A system according to the principles of the present disclosure includes a vibration prediction module and a firing sequence module. The vibration prediction module predicts a modal response of a vehicle based on a firing sequence of an engine when a cylinder of the engine is deactivated. The firing sequence module adjusts the firing sequence of the engine based on the predicted modal response of the vehicle.

An engine is equipped with a first injection valve that injects fuel into an intake passage, and a second injection valve that injects fuel into a cylinder. The engine is provided with a fuel supply system having a first supply path for the first injection valve and a second supply path for the second injection valve. Moreover, an electronic control unit of the engine executes a unilateral injection process for causing fuel to be injected from one of the first injection valve and the second injection valve and prohibiting fuel injection from the other injection valve, when it is determined that there is a deviation between a property of fuel in the first supply path and a property of fuel in the second supply path.

A variable gauge train control device comprises an inverter, a location detector, and a torque calculator. The inverter collectively controls torques of main electric motors. The location detector detects an entry into a gauge changeover section. The torque calculator, upon detection by the location detector of the entry into the gauge changeover section, suspends idling control that otherwise restricts the torques of the main electric motors and calculates a first torque pattern for making the inverter operate in accordance with the torques of the main electric motors.

The invention relates to a method of controlling a variable valve timing arrangement of an internal combustion engine, the variable valve timing arrangement being arranged to control the timing of an intake valve and an exhaust valve of the internal combustion engine, the method comprising: controlling the variable valve timing arrangement so as to delay the intake valve lifts and to advance the exhaust valve lifts in response to at least one parameter representative of a current load of the internal combustion engine passing a certain threshold value, thereby indicating that the internal combustion engine is operated in a low load state The invention relates also to a computer program product comprising program code for a computer for implementing a method according to the invention. The invention relates also to a control arrangement and a vehicle comprising the control arrangement.

A method for protecting a dual mass flywheel DMF, by detecting, when the engine in running, that the DMF is entering into resonance, the DMF being arranged between an internal combustion engine and a gearbox of a vehicle, comprising the following steps: • Determining the average rotational speed (Vvil.sub.moy) of the crankshaft, over time, over a predetermined given period, as a first parameter constituting a risk of the DMF entering into resonance, • Measuring the maximum instantaneous rotational speed and the minimum instantaneous rotational speed of the crankshaft, the difference defining the maximum amplitude (Amp.sub.Vvil) of the rotational oscillations of the crankshaft, over the period, as a second parameter constituting a risk of the DMF entering into resonance, • Detecting when the DMF is entering into resonance from a determined combination of values of the first and second parameters, over the period, • limiting or cutting off the fuel injection in the cylinders after said detection.

A method for entering and exiting cylinder deactivation modes in a diesel engine, comprises monitoring an engine speed from an idle engine speed to a governed engine speed and monitoring an engine load. If the monitored engine speed is the idle engine speed up to the governed engine speed, and if the engine load is less than the predetermined low load condition, then implementation of a cylinder deactivation mode is restricted to one of a 2 cylinder deactivation mode, a 3 cylinder deactivation mode, or a 4 cylinder deactivation mode. A cylinder deactivation mode is selected for engine operation among the 2 cylinder deactivation mode, the 3 cylinder deactivation mode, and the 4 cylinder deactivation mode to operate the engine at an effective frequency that avoids two resonant frequencies of the vehicle and to operate the engine below a torsional vibration limit.

The disclosure concerns a method for vibration reduction in a compression ignition four- stroke internal combustion engine. The internal combustion engine comprises exhaust and intake valves controlled by exhaust and intake camshafts. The method comprises, when operating the internal combustion engine below a threshold rotational speed, steps of: changing a timing of the exhaust camshaft to advance closing of the exhaust valve, and - changing a timing of the intake camshaft to delay opening of the intake valve.

A jet propulsion watercraft includes a watercraft body, a drive source in the watercraft body, a jet pump to suck and eject water with a drive force from the drive source to generate a propulsive force, a vibration sensor, and a controller. The vibration sensor is located in the jet pump to detect vibration of the jet pump. The controller is configured or programmed to determine whether or not a detection result from the vibration sensor meets a predetermined condition. The controller is configured or programmed to, when it is determined that the detection result from the vibration sensor meets the predetermined condition, inform a user of user-oriented information.

A driveline arrangement, comprising a first internal combustion engine, a second internal combustion engine, and a transmission arrangement comprising a first input shaft drivingly connected to a first crank shaft of the first internal combustion engine, and a second input shaft drivingly connected to the second crank shaft of the second internal combustion engine, the transmission arrangement being configured to simultaneously receive a torque from the first and second crank shafts. Further, control circuitry of a control unit is configured to control the first internal combustion engine to assume a combustion stage at a different point in time compared to the point in time at which the second internal combustion engine assumes its combustion stage by adjusting a crank angle degree of the first crank shaft.

A system for controlling a compression ignition engine includes: a speed obtaining section which detects or estimates an engine speed achieved by combustion in an n-th cycle; and an injection amount setting section which sets, in a start period after the start of cranking, a fuel injection amount to be injected by injectors in an (n+1)-th cycle. If the engine speed achieved by the combustion in the n-th cycle falls in the resonance range, the injection amount setting section sets the fuel injection amount for an (n+1)-th cycle to be larger than the fuel injection amount injected when the engine speed is higher than or equal to an upper limit of the resonance range.