase fuel pressure and a closeable inlet valve, and a fuel rail to communicate pressurized fuel received from the fuel pump to at least one engine cylinder. The engine fuel delivery system also includes a controller programmed to issue a control signal to periodically close the inlet valve to generate a setpoint fuel pressure within the pumping chamber. The controller is also programmed to adjust a control signal gain value in response to deviation in an outlet fuel pressure relative to the setpoint fuel pressure. The controller is further programmed to issue a warning message in response to the control signal gain being adjusted by more than a predetermined threshold from a calibrated gain value.

An internal combustion engine includes an air charging system. A method to control the air charging system includes providing a desired operating target command for the air charging system, and monitoring operating parameters of the air charging system. An error between the desired operating target command for the air charging system and the corresponding one of said operating parameters of the air charging system is determined, and scheduled PID gains are determined based on the error utilizing a PID controller. An adaptive algorithm is applied to modify the scheduled PID gains, and a system control command for the air charging system is determined based upon the modified scheduled PID gains. The air charging system is controlled based upon the system control command for the air charging system.

Methods and systems are provided for pressure control in a boosted engine system. A variable geometry turbine (VGT) geometry, and/or wastegate (WG), and/or an exhaust gas recirculation (EGR) valve opening is adjusted based a difference between the exhaust pressure and an intake pressure, and optionally other signals (e.g., engine speed, exhaust pressure) in order to reduce the difference between exhaust and intake manifold pressures, thereby reducing pumping work losses.

Systems and methods are provided for controlling a power plant during use of a power take-off (PTO) device, wherein the responsiveness and stability of the controller are adjustable by an operator in the field. The use of setting maps allows fine tuning of controller responsiveness while also ensuring that expected performance would be achieved at any setting within the setting map. In some embodiments, a proportional-integral-derivative (PID) controller is used to control engine speed, and gains for the proportional, integral, and derivative terms are obtained from setting maps based on a responsiveness setting chosen by a vehicle operator.

An intake air temperature estimation system includes: an adiabatically compressed intake air temperature computing unit that computes an adiabatically compressed intake air temperature based on an intake air temperature before compression, an intake air pressure before compression and an intake air pressure after compression; and an estimated intake air temperature computing unit that computes an estimated intake air temperature. The estimated intake air temperature computing unit variably sets a coefficient of the function in response to an amount of change per unit time in the intake air pressure after compression such that a followability of the estimated intake air temperature to the adiabatically compressed intake air temperature at the time when the amount of change is large is higher than a followability of the estimated intake air temperature to the adiabatically compressed intake air temperature at the time when the amount of change is small.

A control apparatus controlling a controlled variable of a controlled object having a response lag characteristic using a combination of feedforward control method, response-specifying control method, and disturbance compensation method. An ECU of the apparatus calculates driver demand boost pressure for feedforward-controlling actual boost pressure as controlled variable, and calculates FB target pressure as value on which response lag characteristic of the actual value to the driver demand value is reflected. The ECU calculates error as difference between the actual and target values, and feedback correction term as sum of equivalent control input including disturbance estimated value and the error as variables and reaching law input, using equation defining relationship between the error, feedback correction term value, and disturbance estimated value, and response-specifying control algorithm, and then adds the correction term value to the driver demand value to thereby calculate demanded boost pressure as control input.

A smoothing coefficient is set value such that a value of smoothing coefficient when the fuel pressure difference is larger than the threshold value is larger than a value of smoothing coefficient when a fuel pressure difference between a target fuel pressure and a detected fuel pressure is equal to or smaller than a threshold value. A smoothened fuel pressure is calculated by performing fuel pressure smoothing processing on the detected fuel pressure, using the smoothing coefficient. An in-cylinder injection valve is controlled such that fuel is injected during a target fuel injection duration according to the smoothened fuel pressure from the in-cylinder injection valve.

A method for operating an internal combustion engine having an injection system which has a high-pressure accumulator, high pressure in the high-pressure accumulator being controlled via a suction throttle on the low-pressure side, acting as a first pressure control element in a first high-pressure control loop. During normal operation, a high-pressure disturbance variable is produced by a pressure regulating valve on the high-pressure side, acting as an additional pressure control element, via which fuel is re-directed from the high-pressure accumulator into a fuel reservoir, the at least one pressure regulating valve being controlled, during normal operation, based on a set volumetric flow rate for the fuel to be re-directed. A temporal development of the set volumetric rate is sensed and the set volumetric flow rate is filtered, a time constant for the filtering of the set volumetric flow rate being selected as a function of the sensed temporal development.

A method for controlling and/or regulating an exhaust gas turbocharger of an internal combustion engine, the exhaust gas turbocharger being protected against an exceeding of a maximum rotational speed, an actual boost pressure being compared with a setpoint boost pressure. The risk of a maximum rotational speed of the exhaust gas turbocharger being exceeded is prevented in that a manipulated variable assigned to the exhaust gas turbocharger is compared with a manipulated variable limit characteristic and is limited, if necessary, the manipulated variable limit characteristic having a time-limited, first portion and a chronologically subsequent, second portion following a change in the setpoint boost pressure, the first portion ending after a predetermined target time, the second portion of the manipulated variable limit characteristic being reduced with respect to the first portion in such a way that the maximum rotational speed of the exhaust gas turbocharger is not reached.