Abstract: Methods and systems are provided for enabling a transfer function of a direct injector and a port injector, each fueling an engine cylinder, to be accurately learned. During selected conditions, the direct injected fuel fraction may be actively changed from a target fraction to one of an upper and lower limit of the direct injector so as to provide a measurable air-fuel ratio error. Fueling errors for the distinct fuel injectors is then learned based on the measured air-fuel ratio error relative to the actively changed fuel fraction.

Abstract: Methods and systems are provided for enabling a transfer function of a direct injector and a port injector, each fueling an engine cylinder, to be accurately learned. During selected conditions, the direct injected fuel fraction may be actively changed from a target fraction to one of an upper and lower limit of the direct injector so as to provide a measurable air-fuel ratio error. Fueling errors for the distinct fuel injectors is then learned based on the measured air-fuel ratio error relative to the actively changed fuel fraction.

Abstract: Methods and systems are provided for enabling a transfer function of a direct injector and a port injector, each fueling an engine cylinder, to be accurately learned. During selected conditions, the direct injected fuel fraction may be actively changed from a target fraction to one of an upper and lower limit of the direct injector so as to provide a measurable air-fuel ratio error. Fueling errors for the distinct fuel injectors is then learned based on the measured air-fuel ratio error relative to the actively changed fuel fraction.

Abstract: Methods and systems are provided for enabling a transfer function of a direct injector and a port injector, each fueling an engine cylinder, to be accurately learned. During selected conditions, the direct injected fuel fraction may be actively changed from a target fraction to one of an upper and lower limit of the direct injector so as to provide a measurable air-fuel ratio error. Fueling errors for the distinct fuel injectors is then learned based on the measured air-fuel ratio error relative to the actively changed fuel fraction.

Abstract: Systems and methods for determining air-fuel error in an engine fueled via direct and port fuel injection. Errors associated with individual fuel injection systems are distinguished from a common error based on trends in the error correction coefficients of the individual fuel injection systems. Adaptive fuel multipliers for each injection system are updated to account for the common error.

Abstract: Systems and methods for determining air-fuel error in an engine fueled via direct and port fuel injection. Errors associated with individual fuel injection systems are distinguished from a common error based on trends in the error correction coefficients of the individual fuel injection systems. Adaptive fuel multipliers for each injection system are updated to account for the common error.

Abstract: Systems and methods for determining air-fuel error in an engine fueled via direct and port fuel injection. Errors associated with individual fuel injection systems are distinguished from a common error based on trends in the error correction coefficients of the individual fuel injection systems. Adaptive fuel multipliers for each injection system are updated to account for the common error.

Abstract: Systems and methods for determining air-fuel error in an engine fueled via direct and port fuel injection. Errors associated with individual fuel injection systems are distinguished from a common error based on trends in the error correction coefficients of the individual fuel injection systems. Adaptive fuel multipliers for each injection system are updated to account for the common error.

Abstract: Methods and systems are provided reusing processed sensor data to identify multiple types of sensor degradation. In one example, a central peak of a distribution, such as a generalized extreme value distribution, of sensor readings is re-used to identify asymmetric sensor degradation and stuck in-range sensor degradation.

Abstract: Methods and systems are provided reusing processed sensor data to identify multiple types of sensor degradation. In one example, a central peak of a distribution, such as a generalized extreme value distribution, of sensor readings is re-used to identify asymmetric sensor degradation and stuck in-range sensor degradation.

Abstract: Methods and systems are provided for mitigating engine pre-ignition based on a feed-forward likelihood of pre-ignition and feedback from a pre-ignition event. In response to an indication of pre-ignition, a cylinder may be enriched while an engine load is limited. The enrichment may be followed by an enleanment to restore exhaust catalyst feed-gas oxygen levels. The mitigating steps may be adjusted based on engine operating conditions, a pre-ignition count, as well as the nature of the pre-ignition.

Abstract: Methods and systems are provided for mitigating engine pre-ignition based on a feed-forward likelihood of pre-ignition and feedback from a pre-ignition event. In response to an indication of pre-ignition, a cylinder may be enriched while an engine load is limited. The enrichment may be followed by an enleanment to restore exhaust catalyst feed-gas oxygen levels. The mitigating steps may be adjusted based on engine operating conditions, a pre-ignition count, as well as the nature of the pre-ignition.

Abstract: A method for determining the use of a block heater in an internal combustion engine and compensating for the effects that such heaters can have on an engine coolant sensor. The method uses measurements of ambient air temperature to determine if the use of a heater is likely and then compares the measured coolant temperature with an inferred coolant temperature to verify the usage of the block heater when the difference is significant. When use of a heater is detected, the value for coolant temperature initially supplied to the engine control system is compensated with a normalized coolant temperature value that is based on a functional relationship between the inferred engine temperature and the measured coolant temperature. Then as the mechanism of the engine begins to mechanically turn and the coolant is circulated, the normalized value of coolant temperature is filtered in a way that the normalized value approaches the temperature reading from the coolant sensor, as the starting process continues.

Abstract: A method for determining the use of a block heater in an internal combustion engine and compensating for the effects that such heaters can have on an engine coolant sensor. The method uses measurements of ambient air temperature to determine if the use of a heater is likely and then compares the measured coolant temperature with an inferred coolant temperature to verify the usage of the block heater when the difference is significant. When use of a heater is detected, the value for coolant temperature initially supplied to the engine control system is compensated with a normalized coolant temperature value that is based on a functional relationship between the inferred engine temperature and the measured coolant temperature. Then as the mechanism of the engine begins to mechanically turn and the coolant is circulated, the normalized value of coolant temperature is filtered in a way that the normalized value approaches the temperature reading from the coolant sensor, as the starting process continues.

Abstract: A method and system for controlling the fuel mass to be delivered to an individual cylinder of an internal combustion engine during engine transients caused by intake control device transitions. The method and system compensates for fuel transport dynamics and the actual fuel injected into the cylinder. A plurality of engine parameters are sensed, including cylinder air charge. An initial base desired fuel mass is determined based on the plurality of engine parameters. An initial transient fuel mass is also determined based on prior injection history which, in turn, is modified based on the transition of the intake control device for that cylinder. A desired injected fuel mass to be delivered to the cylinder is determined based on the initial base desired fuel mass and the initial transient fuel mass. These same calculations are then used to compensate for changes to the base desired fuel mass while the fuel injection is in progress, resulting in an updated desired injected fuel mass.

Abstract: A method and an apparatus 34 for inferring the amount of pressure resident within a fuel delivery member 8 by measuring the voltage delivered to a pump 24 and by calculating a desired fuel flow rate.

Abstract: A method and system for controlling the fuel mass to be delivered to an individual cylinder of an internal combustion engine during engine transients caused by intake control device transitions. The method and system compensates for fuel transport dynamics and the actual fuel injected into the cylinder. A plurality of engine parameters are sensed, including cylinder air charge. An initial base desired fuel mass is determined based on the plurality of engine parameters. An initial transient fuel mass is also determined based on prior injection history which, in turn, is modified based on the transition of the intake control device for that cylinder. A desired injected fuel mass to be delivered to the cylinder is determined based on the initial base desired fuel mass and the initial transient fuel mass. These same calculations are then used to compensate for changes to the base desired fuel mass while the fuel injection is in progress, resulting in an updated desired injected fuel mass.

Abstract: A method and system for controlling the fuel mass to be delivered to an individual cylinder of an internal combustion engine during engine transients caused by intake control device transitions. The method and system compensates for fuel transport dynamics and the actual fuel injected into the cylinder. A plurality of engine parameters are sensed, including cylinder air charge. An initial base desired fuel mass is determined based on the plurality of engine parameters. An initial transient fuel mass is also determined based on prior injection history which, in turn, is modified based on the transition of the intake control device for that cylinder. A desired injected fuel mass to be delivered to the cylinder is determined based on the initial base desired fuel mass and the initial transient fuel mass. These same calculations are then used to compensate for changes to the base desired fuel mass while the fuel injection is in progress, resulting in an updated desired injected fuel mass.

Abstract: An engine diagnostic method for an engine having a switching exhaust gas sensor and a fuel system uses the switching exhaust gas sensor during open loop fuel enrichment to diagnose fuel system degradation, including fuel filter degradation.