Abstract: When the lambda controller is active (LAM ACT), in the cold operating state (STATE COLD) and in the presence of a predefined first condition, a present cold adaptation value (AD COLD AV) is determined and the present cold adaptation value (AD COLD AV) is assigned a valid cold adaptation value (AD COLD VLD). When the lambda controller is active (LAM ACT), in the warm operating state (STATE WARM) and in the presence of a predefined second condition, a present warm adaptation value (AD WARM AV) is determined and assigned a valid warm adaptation value (AD WARM VLD). In addition, the valid cold adaptation value (AD COLD VLD) is adapted in the presence of a predefined third condition as a function of a difference (AD WARM DELTA) between the valid warm adaptation value (AD WARM VLD) and the present warm adaptation value (AD WARM AV).

Abstract: The individual cylinders of the internal combustion engine are divided into at least two cylinder banks wherein each is assigned a separate exhaust-gas channel. Secondary air is conveyed by a compressor. The flow of the secondary-air mass flow is set independently by an electrically controllable throughflow control. A value for the entire secondary-air mass flow is determined from the signal of a secondary-air mass sensor. The throughflow control is controlled into an open position, the value for the entire secondary-air mass flow is detected and subsequently the throughflow control is controlled into a closed position, the values for the secondary-air mass flows are detected before and after closure, and these values are compared with a plurality of different threshold values and, as a function of the result of the comparisons, a determination is made of the fault location with regard to the respective cylinder bank.

Abstract: An abnormality determination apparatus for an intake amount control mechanism according to the invention includes a control portion which sets an allowable range of an opening amount of a throttle valve which provided in an intake passageway of an internal combustion engine based at least on an index value of an engine operation state, including an operation amount of accelerator, and on a lift working angle of an intake valve, and which determines that an abnormality is present in a state of driving of the throttle valve if an actual opening amount of the throttle valve is outside the allowable range set.

Abstract: In this apparatus, maintaining control (time t1 to t2) which instructs fixing of the open timing VVT of an intake valve is executed in a predetermined low load state. Subsequently, there are executed changing control which instructs changing of the open timing VVT by a predetermined amount (time t2), and maintaining control which again instructs fixing of the open timing VVT of the intake valve (time t2 to t3). An intake-valve control apparatus is determined to be “anomalous” when an change amount ?ave (=ave2?ave1) between the average ave1 of a large number of sample values of ?MFB? (combustion percentage increase amount within a predetermined crank angle range in an expansion stroke) during the maintaining control before execution of the changing control and the average ave2 of a large number of sample values of ?MFB? during the maintaining control after execution of the changing control is less than a predetermined value C.

Abstract: A system or method for controlling a multiple cylinder internal combustion engine operable in a reduced displacement mode with at least one valve or cylinder selectively deactivated include controlling the engine in response to detecting opening of an exhaust valve after deactivation based measured or inferred exhaust pressure changes after deactivation. In one embodiment, controlling the engine includes reactivating one or more deactivated cylinders/valves, inhibiting subsequent deactivation, and/or storing a diagnostic code in a computer readable storage medium in response to detecting valve opening after deactivation.

Abstract: A throttle control module comprises a primary throttle position module, a redundant throttle position module, and a remedial action module. The primary throttle position module transforms a primary throttle area signal indicating desired throttle area into a primary throttle position signal indicating a first desired throttle position of a throttle valve. The throttle valve is actuated based upon the primary throttle position signal. The redundant throttle position module transforms a redundant throttle area signal indicating desired throttle area into a redundant throttle position signal indicating a second desired throttle position of the throttle valve. The remedial action module selectively generates a remedial action signal based upon a comparison of the first and second desired throttle positions.

Abstract: A fuel injection controller (incorporated in an engine control ECU) for controlling an injection operation of an injector has a program for executing injections in plural injection patterns including an injection pattern of a multiple injection in a certain order into a certain cylinder of the engine during non-injection operation and a program for obtaining sums of fluctuation degrees of an engine operating condition due to all the injections in a first injection unit composed of one (single stage injection) of the plural patterns and all the injections in a second injection unit composed of a different one (multiple injection of two stages) of the plural patterns which are executed by the former program, with an injection condition (cylinder number and data number N).

Abstract: An engine is operated with air-fuel ratio F/B control interrupted, by regarding an alcohol concentration value ALC1 inputted from outside as a tentative concentration value, and by detecting the rotation-speed fluctuation amount of an engine, the appropriateness of the tentative concentration value is determined. In the case where it is determined that the tentative concentration value is appropriate, an estimated alcohol concentration value ALC2 stored in a storage means is replaced by the tentatively changed alcohol concentration value ALC1.

Abstract: In order to control an internal combustion engine according to the invention, a polytropic exponent is determined in accordance with at least two measured values of the pressure in the combustion chamber of the cylinder, said measured values being detected after closing the gas discharge valve and before successively opening the gas intake valve. An exhaust gas mass which is located in the cylinder after closing the gas discharge valve and before successively opening the gas intake valve is determined according to the polytropic exponent at an estimated value of the pressure after closing the gas discharge valve and before successively opening the gas intake valve as well as at a certain temperature of the exhaust gas located in the cylinder after closing the gas discharge valve and before successively opening the gas intake valve. An actuation signal for controlling an actuating member of the internal combustion engine is generated in accordance with the determined exhaust gas mass.

Abstract: The invention relates to a method for the open-loop control of an internal combustion engine, which is operated with a fuel blend of an initial and at least one second fuel, the internal combustion engine having a fuel metering system, a tank fill-level gauge for determining the tank content and a change in the tank content, a sensor for the detection of the cylinder charge for determining an air mass supplied to the internal combustion engine and at least one exhaust gas probe for determining and controlling the oxygen content in the exhaust gas in a closed-loop. According to the invention, two methods, which are independent from each other, are used for determining the composition of the fuel blend.

Abstract: An apparatus includes a parallel computation unit including an input port and an output port and a one-dimensional computational fluid dynamics model. The input port is configured to sample at a time t1 a boundary condition signal for the one-dimensional computational fluid dynamics model and the output port is configured to provide an output signal before the boundary condition signal is sampled at a time t2.

Abstract: A controller of an internal combustion engine includes: a purge controller, operable to control a purge amount of the vaporized fuel purged to an air intake system; an exhaust air-fuel ratio detector; an air-fuel ratio feedback controller; a period determiner, operable to determine whether it is an estimation enabling period; and an alcohol concentration estimator, operable to estimate the alcohol concentration. When the purge of the vaporized fuel is cut during the estimation enabling period, the purge controller: performs control so that the purge is cut with a large degree of tailing, in an operation region where a load of the internal combustion engine is high and a rotation speed is high; and performs control so that the purge is cut with a smaller degree of tailing than the large degree of tailing, in an operation region where the load of the internal combustion engine is low and the rotation speed is low.

Abstract: A control device 10 for an internal combustion engine 80 includes an injector drive circuit 90 that drives an injector 30 that injects fuel and a temperature detection device that at least detects timing when a temperature condition that the temperature of the injector drive circuit 90 exceeds predetermined temperature is satisfied. The control device 10 includes a heat-generation-suppression control means 104 that performs control for suppressing the heat generation of the injector drive circuit 90. The heat-generation-suppression control means 104 selects, on the basis of a driving state of a vehicle, at least one parameter among an electric current applied to the injector, fuel pressure supplied to the injector 30, the number of revolutions of the internal combustion engine, and voltage from a battery to be boosted and performs control for limiting a value of the selected parameter on the basis of the timing.

Abstract: In a system where an air-fuel ratio feedback correction amount is learned when its variation width is within a stable determination value, the stable determination value is set at larger value when a deviation amount of the correction amount becomes larger. When the air-fuel ratio feedback correction amount is rapidly changed after the learning is completed, the stable determination value is increased to moderate the learning condition and accelerate the learning speed (update speed of the learning value). Hence, the air-fuel ratio feedback correction amount is immediately learned. Furthermore, when a behavior of the air-fuel ratio feedback correction amount is stable, the stable determination value is made small to avoid an erroneous learning of the air-fuel ratio feedback correction amount.

Abstract: An engine control system includes a spark bound module that determines a bounded spark value based on a desired spark value, a torque bound module that determines a bounded torque value based on the bounded spark value and a desired torque value, and an inverse torque calculation module that determines a desired engine air value based on the bounded torque value and the square of the bounded spark value. The engine air value may be one of a desired air-per-cylinder value and a desired manifold air pressure value. The bounded spark value and the bounded torque value are determined based on one or more of a plurality of engine actuator positions. Related methods for determining the bounded spark value, the bounded torque value, and the engine air value are also provided.

Abstract: A fuel injector diagnostic system includes a fuel pump control module, a pressure sensor, and a diagnostic module. The fuel pump control module disables delivery of fuel to a fuel rail of an engine. The pressure sensor measures a first pressure of the fuel rail before an injection event and a second pressure of the fuel rail after the injection event on at least one of a plurality of injectors when the engine is running. The diagnostic module diagnoses a fault in the at least one of the injectors based on the first pressure and the second pressure.

Abstract: A method and a device for operating an internal combustion engine having at least one mass flow line and a cooling device for cooling the mass flow in the mass flow line, as well as a bypass, having a bypass valve, that bypasses the cooling device. When the bypass valve is opened, the mass flow is conducted at least partly through the bypass. When the bypass valve is closed, the mass flow is conducted through the cooling device. Downstream from the cooling device and from the bypass in the mass flow line, a temperature of the mass flow in the mass flow line is determined. In at least one operating state of the internal combustion engine, a first temporal temperature gradient is determined with closed bypass valve. In the at least one operating state of the internal combustion engine, a second temporal temperature gradient is determined with closed position of the bypass valve.

Abstract: A gaseous fuel management system for an automotive vehicle includes at least one gas sensor for detecting the presence of gaseous fuel outside of the confines of the vehicle's fuel storage tank, fuel lines, and prime mover. In the event that fugitive gas is detected and the concentration exceeds a predetermined threshold, the fuel supply to the vehicle's prime mover will be shut off and, if so equipped, the vehicle may then be operated in a battery power mode for the convenience of the driver.

Abstract: An analysis tool which extracts all the available parameter identifications (i.e. PIDS) from a vehicle's power train control module for diagnostic decisions. This is done by checking these PIDS and other information (e.g., calculated PIDS, Break Points, charts and algorithms) in three states; key on engine off, key on engine cranking, key on engine running. In all three modes the tool is comparing the live data from PIDS and voltage to the other information (e.g., Break Points). If any of this data are outside the programmed values a flag is assigned to the failure or control problem. The relationship between a particular PID and its associated preprogrammed value(s) may be indicated by a light. The depth of the problem (if any) is conveyed by the color of the light. Also included are tests/charts for fuel trim, engine volumetric efficiency, simulated injector, power, catalyst efficiency, and engine coolant range.

Abstract: In an vehicle-mounted engine control apparatus according to the present invention, a restart inspection mechanism, which is simpler than an activation inspection mechanism, is provided, and the mechanism to be applied is selected by an initialization determination device. The contents of the restart inspection are limited to malfunction items detected by a periodic code inspector during driving of the vehicle. As a result, the time required to restart a microprocessor when a malfunction occurs is shortened.

Abstract: A method for detecting a cable fault in a cabling of a flow meter is provided according to an embodiment of the invention. The method includes testing one or more first pickoff wires and one or more second pickoff wires of the cabling for pickoff open wire faults. The method further includes testing the first pickoff wires and the second pickoff wires for pickoff connection orientation faults if no pickoff open wire faults are determined in the first pickoff wires and the second pickoff wires. The method further includes testing one or more driver wires of the cabling for driver open wire faults. The method further includes testing the driver wires for a driver connection orientation fault if no driver open wire faults are determined in the driver wires.

Abstract: A computer implemented method and control device for regulating a gasoline engine is provided. A control device automatically records a characteristic of Lambda values and loads a test phase during an operation of the gasoline engine having activated transition compensation. It automatically extracts relevant load changes as a function of the determined characteristics, a load change describing a change from a first load to a second load that differs from the first load. Further, the control device automatically implements a classification of the extracted load changes as a function of specifiable classification criteria and assigns at least one Lambda value to each of the load changes. The control device automatically determines a quality value for each of extracted load changes as a function of a deviation of the at least one assigned Lambda value from a specifiable setpoint Lambda value.

Abstract: An analysis tool which extracts all the available parameter identifications (i.e. PIDS) from a vehicle's power train control module for diagnostic decisions. This is done by checking these PIDS and other information (e.g., calculated PIDS, Break Points, charts and algorithms) in three states; key on engine off, key on engine cranking, key on engine running. In all three modes the tool is comparing the live data from PIDS and voltage to the other information (e.g, Break Points). If any of this data are outside the programmed values a flag is assigned to the failure or control problem. The relationship between a particular PID and its associated preprogrammed value(s) may be indicated by a light. The depth of the problem (if any) is conveyed by the color of the light. Also included are tests/charts for fuel trim, engine volumetric efficiency, simulated injector, power, catalyst efficiency, and engine coolant range.

Abstract: Upon no detection of the closing abnormality where the EGR valve does not become in the totally closed state (when the flag Fa is value ‘0’), the engine is controlled using the target fuel injection amount obtained from the correction of the basic fuel injection amount toward the increase direction, in the case that the engine is operated together with the recirculation of the exhaust in the preset high-load operation range (when the flag Fi is ‘1’). Upon detection of the closing abnormality (when the flag Fa is value ‘1’), the engine is controlled using the target fuel injection amount obtained from the correction of the basic fuel injection amount toward the increase direction, in the case that the engine is operated together with the recirculation of the exhaust in the whole range that the engine is operable together with the recirculation of the exhaust.

Abstract: A convertible system is provided for controlling automatic starts and automatic stops of a locomotive engine. The convertible system is switchable between a yard mode and a road mode based upon respectively using the locomotive in one of a yard region and road region. The convertible system includes a pressure sensor to sense pressure supplied to a brake system. More particularly, the convertible system includes a microprocessor coupled to the pressure sensor. The microprocessor causes one of an automatic start and automatic stop by sending a respective start up signal or a shut down signal to the locomotive engine, based on comparing the pressure supplied to the brake system with a stored pressure threshold for each of the yard mode and road mode.

Abstract: An engine control, and in particular a method for controlling an engine including a low-pressure exhaust gas recycling loop. The method adjusts a predetermined engine operating parameter by controlling the position of an exhaust gas recycling valve, which is placed in the loop, for determining whether the predetermined measured quantity of the valve respects a predetermined criteria, and controls the position of an exhaust shutter, which is arranged outside the loop, when the quantity does not respect the criteria.

Abstract: A pressure sensor is located in a fuel passage, which extends from a pressure-accumulation vessel to a nozzle hole of a fuel injection valve. The pressure sensor is located closer to a nozzle hole than the pressure-accumulation vessel for detecting pressure fluctuated by injection of fuel through the nozzle hole. An instruction signal output unit outputs an injection instruction signal so as to instruct an injection mode of fuel to the fuel injection valve. A defective injection determination unit determines whether a detected pressure of the fuel pressure sensor is fluctuated in a fluctuation mode in a range assumed from the injection instruction signal. The defective injection determination unit determines that a defective injection occurs when determining that the detected pressure is out of the fluctuation mode in the assumed range.

Abstract: The method and the device serve to adapt the valve characteristic of a fuel injection valve, which has a piezoelectrically driven nozzle needle and by which fuel is injected directly into the combustion chamber of an internal combustion engine, to production-related or age-related variations in the injection behavior. The activation energy and the needle stroke of the fuel injection valve are controlled in such a way that the engine torque in the case of a fuel injection valve with a reference characteristic would not vary. Here, if an actually occurring variation in the engine torque is detected, then by varying the gradient of the activation-energy/valve-stroke characteristic curve of the fuel injection valve, the engine torque is matched to the engine torque generated with an injection valve with a reference characteristic.

Abstract: For at least one disturbance variable of the cylinder pressure signal, which disturbance variable occurs only during specific limited time spans as the pressure profile of an operating cycle, a filter tuned to the type of disturbance variable is fixed and is assigned to the corresponding disturbance variable time window or windows (8, 9, 10) in the operating cycle. The cylinder pressure signal (2) is then filtered as a function of the crankshaft angle, in that, according to the crankshaft position, a time-tuned and type-tuned filter is applied to a current disturbance variable.

Abstract: An engine control system and an engine control method for improving the ability to start an engine by changing the execution timings of predetermined sumchecks in ROM to shorten the time required for initialization of the system. Upon starting an ECU with a power supply supplied from an AC generator as a result of an operation of a kick starter, a CPU initialization, which includes a hardware reset and a software initialization, is executed. An ignition timing calculation sumcheck, which is required for the calculation of an ignition timing, and injection timing calculation sumcheck, which is required for the calculation of an injection timing, are not executed in a period of the software initialization. Instead, they are executed during BG (background) processing after a movement to routine processing, which upon completion of the software initialization, starts the ECU to permit driving and controlling an igniter and a fuel injector.

Abstract: A method for determining degraded valve operation. According to the method, valve degradation can be determined from the duration of a spark event. This method allows for the determination of both intake and exhaust valve degradation.

Abstract: An engine control system is provided having a control unit and a monitoring module. The monitoring module, together with the control unit, forms one structural unit and is designed as a detachable module having an independent electromagnetic shielding.

Abstract: To determine the gas work WK from the areas formed by the cylinder pressure curve over the associated stroke volume V?, a cylinder-pressure-proportional integrator is started integrating the signals of the cylinder pressure sensor in multiple integrator runs depending on a settable integrator capacitance. A lower and an upper threshold value are predefined, whose difference corresponds to the integrator capacitance. Upon reaching one of the threshold values, respective new integrator runs are started, at the beginning and end of which the current crankshaft angle ? (is detected, respectively. For each integrator run, the associated individual work is determined depending on the product of the integrator capacitance and the particular covered stroke volume and the gas work resulting from the cylinder pressure curve is determined by summation of the individual works. The gas work may be used in particular for determining the internal mean pressure of the cylinder.

Abstract: A diagnostic system for an engine includes a phaser control module that commands a first cam phaser position of a cam phaser of the engine for a first period and a second cam phaser position of the cam phaser for a second period, and a phaser diagnostic module that diagnoses a phaser control error for the cam phaser based on a first pressure of fluid supplied by an oil control valve to the cam phaser measured during the first period, and a second pressure of fluid supplied by the oil control valve to the cam phaser measured during the second period. The first and second pressures are measured on one of an advance-side fluid chamber and a retard-side fluid chamber of the cam phaser. The phaser diagnostic module detects one of a phaser mechanical fault and a phaser hydraulic system fault. A related method is also provided.

Abstract: In an automobile fuel control system having an EGO sensor which sends voltage to an ECM in order to adjust fuel/air ratio, the EGO sensor being disabled and replaced with a substitute signal generator circuit which stimulates the ECM toward lean-running.

Abstract: In a fuel injection controller for a fuel injection system that executes an injection quantity learning operation for a fuel injection valve, a drive signal is outputted when the diagnosis condition is satisfied. An actual injection quantity of fuel that is actually injected by the fuel injection valve is computed. The fuel injection controller computes a correction amount based on a difference between the actual injection quantity and the command injection quantity. The fuel injection controller determines whether the correction amount exceeds a limit value. An injection deviation amount between the command injection quantity and the actual injection quantity of fuel, which is injected based on the drive signal corrected by the limit value, is computed when the correction amount exceeds the limit value.

Abstract: The resolution of output signals from at least one measuring sensor on an internal combustion engine can be increased by: the working level range of the sensor is divided into at least two range sections, each section is provided with the same given output level range limited with relation to the working level range, for the output signal from the sensor and the switching from one to the other section is carried out independently by the sensor, when a range boundary between two adjacent sections is reached, exceeded or fallen below, the operating point of the internal combustion engine is determined by an engine management based on at least one parameter, the time curve for the raw sensor signal is predicted from at least one set of performance characteristics for the current operating point and the engine management determines which section is current from the predicted raw sensor signal time curve.

Abstract: A device and a method for controlling an internal combustion engine, in which an actual value is determined based on a lambda value and compared with a setpoint value. Based on the comparison, a correction value for a controlled variable is determined and stored. An error is detected if the correction value changes abruptly.

Abstract: The present invention relates particularly to a method for detecting electric power blips during transmission of an electric signal representative of a magnitude detected by a sensor (1) to an electronic control unit associated with a motor, characterized in that it includes the steps of: a) measuring said electric signal known as “raw signal” (SBTE); b) proceeding with the filtering of said raw signal to obtain a “filtered signal” (STFE); c) calculating for a constant time pitch, |raw signal?filtered signal|, that is, the absolute value of the difference between the raw signal and the filtered signal; d) comparing said absolute value to a predetermined threshold of maximum variation (SVM); e) when said absolute value is greater than said predetermined threshold of maximum variation, declaring a state of power blip; f) otherwise, repeating the preceding steps.

Abstract: A system and method of identify fuel savings opportunity in a fleet of vehicles based on a determination of fuel consumption due to modifiable use conditions is described. Modifiable use conditions, such as unauthorized usage, speeding and excessive idling, which represent opportunities for fuel savings are identified and fuel consumption based on the modifiable use conditions is determined. A user-defined statistical metric for the fleet, or a portion of the fleet, can be determined for each of the modifiable use conditions evaluated. Fuel consumption of an individual vehicle, or a group of vehicles, resulting from modifiable use conditions can be compared with a larger group of vehicle, or the fleet, to determine vehicles which correspond to a metric of the fleet. Fleet managers can use this information to modify the use conditions of individual or group of vehicles to provide fuel savings for the fleet.

Abstract: A method for operating a shutoff device for a device, in particular an internal combustion engine and/or an electric machine, in which an operating element for initiating a shutoff operation is provided, and in which a transmission path is provided via which a shutoff signal is transmitted from the operating element to the device in order to deactivate the device. The shutoff device is checked for proper functioning at least in part automatically, by automatically transmitting a shutoff signal, in particular from the operating element via the transmission path to the device.

Abstract: A solenoid valve includes cyclically energizing and deenergizing a solenoid of the solenoid valve to repeatedly fully open and fully close the solenoid valve. When the energizing and deenergizing causes collisions of a moving member of the solenoid valve against at least one of a first and a second seat formed in a housing of the solenoid valve, noises are thus generated by the collisions and occurrence intervals of the noises are detected. Whether the solenoid valve is in normal or abnormal condition is diagnosed based on the detected occurrence intervals of the noises.

Abstract: A method of operation for an engine including an electrically actuated engine valve in a cylinder head, with at least an actuator coupled to the valve, the method including applying a potential to generate a current indicative of temperature in the actuator at least partially during a substantially non-moving condition of the actuator and adjusting a timing of the application of the potential based on valve location in the cylinder head.

Abstract: An arrangement and method for controlling control devices in an on-board wiring system of a motor vehicle are provided, in which the on-board wiring system has a bus system divided into sub-networks of buses with groups of control devices for controlling operating sequences, and in which the control devices are controllable by way of at least one access to a data transmission via a test instrument. A multifunctional data transmission device is connected to the input side of the bus system, to which data transmission device the sub-networks are connectable directly in parallel and are controllable in a parallel manner with respect to time by way of several control devices distributed on the connected sub-networks.

Abstract: The invention relates to a method for regulating the lambda value of an internal combustion engine with a catalytic converter for subsequently treating the exhaust gases of the internal combustion engine, with a binary lambda probe, which is mounted upstream from the catalytic converter and which senses the composition of the exhaust gases. According to the invention, the lambda set value is superimposed with a lean/rich amplitude. This lean/rich amplitude has an integral component and a discontinuous component leading back to the lambda set value. When a change that differs from the change in the exhaust gas composition caused by the lean/rich amplitude is detected, the coefficient of the integral component is modified and/or a discontinuous component is added to the integral component or subtracted therefrom.

Abstract: A method for determining fuel injection pressure or detecting a discrepancy in the fuel injection process of an internal combustion engine is provided. The engine includes a camshaft that actuates at least one fuel injector of the engine's fuel injection equipment. The method includes the step of determining a value T that is representative of the torque generated on the camshaft, such as the instantaneous torque or rotational speed of the camshaft, the torque being a resultant of accelerating and decelerating forces exerted on the camshaft by the at least one fuel injector during a phase of operation of the internal combustion engine. The method also includes the step of monitoring the value T for any increment, decrement or irregularity.

Abstract: An apparatus that includes a calibration module, a conditions module, and an output module. The calibration module includes a plurality of calibration tables that includes a top-rated torque curve and bottom-rated torque curve for each of a plurality of predetermined engine operating modes of an engine emissions family. The top-rated torque curve corresponds to a top horsepower rating of the engine emissions family and the bottom-rated torque curve corresponds to a bottom horsepower rating of the engine emissions family. The conditions module is configured to determine operating conditions of the internal combustion engine. The output module is configured to command at least one component of the engine to achieve a desired engine output exhaust gas emissions value based at least partially on the operating conditions of the internal combustion engine and a comparison between the top horsepower rating and bottom horsepower rating of the engine emissions family.

Abstract: In an internal combustion engine with several cylinders, at least one cylinder is configured as a reference cylinder to which an active cylinder pressure sensor is allocated. A passive cylinder pressure sensor is allocated to each of the remaining cylinders. At least one actuating member is assigned to the cylinders. A crankshaft angle sensor is provided. During the quasi-stationary operating mode, the cylinder segment durations are equated, by an actuating member engaging in at least one actuating signal allocated to the respective cylinder. Furthermore, during the quasi-stationary operating mode, the measuring signal of the active sensor is allocated to the respective measuring signals of the passive sensors. As a result, the signal processing of the measuring signals of the passive sensors is adjusted depending on the respective measuring signals of the passive sensors captured during the quasi-stationary operating mode and on the allocated measuring signal of the active sensor.

Abstract: A method for consumption-optimized operation of an internal combustion engine of a motor vehicle is described, an engine output of the internal combustion engine being set as a function of a position of a gas pedal according to a manipulated variable, the gas pedal being adjustable in a first mechanically defined adjustment range between an initial position and a specific gas pedal position, the internal combustion engine being controlled with a consumption-optimized engine output with regard to the instantaneous engine speed by adjusting the gas pedal to the specific gas pedal position, the consumption-optimized engine output causing a minimal fuel consumption at the instantaneous engine speed.

Abstract: A method is for controlling an overrun condition in a hybrid vehicle having a combustion engine and additionally at least one electric motor as well as an overrun fuel cutoff, which interrupts a fuel supply to the combustion engine when the vehicle is in an overrun condition and restores the fuel supply when the combustion engine reaches or falls below a restoring speed. At least in a combustion engine at operating temperature, the fuel supply is restored at a restoring speed of at most 200 min?1, e.g., at most 100 min?1 above an idling speed of the combustion engine. The restoring speed may be in the range of the idling speed or only slightly above the latter. The restoring speed is thus clearly lowered as compared to the usual restoring speeds and extends the overrun fuel cutoff phases and thus reduces fuel consumption.