Abstract: A system includes a turbocharged engine, sensors, and a controller. The engine includes an engine intake manifold, air intake manifold, a compressor, a first aftercooler device, a throttle that admits cooled compressed air to the engine intake manifold, and cylinders. The sensors determine engine status signals and include a first manifold pressure (MAP) sensor positioned with respect to the first aftercooler device, a second MAP sensor positioned with respect to the engine intake manifold, a mass airflow (MAF) sensor positioned in the air intake manifold, a first manifold temperature (MAT) sensor positioned in the engine intake manifold, and a second MAT sensor positioned between the first aftercooler device and the throttle. The controller executes a method to calculate a cylinder air charge using an oxygen level of post-combustion gasses and the engine status signals, and controls an operation of the engine using the calculated air charge via engine control signals.

Abstract: A system includes a turbocharged engine, sensors, and a controller. The engine includes an engine intake manifold, air intake manifold, a compressor, a first aftercooler device, a throttle that admits cooled compressed air to the engine intake manifold, and cylinders. The sensors determine engine status signals and include a first manifold pressure (MAP) sensor positioned with respect to the first aftercooler device, a second MAP sensor positioned with respect to the engine intake manifold, a mass airflow (MAF) sensor positioned in the air intake manifold, a first manifold temperature (MAT) sensor positioned in the engine intake manifold, and a second MAT sensor positioned between the first aftercooler device and the throttle. The controller executes a method to calculate a cylinder air charge using an oxygen level of post-combustion gasses and the engine status signals, and controls an operation of the engine using the calculated air charge via engine control signals.

Abstract: A method for computing indicated mean effective pressure (IMEP) in an internal combustion engine using sparse input data. The method uses an indirect integration approach, and requires significantly lower resolution crankshaft position and cylinder pressure input data than existing IMEP computation methods, while providing calculated IMEP output results which are very accurate in comparison to values computed by existing methods. By using sparse input data, the indirect integration method offers cost reduction opportunities for a manufacturer of vehicles, engines, and/or electronic control units, through the use of lower cost sensors and the consumption of less computing resources for data processing and storage.

Abstract: A method for computing indicated mean effective pressure (IMEP) in an internal combustion engine using sparse input data. The method uses a cubic spline integration approach, and requires significantly lower resolution crankshaft position and cylinder pressure input data than existing IMEP computation methods, while providing calculated IMEP output results which are very accurate in comparison to values computed by existing methods. By using sparse input data, the cubic spline integration method offers cost reduction opportunities for a manufacturer of vehicles, engines, and/or electronic control units, through the use of lower cost sensors and the consumption of less computing resources for data processing and storage.

Abstract: A method for operating an internal combustion engine includes monitoring signal output from a high-resolution torque sensor configured to monitor engine torque during ongoing operation, monitoring states of engine operating and control parameters associated with engine input parameters, and estimating a mass air charge for each cylinder event corresponding to the signal output from the high-resolution torque sensor and the states of engine operating and control parameters associated with the engine input parameters.

Abstract: Operating an engine includes monitoring engine crank position, a corresponding engine torque, and an engine operating point. A state of an engine control parameter is adjusted in response to a difference between an identified location of peak torque and a preferred location of peak torque.

Abstract: A method for operating an internal combustion engine includes monitoring signal output from a high-resolution torque sensor configured to monitor engine torque during ongoing operation, monitoring states of engine operating and control parameters associated with engine input parameters, and estimating a mass air charge for each cylinder event corresponding to the signal output from the high-resolution torque sensor and the states of engine operating and control parameters associated with the engine input parameters.

Abstract: A method for computing indicated mean effective pressure (IMEP) in an internal combustion engine using sparse input data. The method uses an indirect integration approach, and requires significantly lower resolution crankshaft position and cylinder pressure input data than existing IMEP computation methods, while providing calculated IMEP output results which are very accurate in comparison to values computed by existing methods. By using sparse input data, the indirect integration method offers cost reduction opportunities for a manufacturer of vehicles, engines, and/or electronic control units, through the use of lower cost sensors and the consumption of less computing resources for data processing and storage.

Abstract: A method for computing indicated mean effective pressure (IMEP) in an internal combustion engine using sparse input data. The method uses a cubic spline integration approach, and requires significantly lower resolution crankshaft position and cylinder pressure input data than existing IMEP computation methods, while providing calculated IMEP output results which are very accurate in comparison to values computed by existing methods. By using sparse input data, the cubic spline integration method offers cost reduction opportunities for a manufacturer of vehicles, engines, and/or electronic control units, through the use of lower cost sensors and the consumption of less computing resources for data processing and storage.

Abstract: Operating an engine includes monitoring engine crank position, a corresponding engine torque, and an engine operating point. A state of an engine control parameter is adjusted in response to a difference between an identified location of peak torque and a preferred location of peak torque.

Abstract: An engine torque sensory system (10), adapted for use with an engine-driven vehicle (12) having a flexplate (18), including at least one sensor (26) fixedly attached on the surface of the flexplate (18) and operable to detect deformations along the surface of the flexplate (18) caused by the generated engine torque, and further including a receiver (28) communicatively coupled to the sensor (26), spaced from the rotating flexplate (18), and operable to convert sensor readings to correlative engine torque values.

Abstract: An engine torque sensory system (10), adapted for use with an engine-driven vehicle (12) having a flexplate (18), including at least one sensor (26) fixedly attached on the surface of the flexplate (18) and operable to detect deformations along the surface of the flexplate (18) caused by the generated engine torque, and further including a receiver (28) communicatively coupled to the sensor (26), spaced from the rotating flexplate (18), and operable to convert sensor readings to correlative engine torque values.

Abstract: A generic technique for the detection of air-fuel ratio (or torque) imbalances in a 4-cylinder engine equipped with either a production oxygen sensor or a wide-range A/F sensor (or a crankshaft torque sensor) is developed. The method is based on a novel frequency-domain characterization of pattern of imbalances and its geometric decomposition into four basic templates. Once the contribution of each basic template to the overall imbalances is computed, templates of opposite direction are imposed to restore air-fuel ratio (or torque) balance among cylinders. At any desired operating condition, elimination of imbalances is achieved within few engine cycles. The method is applicable to current and future engine technologies with variable valve actuation, fuel injectors and/or individual spark control.

Abstract: A method for remote start of a vehicle engine is disclosed. Immediately upon engine start the volatility characteristics of the fuel are determined and this information used to adjust the quantity of fuel injected into the cylinders of the engine during open-loop fuel injection control. Passenger compartment electrical loads are turned off until the catalytic exhaust system is heated to permit closed-loop fuel control. Thereafter, pending operator intervention, the fan, A/C, defroster, and the like, are sequentially turned on and operated for a limited time to prepare the passenger compartment for the absent driver. The method results in minimum emissions, and reduces fuel consumption during extended idle operation while maintaining smooth engine start operation.

Abstract: A method for remote start of a vehicle engine is disclosed. Immediately upon engine start the volatility characteristics of the fuel are determined and this information used to adjust the quantity of fuel injected into the cylinders of the engine during open-loop fuel injection control. Passenger compartment electrical loads are turned off until the catalytic exhaust system is heated to permit closed-loop fuel control. Thereafter, pending operator intervention, the fan, A/C, defroster, and the like, are sequentially turned on and operated for a limited time to prepare the passenger compartment for the absent driver. The method results in minimum emissions, and reduces fuel consumption during extended idle operation while maintaining smooth engine start operation.

Abstract: A generic technique for the detection of air-fuel ratio or torque imbalances in a three-cylinder engine equipped with either a current production oxygen sensor or a wide-range A/F sensor, or a crankshaft torque sensor, is disclosed. The method is based on a frequency-domain characterization of pattern of imbalances and its geometric decomposition into two basic templates. Once the contribution of each basic template to the overall imbalances is computed, templates of same magnitude of imbalances but of opposite direction are imposed to restore air-fuel ratio (or torque) balance among cylinders. At any desired operating condition, elimination of imbalances is achieved within few engine cycles. The method is applicable to current and future engine technologies with variable valve-actuation, fuel injectors and/or individual spark control.

Abstract: A generic technique for the detection of air-fuel ratio or torque imbalances in a three-cylinder engine equipped with either a current production oxygen sensor or a wide-range A/F sensor, or a crankshaft torque sensor, is disclosed. The method is based on a frequency-domain characterization of pattern of imbalances and its geometric decomposition into two basic templates. Once the contribution of each basic template to the overall imbalances is computed, templates of same magnitude of imbalances but of opposite direction are imposed to restore air-fuel ratio (or torque) balance among cylinders. At any desired operating condition, elimination of imbalances is achieved within few engine cycles. The method is applicable to current and future engine technologies with variable valve-actuation, fuel injectors and/or individual spark control.

Abstract: The switching characteristic of zirconia solid electrolyte type oxygen sensors is shaped to generate a limited proportional range around the stoichiometric A/F through a modified operation of the port injection or direct fuel injection control system. The linear response is obtained by imposing fuel-injection offsets, of particular patterns and magnitudes, on the average fuel quantity determined by the closed-loop fuel controller. The linear range of the sensor is then used for precise stoichiometric A/F control for tailpipe emission improvements. Also, further reductions in HC and CO emissions during cold-start (with leaner air-fuel ratio operation) and reduction in NOx (slightly rich air-fuel ratio operation) under warm-up and hot conditions are made possible using production O2 sensors.

Abstract: An adaptive same-ignition-cycle passive method is disclosed for the real-time detection and compensation of fuel volatility (or equivalently, the fuel driveability index, DI) during cold start of a multi-cylinder engine. The method detects a signature of fuel volatility on engine speed (rpm) immediately after engine starts to run. In accordance with this method, a local short-duration high-amplitude speed droop is associated with fuels of various volatility which can be detected within the first second after engine ignition while engine is in idle-neutral operation mode. The speed droop is uniquely correlated with the fuel DI value in the form of calibration tables at different temperatures. The actual fuel DI is thus detected and the optimum fuel enrichment/enleanment is quickly determined within few events after engine is flagged as running even before the transmission is engaged (vehicle still in P/N mode).

Abstract: Internal combustion engine air/fuel ratio regulation in which closed-loop air/fuel ratio control responsive to a pre-converter oxygen sensor feedback signal is further regulated in accord with a feedback signal from a post-converter oxygen sensor signal operative under certain engine operating conditions to provide an average actual engine air/fuel ratio signal. A pre-converter oxygen sensor rich/lean threshold is adjusted in accord with the post-converter signal to drive or maintain such post-converter signal within a preferred range corresponding to an average engine air/fuel ratio of stoichiometry.