Abstract: An engine for enabling a desired engine torque response of a vehicle includes an electronic control unit (ECU) and actuators. The ECU includes constraint modules and an engine torque control module, which includes an engine setpoint optimizer module, an engine setpoint control module, and actuation blocks. The constraint modules determine a horizon request for the engine. The engine torque control module receives the horizon request. The engine setpoint optimizer module receives the horizon request as an array of engine setpoint quantities (ESQ) and determines an array of Individual Engine Setpoints (IES) based on the array of ESQ. The engine setpoint control module determines actuator setpoints for the actuators to be set to based on the array of IES. The actuation blocks convert the actuator setpoints into voltage signals. The actuators facilitate a combustion reaction in the engine based on the voltage signals.

Abstract: A compression ignition engine includes an air intake port, an intake air heater disposed upstream of the air intake port and an air blend valve in communication with the intake air heater and the air intake port, and a control unit is configured to perform the noted method. A method includes determining a target temperature for intake air at an air intake port of a compression ignition engine; determining a maximum port temperature for an air blend valve of the engine; designating an intake air heater or the air blend valve as a primary actuator for controlling temperature of the intake air, based on the maximum port temperature of the air blend valve; and controlling the temperature of the intake air based on the designated primary actuator. A non-transitory computer-readable storage medium has instructions stored thereon, which when executed by a computer cause the computer to perform the method.

Abstract: Engine control apparatus includes, but is not limited to a determining device for determining whether or not the engine is operated under predetermined deceleration operating conditions or predetermined acceleration operating conditions and for individually deactivating two or more cylinders in a disenabling sequence which is different from the firing sequence if the engine is operated under predetermined deceleration operating conditions, and/or for individually reactivating two or more of the cylinders in a reactivating sequence which is different from the firing sequence if the engine is operated under predetermined acceleration conditions.

Abstract: Engine control apparatus includes, but is not limited to a determining device for determining whether or not the engine is operated under predetermined deceleration operating conditions or predetermined acceleration operating conditions and for individually deactivating two or more cylinders in a disenabling sequence which is different from the firing sequence if the engine is operated under predetermined deceleration operating conditions, and/or for individually reactivating two or more of the cylinders in a reactivating sequence which is different from the firing sequence if the engine is operated under predetermined acceleration conditions.

Abstract: Passive shroud cooling of rotor blades (5) is accomplished by a multitude of cooling-air flows introduced into the hot-gas flow upstream of the rotor blades on the outer circumference, these cooling-air flows, depending on the aerodynamic and geometrical conditions, being orientated at a defined radial angle and a circumferentially related tangential angle such that the cooling air primarily and essentially hits the thermally highly loaded bottom surface (11) of the outer shrouds (6) allover. In the apparatus for the performance of the method, cooling air passages (9) tangentially and radially orientated to the hot-gas flow are provided in an area of a casing section (3) which protrudes beyond the stator blades (1) in the downstream direction, this casing section (3) interrupting the transport of cooling air in the axial direction.

Abstract: A telecommunication network is monitored for fault conditions. In order to correlate the alarms to established which alarms have a common cause, a logical connectivity model is used in which a logical property is transferred between related logical elements in response to the element being alarmed. If as a result of such transfer the value of the logical property exceeds a threshold value for any element a correlation is established and the element highlighted as the probable cause of the alarms.