Abstract: A control system for a compression ignition engine is provided, which includes a combustion chamber, a throttle valve, an injector, an ignition plug, a sensor, and a controller. A changing module outputs a signal to the throttle valve so that an air amount increases more than before the change demand, outputs to the injector a signal to increase the fuel amount according to the increase in the air amount so that an air-fuel ratio of the mixture gas becomes a stoichiometric air-fuel ratio or a substantially stoichiometric air-fuel ratio, and performs a torque adjustment so that an increase of the engine torque caused by the increase in the fuel amount is reduced. When the air amount is determined to have reached a given amount, the changing module ends the increasing of the fuel amount and the torque adjustment, and permits that a second mode module starts the second mode.

Abstract: An over-the-road vehicle including an engine unit and an engine-integrated exhaust treatment system is disclosed. The engine-integrated exhaust treatment system can selectively reduce nitrous oxides (NOx) in exhaust gases from the engine unit. The engine-integrated exhaust treatment system includes a reagent doser integrated into the engine unit and a catalyst in fluid communication with the engine unit. The reagent doser injects aqueous urea solution into at least one cylinder of the engine unit without fuel while fuel is injected into at least one other cylinder of the engine unit for combustion. The aqueous urea solution is converted in the cylinder to ammonia gas that is mixed with exhaust gases from the other cylinders. This mixture is then exposed to the catalyst to encourage reduction of NOx in the exhaust gases before they are discharged to atmosphere.

Abstract: A method (60, 90) includes executing a wear protocol to derive a start-stop (SS) wear, a steady-state operating hours (OH) wear, or a combination thereof, of a test journal bearing system (10). The method (60, 90) further includes observing operations of an engine (8) via one or more sensors to determine a number of start-stops, steady-state operating hours, or a combination thereof. The method (60, 90) also includes determining a determined journal bearing system wear (114) based on applying a physics-based model (94) of a journal bearing system (10) and the transfer function to the number of start-stops, the steady-state operating hours, or to the combination thereof. The method (60, 90) additionally includes executing one or more actionable items (116) on the engine (8) based on the determined journal bearing system wear (114).

Abstract: A fuel system is disclosed. The fuel system may include at least one fuel injector, the at least one fuel injector having an injector body and one or more piezoelectric sensors located in the injector body. The fuel system may include a controller configured to: obtain, from the one or more piezoelectric sensors, one or more pressure measurements associated with a fuel injection process; determine a timing of the fuel injection process based on the one or more pressure measurements; determine an adjustment to the timing based on a comparison of the timing to a reference timing; and adjust the timing of the fuel injection process based on the determined adjustment.

Abstract: An electronic control unit is configured to generate a pulse width modulation signal of a plurality of switching elements based on a modulation factor and a voltage phase of a voltage based on a torque command of a motor and a pulse number per unit cycle of an electric angle of the motor and perform switching of the switching elements. The electronic control unit is configured to generate the pulse width modulation signal of the switching elements such that total loss of the motor and an inverter when a heat conversion request of drive electric power of the motor has been issued becomes greater than the total loss when the heat conversion request has not been issued.

Abstract: An oxygen concentration-based exhaust gas recirculation (EGR) flow rate compensation control method may include a model compensation mode, which confirms engine information acquired from an engine system, calculates an intake oxygen concentration by a model intake oxygen mass ratio through a combination of an intake oxygen mass ratio model value and a model exhaust lambda value and an indirect intake oxygen mass ratio through a combination of the intake oxygen mass ratio model value and an exhaust-side measurement lambda value, respectively, and compensates the model intake oxygen mass ratio as a model intake oxygen mass ratio compensation value applying a compensation error relative to the indirect intake oxygen mass ratio by using the model intake oxygen mass ratio as a model intake oxygen mass ratio current value, by a controller.

Abstract: A power converter for an electric vehicle that converts output of a battery to driving an electric traction motor is disclosed. The power converter may include: a power switching element; a current sensor provided on a bus bar in which an output current of the switching element flows; a cooler cooling the switching element; a temperature sensor measuring a temperature of a coolant; and a controller controlling the switching element. The controller may be configured to: estimate a temperature of the current sensor based on the temperature of the coolant; determine a first and second correction values for the estimated temperature based on the output current and an input voltage applied to the switching element; and restrict a load on the switching element when a corrected temperature, which is obtained by adding the first and second correction values to the estimated temperature, exceeds a predetermined temperature threshold.

Abstract: An engine air-fuel ratio control device is configured to be used in a vehicle including a power transmission device configured to transmit power between an output shaft of an engine and an input shaft of a transmission and to execute a lean-burn control that puts an air-fuel ratio of the engine into a lean state. An engine controller executes a fuel injection feedback control such that the air-fuel ratio becomes a lean target value after the power transmission device is released during a deceleration of the vehicle. An engine stall predictor predicts a stall of the engine on a basis of a deceleration indicator that is correlated with a deceleration degree of the vehicle in a state in which the power transmission device is released. A lean-burn control canceler cancels the lean-burn control in a case in which the engine is predicted to stall.

Abstract: A method for diagnosing the operation of an injector of a diesel engine of a vehicle, controlled by a plurality of control laws on the basis of at least one operating parameter of the injector for each control law. The method includes a step of measuring an operating parameter value during use of the injector, a step of determining an efficiency value of each control law on the basis of the measured value of the parameter and of a predetermined reference curve representing the efficiency of the parameter in its interval of operating values, and a step of determining an efficiency value of the injector on the basis of the efficiency value of each of the control laws.

Abstract: A control system for a compression ignition engine is provided, which includes a combustion chamber, a throttle valve, an injector, an ignition, a swirl control valve, a sensor and a controller. The controller is configured to execute a first mode module, a second mode module, and a changing module to change an engine mode from a first mode to a second mode in response to a change demand. The changing module outputs signals to the throttle valve and the injector in response to the demand so that an air-fuel ratio of mixture gas becomes a stoichiometric air-fuel ratio, and outputs a signal to the swirl control valve so that an EGR gas amount decreases more than before the demand, and when the EGR gas amount is determined to be decreased to a given amount, the changing module causes the second mode module to start the second mode.

Abstract: A method for estimating a peak cylinder pressure associated with operation of an internal combustion engine may include receiving, in a cylinder combustion model, a fuel signal and an air signal. The cylinder combustion model may be configured to estimate at a first crankshaft angle, a first mass fuel burn rate and a first burned fuel-air ratio associated with combustion. The cylinder combustion model may also be configured to estimate at a second crankshaft angle, a combustion ignition delay associated with the combustion, and estimate at the second crankshaft angle, a start of combustion associated with the combustion of the fuel and the air supplied to the cylinder. The cylinder combustion model may be further configured to estimate, based at least in part on the start of combustion, a peak cylinder pressure associated with the combustion of the fuel and the air supplied to the cylinder.

Abstract: A controller for an internal combustion engine of a spark ignition type is provided. When stopping combustion in a cylinder in a situation in which a crankshaft of the internal combustion engine is rotating, one of a fuel cut process and a fuel feeding process is selectively executed. When combustion is resumed in the cylinder in which the combustion has been stopped, an enrichment process is executed to control a fuel injection valve so that an air-fuel ratio is set to be richer than a stoichiometric air-fuel ratio. When the enrichment process is executed, a decrease amount of an oxygen storage amount of the three-way catalyst corresponding to the enrichment process is set.

Abstract: Disclosed is a method for processing position data of an automotive vehicle motor, implemented by a multi-core electronic computer including: a software module for the production of data of angular position of the motor, and at least one software module for driving the motor as a function of the angular position data. The method includes a step of deactivation of each drive module by the module for the production of angular position data, followed by a step of activation of each drive module by the production module. In the course of the deactivation step, the production module dispatches to each drive module a deactivation command, and then a request for confirmation that each drive module is deactivated, and the step of activation of the drive modules is implemented only when the deactivation of all the drive modules has been confirmed to the production module.

Abstract: The invention relates to a multi-fuel engine comprising a primary fuel supply and at least a secondary fuel supply. The primary and at least secondary fuels are arranged to mix with each other and with air for combustion in one or more cylinders of the engine in use. One or more electronic control units (ECU) are provided to control one or more supply characteristics of the primary and/or at least secondary fuel(s) in use. The engine includes a mass air flow (MAF) sensing means. At least one of the ECUs is arranged to receive one or more signals from the MAF sensing means to control, at least partially, one or more supply characteristics of the primary fuel. In addition, the ECU and/or a further ECU is arranged to receive one or more signals from the MAF sensing means to control, at least partially, one or more supply characteristics of the at least secondary fuel.

Abstract: A method for reducing the range of fluctuation of the exhaust emission values of identically constructed engine arrangements of a production series, each having an internal combustion engine and an exhaust after treatment system. After manufacturing identically constructed engines, their engine controls are placed into a calibration operating mode and the engines are operated in calibration operating mode. At least one exhaust gas state variable is recorded along the exhaust gas flow and the measurement value is compared with a desired value or desired value range defined for the production series. If necessary, at least one setting variable of the respective engine is adjusted so that the actual value corresponds to the desired value or lies in the desired value range. Then the calibration operating mode stopped, the engine controls are put into a normal operating mode, and the internal combustion engines are operated in the normal operating mode.

Abstract: The present teaching relates to method, system, and medium, for operating a vehicle. Real-time data related to the vehicle are received. A current mode of operation of the vehicle and a state of the driver present in the vehicle are determined. A first risk associated with the current mode of operation of the vehicle is evaluated based on the real-time data and the state of the driver in accordance with a risk model. In response to the first risk satisfying a first criterion, a second risk associated with switching the current mode to a different mode of operation of the vehicle is determined based on the state of the driver. The vehicle is switched from the current mode to the different mode when the second risk satisfies a second criterion.

Abstract: An engine operable in a premixed combustion system and a diffusion combustion system. The engine includes a main fuel injection valve, a pilot fuel injection valve, a liquid fuel tank, a main fuel supply path, a pilot fuel supply path, a pilot fuel filter, a pilot fuel high-pressure pump, a pilot fuel tank, and a pilot fuel supply pump. The pilot fuel tank stores pilot fuel sent from the pilot fuel high-pressure pump and not injected by the pilot fuel injection valve. This pilot fuel is sent to an automatic backwash filter and a pilot fuel filter while not passing through the liquid fuel tank.

Abstract: An object of the present invention is to reduce discomfort of a driver, by appropriately controlling a vehicle, when driving a vehicle capable of changing a plurality of different traveling states of a power transmission state and a traveling state of an engine during traveling. The present invention is a vehicle control device for controlling a vehicle having a power transmission mechanism which controls a power transmission state between an engine and an axle, and braking means.

Abstract: The present teaching relates to method, system, and medium, for operating a vehicle. The method includes the steps of receiving Real-time data related to the vehicle are received. A current mode of operation of the vehicle is determined. A first risk associated with the current mode of operation of the vehicle is evaluated based on the real-time data in accordance with a risk model. If the first risk satisfies a first criterion, a second risk associated with switching the current mode to a different mode of operation of the vehicle is determined. The vehicle is switched from the current mode to the different mode if the second risk satisfies a second criterion.

Abstract: The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.

Abstract: The present disclosure relates to an engine in which compression and expansion is performed in the same cylinder. Also disclosed is a microprocessor for controlling the state of various valves in the cylinder—including an intake valve, a transfer valve, and an exhaust valve—to cause a compression or expansion to occur. A compression tank is provided for receiving, via the transfer valve, compressed air, which may be retrieved during an expansion (combustion) cycle. Compressed air for from multiple consecutive compressions may be stored in the tank and retrieved later, including for multiple consecutive expansions. Compression and expansion are not required to occur in any fixed or predetermined pattern and the microprocessor may evaluate vehicle sensors to determine a power demand, and cause compression or expansion to occur depending on the given power demand.

Abstract: In control device of an internal combustion engine, for each first period, a calculation unit calculates number of fuel injections within one combustion cycle and fuel injection rate. For first period, a first storage unit stores number of fuel injections and fuel injection rate of calculation unit. For each second period, a reference unit refers to the number of fuel injections and fuel injection rate stored by the first storage unit. A second storage unit stores for an interval, from the start time of the first fuel injection until start of the last fuel injection of at least one combustion cycle, the number of fuel injections and fuel injection rate referred to by reference unit. A control unit controls a fuel injection valve so that fuel is injected in accordance with the number of fuel injections fuel injection rate stored by second storage unit.

Abstract: To prevent generation of noise due to a misfire when a rotation speed is increased to an operational rotation speed immediately after low-temperature start, or is increased from an idling rotation speed in a low-temperature state to the operational rotation speed, an embodiment includes a fuel injection device capable of performing multi-stage injection of fuel accumulated in a common rail through an injector, a cooling water temperature sensor as a water temperature detection unit configured to detect a cooling water temperature of an engine, an exhaust temperature sensor as an exhaust temperature detection unit configured to detect the exhaust temperature of the engine, and an engine control unit as a control device. The control device executes a misfire avoiding mode in which the multi-stage injection is continued when the cooling water temperature is not lower than a predetermined water temperature T at start of the engine.

Abstract: A method using compensation learning strategy for a diagnostic of an internal combustion engine component includes operating the component via an actuator command to establish a first operating parameter representative of a first mode of component operation. The method also includes identifying a drift in the first parameter negatively affecting the first mode of operation. The method additionally includes determining compensation to the actuator command to counteract the first parameter drift during the first mode of operation. The method also includes determining compensation to the first parameter using the determined actuator command compensation. The method additionally includes applying the determined parameter compensation directly to the first parameter. The method also includes operating the component using the actuator command to establish a second operating parameter representative of a second mode of component operation.

Abstract: A method of controlling a hybrid vehicle includes commanding a first electric machine to provide a compensating torque. The compensating torque is based on a calculated cylinder pressure. The calculated cylinder pressure is calculated using a dynamic model. The model has an initializing input of engine crank position and real-time inputs of measured speed of the first electric machine and measured speed of the second electric machine.

Abstract: Methods and systems are provided for estimating maximum in-cylinder pressure for all engine cylinders while reducing the number of individual cylinders required for pressure sensing. Pressure sensing is performed for a single instrumented cylinder. For remaining non-instrumented cylinders, an engine speed-dependent correction factor is applied that compensates for compression pressure variation between cylinders due to intake valve closing differences.

Abstract: A torque requesting module generates a torque request for an engine based on driver input. A model predictive control (MPC) module: identifies sets of possible target values based on the torque request, each of the sets of possible target values including target effective throttle area percentage; determines predicted operating parameters for the sets of possible target values, respectively; determines cost values for the sets of possible target values, respectively; selects one of the sets of possible target values based on the cost values; and sets target values based on the possible target values of the selected one of the sets, respectively, the target values including a target pressure ratio across the throttle valve. A target area module determines a target opening area of the throttle valve based on the target effective throttle area percentage ratio. A throttle actuator module controls the throttle valve based on the target opening.

Abstract: The present disclosure provides a vehicle driving control apparatus and a method. The apparatus includes an engine configured to generate a power; a clutch positioned between the engine and a transmission and configured to selectively connect the engine and the transmission; a state detector configured to detect state data to control a driving of a vehicle; and a controller configured to determine a stopping line based on a difference between the vehicle and a stopping line when an entry condition is satisfied based on the state data, determine whether a driving control condition is satisfied based on a lighting color of a traffic signal light positioned at the stopping line and the stopping line distance, confirm a deceleration rate depending on a clutch engagement when the driving control condition is satisfied, and control a clutch to decelerate a vehicle speed based on a stop prediction position depending on the deceleration rate.

Abstract: A valve control device performs feedback control of a drive mechanism for a wastegate valve provided for a supercharger of an engine on the basis of a sensor signal indicating a real degree of opening of the wastegate valve and a target degree of opening of the wastegate valve, and includes a gain setting unit configured to set different control gains when the wastegate valve is closed and when the wastegate valve is opened.

Abstract: An internal combustion engine has both a primary fuel system and a starting fuel intake assembly. The primary fuel system and the starting fuel intake assembly provide separate flow paths to a common chamber of the internal combustion engine. An external starting fuel source is fluidly connectable with the starting fuel intake assembly of the internal combustion engine, for instance when exposed to a low ambient temperature environment. The internal combustion engine is started while a starting fuel is flowing into a combustion chamber for the internal combustion engine. A primary fuel may also be flowing into the combustion chamber at this time. After the primary fuel is being consistently ignited in the combustion chamber, the flow of starting fuel to the combustion chamber may be terminated and the external starting fuel source may be fluidly disconnected from the starting fuel intake assembly of the internal combustion engine.

Abstract: A system includes a hydraulic energy transfer system configured to exchange pressures between a first fluid and a second fluid. The first fluid is at a higher pressure than the second fluid. The system also includes a high pressure pump configured to increase a pressure of the second fluid. Additionally, the system includes a controller programmed to control one or more valves of the system to selectively route the second fluid to the hydraulic energy transfer system or to the high pressure pump based on an operating condition of the system.

Abstract: Methods and systems are provided for adjusting spark timing and fueling in an engine in response to an indication of exhaust gas recirculation (EGR) system degradation due to a disconnected upstream hose of an EGR differential pressure sensor. In one example, a method may include, responsive to an integrated knock intensity being greater than a threshold intensity and a fuel control correction being greater than a threshold enrichment, setting an EGR rate to zero and triggering an EGR differential pressure sensor upstream hose diagnostic routine to be performed. Further, spark timing and fueling may be set for zero EGR.

Abstract: An engine control system for a vehicle, includes a model predictive control (MPC) module that identifies sets of possible target values based on an engine torque request, determines predicted operating parameters for the sets of possible target values, determines cost values for the sets of possible target values, selects one of the sets of possible target values based on the cost values; and sets target values based on the possible target values of the selected one of the sets; and a first actuator module that controls a first engine actuator based on a first one of the target values. The MPC module determines at least one of the predicted operating parameters at a future point in time based on a predicted value of engine rpm, which is determined based on a plurality of recent engine rpm measurements.

Abstract: Provided is a method for controlling a vehicle exhaust gas treatment system, wherein the system includes an engine and a selective catalytic reduction device configured to receive exhaust gas from the engine and reductant from an injector. The method comprises determining a need for a reductant injection, determining a need for reductant injector noise abatement, and subsequently conducting one or more reductant injection events during one or more engine combustion events. A vehicle combustion event comprises combustion of fuel within a cylinder of the ICE. Determining a need for reductant injector noise abatement comprises determining if an engine speed is below a threshold, if a speed of the vehicle is below a threshold, if a decibel level of a vehicle audio system is below a threshold, or if a hands-free telephone system is being utilized by a passenger of the vehicle. The engine can be a diesel engine.

Abstract: An engine (2) of a hybrid vehicle (1) is configured to operate along a prescribed operation line in an operation property diagram of the engine. In addition to a first operation line (A) that optimizes fuel economy, a second operation line (B) that minimizes undesired emission of particulate matter is defined. The two operation lines substantially coincide with each other in a certain region of the diagram. A control unit (7) of the vehicle switches the operating condition between the first operation line and the second operation line when the first operation line and the second operation line substantially coincide with each other.

Abstract: A vehicle includes a powertrain and a controller. The powertrain includes a transmission torque converter having a bypass clutch disposed between an electric machine and a drive wheel. The controller is programmed to adjust a closed-state torque capacity of the bypass clutch according and in proportion to the greater in absolute value of a negative impeller torque command to the torque converter and a negative regenerative braking torque request.

Abstract: Methods and systems are provided for calibrating engine port injectors. After pressurizing a low pressure fuel rail, a lift pump may be disabled and port injector variability may be correlated with a measured fuel rail pressure drop at each port injection event by sweeping injection pressure while maintaining injection voltage, and then sweeping injection voltage while maintaining injection pressure. A port injector variability map learned as a function of injection voltage and injection pressure is then transformed into a map learned as a function of injection current and injection pressure by accounting for injector variability caused due to changes in injector temperature.

Abstract: An engine device including: an intake manifold configured to supply air into a cylinder; an exhaust manifold configured to output exhaust gas from the cylinder; a gas injector which mixes a gaseous fuel with the air supplied from the intake manifold; and a main fuel injection valve configured to inject a liquid fuel into the cylinder for combustion. At the time of switching the operation mode from one to the other between a gas mode and a diesel mode, an instant switching to the diesel mode is executed when the engine rotation number is determined to approach the upper limit value which leads to an emergency stop of the engine device.

Abstract: A supply of gaseous fuel on a tender car for fuelling a locomotive engine requires the coordination of a variety of operational modes to improve the safety and efficiency 10 when operating components for delivering, refueling, draining, capturing and storing gaseous fuel. A method and apparatus for managing a supply of gaseous on a tender car comprises receiving on the tender car a command signal from the locomotive commanding delivery of gaseous fuel from the tender car to the locomotive; transferring from the tender car at least one status signal to the locomotive indicating 1 status of the tender car; representing a plurality of operational modes of the tender car as a plurality of states; and transitioning between the plurality of states in response to the command signal and the at least one status signal.

Abstract: A method for ascertaining a correction value for a fuel metering of a fuel injector of an internal combustion engine, in which fuel is injected from a high pressure accumulator into a combustion chamber with the aid of the fuel injector, a value which is representative for a static flow rate through the fuel injector being ascertained by way of ascertaining, during at least one injection process of the fuel injector, a ratio of a pressure difference occurring in the high pressure accumulator as a result of the injection process and an associated duration which is characteristic for the injection process, and the correction value being ascertained on the basis of a comparison of the representative value with a comparative value.

Abstract: An engine device (21) including: an intake manifold (67) configured to supply air into a cylinder (77), an exhaust manifold (44) configured to output exhaust gas from the cylinder; a gas injector (98) which mixes a gaseous fuel with the air supplied from the intake manifold; and a main fuel injection valve (79) configured to inject a liquid fuel into the cylinder for combustion. At the time of switching the operation mode from one to another between a gas mode and a diesel mode, a supply amount of a first fuel to be supplied in a post-switching operation mode is increased to a switching threshold value through an increase control which monotonously increases the supply amount, and then is controlled by a speed-governing control based on the engine rotation number. The switching threshold value is set based on the engine rotation number or the engine load.

Abstract: A toothed target rotationally fixed to a shaft of the engine includes a series of n real teeth, followed by m dummy teeth forming a reference zone. For each tooth k, the period of time separating the latter from the preceding tooth k?1 is measured. A signal exhibits at least one transition in level in a portion of the signal corresponding to the passage of the reference zone. A first and a second product are calculated for at least some of the values of k; the ratio between these two products is calculated; and the direction of rotation of the engine is detected, in case of correspondence of the ratio with a first noteworthy value and with a second noteworthy value which are representative, respectively, of rotation in a normal direction and rotation in a reverse direction.

Abstract: Methods and systems are provided for indicating a restriction in a fuel system vapor recovery line. Responsive to such an indication, methods and systems are provided for taking mitigating actions such that an entirety of a vehicle fuel system and evaporative emissions system, including a fuel filler system, may be diagnosed as to a presence or absence of undesired evaporative emissions, even with the restriction in the vapor recovery line present. In this way, undesired evaporative emissions may be reduced or avoided, completion rates for such tests may be increased, and customer satisfaction may be improved.

Abstract: A fuel pressure sensor diagnosis device includes an electronic control unit configured to drive a fuel supply device during electric traveling of a hybrid vehicle, to perform determination as to whether an output of a fuel pressure sensor is within a normal range after driving of the fuel supply device is started, and to perform a diagnosis to determine whether a malfunction has occurred in the fuel pressure sensor based on a result of the determination, the normal range being an assumed range of the output of the fuel pressure sensor in a case where the fuel pressure sensor normally functions and the fuel supply pressure is a prescribed upper limit pressure.

Abstract: A method of determining a sliding camshaft actuator pin position based on engine crankshaft angle includes commanding a sliding camshaft actuator to perform a valve step shift, and monitoring an actuator's pin position during the valve step shift command. At least one crank angle is measured when the actuator pin position reaches or exceeds at least one predetermined pin position threshold and at least one remedial action is performed when the actuator pin position does not correlate to the at least one measured crank angle.

Abstract: A control device for a compression self-ignition combustion engine is provided, which includes a variable valve operating system configured to introduce internal exhaust gas recirculation (EGR) gas into a combustion chamber, a boosting system configured to boost intake air, a controller configured to control the valve operating system, and a sensor connected to the controller and configured to detect a parameter related to an operating state of the engine. An operation mode of the valve operating system is switchable between first and second modes. The boosting system boosts the intake air when an engine load is higher than a given load, and does not boost when lower than the given load. When the engine load is high, the controller controls the valve operating system to operate in the first mode, and when the load is low, the controller controls the valve operating system to operate in the second mode.

Abstract: Methods and systems are provided to determine air-fuel imbalance of cylinders in a variable displacement engine. In one example, the method may include during a cylinder deactivation event, sequentially deactivating each cylinder of a cylinder group including two or more cylinders and estimating a lambda deviation for each cylinder following the sequential deactivation of each cylinder of the cylinder group; and learning an air error for each cylinder based on the estimated lambda deviation.

Abstract: A system including startup, load, flow, and peak estimation modules. The startup module, during a startup period or in response to a startup of the engine, receives a temperature signal and generates a first condition signal. The load module determines a load on the engine and generates a second condition signal. The flow module, if the first condition signal indicates a temperature of the engine is less than a first predetermined temperature and if the second condition signal indicates the load is less than a predetermined threshold, operates a pump to circulate coolant during the startup period. The peak estimation module estimates a temperature of a hottest metal location on the engine. The flow module increases a speed of the pump if the temperature of the hottest metal location is greater than a second predetermined temperature or the load is greater than or equal to the predetermined threshold.

Abstract: An engine control device includes: an electronically controlled throttle which controls a flow rate of air-fuel mixture flowing into a cylinder of an engine by controlling a throttle opening angle electronically; an ignition device which ignites an air-fuel mixture existing in the cylinder; and an engine control unit which executes an ignition timing/throttle opening angle changing process of controlling the ignition device and the electronically controlled throttle while an operation of a body to be driven by the engine is in a steady state so as to advance a timing of ignition of an air-fuel mixture existing in the cylinder and to reduce the throttle opening angle while torque of the engine is kept constant.

Abstract: A fuel supply system having a low pressure region, a pumping device to deliver fuel from the low pressure region to a high pressure region. In the high pressure region between the pumping device and injectors there is a pressure storage system that is permanently under high pressure. The pressure storage system has a plurality of distributor units each with at least three connections connected in series. A respective injector connection of each distributor unit is connected to at least one injector each via a high pressure line that is under high pressure at times dependent on the injection cycle. Each distributor unit of the pressure storage system is assigned an individual leakage detection device. Each distributor unit is assigned a non-return valve, which allows a leakage flow starting out from the respective distributor unit in the direction of the pumping device.