Abstract: A method of operating an engine is provided. An exhaust valve actuation fault is detected for a first exhaust valve associated with a first cylinder during a first working cycle. In response to the detection of the exhaust valve actuation fault, fueling to at least the first cylinder is cut off. Actuation of the first exhaust valve is attempted in second working cycles that follow the first working cycle, wherein the second working cycles are not fueled. Whether or not the first exhaust valve actuated properly during the second working cycles is determined. Operation of the first cylinder is resumed when it is determined that the first exhaust valve actuated properly. Operation of the first cylinder is not resumed when it is determined that the first exhaust valve did not actuate properly.

Abstract: A method includes controlling an electric motor of a hybrid-electric powerplant for an aircraft using an EPC (electric powertrain controller) and controlling a heat engine of the hybrid-electric powerplant using an ECU (engine control unit). The method includes performing at least one of the following to protect the hybrid-electric powerplant: using the ECU to power down the electric motor, and/or using the EPC to power down the heat engine.

Abstract: Provided is an electronically controlled throttle device configured to reduce size of a motor and concurrently to enhance reduction of a noise of the motor. The electronically controlled throttle device includes: a body including a throttle valve; a motor provided with a brush, the motor configured to drive the throttle valve; a bracket (20F) configured to attach the motor to the body; a pigtail connected electrically to the brush, and arranged on a surface of the bracket (20F), the surface facing the motor; and a filter circuit (an inductor (31), a capacitor (32), and a resistor (33)) connected electrically to the pigtail and configured to reduce the noise of the motor. The filter circuit is arranged on a surface of the bracket (20F), the surface opposite the motor.

Abstract: A throttle control mechanism for a surfacing machine, the control mechanism comprising a control member (310) arranged movable (M, D) in a support structure (320), wherein the control member (310) is arranged to be tensely attached to a throttle actuator (330) of the surfacing machine via a tensile engagement member (340), wherein the control member (310) is arranged to be held fixed in the support structure in at least a first throttle position (350), where the control member is arranged biased towards an idle throttle position (370) when released from the first throttle position (350), and wherein the first throttle position (350) and the idle throttle position (370) are configurable to provide an engine speed margin with respect to a clutch engagement engine speed range of the surfacing machine.

Abstract: A method of producing a throttle device includes setting an angle between a fully closed position and a default position to a predetermined angle by processing at least one of a gear-side fully closed position stopper on a throttle gear, a body-side fully closed position stopper on a throttle body, a default position defining member, a body-side engaging portion of the throttle body, or a gear-side engaging portion of the throttle gear.

Abstract: An air flap apparatus for a motor vehicle, encompassing: a frame having an air passthrough opening; a first and a second air flap arrangement each encompassing at least one first air flap and at least one second air flap; a common motion drive system for displacing the first and the second air flap arrangement; a motion coupling for coupling both the first and the second air flap arrangement to the motion drive system, the first air flap arrangement and the second air flap arrangement being displaceable between a blocking position having a greater degree of coverage of the air passthrough opening and a passthrough position having a lesser degree of coverage of the air passthrough opening; the motion coupling coupling the first and the second air flap arrangement to the motion drive system in such a way that the first and the second air flap arrangement are drivable by the motion drive system asynchronously for a displacement motion, a coupling component of the motion coupling comprises a common motion cou

Abstract: A controller for a vehicle is configured to determine the position of the accelerator pedal with respect to a reference accelerator pedal position (aref); and either determine a torque output in dependence on an acceleration pedal map if the position of the accelerator pedal is greater than the reference accelerator pedal position (aref); and, determine a torque output in dependence on a deceleration pedal map if the position of the accelerator pedal is less than the reference accelerator pedal position (aref).

Abstract: A throttle-controlled intake system is disclosed that provides a driver of a vehicle with greater control over engine functions and vehicle performance. The throttle-controlled intake system includes a control module that is coupled with an aircharger air intake. The control module processes input signals from a throttle pedal of the vehicle and sends modified throttle position signals to a throttle body of the vehicle so as to increase throttle responsiveness of the vehicle. The throttle-controlled intake system further includes a wiring harness and a signal adjuster. The wiring harness electrically couples the control module with the throttle pedal and the throttle body. The control module sends signals directly to the throttle body of the engine, bypassing an electronic control unit of the vehicle. The signal adjuster includes a rheostat that enables manual adjustment of the throttle responsiveness of the vehicle.

Abstract: A throttle operating device includes: a fixing member which is fixed to a vicinity of a grip formed at a tip of a handlebar of a vehicle; a throttle lever which is attached by extending from the fixing member and configured to be pivoted while the grip is gripped; a detection sensor configured to detect a rotational operation angle of the throttle lever; and a resistance force applying unit configured to generate friction during a rotational operation of the throttle lever to apply a resistance force. A drive source of a vehicle is controlled based on the rotational operation angle of the throttle lever detected by the detection sensor.

Abstract: Systems and methods for operating an engine that includes an exhaust tuning valve in its exhaust system are described. In one example, a position of the exhaust tuning valve may be adjusted to reduce a possibility of the exhaust tuning valve becoming stuck due to freezing water. In particular, the exhaust tuning valve may be cycled as ambient temperature approaches a temperature at which water freezes.

Abstract: A throttle valve heating control apparatus of an exhaust gas recirculation (EGR) system for a combustion engine includes a heat source installed in a valve housing and operated when receiving a voltage from a battery of a vehicle, a first sensor unit configured to measure a temperature of outside air of the vehicle, a second sensor unit configured to measure the voltage of the battery, and a controller configured to selectively control an operation of the heat source when the temperature of the outside air and the voltage satisfy a predetermined condition in a state in which the vehicle is turned on, and to determine whether an operation of the heat source is maintained through re-comparison of the temperature of the outside air in a state in which the heat source is operated.

Abstract: A control system for a vehicle includes an engine controller operable to determine a requested engine torque in response to a cruise control set command and a cruise control offset value, determine an engine torque command in response to the requested engine torque and a torque limit, and control operation of an engine in response to the engine torque command. The control system also includes a platooning controller operable to determine and provide to the engine controller the cruise control set command, the cruise control offset value and the torque limit effective to cause the engine controller to control the engine to provide a desired following distance between the vehicle and a second vehicle.

Abstract: An electric actuator comprises a motor and a plate, wherein the motor has an electric contact in electrical contact with the plate. An intermediate shaft is in contact with the plate. A controller is fixed to an upper part of the actuator. The controller has an electrical output electrically communicating with the electric contact of the motor through the intermediate shaft and the plate.

Abstract: Among other things, we describe techniques for an interface board for harmonizing performance of different autonomous vehicles in a fleet. In an embodiment, the interface system includes a printed circuit board installed in a host vehicle that includes an interface controller and interface circuitry coupled to the interface controller. The interface circuitry includes a plurality of relays configured by the interface controller to route/pass sensor signals received from actuators of the host vehicle to the interface controller, and route/pass control signals from the interface controller to actuator controllers of the host vehicle that control the actuators in accordance with an operating mode.

Abstract: A control unit is presented for controlling a driving unit arranged for adjustment of one or more first air guiding flaps of a motorised vehicle between a first outer position and a second outer position. The control unit comprises a communication module for communicating with a vehicle control network for receiving first adjustment instructions for adjusting the first flap, a power supply module comprising an input power terminal for receiving power from a vehicle power network and a first output power terminal for supplying a first current to the driving unit. The control unit further comprises a current sensor module for sensing variations in the first supply current and a control module arranged to control the first supply current in accordance with the adjustment instructions and the sensed variations. By separating the control module from the driving unit, functionality of the control module may be shared over multiple driving units.

Abstract: A driving apparatus is controlled by using a driving command that is obtained by applying an accelerator operation amount to a relation between the accelerator operation amount and the driving command for the driving apparatus, and the relation is set by using a distribution of usage of the driving command by a driver such that a gradient that is a change in the driving command with a change in the accelerator operation amount in a high usage range including a value having a longest usage time among values of the driving command is less than the gradient in a range other than the high usage range.

Abstract: A throttle drive actuator for an engine includes a rotor and a stator. The rotor connects with a valve of a throttle body to rotate the valve, to open a close an air passage of the throttle body of the engine.

Abstract: A computing system for generating optimal tracking control (TC) policies for controlling a machine to track a given time-varying reference (GTVR) trajectory. An updated augmented state of the machine is obtained. Stored in memory is the GTVR trajectory, a constraint-admissible invariant set (CAIS) of machine states satisfying machine state constraints and a corresponding TC policy mapping a machine state within the CAIS to a control input satisfying control input rate constraints. A processor jointly controls the computing system to control the operation to drive an augmented state of the machine to zero, and update the CAIS and TC policy. Joint control includes using a sequence of control inputs and a sequence of augmented machine states within CAIS corresponding to the sequence of tracking control inputs. Execute a constrained tracking approximate dynamic programming (TADP) using the received data to update the value function, update the CAIS and the corresponding TC policy.

Abstract: A general engine throttle apparatus includes a throttle body 12, a throttle valve 13, a throttle shaft 14, a driven gear 24, an electrically driven motor 15, and a detected body block 26. The throttle valve 13 opens and closes an intake air introduction hole 11. The throttle shaft 14 holds the throttle valve 13 and is rotatably supported by a holding hole 16 of the throttle body 12. The electrically driven motor 15 transmits a rotation operation force to the driven gear 24. The detected body block 26 is attached to another end part in an axial direction of the throttle shaft 14, and a state of the throttle shaft 14 is detected by a sensor. The driven gear 24 is integrally formed on one end side in the axial direction of the throttle shaft 14. The detected body block 26 is formed to have a maximum outer diameter that is smaller than a minimum inner diameter of the holding hole 16.

Abstract: A magnetometer containing a crystal sensor with solid-state defects senses the magnitude and direction of a magnetic field. The solid-state defects in the crystal sensor absorb microwave and optical energy to transition between several energy states while emitting light intensity indicative of their spin states. The magnetic field alters the spin-state transitions of the solid-state defects by amounts depending on the solid-state defects' orientations with respect to the magnetic field. The optical read out, reporting the spin state of an ensemble of solid-state defects from one particular orientation class, can be used to lock microwave signals to the resonances associated with the spin-state transitions. The frequencies of the locked microwave signals can be used to reconstruct the magnetic field vector.

Abstract: Systems and methods for operating an engine that may selectively enter and exit a fuel cut-off mode are described. In one example, the method holds the engine in the fuel cut-off mode even though a propulsive effort pedal is applied. An electric machine may provide torque to a vehicle driveline while the engine is in the fuel cut-off mode.

Abstract: An acquisition unit acquires a required torque and an operating state of an internal combustion engine. A control unit is configured to: control operation of the internal combustion engine by using a required air amount, a required fuel amount, and a required ignition timing; acquire a required air amount by using the acquired required torque and a target air-fuel ratio of an air system determined according to the operating state; perform torque fluctuation correction on the target air-fuel ratio of the air system to determine a target air-fuel ratio of an injection system to reduce a difference between the required torque and an actual torque in a transition period between stoichiometric combustion and lean combustion; acquire a required fuel amount and a required ignition timing by using the determined target air-fuel ratio of the air system and the determined target air-fuel ratio of the injection system.

Abstract: A magnetic detection device includes a substrate including a penetration part, a magnetic detection part supported on the substrate to overlap the penetration part, a pair of magnetic guiding parts arranged to sandwich the penetration part and the magnetic detection part, the pair of magnetic guiding parts being configured to guide a magnetic flux from a magnetic generation part to the magnetic detection part, and a soft magnetic member at least partially provided inside the penetration part.

Abstract: A vehicle control device includes a storage device and a processor. The storage device is configured to store relationship prescription data that prescribe a relationship between a state of a vehicle and an action variable that is a variable related to an operation of an electronic device in the vehicle. The processor is configured to calculate a reward corresponding to the operation of the electronic device. The processor is configured to update the relationship prescription data using, as inputs to updated mapping determined in advance, the state of the vehicle that is based on a detection value that is acquired, a value of the action variable that is used to operate the electronic device, and the reward corresponding to the operation of the electronic device when a computation load on the processor is equal to or less than a predetermined load.

Abstract: The disclosure relates to an apparatus and a method for adapting control of a brushless electric motor in order to influence a position of an actuator, wherein at least two values of an output variable of a sensor are recorded in order to determine a position of the actuator, an item of information relating to the position of the actuator is determined on the basis of the at least two recorded values, the determined information relating to the position of the actuator is assigned to an item of information relating to a rotor position of the electric motor, wherein the at least two recorded values are recorded at two different times in a predefined interval of time, and wherein a duration of the predefined interval of time is determined on the basis of a characteristic of the electric motor.

Abstract: A control device of an internal combustion engine can respond to the variation of the flow reduction rate attributable to the difference in a clogging condition, and which can detect a deposit accumulation amount even if no idle condition is provided like HEV, etc. In a control device of an internal combustion engine, a map correction section determines a correction amount in accordance with an approximate line result based on an air amount at a predetermined opening degree at which the measurement of the air amount by an air flow meter is sufficiently performed with the exception of a first predetermined opening degree in the case where the measurement of the air amount by the air flow meter has not been performed sufficiently in the first predetermined opening degree in a current operation cycle.

Abstract: A method and a system for verifying installation of a pedal assembly in a vehicle is provided. The method includes coupling a testing device against the pedal assembly being tested, verifying a position of the testing device relative to the pedal assembly; and positioning a first portion of the testing device against a first side of a pin installed in the pedal assembly. The method also includes verifying the installation of the pin, positioning a second portion of the testing device against a second side of the pin, and verifying the proper installation of the pin.

Abstract: A throttle valve device includes a body, a valve, a motor, a speed reducer, and a cover. The body that defines a passage and a motor space therein. The motor includes a motor yoke, a magnet, a motor shaft, a pair of motor bearings, an armature core, a commutator, a brush, and a brush holder. The motor yoke is made of a magnetic material. The brush holder holds the brush. The motor yoke has an open end that is covered by the brush holder.

Abstract: An electronic pedal assembly may include a pedal platform and at least one force sensor configured to sense a force applied to the pedal platform. One or more control devices may be communicatively coupled to the force sensor(s) and configured to determine a throttle output for controlling the throttle condition of the vehicle based at least in part on the force applied to the pedal platform and based at least in part on an operating condition associated with operating the vehicle. In some embodiments, the force sensor(s) may be configured to measure a force distribution on the pedal platform. The control device(s) may monitor the force distribution and adjust an operation of the vehicle based on the force distribution. The operation of the vehicle can include controlling the throttle condition of the vehicle or an operation that is different from controlling the throttle condition of the vehicle.

Abstract: An ECU as a valve body operation estimation device includes a sampling unit that obtains at least one of voltage and current of the electromagnetic coil as sample values at intervals of a predetermined time in a sampling period set based on a predetermined reference timing, a variation calculation unit that calculates a degree of variation of the sample values obtained in the sampling period, a variation waveform which represents a change of the degree of variation caused by shifting the reference timing including a point at which the degree of variation reduces and then rises as the reference timing is delayed, the point referred to as a rising start point, and a timing estimation unit that estimates an operation timing of a valve body based on the reference timing at the rising start point.

Abstract: Travel data may be gathered and published on a global map for use by various entities. The travel data may be captured by one or more vehicle computing devices, such as those associated with the operation and/or control of a vehicle. The vehicle computing devices may receive input from one or more sensors, and may identify and/or classify an event and/or areas of interest based on the input. The vehicle computing devices may then send travel data to the global map server for publication. Additionally or alternatively, the travel data may be captured by one or more user devices. The user devices may be configured to receive travel data, such as via a user interface, and to send the travel data to the global map server for publication. The global map server may consolidate and publish the travel data on a global map.

Abstract: Work vehicle engine control systems operable in enhanced engine protection (EP) modes, and associated methods and program products, include a memory storing a first default power profile having a first profile shape as expressed on a power/speed graph, which plots power output and engine speed along vertical and horizontal axes, respectively. A controller architecture is coupled to the memory and is operable in the enhanced EP mode in which the controller architecture: (i) generates a first dynamically-adjusted power profile by repeatedly fitting the first profile shape beneath a moving EP ceiling as expressed on the power/speed graph; (ii) utilizes the first dynamically-adjusted power profile to determine a power output target (POTAR) corresponding to a current speed of the work vehicle engine; and (iii) schedules the power output of the work vehicle engine in accordance with the power output target (POTAR).

Abstract: A vehicle pedal sensor assembly for use in a vehicle brake pedal including a base and a pedal arm pivotally mounted to the pedal base. A sensor housing includes a non-contacting pedal position sensor and a contacting pedal force sensor. The sensor housing is mounted to the base of the vehicle brake pedal. A magnet is mounted to the pedal arm. The pedal position sensor senses a change in the magnitude and/or direction of the magnetic field generated by the magnet in response to a change in the position of the pedal arm for determining the position of the pedal arm. A pedal force application member exerts a force against the pedal force sensor in response to the change in the position of the pedal arm for determining the position of the pedal arm. The force sensor may be a piezoelectric element, a load cell, or a strain gauge.

Abstract: Methods and systems for inhibiting an acceleration event prediction includes determining a current vehicle operating condition. An acceleration event is predicted based on a plurality of stored predictions that match the current vehicle operating condition. A determination is made whether to inhibit the acceleration event prediction. The acceleration event prediction is permitted to modify an acceleration event powertrain control such that a powertrain control occurs. A driver noncompliance with the acceleration event powertrain control is stored as a machine learning data and the current vehicle operating condition is stored as machine learning data upon the driver noncompliance. The stored machine learning data is used to determine whether to inhibit a future acceleration event prediction.

Abstract: Presented are automated driving systems for intelligent vehicle control, methods for making/using such systems, and motor vehicles equipped with such automated driving systems. A method for executing an automated driving operation includes: determining path plan data for a subject motor vehicle, including current vehicle location and predicted route data; receiving, from a network of sensing devices, sensor data indicative of current object position and object dynamics of a target object; applying sensor fusion techniques to the received sensor data to determine a threat confidence value that is predictive of target object intrusion with respect to the vehicle's location and predicted route; determining if this threat confidence value is greater than a calibrated threshold value; and, responsive to the threat confidence value being greater than the calibrated threshold value, transmitting one or more command signals to one or more vehicle systems (e.g.

Abstract: A method for operating an internal combustion engine, which includes at least a combustion engine, a fresh gas line and a fuel tank system. The fuel tank system includes a fuel tank, a fuel vapor filter, a purge gas line that connects the fuel vapor filter to the fresh gas line, and a sensor that is suited for determining a degree of hydrocarbon saturation of purge gas contained in the purge gas line. The fuel tank system also has a tank ventilation valve that is integrated in the purge gas line and/or a purge-gas feed device. In response to a control device, a tank ventilation process is initiated, as needed, for which the purge-gas feed device is operated, and/or the tank ventilation valve is opened; for the tank ventilation process, a hydrocarbon content of the purge gas being ascertained using the sensor. A quantity of fuel to be introduced into at least a combustion chamber of the combustion engine is then adjusted as a function of the ascertained hydrocarbon content.

Abstract: A vehicle pedal sensor assembly for use in a vehicle brake pedal including a base and a pedal arm pivotally mounted to the pedal base. A sensor housing includes a non-contacting pedal position sensor and a contacting pedal force sensor. The sensor housing is mounted to the base of the vehicle brake pedal. A magnet is mounted to the pedal arm. The pedal position sensor senses a change in the magnitude and/or direction of the magnetic field generated by the magnet in response to a change in the position of the pedal arm for determining the position of the pedal arm. A pedal force application member exerts a force against the pedal force sensor in response to the change in the position of the pedal arm for determining the position of the pedal arm. The force sensor may be a piezoelectric element, a load cell, or a strain gauge.

Abstract: A variable geometry turbocharger control method includes monitoring parameters of an engine using a plurality of sensors and generating engine state estimates using an engine observer model. The engine observer model represents the intake manifold volume, the exhaust manifold volume, and the charge air cooler volume. The engine state estimates are based on the monitored engine parameters from the plurality of sensors. The method also includes calculating a turbine intake correction factor based on the differences between the measured engine states and the engine state estimates and inputting the turbine intake correction factor to the engine observer model. The method further includes determining a desired turbocharger vane position based on setpoint commands, the monitored engine parameters, the turbine intake correction factor, and the engine state estimates.

Abstract: A method for determining a quantity of air within a cylinder of an internal combustion engine includes the steps of scaling an intake manifold pressure and an exhaust gas pressure in dependence on an actual ambient air pressure and a standard ambient air pressure in order to provide a scaled intake manifold pressure and a scaled exhaust gas pressure, implementing an air charge calculating algorithm produced under a standard ambient air pressure operating condition, in order to determine a standard quantity of air based on the scaled intake manifold pressure and the scaled exhaust gas pressure, and scaling the standard quantity of air in dependence on the actual ambient air pressure and the standard ambient air pressure in order to calculate the quantity of air within the cylinder of the internal combustion engine. An engine control unit and a method for controlling an internal combustion engine are also provided.

Abstract: A positioner according to the present invention includes: an electro-pneumatic converter that converts an input electric signal into a pneumatic signal and controls the valve opening of a regulating valve by driving an operational unit in accordance with the pneumatic signal; an operating-point searching unit that changes the electric signal by performing open loop control to search for an operating point indicating a target valve-opening value of the regulating valve when an output air pressure of the pneumatic signal starts to change; and a PST executing unit that executes a PST on the regulating valve by using the operating point found by the operating-point searching unit. The operating-point searching unit sets the operating point based on a value of the electric signal when the output air pressure matches a first reference value.

Abstract: An assembly for a control device may include a housing part, a shaft rotatably supported on the housing part via a bearing device separate from the housing part, and a magnetic field sensor attached to the housing part, the magnetic field sensor interacting with a magnetic element attached to the shaft for conjoint rotation to determine a rotational angle position of the shaft in relation to the housing part. A bearing element of the bearing device may be received in a housing wall portion of the housing part configured in a complementary manner to the bearing element. On a face side of the shaft facing the magnetic field sensor, a recess may be formed in which the magnetic element may be at least partially received. The housing wall portion may be configured as a web with a ring segment-shaped geometry, which may partially enclose the bearing element externally.

Abstract: A variable valve, method, and diagnostic system are provided that determine accuracy of a position of a variable valve. The variable valve, method, and diagnostic system are configured to determine a system error, the system error being the difference between a commanded position of the valve and a measured position of the valve provided through a feedback signal of the valve. The variable valve, method, and diagnostic system are further configured to determine that a diagnostic accuracy passing condition is met if: a) the system error is less than a predetermined positive error threshold and greater than a predetermined negative error threshold; b) a rate of change of the measured position exceeds a predetermined positive feedback rate threshold; or c) the rate of change of the measured position is less than a predetermined negative feedback rate threshold.

Abstract: In order to provide a highly precise and highly responsive humidity detection means with which diagnosis is easy, this control device for an internal combustion engine is characterized in that two or more sensors for detecting the humidity of the atmosphere or a gas mixed with the atmosphere are provided in the middle of the flow in an intake air passage of the internal combustion engine, at least one of these sensors being a relative humidity sensor for detecting the relative humidity, at least one other of the sensors being an absolute humidity sensor for detecting the absolute humidity, and the relative humidity sensor being arranged upstream from the absolute humidity sensor.

Abstract: An adaptive gas mixture controller system. A pulse oximeter interface receives pulse oximeter data. A gas blender interface communicates with a separate externally connected gas blender. A processor receives pulse oximeter data via the pulse oximeter interface and outputs data to the gas blender interface for adaptive feedback control of the gas mixture based upon the SpO2 level signals from the pulse oximeter interface. When the processor receives data from the gas blender indicating that the gas mixture has been manually changed, enters a manual override mode and halts sending adaptive feedback control signals to the gas blender. This abstract is not to be considered limiting, since other embodiments may deviate from the features described in this abstract.

Abstract: Systems and methods for correcting an engine intake camshaft position and an engine exhaust camshaft position for a variable valve timing engine are described. In one example, intake manifold pressure of an engine is sampled while a motor/generator rotates the engine at a predetermined speed without fuel being supplied to the engine. A camshaft angle where minimum intake manifold pressure is observed is a basis for correcting camshaft position.

Abstract: A method of filtering a targeted frequency from a pedal input signal is provided. The method includes the steps of sampling the pedal input signal at a sampling frequency, calculating a moving average of the pedal input signal from samples of the pedal input signal, and outputting a filtered signal based on the moving average. A throttle filter system is also provided. The system includes a pedal configured to be actuated to set a desired acceleration of a vehicle, a position sensor configured to convert a position of the pedal into an electrical signal, a vehicle driveline configured to accelerate the vehicle, and a filtering module configured to accept the electrical signal from the position sensor and to filter the electrical signal to remove oscillations at a targeted frequency. In the system, the driveline accelerates the vehicle based on the filtered electrical signal.

Abstract: By calculating a throttle opening learning value based on an actual effective opening area calculated based on the actual flow rate of intake air and an actual throttle opening with respect to variations caused by type differences of throttle valves and by calculating a throttle opening learning completion range indicating the region for which throttle opening learning completion has been determined based on the state of deviation between an effective opening area corrected by throttle opening learning and the actual effective opening area, control that applies the throttle opening learning value or fail-safe of an air flow sensor is performed in a contiguous throttle opening learning completion range.

Abstract: An engine control system configured to operate an engine is configured to predict an expected duty cycle including an expected demand from the engine, and calculate two or more future operating conditions, each future operating condition including engine control parameters that, when used to control the engine, are expected to result in the engine meeting the expected demand. One of the future operating conditions is selected, and a present operation of the engine is adjusted in response to the selected future operating condition. A vehicle and/or offroad diesel apparatus may comprise the engine control system.

Abstract: In some embodiments, a vehicle is provided having improved fuel economy by using gradual engine speed control. Once a governor activation threshold is crossed, a dynamic engine speed limit that gradually increases over time is implemented. In some embodiments, if the engine speed does not continue to rise over time, increases in the dynamic engine speed limit may be paused. In some embodiments, if the engine speed increases at too great of a rate for too long of a time, the dynamic engine speed limit may be reset. In some embodiments, increasing, pausing, and/or resetting the dynamic engine speed limit allows gradual acceleration while also avoiding torque lock.

Abstract: A control method for selecting an optimal multiple step operating mode for a multiple cylinder motor vehicle engine system having variable lift includes prioritizing each of a full torque capacity (FTC) mode having all cylinders operating at high lift, a first reduced capacity economy mode (RCE1) having all cylinders operating at low lift, and a second reduced capacity economy mode (RCE2) having fewer than all of the cylinders operating at low lift with at least one cylinder deactivated based on predicted fuel economy of each of the modes. Multiple constraints are applied to each of the prioritized modes including incorporating boost as one of the constraints by calculating a maximum torque capacity for each mode that is a function of a current boost pressure. A mode determination arbitration is conducted to identify if a change in mode is required.