An engine-equipped vehicle capable of preventing gear noise and gear wear when the engine is started is provided. A multicylinder engine, a gear transmission that shifts power from the multicylinder engine by a shift operation, a centrifugal clutch arranged in a power transmission path from the multicylinder engine to the gear transmission, and an electronic control device that controls an operation of the multicylinder engine are included and the engine is configured to be started with a partial cylinder operation start where under control of the electronic control device, only some cylinders are operated and an operation of other cylinders is stopped.

A control system for a vehicle is provided, which includes a driving force source configured to generate torque for driving drive wheels, a steering angle related value sensor configured to detect a steering angle related value of a steering device, and a controller configured to control the torque to control the vehicle attitude based on the steering angle related value. The controller acquires a current traveling mode defining a response of acceleration or deceleration of the vehicle to an accelerator pedal operation. Based on the steering angle related value, when determined that a turning operation of the steering device in one direction is performed, the controller performs a torque decreasing control to add deceleration to the vehicle. When the acquired traveling mode is a high response traveling mode, the controller increases a reduction amount of the torque in the torque decreasing control more than in a low response traveling mode.

Methods and systems are provided for an engine for adjusting cylinder parameter settings to optimize engine output during a transient mode. In one example, a method may include adjusting cylinder parameter settings, including a cam timing setting, a spark timing setting, and a fuel injection timing setting based on a chamber temperature in response to a rate of fuel injection acceleration being greater than a positive threshold, thus indicating the engine is in the transient mode.

An acquisition unit acquires a required torque and an operating state of an internal combustion engine. A control unit is configured to: control operation of the internal combustion engine by using a required air amount, a required fuel amount, and a required ignition timing; acquire a required air amount by using the acquired required torque and a target air-fuel ratio of an air system determined according to the operating state; perform torque fluctuation correction on the target air-fuel ratio of the air system to determine a target air-fuel ratio of an injection system to reduce a difference between the required torque and an actual torque in a transition period between stoichiometric combustion and lean combustion; acquire a required fuel amount and a required ignition timing by using the determined target air-fuel ratio of the air system and the determined target air-fuel ratio of the injection system.

A method of controlling an engine and a transmission of a vehicle includes: determining, by a controller, whether the engine is restarted after releasing the vehicle's SSC (Start & Stop coasting) or whether the vehicle is accelerating during NCC (Neutral Coasting control), determining an RPM and gear stage of the transmission if it is determined that the engine is restarted after releasing the vehicle's SSC or the vehicle is accelerating during NCC, determining a mild hybrid starter and generator (MHSG) target RPM and an MHSG target RPM gradient of the vehicle, performing, by the controller, MHSG RPM control of the vehicle to follow the MHSG target RPM and the MHSG target RPM gradient, determining whether the MHSG RPM slips compared to the MHSG target RPM, and performing proportional-integral-derivative (PID) control to follow the MHSG target RPM if the MHSG RPM slips compared to the MHSG target RPM.

A method for controlling engine braking in a vehicle comprises: determining a position of a throttle operator; determining a speed of the vehicle; and determining an engine braking mode selected. In response to the position of the throttle operator being a fully released position and the selected braking mode being a first engine braking mode: controlling an engine and a position of a throttle valve according to the first engine braking mode for applying a first level of engine braking. In response to the position of the throttle operator being the fully released position and the selected braking mode being the second engine braking mode: controlling the engine and the position of the throttle valve according to the second engine braking mode based at least on the speed of the vehicle for applying a second level of engine braking. A vehicle implementing the method is also disclosed.

Provided is a novel internal-combustion engine control device that can accurately determine a combustion state of an air-fuel mixture in a combustion chamber even in a case where operation is switched between a steady operation state and a transient operation state. For this purpose, the internal-combustion engine control device includes a physical quantity detection unit that detects a physical quantity that fluctuates output of the internal-combustion engine, an output fluctuation value calculation unit that calculates an output fluctuation value for each cylinder based on a detection result of the physical quantity detection unit, and a state determination unit that determines a transient operation state or a steady operation state based on a difference or a ratio between a first output fluctuation value of a predetermined first cylinder and a second output fluctuation value of a predetermined second cylinder calculated by the output fluctuation value calculation unit. Since combustion failure determination is performed in a section determined as the steady state, it is possible to accurately determine a combustion failure state of an air-fuel mixture of a cylinder even in a case where operation is switched between the steady operation state and the transient operation state.

The disclosure is directed to an ignition circuit for a combustion engine. The combustion engine has a piston movable between a top dead center and a bottom dead center and, via a connecting rod, drives a crankshaft. Combustion air is apportioned via an intake channel. A control circuit provides an ignition time for the idling situation and an ignition time for the acceleration situation. To adjust an early switch to an ignition time for the acceleration situation, provision is made to monitor the rotational speed of the crankshaft over a crankshaft angle range and to detect the value of a drop in rotational speed. The value of the detected drop in rotational speed is compared to a predetermined value of a drop in rotational speed and, when the predetermined value of the drop in rotational speed is exceeded, a switch is made to the ignition time for the acceleration situation.

Engine controllers and control schemes are provided for managing engine state transitions requiring increased compressor pressure ratios in turbocharged engines. In some circumstances, turbo lag can be mitigated by initially transitioning the engine to an intermediate engine state that directly or indirectly increases airflow through the engine and turbocharger relative to what would be possible if the engine were immediately commanded to operate at the target engine state. After reaching a point where the desired torque is actually generated at the intermediate engine state, the operational settings are gradually reduced to the target effective firing density while increasing the operational compressor pressure ratio to the target compressor ratio.

An internal combustion engine of a vehicle is equipped with a plurality of cylinders, and ignition devices provided for the cylinders respectively. The vehicle is mounted with an ECU. The ECU performs an ignition timing decision process for deciding a basic ignition timing of the ignition devices in accordance with a load of the internal combustion engine. The ECU performs a misfire determination process for determining that a misfire has occurred on a condition that the torque has decreased below a threshold set in advance. The ECU performs a retardation process for controlling an ignition timing toward a retardation side from the basic ignition timing when a state of the vehicle satisfies a condition determined in advance. A determination on the occurrence of a misfire based on a relationship in magnitude between the torque and the threshold is not made during the retardation process, in the misfire determination process.