Abstract: A method, comprising: setting an engine intake airflow parameter based on an engine oil viscosity index. In this way, engine operating conditions that depend on engine friction and engine intake airflow, such as engine idling speed and engine friction torque, may be determined and implemented with an increased consistency. This in turn may decrease the possibility of engine stalls and improve engine performance, particularly at low temperatures.

Abstract: A control system for a machine is disclosed. The control system may have an engine configured to combust a mixture of fuel and air and generate a mechanical power output and a flow of exhaust, and a sensor configured to generate a signal indicative of the machine moving between zones having different air characteristics. The control system may also have a controller in communication with the engine and the sensor. The controller may be configured to selectively adjust operation of the engine based on the signal in an amount related to the air characteristics.

Abstract: A method includes: retarding spark timing relative to a predetermined spark timing when an engine torque output reduction is requested for a gear shift; estimating a first torque output of an engine based on N cylinders of the engine being fueled, an engine speed, an air per cylinder (APC), and the predetermined spark timing; estimating a second torque output of the engine based on M cylinders being fueled, the engine speed, the APC, and the spark timing. determining an initial pressure ratio across a turbocharger compressor; determining an adjustment based on M and the first and second torque outputs; generating a desired pressure ratio across the turbocharger compressor based on the adjustment and the initial pressure ratio; and controlling opening of a turbocharger wastegate based on the desired pressure ratio. N is a total number of cylinders of the engine and M is less than or equal to N.

Abstract: An automotive internal combustion engine electronic control unit for performing safety-related functions with a predetermined automotive safety integrity level, including: a microcontroller and an integrated circuit distinct from and communicating with the microcontroller. The microcontroller performs one or more safety-related functions with the same automotive safety integrity level as required to the automotive engine electronic control unit. The integrated circuit performs one or more safety-related functions with an automotive safety integrity level that is lower than that of the microcontroller. The integrated circuit performs, for each performed safety-related function, a corresponding diagnosis function for detecting failures in the performance of the safety-related function.

Abstract: A system and method are provided for estimating the operating speed of a turbocharger. A first pressure value corresponds to pressure at or near the air inlet of the compressor, and a second pressure value corresponds to pressure at or near the air outlet of the compressor. A temperature value corresponds to a temperature at or near the air inlet of the compressor, and a flow rate value corresponds to a flow rate of air entering the air inlet of the compressor. The operating speed of the turbocharger is estimated as a function of the first pressure value, the second pressure value, the temperature value and the flow rate value.

Abstract: A first calculation device is provided that calculates a ratio of a target torque equivalent value of an engine to a maximum torque equivalent value of the engine, as a pressure ratio equivalent value. A second calculation device is also provided that calculates a flow velocity of air to flowing through a throttle valve in the engine, based on the pressure ratio equivalent value calculated by the first calculation device. A third calculation device is further provided that calculates a target throttle valve opening, based on the flow velocity calculated by the second calculation device. With this configuration, the target opening of a throttle valve corresponding to the requested engine torque, without using the pressures before and after the throttle valve section.

Abstract: Road grade is modeled over a region in which a vehicle is driven on roadways having a grade that varies over a plurality of predetermined grade ranges. A succession of grade values are generated while operating the vehicle at a predetermined rate, wherein each grade value identifies a respective grade range then being encountered. A Markov chain road-grade model is updated in response to the succession of grade values, wherein the model represents respective elements of probability in a matrix of transition events from each predetermined grade range to a respective next-in-succession grade range. Each element of the matrix has a value ?i,j representing a weighted frequency of transition events from a first respective grade value to a second respective grade value divided by a weighted frequency of transition events initiating from the first respective grade value, so that the matrix successively approximates the road grade of the region.

Abstract: A method is described for monitoring a camshaft adjustment of an internal combustion engine in a first operating mode, in which, depending on a time characteristic of an actual value of the angular position of the camshaft adjustment and a time characteristic of a first setpoint value of the angular position of the camshaft adjustment, a decision is made that there are errors in the camshaft adjustment, the decision also depending on a time characteristic of a second setpoint value of the angular position of the camshaft adjustment, the first setpoint value and the second setpoint value each being ascertained at the same operating point of the internal combustion engine, and the first setpoint value for operating the internal combustion engine being ascertained in the first operating mode and the second setpoint value for operating the internal combustion engine being ascertained in a second operating mode.

Abstract: A difference module determines a difference between an engine speed and a transmission input shaft speed. A state control module sets a signal to a first state when a driver releases an accelerator pedal and selectively transitions the signal from the first state to a second state when the difference is less than zero. An immediate torque request module decreases an engine torque request when the signal is in the first state and selectively increases the engine torque request when the signal is in the second state. At least one of: a spark control module that selectively adjusts spark timing based on the engine torque request; and a fuel control module that selectively adjusts fueling based on the engine torque request.

Abstract: A corona ignition system that can be operated with relatively low expenditure in the vicinity of its resonant frequency. For each ignition, impedance and frequency values are stored in a data structure and are allocated to a respective voltage value. The data structure is complemented by an adjustment variable whose value specifies whether the present frequency value of the present engine cycle has been classified as too high or too low. The value of the adjustment variable is determined anew in each engine cycle. To that end, a comparison is made between a present frequency value with an earlier frequency value and a present impedance value with an earlier impedance value. Based upon the comparison, a value can be assigned to the adjustment value to cause a lower or higher frequency value of the corona discharge in the next cycle.

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: A control system for an engine includes a selecting module, a target air per cylinder (APC) module, and a phaser scheduling module. The selecting module: selects one of (a) target intake and exhaust cam phaser angles and (b) measured intake and exhaust cam phaser angles; and sets selected intake and exhaust cam phaser angles based on the selected one of the target intake and exhaust cam phaser angles and the measured intake and exhaust cam phaser angles, respectively. The target APC module determines a target APC based on a target spark timing and the selected intake and exhaust cam phaser angles. The phaser scheduling module determines the target intake and exhaust cam phaser angles based on the target APC and controls intake and exhaust cam phasers of the engine based on the target intake and exhaust cam phaser angles, respectively.

Abstract: A system according to the principles of the present disclosure includes an axle torque determination module, an engine torque determination module, and an engine torque control module. The axle torque determination module determines an axle torque request based on a driver input and a vehicle speed. The engine torque determination module determines an engine torque request based on the axle torque request and at least one of a turbine speed and whether a clutch of a torque converter is applied. The engine torque control module controls an amount of torque produced by an engine based on the engine torque request.

Abstract: In a method for operating a forced-induction internal combustion engine of a motor vehicle with variable compression, provision is made that the variable compression is pilot-controlled in such a way that a selected compression is established as a function of combustion efficiency and of the mechanical stress on components of the internal combustion engine, such that elevated compression is provided in the naturally aspirated range and/or decreased compression is provided in the forced-induction range. The variable compression is generated by phase shifting of a camshaft of the internal combustion engine, or by cam switching by way of a variable valve train.

Abstract: An engine control device (2) of a motor vehicle includes: a control device (6) with elements for generating a control signal; and at least one output circuit (8) including: an input (14) intended to receive a control signal generated by the control device (6), and an output (16) connected to a component (4) and equipped with switching elements (18). The control device (2) further includes a monitoring device (20), which has: a first input (24) receiving the signal from the input (14) of the output circuit (8) connected to the control device (6), a second input (22) connected to the output (16) of the output circuit (8), and control elements associated with time delay elements for interrupting the connection between the output of the output circuit (8) and the component (4).

Abstract: In the case where a constraint condition related to an internal combustion engine is satisfied when a control amount of each of the control objects 35d, 52 is controlled in accordance with the operation amount determined based on initial target values TPcom and TRegr of respective control objects of an internal combustion engine 10, the control amount of each of the control objects is controlled in accordance with the operation amount determined based on the initial target values. In the case where the constraint condition is not satisfied, the initial target values are repeatedly corrected in accordance with a predetermined rule so as to satisfy the constraint condition, and the control amount of each of the control objects is controlled in accordance with the operation amount determined based on the corrected initial target values.

Abstract: A machine throttle system according to an embodiment of the present disclosure includes a power system configured to operate at different speeds. The power system is coupled to a first throttle device and a second throttle device. A control module is communicatively coupled to the power system, the first throttle device, and the second throttle device. The control module is configured to cause the power system to operate at a first speed in response to the first throttle device being set to a level. The control module is also configured to cause the power system to increase in speed in response to the second throttle device when the first throttle device level is set below a predetermined value. The control module is further configured to cause the power system to decrease in speed in response to the second throttle device when the first throttle device level is set at or above the predetermined value.

Abstract: Embodiments for a lubrication system for an internal combustion engine are provided. In one example, a lubrication system for an internal combustion engine comprises a lubricant circuit, a radiator for cooling the lubricant, a heat accumulator arranged upstream of the engine for warming up the lubricant, the heat accumulator connected in parallel to the radiator, and a valve for switching over the lubricant circuit between the radiator and the heat accumulator. In this way, the oil may be rapidly heated during cold engine start conditions.

Abstract: Example embodiments for reducing thermal load in one or more exhaust gas lines are provided. One embodiment includes an internal combustion engine with liquid cooling, comprising at least one exhaust gas line, at least one coolant jacket, and a common boundary wall separating the at least one exhaust gas line and the at least one coolant jacket, wherein the common boundary wall includes a surface structure provided on sides of the coolant jacket in at least one locally limited region. In this way, the surface structure on the sides of the coolant jacket may increase heat transfer to reduce thermal loading.

Abstract: An engine control system includes a coordinated torque control (CTC) module, a diagnostic module, and an actuator limiting module. The CTC module determines a first position for a throttle valve of a spark-ignition, internal combustion engine and controls opening of the throttle valve based on the first position. The diagnostic module selectively diagnoses an engine shutdown fault and disables the control of the opening of the throttle valve based on the first position when the engine shutdown fault is diagnosed. The actuator limiting module determines a second position for the throttle valve based on an accelerator pedal position, selects a lesser one of the first and second positions, and selectively limits the opening of the throttle valve to the lesser one of the first second positions when the engine shutdown fault is diagnosed.

Abstract: An intake air quantity information determining arrangement senses or computes one of an intake air quantity and a torque of an internal combustion engine as intake air quantity information. A misfire-avoidance control arrangement executes a misfire-avoidance control operation, which avoids misfire by controlling a throttle opening degree of a throttle valve such that a value of the intake air quantity information does not decrease below a normal combustion threshold value.

Abstract: A spark ignition-type internal combustion is provided wherein a first mechanical compression ratio control and a second mechanical compression ratio control are alternatively carried out, the first mechanical compression ratio control makes the mechanical compression ratio in the low engine load side operation area higher than that in the high engine load side operation area to increase the expansion ratio in the low engine load side operation area, the second mechanical ratio control makes the expansion ratio in the low engine load side operation area lower than that in the low engine load side operation area made by the first mechanical compression ratio control and a boost pressure control increases the boost pressure like a step change when the engine load becomes a set engine load in the low engine load side operation area or higher.

Abstract: A constant current is made to flow between sensor electrodes by a constant current circuit provided in the outside of the oxygen sensor, whereby the output characteristics of an oxygen sensor can be changed. Further, when a specified current-switching-permission condition is met, a value of current flowing between the sensor electrodes is switched and a direct current resistance value (internal resistance value) of the oxygen sensor is computed from a difference in the output of the oxygen sensor and a difference in the value of the current between before and after switching the value of the current flowing between the sensor electrodes. Then, at the time of a constant current supply in which the constant current is made to flow between the sensor electrodes, in other words, when the output characteristics of the oxygen sensor are changed, an amount of output-voltage-variation is found from a constant current value and a direct resistance value at that time.

Abstract: A position indicator device (10) comprising a first array (12) of uniformly spaced-apart pulse induction affecting targets fixed in position relative to a second array of uniformly spaced-apart pulse induction affecting targets (14). The spacing between the centres of adjacent targets of the first array (12) differs from that of the second (14). The device further comprises a first set (18) of pulse-induction coils comprising a plurality of such coils and a second set (20) of pulse-induction coils comprising a plurality of such coils. The coils of the first set (18) are fixed relative to those of the second set (20). Those of the first set (18) are located adjacent to the first array (12) of targets. Those of the second set (20) are located adjacent to the second array (14) of targets. The targets (the said first and second arrays together) and the coils (the said first and second sets together) are movable relative to one another.

Abstract: A fuel supplying controller detecting a clogging of a fuel filter includes a period setting portion setting a non-detection period where a clogging detection is prohibited, an ambient-temperature detection portion detecting an ambient temperature of an exterior of a vehicle, and a residual-fuel detection portion detecting a residual-fuel quantity in a fuel tank. The period setting portion sets the non-detection period, based on the ambient temperature detected by the ambient-temperature detection portion and the residual-fuel quantity detected by the residual-fuel detection portion.

Abstract: Methods and systems for fuel system leak detection are disclosed. In one example approach, a method comprises, during an engine-on condition, delivering fuel from a fuel tank to one or more cylinders of the engine while the fuel tank is sealed off from atmosphere, and indicating a leak based on pressure in the fuel tank. For example, a leak may be indicated in response to a pressure decrease in the fuel tank greater than an expected pressure decrease, where the expected pressure decrease is based on a fuel level in the fuel tank.

Abstract: A method is described for operating a fuel injection system, in particular of an internal combustion engine, in which fuel under pressure is made available in a pressure reservoir and a fuel pressure prevailing in the pressure reservoir is ascertainable with the aid of a pressure sensor. Fuel is removed from the pressure reservoir over a predefinable pressure reduction time period, measured pressure values are ascertained (determined) with the aid of the pressure sensor at least two different points in time during the pressure reduction period, and an actual fuel pressure at the beginning of the pressure reduction period is inferred from the measured pressure values ascertained (determined) during the pressure reduction period.

Abstract: Methods are provided for determining an exhaust fluid level in an exhaust fluid storage tank based on a signal, and a quality of the signal from an exhaust fluid level sensor located in the exhaust fluid tank of a vehicle.

Abstract: Methods are provided for determining ice formation during cruising under cold weather conditions at the intake manifold or throttle body of an engine system and for enabling engine misfire diagnostics upon detection of dissipation of the formed ice.

Abstract: An apparatus for processing road information includes: a global positioning system (GPS) sensor configured to detect a location of a vehicle; a navigation device configured to output short-range road information and long-range road information according to a location of the vehicle; and a vehicle controller configured to restore forward road information by using the short-range road information and the long-range road information and control an engine or a transmission according to the forward road information.

Abstract: A method comprises in response to an oil pressure below a threshold oil pressure, and an engine speed below a threshold engine speed, restricting cam movement while the vehicle is moving, and during a vehicle stopped condition, overriding the restricted cam movement.

Abstract: In a method for controlling the stopping behavior of an internal combustion engine, after a stop request, an air metering device initially reduces the volume of air supplied to the internal combustion engine during the stop and subsequently increases this volume of air again at an opening crankshaft angle (KWopen), the opening crankshaft angle (KWopen) being oriented to an undercut crankshaft angle (KWlow), at which a speed (n) of the internal combustion engine when stopping drops below a predefinable speed threshold value (ns). The time characteristic of the speed (n) of the internal combustion engine after the stop request is influenced in such a way that the internal combustion engine comes to a halt in a predefinable target crankshaft angle range.

Abstract: A method for a turbocharger of a heat engine including a turbine, a compressor, and a by-pass actuator that can be used to control an air flow that does not pass through the turbine. The method includes determining a position set point of the by-pass actuator as a function of a compression ratio set point, a compression ratio measurement, a measurement of the rate of flow through the compressor, a measurement of the pressure downstream from the turbine, a measurement of the pressure downstream from the compressor, a measurement of the temperature upstream from the turbine, and a measurement of the temperature upstream from the compressor. The method can be used to control a supercharging device with a single or dual turbocharger.

Abstract: An apparatus to control an internal combustion engine includes a cylinder operation controller configured to switch a cylinder operation between an all-cylinder operation and a cylinder deactivation operation. A deactivation time parameter integrating device is configured to integrate a deactivation time parameter indicating a deactivation time of the part of the plurality of cylinders to calculate an integrated deactivation time parameter. An inhibiting device is configured to inhibit the cylinder deactivation operation if the integrated deactivation time parameter calculated by the deactivation time parameter integrating device is larger than or equal to a reference value. The deactivation time parameter integrating device holds the integrated deactivation time parameter as an initial value after an operation of the internal combustion engine is stopped.

Abstract: According to one implementation of an engine system, a power device is selectively actuated to provide energy to a storage device. Energy from the storage device is selectively provided to a boost assist device to supplement the normal energy supply to a boost device and enable an increased power output of the engine in at least certain engine or vehicle operating conditions. In one form, the power device may be a source of electrical energy and the storage device is capable of storing an electrical charge. In another form, the power device is a fluid pump and the storage device is capable of storing pressurized fluid. Various methods may be employed to control operation of the power device and energy storage in the storage device.

Abstract: Methods and systems are provided for raising an exhaust temperature to spin a turbocharger turbine and reduce turbo-lag. Pressurized air is discharged from a boost reservoir into an intake manifold while spark retard is increased to expedite exhaust heating while also increasing a net combustion torque. By expediting turbine spin-up in response to a tip-in, turbo-lag is reduced and engine performance is improved.

Abstract: When the operating characteristics of an intake valve are changed by an intake valve stop mechanism, an ECU outputs a command signal (control on) to a solenoid. At this time, a timing, at which the command signal is output to the solenoid, is determined on the basis of a rotational position of a crankshaft, calculated from a signal of a crank position sensor. However, the output timing is corrected on the basis of a rotational phase difference of a camshaft with respect to the crankshaft.

Abstract: A system includes a first module configured to determine at least one of a position of a vehicle, an elevation level of the vehicle and a road grade at the position of the vehicle. A second module configured to inhibit an autostop of an engine including generating a start-stop signal based on the at least one of the position of the vehicle, the elevation level of the vehicle and the road grade at the position of the vehicle. An actuator control module configured to prevent the autostop by adjusting at least one of a spark parameter, a fuel parameter and an air flow parameter of the engine based on the start-stop signal.

Abstract: Methods and systems are provided for closed-loop adjusting a laser intensity of a laser ignition device of a hybrid vehicle. The laser intensity applied over consecutive laser ignition events is decreased until a flame quality is degraded for a threshold number of cylinder combustion events. The laser intensity is then increased to improve flame quality and the closed-loop adjustment is reiterated.

Abstract: A method, comprising generating a water-in-fuel indication responsive to a water-in-fuel content increasing more than a threshold amount within a threshold time of a refueling event is presented.

Abstract: Methods and systems are provided for improving vehicle torque control accuracy. Data points of an engine torque data set are adjusted en masse by an on-board vehicle controller while also being adjusted individually by an off-board controller. By adjusting engine operation based on a torque data set that is updated by each of the on-board and off-board controllers, engine torque errors can be reliably determined and compensated for.

Abstract: Methods and systems are described for conserving fuel used by an engine. In some embodiments a control module processes a user-provided input, as a first function, into a second function. The second function can be used to direct the engine with a directive output power. The directive output power may have regions equal to, greater than, and/or less than what the power output would be if the engine were controlled using the user-provided input.

Abstract: Methods and systems for optimizing a performance of a vehicle engine are provided. The method includes determining an initial value for a first engine control parameter based on one or more detected operating conditions of the vehicle engine, determining a value of an engine performance variable, and artificially perturbing the determined value of the engine performance variable. The initial value for the first engine control parameter is then adjusted based on the perturbed engine performance variable causing the engine performance variable to approach a target engine performance variable. Operation of the vehicle engine is controlled based on the adjusted initial value for the first engine control parameter. These acts are repeated until the engine performance variable approaches the target engine performance variable.

Abstract: A system and method to enable electronically controlled internal combustion engines to self-adjust parameters and operate properly on different fuels that have wide ranges of physical and chemical properties. Input from a sensor is utilized that gives a signal indicative of the combustion process. The ECU processes the signal and readjusts the engine operating parameters to achieve its operating goals.

Abstract: A method of preventing an automatic engine stop includes estimating a temperature of a volume of fluid within a hydraulic accumulator that is in selective fluid communication with a fluidly-actuated torque-transmitting device. The torque-transmitting device is coupled to an internal combustion engine and configured to selectively transmit a torque from the engine to a vehicle wheel. The method further includes comparing the estimated fluid temperature to a temperature range, and preventing the internal combustion engine from automatically stopping if the estimated fluid temperature is outside of the temperature range.

Abstract: A method for operating the internal combustion engine includes determining a first integrated thermal state parameter corresponding to engine environment factors affecting a combustion parameter during engine operation in a homogeneous-charge compression-ignition combustion mode. A difference in the first integrated thermal state parameter is determined corresponding to a difference between a monitored state for the combustion parameter and an estimated state for the combustion parameter. The first integrated thermal state parameter is corrected in response to the difference in the integrated thermal state parameter. Operation of the internal combustion engine is controlled in response to the corrected first integrated thermal state parameter.

Abstract: A coolant control system of a vehicle includes a pump control module and a coolant valve control module. The pump control module selectively activates a coolant pump. The coolant pump pumps coolant into coolant channels formed in an integrated exhaust manifold (IEM) of an engine. The coolant valve control module selectively actuates a coolant valve that controls coolant flow from the coolant channels formed in the IEM to a transmission heat exchanger based on a first temperature of a transmission and a second temperature of coolant within the integrated exhaust manifold of the engine.

Abstract: An electronic control unit (ECU), for use with an internal combustion engine, determines whether an abnormal combustion has occurred in the engine. The ECU uses a sensor signal amplifier to amplify a sensor signal from a sensor by changing an amplification power of the sensor signal and an A/D converter to convert the sensor signal amplified to a digital signal (i.e., a digitized sensor signal). The ECU uses an abnormal combustion detector to determine whether an abnormal combustion has occurred based on a characteristic of a waveform of the digitized sensor signal, and performs an abnormal combustion prevention control to prevent the abnormal combustion when an abnormal combustion is detected. An amplification controller is used to set the amplification power of the sensor signal amplifier based on the amplitude of the digitized sensor signal and a determination result of the abnormal combustion by the abnormal combustion detector.

Abstract: A device for measuring a spectrum of a light beam in a wavelength range chosen beforehand, device called a spectrometer, the spectrum being generated by a fluid to be analyzed, the spectrometer including: at least one light source; a measurement cell including the fluid to be analyzed; a measurement detector placed on an optical pathway taken by a measurement optical beam being emitted by the light source and encountering the measurement cell; and a reference detector placed on an optical pathway taken by a reference optical beam being emitted by the light source and not encountering the measurement cell, wherein the spectrometer is borne by an automotive vehicle and includes an element for forming an incident optical beam emitted by the at least one light source, and for dividing the optical beam into a measurement beam and a reference beam, in the form of a waveguide.

Abstract: An internal combustion engine employs an odd number of cylinders. A crankangle sensor of 360° crankangle (CA) provides a POS signal including a pulse train having pulses generated at each 10° CA. This POS signal includes a specific portion 28? generated at each 360° CA by a gap portion of the crankangle sensor. The time required for a 10° CA change is calculated for each 10° CA as a second signal, and the time is integrated for intervals A, B, and C. Since the second signal oscillates with a period according to the number of the cylinders in response to a change in stroke of each cylinder, intervals T1 and T4, for example, can be identified by comparing the integrated values. Thus, the cylinders can be identified by only the signal from the crankangle sensor of 360° CA without depending on a cam angle sensor of 720° CA.