Abstract: The present invention relates to system and methods for improving efficiency of an internal combustion engine. This system may include a fuel processor. The system receives instructions for a desired engine output and operating conditions. The system may then determine an operational state corresponding to the desired output. The operational state includes designating the cylinders into one of three categories: working, deactivated and passive. The number of working cylinders is calculated by dividing the desired output by the power provided by one cylinder operating at substantially optimal efficiency. Then the system substantially disables fuel flow to and air flow to the deactivated cylinders, substantially disables fuel flow to and firing of the passive cylinders, and substantially regulates fuel flow to, air flow to and firing of the working cylinders. Firing of the working cylinders is synchronized with engine speed to reduce unwanted engine vibrations.

Abstract: An engine speed control system for a work vehicle is disclosed. Storage means (56) stores a predetermined engine speed. A manually operated input device (37, 38) issues an instruction to retrieve the engine speed from the storage means (56). Engine speed control means (50) executes a constant speed control, whereby the engine speed stored in the storage means (56) is set as a target speed on the basis of a first input operation made using the input device (37, 38). The engine speed control means (50) further executes a stored speed change control for allowing the setting of the engine speed stored in the storage means (56) to be changed based on a second, different input operation performed using the input device (37, 38).

Abstract: In an apparatus for detecting condition of load connected to a general-purpose internal combustion engine, a first threshold value is compared with a sum obtained by adding a predetermined value to a detected throttle opening and changes the threshold value to the sum if the first threshold value is less than the sum and the engine is determined to be under first load condition if the throttle opening exceeds the threshold value. Next a second threshold value is compared with a difference obtained by subtracting change amounts of the engine speed and throttle opening and the engine is determined to be under second load condition if the difference exceeds the second threshold value, thereby enabling to accurately detect a condition of a load connected to the engine. Then the desired engine speed is changed in response to results of the determinations.

Abstract: A load control system, in certain aspects, may be configured to decrease the amount of noise pollution of a prime mover (e.g., engine) of a service pack in that it may not require the prime mover to operate at higher discrete operating speeds to deliver small amounts of air from the air compressor. The load control system may also only increase the speed of the prime mover to a minimum discrete speed required, keeping noise at a minimum. The load control system may also maximize fuel efficiency by not operating the prime mover at the highest discrete speed at all times. More specifically, the lower operating speeds may lead to less fuel consumption.

Abstract: A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, an engine is controlled to operate in a skip fire variable displacement mode. Feedback control is used to dynamically determine the working cycles to be skipped to provide a desired engine output. In some embodiments a substantially optimized amount of air and fuel is delivered to the working chambers during active working cycles so that the fired working chambers can operate at efficiencies close to their optimal efficiency. In some embodiments, the appropriate firing pattern is determined at least in part using predictive adaptive control. By way of example, sigma delta controllers work well for this purpose. In some implementations, the feedback includes feedback indicative of at least one of actual and requested working cycle firings. In some embodiments, the appropriate firings are determined on a firing opportunity by firing opportunity basis.

Abstract: An engine revolution speed control system for a construction machine is disclosed. The engine revolution speed control system includes an input unit that sets an engine revolution speed by a user, outputs a setting process as a set signal, and determines whether or not an engine is driven at a set engine revolution speed; a control unit that receives the set signal and stores the set engine revolution speed, receives the set signal and an ON/OFF signal to output an output signal corresponding to the received set signal and the ON/OFF signal, and controls operation of the engine at the set engine revolution speed in accordance with the ON/OFF signal; and a display that receives the output signal to visually output the setting process or whether or not the engine is driven at the set engine revolution speed.

Abstract: An engine control system according to the principles of the present disclosure includes a manifold air pressure (MAP) determination module, a boost control module, and a throttle control module. The MAP determination module determines a desired MAP based on a driver torque request. The boost control module controls a boost device based on the desired MAP and a basic boost pressure. The boost device is actuated using boost pressure and the boost pressure is insufficient to actuate the boost device when the boost pressure is less than the basic boost pressure. The throttle control module controls a throttle valve based on the desired MAP and the basic boost pressure.

Abstract: A vehicle speed limiter is described, for use with, and for example fitted to, a vehicle throttle system (1) comprising a mechanically actuatable throttle member (3), an engine (10) speed controller (7), and a throttle signal unit in data communication with an engine speed controller and operably coupled to the throttle member so as to generate an electronic throttle signal in functional response to the degree of actuation of the throttle member, and to transmit a throttle signal to the engine speed controller whereby the engine speed is controlled.

Abstract: In a microcomputer, a signal processing device computes a control signal, such as an accelerator position, a throttle position, based on a sensor output signal, such as an output signal of an accelerator position sensor, an output signal of a throttle position sensor. A torque control device executes a torque control operation to coincide an actual torque with a requested torque based on the control signal. Furthermore, a torque monitor device determines whether a torque increase abnormality exists based on the control signal. A signal abnormality diagnosis device determines whether an operational abnormality of the signal processing device exists based on a relationship between the sensor output signal and the control signal. A monitor IC monitors operational states of the torque monitor device and of the signal abnormality diagnosis device and determines whether an operational abnormality of the torque monitor device or of the signal abnormality diagnosis device exists.

Abstract: A method for operating a fuel injection system of an internal combustion engine is described in which pressurized fuel is provided in a pressure storage device and a fuel pressure prevailing in pressure storage device is regulated with the aid of a pressure regulation, during a first measuring interval at least one fuel withdrawal from the pressure storage device taking place, and during a second measuring interval no fuel withdrawal from the pressure storage device of this type taking place, and during the first and the second measuring intervals a performance quantity of the pressure regulation being ascertained in each case, and the fuel quantity withdrawn during the first measuring interval being ascertained for the at least one withdrawal from a difference of the ascertained performance quantities of the pressure regulation.

Abstract: A control system includes an engine speed control module, a fuel control module, and an air control module. The engine speed control module controls an actual speed of an engine based a desired power to be generated by combustion in the engine, wherein the desired power is a product of a desired speed of the engine and a desired torque output of the engine. When operating in a fuel lead mode, the fuel control module controls fuel flow in the engine by adjusting a desired fuel mass for each activated cylinder of the engine based on the desired power. The air control module controls air flow in the engine based on an actual air/fuel ratio of the engine resulting from the desired fuel mass.

Abstract: To provide a vehicle speed limiting system that is capable of executing a maximum speed limiting control without influencing a driving feeling of a vehicle. A vehicle speed limiting system includes: a three-dimensional map 46a and a throttle valve driving unit 47. A first maximum speed limiter opening degree is calculated by adding a first predetermined opening degree, a second predetermined opening degree, and a current throttle valve opening degree, the first predetermined opening degree being calculated by multiplying a speed difference of the vehicle by a preset P-term coefficient, the second predetermined opening degree being calculated by multiplying an acceleration of the vehicle by a preset D-term coefficient. Once the calculated first maximum speed limiter opening degree falls below the target throttle valve opening degree ?B, the throttle valve motor 30 is driven on a basis of the first maximum speed limiter opening degree.

Abstract: A control system for an engine includes an icing condition detection module and an icing prevention module. The icing condition detection module detects an icing condition of a positive crankcase ventilation (PCV) system of the engine when an ambient temperature is less than a predetermined temperature for a first predetermined period. The icing prevention module increases engine speed for a second predetermined period when the icing condition is detected.

Abstract: An electronic control assembly for a throttle body includes a lower housing portion having a plurality of apertures formed therethrough, a circuit board disposed adjacent at least a portion of the lower housing portion, a pressure sensor disposed adjacent the lower housing portion and electrically coupled to the circuit board, wherein a sensing portion of the pressure sensor extends into a first one of the apertures formed in the lower housing portion, a temperature sensor disposed adjacent the lower housing portion and electrically coupled to the circuit board, wherein a sensing portion of the temperature sensor extends into a second one of the apertures formed in the lower housing portion, and an upper housing portion coupled to the throttle body and cooperating with the lower housing portion to substantially enclose the circuit board, the pressure sensor, and the temperature sensor.

Abstract: The present disclosure relates to a commercial vehicle with a control unit connected with the drive of the commercial vehicle and to a method for controlling a commercial vehicle.

Abstract: A power management system, in certain aspects, may utilize direct load sensing feedback from the prime mover (e.g., engine), thereby reducing the possibility of overloading the prime mover. The use of direct load sense feedback from the prime mover can then be used with additional feedback, such as prime mover RPM feedback and individual output load sensing feedback, to directly control the output loads and set the primary power sources rpm set-point to better manage the power available and reduce the possibility of overloading the primary power source.

Abstract: A method for monitoring a control loop or a regulating loop in a system, in particular in an engine system in a motor vehicle, is described. A characteristic value is ascertained from a preset value and a system variable of the regulating loop or the control loop during one or more state changes, and an error is detected as a function of the ascertained characteristic value.

Abstract: The present invention relates to a control apparatus for an internal combustion engine. It is an object of the present invention to prevent an excessive reaction of a throttle valve when the throttle valve is driven on the basis of a throttle opening calculated from a plurality of required torques. Step 100 is performed to consolidate the plurality of required torques. Step 102 is then performed to judge whether the sensitivity of throttle opening variation corresponding to torque variation is high. When the sensitivity is judged to be high, step 106 is performed to convert only a fluctuating required torque to a throttle opening. Step 108 is then performed to consolidate the remaining required torques and convert the resulting consolidated required torque to a throttle opening. Next, the required throttle opening calculated in step 106 and the required throttle opening calculated in step 108 are consolidated to calculate a final throttle opening.

Abstract: The object of the present invention is to provide an internal combustion engine control apparatus which can control an internal combustion engine output with a high accuracy even when an internal combustion engine output lower than an unloaded idling equivalent output is demanded. The internal combustion engine of the present invention has an accessory such as a generator driven through an output axis of the engine, an ECU for totally controlling the engine and accessory, and an accessory driving control section for controlling the driving of the accessory. The ECU calculates a target engine output according to a demand from a driver or the like and, when the target engine output is lower than the unloaded idling equivalent output, sends a control signal to the accessory driving control section 16 so as to increase the load of the accessory and further make the idle-up amount zero.

Abstract: A machine (100) has an internal combustion engine (104) operating in response to a control signal provided by an engine governor (216). The engine (104) provides a torque output to a machine system providing a machine function. An electronic controller (214) determines a current operating state of the engine (104) and a torque utilization of the machine system, and compares the current operating state of the engine (104) with the torque utilization in an engine droop function (302). A change to an engine speed (308) setting of the engine (104) is instructed in response to a change in the torque signal. Such change is to increase the engine speed (308) setting when the torque utilization is increasing, and to decrease the engine speed (308) setting when the torque utilization is decreasing.

Abstract: A vehicle control system includes a sensor that generates a vehicle speed signal. A cruise control system generates a cruise control signal to maintain a vehicle at a target speed. A control module compares the vehicle speed signal to the target speed signal. The control module calculates different cruise control gains to delay changes in throttle position of the cruise control system when the vehicle speed signal is greater than the target speed.

Abstract: A control device for an internal combustion engine provided by the present invention is a control device which can satisfy both a requirement relating to exhaust gas performance of the internal combustion engine and a requirement relating to operation performance by properly regulating a change speed of a required air-fuel ratio, in the internal combustion engine which uses torque and an air-fuel ratio as control variables. The control device receives the requirement relating to the exhaust gas performance of the internal combustion engine, and calculates an air-fuel ratio which satisfies the requirement as a required air-fuel ratio. When a predetermined reduction condition is not satisfied, an original required air-fuel ratio is directly determined as a final required air-fuel ratio.

Abstract: A lubrication torque limit module includes a temperature module that determines a temperature of an engine and generates an engine temperature signal. A limit module generates a torque limit signal based on the temperature signal and a speed of the engine. The torque limit signal identifies an indicated torque maximum limit. A torque arbitration module limits indicated torque of the engine based on the indicated torque maximum limit. The indicated torque of the engine is equal to an unmanaged brake torque of the engine plus an overall friction torque of the engine.

Abstract: An electronic throttle control system has a throttle valve to be operated by an electric motor, and an electronic control unit for calculating a target opening degree of the throttle valve depending on a first preset vehicle speed desired by a vehicle driver, so that a vehicle is controlled to automatically run at the preset vehicle speed. When an external module, for example, an ACC module, is added to the electronic throttle control system, and a second preset vehicle speed is inputted from the external module to the electronic control unit the electronic, the electronic control unit selects one of the first and second preset vehicle speeds, which is lower than the other. Then, the target opening degree of the throttle valve is calculated based on the selected preset vehicle speed.

Abstract: A method is provided for operating a turbocharger. The method includes sensing a parameter indicative of a speed of a turbocharger and a parameter indicative of an engine speed. The method also includes determining a first desired engine speed based on the speed of the turbocharger, the engine speed, and a maximum desired speed of the turbocharger. The method further includes regulating a flow of fuel to an engine based on the first desired engine speed.

Abstract: A method is provided for controlling engine stop position in a vehicle having an engine with auto stop/auto start functionality. The method includes automatically ramping down engine speed upon initiation of an auto stop event, executing closed-loop speed control of the engine when the engine speed begins to ramp down, and for as long as the engine speed remains above a threshold engine speed while ramping down the engine speed; executing closed-loop position control of the engine while ramping down the engine speed once the engine speed is less than the threshold engine speed and greater than zero; and stopping the crankshaft to within a calibrated range of a targeted engine stop position. A controller is also provided that includes a hardware module and an algorithm adapted for executing the foregoing method, and a vehicle is provided having an engine with auto stop/start functionality and the controller noted above.

Abstract: A driving force control system includes an internal combustion engine model (1000) represented by a model linearized while including a first-order lag component, a calculator (2000) calculating deviation between target engine torque and estimated engine torque, a delay compensator (3000) compensating for response delay based on the deviation, and an adder (4000) calculating an engine controlled variable by adding delay-compensated deviation to the target engine torque.

Abstract: A control system (36) for comparing engine speed data to an engine speed threshold above which the engine is considered to be running (40), for comparing engine temperature data to an engine temperature threshold (60), and once engine speed data has become greater than the engine speed threshold, for causing engine torque to be limited to an engine torque limit until the first to occur of: engine temperature data exceeding the engine temperature threshold, a first timer (44), started upon engine speed data having become greater than the engine speed threshold, having timed to a time that is a function of engine temperature data, and a second timer (54), started upon engine speed data having become greater than the engine speed threshold and engine oil pressure data having become greater than an engine oil pressure threshold, having timed to a time that is also a function of engine temperature data.

Abstract: A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, an engine is controlled to operate in a skip fire variable displacement mode. Feedback control is used to dynamically determine the working cycles to be skipped to provide a desired engine output. In some embodiments a substantially optimized amount of air and fuel is delivered to the working chambers during active working cycles so that the fired working chambers can operate at efficiencies close to their optimal efficiency. In some embodiments, the appropriate firing pattern is determined at least in part using predictive adaptive control. By way of example, sigma delta controllers work well for this purpose. In some implementations, the feedback includes feedback indicative of at least one of actual and requested working cycle firings. In some embodiments, the appropriate firings are determined on a firing opportunity by firing opportunity basis.

Abstract: A system for an engine with a turbocharger system includes a rate determination module, a limiting rate selection module, a throttle inlet absolute pressure (TIAP) calculation module, and a throttle control module. The rate determination module generates a pressure rate value based on a pressure difference between a current TIAP signal from a TIAP sensor and a previous TIAP signal. The limiting rate selection module selects a limiting rate based on the pressure rate value. The TIAP calculation module generates a calculated TIAP signal based on the limiting rate and the current TIAP signal. The throttle control module generates a throttle control signal based on the calculated TIAP signal and actuates an inlet throttle valve of the engine based on the throttle control signal.

Abstract: When an engine shifts to idle operation in a process of stopping an automobile, a target engine speed of an engine idle speed control is reduced and a threshold engine speed of an engine speed reduction prevention control is also reduced accordingly, provided that the automobile is traveling on a road surface with low friction coefficient.

Abstract: A method of operating an internal combustion engine including the steps of detecting, determining, and switching. The detecting step detects a load on the engine. The determining step determines if the load is below a predetermined value. The switching step switches the engine to operate at a selected one of a plurality of torque power curves, dependent upon the determining step.

Abstract: A control device for an internal combustion engine which transmits output to a drive-train via a dual mass flywheel, the control device including: an engine rotational state detecting unit that detects a rotational state of the internal combustion engine; a rotational fluctuation inhibiting unit that executes a process of inhibiting rotational fluctuation for the internal combustion engine when a rotational state that is detected by the engine rotational state detecting unit satisfies a rotational fluctuation inhibiting condition; and a rotational fluctuation inhibiting condition adjusting unit that is adjusts the rotational fluctuation inhibiting condition based on a operating state of the internal combustion engine.

Abstract: A control system for a hybrid vehicle that includes an internal combustion engine and an electric motor includes an engine speed control module, an air pressure control module, and an engine torque control module. The engine speed control module increases engine speed during a first calibration period based on a driver torque request and a predetermined torque threshold. The air pressure control module decreases intake manifold pressure (MAP) of the engine during a second calibration period based on the driver torque request and the predetermined torque threshold. The engine torque control module starts the engine during a period after the first and second calibration periods by activating N of M cylinders of the engine, wherein N is based on the driver torque request and the predetermined torque threshold.

Abstract: The present invention relates to a diesel engine control system and methods for substantially operating a diesel engine at stoichiometric fuel to air ratios. The system may include a fuel processor which receives instructions for a desired engine output and current operating conditions. The fuel processor may also generate fueling instructions for the cylinders, including: substantially regulating fuel delivery into to a first group of cylinders at or near stoichiometric fuel levels, and substantially disabling fuel injection into to a second grouping of cylinders. The number of cylinders being fueled, and therefore undergoing a combustion event corresponds to the desired engine output. This may be calculated by dividing the desired output by the power provided by one cylinder operating at substantially stoichiometric fuel levels. The number of cylinders receiving fuel may be varied over a succession of engine revolutions such that the actual average engine power output conforms to the desired output.

Abstract: A vehicle control apparatus is used to control a driving force to be given to a vehicle. A driving force calculating device calculates the driving force to be given to the vehicle, on the basis of a deviation between a vehicle speed of the vehicle and a target speed. A driving force correcting device performs correction of increasing the driving force calculated by the driving force calculating device, when the vehicle speed reduces to a predetermined value or less. Specifically, the driving force correcting device performs the correction of increasing the driving force, when the vehicle speed reduces to the predetermined value or less as the vehicle comes in contact with an obstacle, such as a bump. By this, it is possible to reduce a stop time length of the vehicle due to the contact with the obstacle, to thereby quickly make the vehicle run over the obstacle.

Abstract: A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, an engine is controlled to operate in a skip fire variable displacement mode. Feedback control is used to dynamically determine the working cycles to be skipped to provide a desired engine output. In some embodiments a substantially optimized amount of air and fuel is delivered to the working chambers during active working cycles so that the fired working chambers can operate at efficiencies close to their optimal efficiency. In some embodiments, the appropriate firing pattern is determined at least in part using predictive adaptive control. By way of example, sigma delta controllers work well for this purpose. In some implementations, the feedback includes feedback indicative of at least one of actual and requested working cycle firings. In some embodiments, the appropriate firings are determined on a firing opportunity by firing opportunity basis.

Abstract: A control device for a marine engine comprised so that a section of an angle sufficiently narrower than a crank angle corresponding to each stroke of a combustion cycle of the engine is set as an instantaneous speed detection section, a crank angle position that appears every time the engine rotates in the instantaneous speed detection section is detected as a specific crank angle position, an instantaneous rotational speed of the engine is detected every time each specific crank angle position is detected, it is determined whether the engine needs to be assisted from the degree of reduction in the instantaneous rotational speed, and a motor-generator including a rotor directly connected to a crankshaft of the engine is driven to apply a drive force from the motor-generator to the engine when it is determined that the engine needs to be assisted.

Abstract: A driveline clunk control system for a vehicle having an engine that drives a driveline through a transmission includes a transmission output shaft speed (TOSS) sensor that generates a TOSS signal and a first module that receives the TOSS signal and that determines a secondary parameter (?TOSS) based on the TOSS signal. A second module detects onset of a clunk condition based on the ?TOSS and a third module regulates operation of the vehicle to inhibit the clunk condition when the onset of the clunk condition is detected.

Abstract: A control system for an internal combustion engine having a plurality of cylinders including first and second cylinder groups. The first and second intake systems correspond respectively to the first and second cylinder groups, and first and second throttle valves are provided respectively in the first and second intake systems. An output of the engine is reduced upon deceleration of a vehicle driven by the engine. A pressure parameter indicative of an assisting force generated by a brake booster is detected. An intake negative pressure is supplied to the brake booster from the first and second intake systems. One of the first and second throttle valves is opened to increase the engine output when the pressure parameter is equal to or less than a first threshold value which indicates that the assisting force of the brake booster has decreased.

Abstract: Fault detection and response systems and processes can be used for pumps, e.g., pump/motors used in hybrid vehicles. The fault detection systems determine when certain operating conditions, which may affect the proper operation of the system, occur. The response systems take appropriate action based on which fault conditions are triggered. Example fault detection systems and processes include detection systems for different types of leaks, sensor malfunctions, or operation errors.

Abstract: A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, an engine is controlled to operate in a skip fire variable displacement mode. Feedback control is used to dynamically determine the working cycles to be skipped to provide a desired engine output. In some embodiments a substantially optimized amount of air and fuel is delivered to the working chambers during active working cycles so that the fired working chambers can operate at efficiencies close to their optimal efficiency. In some embodiments, the appropriate firing pattern is determined at least in part using predictive adaptive control. By way of example, sigma delta controllers work well for this purpose. In some implementations, the feedback includes feedback indicative of at least one of actual and requested working cycle firings. In some embodiments, the appropriate firings are determined on a firing opportunity by firing opportunity basis.

Abstract: An engine combustion air pre-cleaner includes a body shaped for effecting cyclonic air flow between an inlet and an outlet of the body. Located along a longitudinal axis of the body is a conical throttling member which is coupled to a control device which operates in response to increasing engine load, as represented by increasing boost pressure, torque and/or speed, to shift the throttling member so as to cause an increasing air flow with increasing engine load.

Abstract: A vehicle speed limiter is described, for use with, and for example fitted to, a vehicle throttle system (1) comprising a mechanically actuatable throttle member (3), an engine (10) speed controller (7), and a throttle signal unit in data communication with an engine speed controller and operably coupled to the throttle member so as to generate an electronic throttle signal in functional response to the degree of actuation of the throttle member, and to transmit a throttle signal to the engine speed controller whereby the engine speed is controlled.

Abstract: In a cruise controller for a saddle-seat vehicle, it is configured to comprise desired throttle opening control execution means (ECU 110) for executing desired throttle opening control by operating the actuator (74) such that the actual throttle opening becomes the desired throttle opening, determine whether the throttle opening command APS is in a predetermined relationship with the actual throttle opening TPS (S60), and switch the cruise control to the desired throttle opening control (S50) when it is discriminated that they are in the predetermined relationship and a disable condition has been established (S62 to S66). By suitably setting the predetermined relationship, the cruise control can be disabled and shifted to the desired throttle opening control at the actual throttle opening anticipatable by the operator, so that driving feel is not impaired and no unnecessary engine output is produced upon switching to the desired throttle opening control.

Abstract: In an apparatus for detecting condition of load connected to a general-purpose internal combustion engine, a first threshold value is compared with a sum obtained by adding a predetermined value to a detected throttle opening and changes the threshold value to the sum if the first threshold value is less than the sum and the engine is determined to be under first load condition if the throttle opening exceeds the threshold value. Next a second threshold value is compared with a difference obtained by subtracting change amounts of the engine speed and throttle opening and the engine is determined to be under second load condition if the difference exceeds the second threshold value, thereby enabling to accurately detect a condition of a load connected to the engine. Then the desired engine speed is changed in response to results of the determinations.

Abstract: A method of adjusting the operation of an engine-driven machine to avoid engine under-speeding entails converting a received speed or torque command into a power command. When an engine under-speed condition is sensed, the system performs underspeed correction in the power domain before converting the underspeed processed power command back into the units of the original domain. The converted underspeed processed power command is issued to the transmission or other component to alleviate the engine under-speeding condition.

Abstract: An engine rotational speed control apparatus is provide to prevent a degradation of fuel efficiency caused by an unnecessary increase of the rotational speed of an engine when a depression amount of an accelerator pedal is briefly increased and then immediately decreased. In particular, when the vehicle is accelerated, an optimum fuel efficiency operating point along an optimum fuel efficiency curve is not moved immediately to another optimum fuel efficiency operating point corresponding to a new target drive force. Instead, the target drive force is reached by increasing the engine load while increasing the engine rotational speed as little as possible, and thus using an operating point that does not lie on the optimum fuel efficiency curve.

Abstract: An engine control system for an engine that drives a generator includes a temperature sensor that generates a temperature signal and a control module that determines a generator torque based on an engine speed and a generator characteristic. The control module determines a torque correction factor based on the temperature signal and determines a corrected generator torque based on the generator torque and the torque correction factor. Various embodiments of the invention utilize engine speed, system voltages field winding duty cycle engine temperature, ambient temperature and/or generator current.

Abstract: A machine (100) has an internal combustion engine (104) operating in response to a control signal provided by an engine governor (216). The engine (104) provides a torque output to a machine system providing a machine function. An electronic controller (214) determines a current operating state of the engine (104) and a torque utilization of the machine system, and compares the current operating state of the engine (104) with the torque utilization in an engine droop function (302). A change to an engine speed (308) setting of the engine (104) is instructed in response to a change in the torque signal. Such change is to increase the engine speed (308) setting when the torque utilization is increasing, and to decrease the engine speed (308) setting when the torque utilization is decreasing.