A method for operating a common-rail fuel supply system of an internal combustion engine includes determining, dependent on an operating point of the engine, a set point rate of delivery of the high-pressure pumping device, and a set point pressure for the pressure storage system under high pressure, determining, dependent on a deviation between the set point pressure and an actual pressure in the pressure storage system, for a first part quantity of the throttle valves a closed-loop control portion for the position of the respective throttle valve, and activating the first part quantity of the throttle valves with the closed-loop control portion in addition to open-loop control for only the respective throttle valve of the first part quantity of the throttle valves. The, or each, throttle valve of a second part quantity of the throttle valves is exclusively activated with the open-loop control portion.

The invention relates to a method for operating an internal combustion engine (100) having an exhaust-gas turbocharger (5, 10, 15) for compressing the air fed to the internal combustion engine (100), wherein a drive power of a turbine (10) of the exhaust-gas turbocharger (5, 10, 15) in an exhaust tract (20) of the internal combustion engine (100) is changed through variation of a turbine geometry of the turbine (10), wherein, in a first control algorithm (I), a setpoint charge pressure (pL.sub.Soll) at the outlet of the compressor (5) of the

A fuel pump controller performs a feedback control of an actual fuel pressure of a feed pump to a command fuel pressure which is from an external element. The pump controller changes a gain for the feedback control to a value larger than a minimum value of the gain in response to an acceleration command information which is to accelerate a vehicle by using an internal combustion engine.

In an electronically controlled throttle control device in which a throttle control output command calculated by an electronic control unit (ECU) is calculated based on a throttle main control command, calculated from a throttle opening deviation which is a difference between a throttle opening command and a throttle opening detection signal, and a throttle correction control command which is a value obtained by integrating a product of the throttle opening deviation and a coefficient, the coefficient for calculation of the throttle correction control command is changed depending on a driving state based on an acceleration state and a deceleration state of a throttle and a small throttle deviation state.

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.

A system or method for determining virtual data of a system, relative to a measurement point having a sensor located nearby, is determined by a controller. The system calculates modeled data at the measurement point, filters the modeled data to determine filtered data, and calculates a differential between the modeled data and the filtered data to determine a compensation term. The system also determines raw-sensed data from the sensor at the measurement point, and combines that raw-sensed data with the compensation data to calculate the virtual data at the measurement point. In some configurations, the modeled data is determined from a physics-based model. Furthermore, filtering the modeled data may include using a low-pass filter, and a time constant for the low-pass filter may be calculated based on operating conditions of the system.

An engine speed control device performing: a first PID gain calculation step of calculating a target engine speed to thereby calculate a first PID gain based on an engine speed deviation between the target engine speed and an engine speed; a target rack position calculation step of correcting the first PID gain based on a cooling water temperature to thereby calculate a target rack position of a fuel injection pump; a second PID gain calculation step of calculating a second PID gain based on a rack position deviation between the target rack position and a rack position; and a rack control signal producing step of correcting the second PID gain based on a lubricating oil temperature to thereby produce a rack control signal. The engine speed control device thus controls an engine speed by controlling the rack position based on the rack control signal.

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.

Provided is a device that detects a rotational speed variation amount of a multi-cylinder four-cycle engine, a rotation signal corresponding to each of the cylinders are generated once per one rotation of a crankshaft, an amount of time elapsed from a previous generation to a current generation of the rotation signal corresponding to each of the cylinders is detected as a rotation signal generation interval for each of the cylinders every time the rotation signal is newly generated, a difference between newly detected rotation signal generation interval for each of the cylinders and previously detected rotation signal generation interval for the same cylinders is calculated as a rotation signal generation interval change amount every time the rotation signal generation interval is detected, and a rotational speed variation amount of the engine is detected on the basis of the rotation signal generation interval change amount.

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.