A device and a method for starting an internal combustion engine, provided with an exhaust turbine turbocharger, an electric motor generator, a power storage unit, an engine rotation starter device, injectors, and a control device that controls the electric motor generator, the engine rotation starter device, and the injectors, wherein when an engine rotation activation start signal is input and the rotational frequency of the exhaust turbine turbocharger reaches an engine rotation-activation-starting rotational frequency, the control device starts driving the engine rotation starter device, and when the engine rotational frequency reaches a fuel-supply-starting rotational frequency, the control device starts driving the injectors, thus improving the starting performance of the internal combustion engine.

An engine output control device controls engine output at a time of a downshift speed change of a transmission. The engine output control device includes: engine speed detecting means for detecting an actual engine speed NeJ of a crankshaft; and engine output adjusting means capable of adjusting the engine output according to an operation of a rider. The smaller of a requested engine output PA calculated on a basis of the actual engine speed NeJ and a rider requested engine output PB adjusted by the engine output adjusting means is output as the engine output.

Methods and systems are provided for reducing torque pulsations during hybrid engine shutdown and restarts. A valve actuating mechanism may be actuated to operate an engine with a selected valve lift profile during engine restart and shutdown events that is distinct from the valve lift profile applied during cylinder combustion. The selected valve lift profile reduces cylinder pressure during engine shutdown and restarts.

A high-pressure injection device for an internal combustion engine to which engine segment times are assigned, having a high-pressure pump, a rail connected to the high-pressure pump via a high-pressure fuel line, at least one injector, a digital pressure reduction valve connected to the rail, a fuel return line connected to the pressure reduction valve, and a control unit. The control unit is configured to switch the pressure reduction valve into the transmissive state only in predetermined engine segment times, and to maintain said transmissive state of the pressure reduction valve for a time period which is greater than the duration of one engine segment time.

An internal combustion engine for driving a working assembly with a clutch, including a combustion chamber into which a mixture of fuel and air is supplied, a spark plug to ignite the mixture, ignition of the mixture driving a piston operably coupled to a crank portion of the engine, a fuel supply system including a fuel valve and a throttle valve, a throttle position sensor configured to determine a position of the throttle valve, a speed sensor configured to determine engine speed, and an electronic control unit configured to control operation of the fuel valve and the spark plug, the electronic control unit being configured to initiate a speed limitation operation in response to a first position of the throttle valve at engine start-up, wherein the speed limitation operation continues until the throttle valve is moved from its first position.

An engine control module (ECM) may obtain information concerning a speed of an engine, information concerning an exhaust gas temperature, information concerning an engine airflow rate, information concerning a pressure of an intake manifold associated with the engine, and information concerning a requested amount of engine braking power. The ECM may cause one or more components of a variable geometry turbocharger (VGT) to adjust based on the information concerning the speed of the engine, the information concerning the exhaust gas temperature, and the information concerning the engine airflow rate. Additionally, or alternatively, the ECM may cause the one or more components of the VGT to adjust based on the information concerning the pressure of the intake manifold associated with the engine and the information concerning the requested amount of engine braking power.

A hybrid electric vehicle (HEV) for multiple operation modes includes: a gasoline diffusion flame (GDF) combustion engine configured to perform gasoline diffusion flame combustion; a motor-generator operatively connected to the GDF combustion engine and configured to selectively drive the HEV with electric power of a battery or generate electric power to charge the battery; and a multi-mode controller including a processor and configured to receive operating conditions of the GDF combustion engine and the motor-generator and define a plurality of mode operating regions based on the received operating conditions. In particular, the plurality of mode operating regions includes: an electric vehicle (EV) only mode operating region, a GDF mode operating region where the GDF combustion engine operates and drives the HEV while the motor-generator stops, and a GDF+EV mode operating region where the motor-generator assists the operation of the GDF combustion engine to drive the HEV.

A method for controlling a supercharger of a vehicle includes: determining, at a first determination step, whether or not an engine operates in a cylinder deactivation (CDA) mode; calculating, at a second determination step, a difference value between a target boost pressure of a turbocharger and a current boost pressure of intake air boosted by the turbocharger, and determining whether or not the difference value is equal to or greater than a reference difference value; determining, at a third determination step, based on a current operating condition of the engine whether or not the supercharger is allowed to operate; determining, at a fourth determination step, a target rpm of the supercharger, and determining whether or not the target rpm is equal to or greater than a reference rpm; and operating the supercharger at an operating step.

The invention concerns a method for controlling a compression release brake mechanism in an combustion engine comprising an air inlet system and an exhaust manifold connected to a turbocharger provided with a variable turbine geometry (VTG) turbine, said exhaust manifold further comprising an exhaust gas recirculation (EGR) channel for recirculation of exhaust gas towards the air inlet system, wherein said turbine is further connected to a back pressure valve (BPV) provided in an exhaust channel, the method comprising determining a desired exhaust manifold gas pressure level on the basis of a measured engine speed and a desired braking torque; continuously monitoring a set of control parameters, including at least two of cylinder pressure, exhaust manifold pressure, turbine speed and turbine expansion ratio; controlling said BPV and said VTG by said control parameters, to drive one of the control parameters to a set maximum level; and controlling the EGR by said control parameters in a closed loop to allow exhaust gas to recirculate towards the air inlet system while driving a second of the set of control parameters to a set maximum level.

A system and method for operating an engine comprises an engine speed sensor generating an engine speed signal, a throttle position sensor generating a throttle position signal, a sensor module comprising at least one of a fuel pressure sensor generating a fuel pressure signal corresponding to a fuel pressure and a fuel temperature sensor generating a fuel temperature signal corresponding to a fuel temperature into the engine. A controller is coupled to the fuel injector, the engine speed sensor and the sensor module. The controller determines a pulse width duration for the fuel injector based on engine speed and throttle position, determining a pulse width correction factor as a function of at least one of the fuel temperature signal and the fuel pressure signal, determining a second pulse width duration based on the first pulse width, and operating the fuel injector with the second pulse width duration.