A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector, an intake valve, and an exhaust valve. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand. All cylinders can be deactivated for purposes of coasting or controlling speed during platooning.

Disclosed is a method for regulating the speed of an engine which drives a disengageable device. The regulation of the engine speed is effected in accordance with a first mode when the disengageable device is disengaged and in accordance with a second mode when the disengageable device is engaged. The determination is effected by: —estimating the resistive torque exerted on the engine by the disengageable device; -changing a binary value from a first value representative of the disengaged state to a second value representative of the engaged state when the estimated resistive torque is higher than a first predetermined threshold for a first predetermined period of time; and —changing the binary value from the second value to its first value when, for a second predetermined period of time, the estimated resistive torque is lower than a second threshold possibly equal to the first threshold.

Provided is a control device of a vehicle including an alternator that generates power using a driving force of an internal combustion engine, wherein when the alternator is cold and a request power of an accessory is equal to or greater than a predetermined value, the control device increases the number of revolutions of the internal combustion engine compared with the number of revolutions when the alternator is not cold.

Methods and system are provided to control engine torque of an engine of a vehicle. The methods comprise determining a drive torque demand on a crankshaft of an engine; determining an accessory torque demand on the crankshaft, the accessory torque demand comprising a first torque demand from a first e-machine and a second torque demand from a second e-machine; determining whether the sum of the drive torque demand and the accessory torque demand is greater than a usable torque capacity output from the engine crankshaft, and increasing a speed of the engine in response to determining that the sum of the drive torque demand and the accessory torque demand is greater than the usable torque capacity output from the engine crankshaft.

A system comprises a powertrain including an engine configured to output torque to a driveline, and an electronic control system operatively coupled with the powertrain. The electronic control system is configured to determine an engine torque value, and control a component of the driveline in response to the engine torque value. The engine torque value may account for an effect of air-fuel ratio (AFR) on engine torque. The engine torque value may account for an effect of charge transport delay on engine torque

Provided is a control device of a vehicle including an alternator that generates power using a driving force of an internal combustion engine, wherein when the alternator is cold and a request power of an accessory is equal to or greater than a predetermined value, the control device increases the number of revolutions of the internal combustion engine compared with the number of revolutions when the alternator is not cold.

Methods and systems are provided for controlling a vehicle engine to deliver desired torque to a power take off device coupled to the engine. In one example, the method may include, learning a filtered PTO torque demand during vehicle acceleration, and steady state operation, and during transition in engine states using the learned PTO torque demand to adjust engine speed in order to deliver a desired engine torque output for optimal operation of the PTO device.

To provide a controller for internal combustion engine which can suppress deterioration of the detection accuracy of the combustion state due to influence of the external disturbance component, when detecting a combustion state based on angle detection information by the crank angle sensor. A controller for internal combustion engine calculates a shaft torque in unburning; calculates an external load torque based on the shaft torque in unburning and the actual shaft torque in the vicinity of the top dead center; and in an integration crank angle interval which is set corresponding to a combustion period, calculates a subtraction value by subtracting the external load torque from the shaft torque in unburning, calculates a division value by dividing the subtraction value by the inertia moment, and calculates a combustion state index by integrating a value obtained by subtracting the division value from the crank angle acceleration.

To provide a controller for internal combustion engine which can suppress deterioration of the detection accuracy of the combustion state due to influence of the external disturbance component, when detecting the combustion state based on angle detection information by the crank angle sensor. A controller for internal combustion engine calculates a shaft torque in unburning; calculates an external load torque based on the shaft torque in unburning and the actual shaft torque in the vicinity of the top dead center; and in an integration crank angle interval which is set in the compression stroke and the combustion stroke, calculates a subtraction value by subtracting the external load torque from the shaft torque in unburning, calculates a division value by dividing the subtraction value by the inertia moment, and calculates a combustion state index by integrating a value obtained by subtracting the division value from the crank angle acceleration.

An apparatus for controlling a gasoline-diesel complex combustion engine includes an engine generating driving torque by burning gasoline fuel and diesel fuel, a driving information detector for detecting driving information of the engine, and a controller for controlling a diesel injector such that diesel fuel is injected as a single injection or a split injection based on a driving region and a knock intensity included within the driving information.