Abstract: A control system for a machine having an engine is disclosed. The engine has a first electronic governor. The first electronic governor is operable to control the engine. The engine also has a memory including predetermined configuration data. The engine also has a second electronic governor. The second electronic governor is operable to control the engine. The second electronic governor is connected to the first electronic governor via a datalink. The second electronic governor is configured to automatically receive the predetermined configuration data from the first electronic governor.

Abstract: In the case where predetermined abnormality detection performed with operation of an engine, such as abnormality detection of a fuel system and an ignition system of the engine and various sensors, has not been completed (in the case where an abnormality detection completion flag F is zero), self-sustaining operation of the engine is performed to continue the operation (S280) when the engine is being operated and a power demand Pe* of the engine is less than a threshold Pstop1 for stopping the operation of the engine in normal time (S130) but is a threshold Pstop2 or more smaller than the threshold Pstop1 (S200 and S210), and the engine is started when the engine is not being operated and the power demand Pe* is a threshold Pstart2 or more smaller than a threshold Pstart1 for starting the engine in normal time (S310 and S320). This ensures performance of the predetermined abnormality detection.

Abstract: A method to integrate engine and exhaust aftertreatment control may include connecting an engine controller to an aftertreatment controller using a common data link protocol to provide a bidirectional data flow between the engine controller and the aftertreatment controller. The method may also include connecting the engine controller to one or more engine components. The method may also include connecting the aftertreatment controller to one or more aftertreatment components.

Abstract: An ignition apparatus which allows for an accurate diagnosis of a spark plug in an internal combustion engine provided with plural spark plugs for each cylinder is provided for an internal combustion engine. The ignition apparatus is for an internal combustion engine provided with plural spark plugs for each cylinder, and includes an input port which receives fail signals S3 and S4 generated corresponding to each of the plural spark plugs for diagnosis of the spark plugs. An input timing of the fail signal to the input port is made different for each of the plural fail signals. Ignition timings S1, S2 of the plural spark plugs are set to different times.

Abstract: An exhaust gas purifying apparatus for an internal combustion engine includes a particulate filter for trapping particulates found in the exhaust gases of the engine. The regeneration process for burning the particulates trapped in the particulate filter is executed by performing post injection of fuel. The regeneration process is suppressed according to an amount of fuel injected during post injection.

Abstract: An in-cylinder pressure detection device for an internal combustion engine, which is capable of detecting an in-cylinder pressure accurately without being adversely affected by changes in the atmospheric pressure even when the atmospheric pressure changes. An in-cylinder pressure sensor detects pressure within a cylinder as a detected in-cylinder pressure. An ECU estimates pressure generated in the cylinder during a non-combustion period as a motoring pressure. An atmospheric pressure sensor detects an atmospheric pressure (PA). The ECU corrects the motoring pressure according to the atmospheric pressure and identifies correction parameters such that the difference between the detected in-cylinder pressure detected during a compression stroke of the engine and the corrected motoring pressure becomes minimum, and corrects the detected in-cylinder pressure by the identified correction parameters, to thereby calculate an in-cylinder pressure.

Abstract: An engine system that compensates for disturbances in a crankshaft signal is provided. The system includes: an error module that computes an error between an ideal period and an actual period of a crankshaft signal; a correction factor module that determines a correction factor based on the error; and a compensation module that applies the correction factor to the actual period of the crankshaft signal.

Abstract: A correction apparatus for correcting an error in an output of an oxygen sensor such as an A/F sensor installed in an exhaust pipe of an internal combustion engine to measure the concentration of oxygen contained in exhaust gas. The apparatus works to determine a given parameter correlating with an actual concentration of oxygen within the exhaust pipe after start of a fuel cut event and also determine an oxygen concentration-corresponding output based on the given parameter which is a parameter corresponding to an output of the oxygen sensor considered to represent the actual concentration of oxygen correctly. The apparatus samples an output of the oxygen sensor during the fuel cut event and determines a correction factor based on the sampled output of the oxygen sensor and the oxygen concentration-corresponding output for use in correcting an output of the oxygen sensor when the engine is undergoing no fuel cut.

Abstract: An electronic throttle control apparatus includes first and second throttle position sensors that detect an opening of a throttle valve for adjusting an amount of supply air to an internal combustion engine, a throttle control unit that controls to drive the throttle valve, first and second accelerator position sensors that detect an operation amount of an accelerator pedal, and an ECU that calculates control parameters for the internal combustion engine on the basis of internal combustion engine operation information including an accelerator opening and a throttle opening and controls a throttle actuator such that a throttle opening position coincides with a target throttle opening position included in the control parameters. The ECU surely detects an abnormality in a sensor output due to contact failure or the like of the throttle position sensors and the accelerator position sensors.

Abstract: A method for calculating the effective volume of a diesel particulate filter invention may include: determining whether regeneration efficiency exists; determining, if regeneration efficiency exists, whether a learning condition of the ash coefficient is satisfied; detecting an exhaust flow amount Qexh if the learning condition of the ash coefficient is satisfied; calculating change of a pressure difference ?(?Pash(n)) caused by the ash; calculating change of an ash coefficient ?(a4) by using the change of the pressure difference ?(?Pash(n)) caused by the ash and the exhaust flow amount Qexh; calculating a current ash coefficient a4(n) by using the change of the ash coefficient ?(a4) and a previous ash coefficient a4(n-1); and calculating the effective volume Ve by using the current ash coefficient a4(n) and a first filter coefficient a1.

Abstract: A fuel injection control apparatus for an internal combustion engine is provided. A controller directs a fuel injector to spray a learning injection quantity of fuel and determines a resulting increase in speed of the engine. The controller determines the quantity of the fuel actually sprayed from the fuel injector based on the increase in speed of the engine and calculates a correction factor which compensates for a difference between the learning injection quantity and the actual injection quantity. The controller also determines a variation in load acting on a driving member of a torque transmission mechanism. When such a variation is great undesirably, the controller stops spraying the learning injection quantity. The controller may determine the increase in speed of the engine based on the degree of the variation in load. This ensures the accuracy in calculating the correction factor regardless of the variation in load.

Abstract: A vehicle is equipped with a planetary gear mechanism including a sun gear, a carrier, and a ring gear that are respectively connected to a first motor, an engine, and a driveshaft. A second motor is further linked to the driveshaft. An air-fuel ratio sensor located in an exhaust system of the engine detects the air-fuel ratio while the engine is rotated in a fuel cut state. Normality or abnormality of the air-fuel ratio sensor is identified, based on a result of determination whether the detected air-fuel ratio is out of a specified normal range. When engine stop conditions for stopping the operation (rotation) of the engine are satisfied during execution of failure detection of the air-fuel ratio sensor (steps S300 and S310), the drive control of the invention maintains the rotation of the engine in the fuel cut state until completion of the failure detection of the air-fuel ratio sensor and controls the first motor to motor the engine (step S330).

Abstract: Provision is made to avoid a fuel discharge timing and a fuel injection timing during the ordinary operation of the engine from being limited, by, upon the activation of an engine, making a high-pressure fuel pump perform high-pressure-fuel discharge operation prior to initial fuel discharge operation by a fuel injection valve and based on the condition of the resultant fuel-pressure rise, performing a diagnosis on whether or not a malfunction exists in a high-pressure fuel system.

Abstract: An electronic throttle valve control system prevents rapid rotation of a throttle valve when the control system has a failure. A throttle valve controls the amount of intake air to an internal combustion engine, an electric motor drives the throttle valve, and a control section controls the electric motor. The throttle valve has an urging mechanism for urging the throttle valve in the closing direction. The control section shifts the electric motor to a regenerative mode when the control system has a failure to control the speed at which the throttle valve is rotated in the closing direction by the urging force of the urging mechanism. The throttle valve is therefore rotated slowly in the closing direction by the urging force of the urging mechanism and then held in a predetermined opening position.

Abstract: A change in a torque request for an internal combustion engine during a prediction period is predicted as a change in a target torque. Further, a change in an outputtable upper-limit torque during the prediction period is calculated as an upper-limit torque change. When the target torque is greater than the upper-limit torque by more than a judgment value during the prediction period, control is exercised to increase an intake air amount. Moreover, the torque difference between the target torque and upper-limit torque at a second time, which is later than a first time, is calculated to correct the torque difference with higher responsiveness than exhibited for intake air amount control.

Abstract: A system that measures the density of the air in the intake of an internal combustion engine and calculates the gain or loss in performance provides a display to an operator in real time in a single, quickly assimilated reading. A display can indicate the combined power increasing effects of turbo/superchargers that increase density and power by compressing the air, as well as charge air coolers that increase density by decreasing the temperature. Density can be measured directly, or calculated from sensor readings. Densities, as well as temperatures and pressures can be displayed as absolute values, as percentage gains or losses verses a known reference such as ambient, or as a loss or gain between density increasing devices to indicate the individual performance of the component. One embodiment incorporates a cradle mounted PDA type handheld computing device on the dashboard to provide the display, input/output and processing hardware.

Abstract: In response to the driver's depression of a brake pedal in requirement of catalyst deterioration control with a catalyst deterioration control flag Fc set equal to 1, the braking control of the invention controls the operation of a motor to make a rotation speed Ne of an engine approach to a target rotation speed Ne* in a state of continued combustion (firing) of the engine (steps S180 and S190). Such control ensures a quick decrease of the rotation speed Ne of the engine to the target rotation speed Ne*, thus effectively reducing the wasteful fuel consumption due to the continued operation of the engine at a high rotation speed and enhancing the overall energy efficiency of the vehicle.

Abstract: A signal processing device includes a start time obtaining part that obtains a start time when a predetermined process is started in response to an interrupt request associated with a valid edge of a pulse input signal, an edge occurrence time obtaining part that obtains a time of occurrence of the valid edge of the pulse input signal after the start time of the predetermined process is obtained, and a processing part that selectively performs a process based on a time relationship between the start time of the predetermined process and the time of occurrence of the valid edge.

Abstract: An internal combustion engine ignition device is provided in which an ECU (200) includes a pulse generation circuit (201) that outputs pulse signals (Igt1 and Igt2) and an ion-signal detection/control circuit (300), and a coil driver (400) includes a pulse detection circuit (7) that recognizes a signal received from the pulse generation circuit (201) and an ion-current detection circuit (9); when the pulse signals are not outputted, an ion current is detected and a signal is outputted at the same line as a coil-driver input signal line.

Abstract: In a method for operating an internal combustion engine, a sensor for detecting and/or an actuator for setting a performance quantity of the internal combustion engine is/are monitored for the presence of a malfunction. Monitoring is performed at a first operating point of the internal combustion engine at a lower load and at an operating point of the internal combustion engine at a higher load. The two operating points are set alternatingly, and at least one of the two operating points is set multiple times for a single monitoring operation.

Abstract: A method for switching between operating modes of an internal combustion engine having a plurality of control units, in particular a switchover between full-engine operation and half-engine operation, the control units being able to exchange data via a data link. The method includes a step in which it is checked whether an operating mode switchover should occur and that, if an operating mode switchover should occur, the data link between the control units is tested and/or the operating state of the control units is balanced.

Abstract: The present invention relates to an exhaust emission control apparatus for an internal combustion engine and a process for operating it. The exhaust emission control has a particulate filter for filtering particulate matter from the exhaust of the internal combustion engine, at least one temperature sensor for detecting the temperature of the exhaust, an evaluation unit for evaluating the detected temperature, particularly with regard to a particulate mass burned during a regeneration operation of the particulate filter. The temperature sensor is positioned inside the particulate filter.

Abstract: An internal combustion engine having valve deactivation capability for at least one cylinder, or for an entire bank of cylinders in a multiple-bank engine, is provided with a temperature probe in the exhaust stream of that cylinder or cylinder bank. The temperature probe is connected to an Engine Control Module programmed to determine the rate of temperature change during valve deactivation, to compare the determined value to an acceptable range of rates, and to signal, when the rate exceeds an acceptable range. When the valves of a cylinder are properly deactivated, the temperature in the exhaust pipe decreases slowly. However, when valve deactivation fails, the cylinders pump non-combusted air from the intake manifold into the exhaust manifold, resulting in a relatively rapid decrease in exhaust temperature. This abnormal rate of temperature decrease thus can be used as an indicator of failure of the VVA system.

Abstract: A method of correcting a crankshaft position may include determining first, second, and third crankshaft positions, determining first, second, and third cylinder pressures, determining first, second, and third cylinder volumes, determining the logarithm of the first, second, and third cylinder pressures and cylinder volumes, and determining a relationship between the third cylinder volume and the first and second cylinder volumes. The first, second, and third crankshaft positions may be provided during one of a piston expansion stroke and a piston compression stroke within a cylinder. The logarithm of the third cylinder pressure and cylinder volume may be evaluated with respect to a predetermined limit of a line defined by the logarithm of the first and second cylinder pressures and first and second cylinder volumes.

Abstract: A method and device for diagnosing a crankcase ventilation of an internal combustion engine, which enable a diagnosis of a malfunction of an actuator of the crankcase ventilation. The internal combustion engine has at least two cylinder banks to which the crankcase ventilation is supplied, and an actuator is provided via whose position the distribution of the crankcase ventilation to the at least two cylinder banks is influenced. In a first position of the actuator, a different distribution of the crankcase ventilation to the at least two cylinder banks comes about than in a second position of the actuator that differs therefrom. Given simultaneously activated operation of the at least two cylinder banks, the actuator is switched over at least one between the two different positions. For at least one of the at least two cylinder banks, a characteristic variable of the internal combustion engine influenced by the crankcase ventilation is determined prior to and following the switchover operation.

Abstract: An internal combustion engine includes an exhaust system, an oxygen sensor in the exhaust system and a sensor malfunction monitor. The sensor malfunction monitor measures a rate of change of a signal from the sensor on detecting a turning point of the signal and detects a malfunction when a rate of change of the signal exceeds a threshold. Alternatively, the sensor malfunction monitor measures a response time interval starting from a point in time at which a diagnostic function begins to force an air-fuel ratio to change (e.g., from lean-to-rich or rich-to-lean) and ends at a point in time when a turning point of the signal is detected. The sensor malfunction monitor detects a malfunction when the delay time of the response time interval, or average delay time from a plurality of measured response time intervals, exceeds a time threshold.

Abstract: A vehicle including plural gas sensors assembled in plural exhaust systems, detecting an oxygen concentration in an exhaust gas, where an air-fuel ratio feedback control is carried out together with an engine control unit. Each gas sensor detects signal of oxygen concentration corresponding to a group of cylinders. The method for detecting an assembled state of the gas sensor: controls an engine control parameter affecting the air-fuel ratio of the engine, so that the values thereof are different from each other for the plural groups of cylinders corresponding to the plural exhaust systems; monitors an output from the gas sensor under the controlled state, the gas sensor being installed in each of the plural exhaust systems; and judges that the gas sensor is in a wrong assembled state if the output from the gas sensor is an abnormal output corresponding to the value of the engine control parameter.

Abstract: An exhaust system is disclosed. The exhaust system has a first sensor disposed to sense a first temperature of an exhaust flow and a second sensor disposed to sense a second temperature of the exhaust flow. The exhaust system also has a controller in communication to receive from the first and second sensors signals indicative of the first and second temperatures. The controller is configured to compare the signals indicative of the first and second temperatures during exhaust system thermal equilibrium, to determine whether at least one of the signals indicative of the first and second temperatures is inaccurate based on the comparison, and to affect a system reaction if it is determined that at least one of the signals indicative of the first and second temperatures is inaccurate.

Abstract: A method for operating an internal combustion engine for a motor vehicle, in which a first signal is determined, which characterizes a torque of the internal combustion engine. In order to provide a method for operating an internal combustion engine for a motor vehicle in which a torque of the internal combustion engine is determined even more precisely, in particular in the region of a zero crossing of the torque, a second signal, which characterizes a state variable of the internal combustion engine and/or the motor vehicle that differs from the torque is determined from the first signal, at least one third signal is recorded, which characterizes a measured value of the state variable, the second signal and the third signal are compared to one another, and the first signal is corrected on the basis of the comparison.

Abstract: A method for calibrating an engine control system includes identifying engine calibration sub-problems for an engine calibration; seeding an initial generation for one of the engine calibration sub-problems with known/good individuals; optimizing free parameters in the one of the engine calibration sub-problem over a parameter/coefficient scheduling space using a genetic algorithm; using penalty functions; identifying a next one of the engine calibration sub-problems containing a prior one of the engine calibration sub-problems; seeding an initial population of the next one of the engine calibration sub-problems with know/good individuals; repeating until the engine calibration containing the engine calibration sub-problems is solved; and operating an engine control system of a vehicle using the engine calibration.

Abstract: A method for detecting failure modes of latching mechanisms in a hydraulically switchable variable valve activation system of an internal combustion engine includes the steps of: integrating a pressure sensor in an engine control system including a plurality of switchable mechanisms connected to a common hydraulic gallery, an oil control valve downstream of the oil gallery, and en engine controller activating the oil control valve and the pressure sensor; measuring fluid pressure of the gallery with the pressure sensor; and determining if a failure mode of latching mechanisms occurred by evaluating the measured fluid pressure. Sudden flow changes that produce high frequency fluid pressure oscillations in the oil gallery are detected with the pressure sensor and evaluated by an engine controller to detect lock pin failure modes, such as lock pin ejections and operation of two-step RFF in a low lift mode at elevated engine speeds.

Abstract: An abnormality determination device of a cylinder pressure sensor calculates a gain (sensing sensitivity coefficient) and an offset (bias) indicating an output characteristic of the cylinder pressure sensor. The device determines existence or nonexistence of an abnormality in the gain and the offset respectively. When the device determines that the abnormality exists, the device performs failsafe processing set in modes different from each other between the case of the abnormality in the gain and the case of the abnormality in the offset. As the failsafe processing in the case of the abnormality in the gain, the device performs processing for substantially prohibiting usage of a sensor value of the cylinder pressure sensor in control (fuel injection timing control) by using an alternative value (specified value) instead of the sensor value of the cylinder pressure sensor.

Abstract: A method of detecting an assembly condition, such as, for example, a misassembly, of an exhaust aftertreatment system of a machine includes a step of executing an aftertreatment assembly diagnostic algorithm. The executing step includes detecting an electronic identification feature of an aftertreatment component of the exhaust aftertreatment system, and comparing the electronic identification feature to an expected value.

Abstract: A fuel cut failsafe function monitoring section of a microcomputer sets a fuel cut failsafe function diagnosis period in a period, in which an operation of an engine is stopped (e.g., a period before engine start), and sends a fuel cut failsafe execution command signal to a fuel cut failsafe execution section of an abnormality monitoring device during the fuel cut failsafe function diagnosis period. Thus, the fuel cut failsafe execution section is caused to output a fuel cut failsafe signal to an injector driver to stop an operation of the injector driver. The fuel cut failsafe function monitoring section monitors an output level of a disablement port of the injector driver at the time, thereby performing abnormality diagnosis of a fuel cut failsafe function.

Abstract: Some embodiments of a system for determining combustion characteristics may be capable of automatically determining and displaying a plurality of combustion characteristics on a multiple-axis plot. In such embodiments, a single combustion test in the system's controlled combustion chamber may provide a user with automatic analysis and display of three, four, five, six, or more combustion characteristics.

Abstract: An air-fuel ratio of each cylinder is estimated on the basis of the detection value of an air-fuel ratio sensor disposed in an exhaust confluent portion. An air-fuel ratio correction quantity is computed on the basis of the estimated air-fuel ratio of each cylinder and the air-fuel ratio correction quantity is learned by smoothing processing. The air-fuel ratio is corrected on the basis of the cylinder air-fuel ratio correction quantity, whereby the air-fuel ratio is controlled for each cylinder so as to reduce a variation in the air-fuel ratio between the cylinders. When a state in which the correction quantity of any cylinder is outside a specified range continues for a while during a period in which the air-fuel ratio is controlled for each cylinder, the correction quantity is prohibited from being learned, whereby the cylinder air-fuel ratio correction quantity is prevented from being erroneously learned.

Abstract: The present invention relates to a method of engine operation to provide a real time engine diagnostic to detect EGR, turbocharger or compressor malfunctions and to prevent such malfunctions from damaging the engine.

Abstract: A marine engine is arranged such that it compares a detected ion current value with a predetermined sea water-ingress current value, which is indicative of sea water being present in the combustion chamber at the time of combustion.

Abstract: An abnormality determination apparatus and method for a blow-by gas feedback device, and an engine control unit are provided for improving the accuracy of abnormality determination even when an intake air amount controller is provided in an intake system at a location downstream of a joint of a blow-by gas passage. The blow-by gas feedback device feeds a blow-by gas back to an intake system of an internal combustion engine through a blow-by gas passage connected to the intake system through a joint.

Abstract: A watercraft propelled by an outboard motor includes an inspection system. The inspection system includes a terminal computer that conducts an inspection of an engine control device and a control unit. The computer includes a program that performs an inspection process that provides the control device with a command signal to start an inspection of the control device and that requests the control device to output a first response signal. The process determines whether the response signal is consistent with a first specified signal. The process provides the control unit with a command signal to start an inspection of the control unit and requests the control unit to output a second response signal. The process determines whether the second response signal is consistent with a second specified signal. The control device controls a throttle actuator and a shift actuator based upon the second response signal and provides the inspection system with an operating signal.

Abstract: A configurable electronic controller system used for signal acquisition of input sensors and control of output loads, connected respectively to the configurable controller, can be re-configured to perform diagnostics on same input sensors and output loads. The diagnostic results provide information on the viability of the tested input sensors and output loads as well as the existence of shorts between input signal lines, while still connected to the sensors.

Abstract: The invention relates to a drive circuit for an injector arrangement comprising a first fuel injector in parallel with a capacitive component. The drive circuit comprises: a selector means (SQ1, SQ2) and diagnostic means. The selector means (SQ1, SQ2) is operable to select the first fuel injector and/or the capacitive component into the drive circuit and to deselect the first fuel injector and/or the capacitive component from the drive circuit. When the capacitive component is selected and the first fuel injector is deselected, the diagnostic means is operable to sense a current (Isense) through the first fuel injector. When the sensed current (Isense) is at variance from a first threshold current (Ilimit) the diagnostic means is operable to provide a first signal on detection of a stack terminal short circuit fault associated with the first fuel injector. The capacitive component may be a second fuel injector.

Abstract: A system for discrimination of spurious crankshaft encoder signals. A position encoder connected to an engine crankshaft sends a pulsed signal indicative of crankshaft rotational performance to an engine controller. The controller is programmed to trigger an interrupt service routine (ISR) on every falling or rising edge of each pulse. The ISR calculates and stores the period of each pulse and the period of the previous pulse and calculates the rotational speed and instantaneous acceleration or deceleration of the engine at all times. The controller is further programmed with realistic engine acceleration and deceleration limits and recognizes a next signal only within a time window corresponding to those limits and the engine speed. Signals arriving outside the calculated time window are considered spurious and are rejected. The system improves engine performance by preventing loss of synchronization between spark and fuel injection and piston and valve timing.

Abstract: A control system is provided for controlling the fueling system (402) of a combustion engine. The control system includes a sensing arrangement for measuring a plurality of engine and vehicle conditions (404, 406, 408, 410, 412) in real time. The control system also includes a fuel map that defines engine fueling parameters corresponding to engine operating conditions. The control system also includes a control module (102) that determines engine load from the sensed conditions, and controls the fueling parameters of the fueling system for optimized fuel consumption by selecting fueling parameters from the fuel map based on current engine load.

Abstract: An exhaust gas probe is disposed downstream of a catalytic converter in an exhaust gas tract of an internal combustion engine. A first quality value which is representative of a signal dynamic of the measured signal of the exhaust gas probe is determined as a function of the measured signal of the exhaust gas probe. If the first quality value represents at least one predefined signal dynamic, the exhaust gas probe is diagnosed as functioning correctly. If the first quality value does not represent at least the predefined signal dynamic, a catalytic converter diagnosis is performed comprising a loading with oxygen and/or an emptying of oxygen with at least two different air/fuel ratios. Dependent on the catalytic converter diagnosis, the exhaust gas probe is diagnosed as functioning either correctly or incorrectly.

Abstract: A system that measures the density of the air in the intake of an internal combustion engine and calculates the gain or loss in performance provides a display to an operator in real time in a single, quickly assimilated reading. A display can indicate the combined power increasing effects of turbo/superchargers that increase density and power by compressing the air, as well as charge air coolers that increase density by decreasing the temperature. Density can be measured directly, or calculated from sensor readings. Densities, as well as temperatures and pressures can be displayed as absolute values, as percentage gains or losses verses a known reference such as ambient, or as a loss or gain between density increasing devices to indicate the individual performance of the component. One embodiment incorporates a cradle mounted PDA type handheld computing device on the dashboard to provide the display, input/output and processing hardware.

Abstract: A diagnostic apparatus for an internal combustion engine, comprising an adjusting device for adjusting a burning condition, a correction device for estimating or detecting an input or an output to and from the internal combustion engine so as to correct at least one of a throttle opening degree, a fuel injection pulse width, a fuel injection timing, an ignition timing and an exhaust gas recirculation quantity, a recording device for recoding a controlled correction value from the correction device at every predetermined time, and a fuel consumption evaluation means for evaluating a fuel consumption of the engine, being based upon the recorded data or log data as to the recorded data, wherein a deterioration of fuel consumption caused by an abnormality of the engine can been soon detected with no affection by an operating condition of the engine and unevenness of component parts.

Abstract: It is determined whether an engine operating state is within a specified operating range. When the engine operating state is within the specified operating range, the air-fuel ratio of an i-th cylinder is estimated based on the detection value of the air-fuel ratio sensor, and a cylinder deviation, which is the deviation of an estimated air-fuel ratio from a reference air-fuel ratio, is computed. When this cylinder deviation becomes larger than a specified determination value, the processing of incrementing the count value of an abnormality counter is started at a point in time when a specified delay time elapses after the cylinder deviation becomes larger than the specified determination value. At a point in time when the count value of the abnormality counter becomes larger than a specified abnormality determination value, it is determined that the air-fuel ratio of the i-th cylinder is abnormal.

Abstract: With devices and methods for reducing the contamination of a sensor, a sensor or sensor element—preferably a hot film air-mass meter—is deactivated when a software function integrated in the electronic control unit detects a possible contamination or a media carry-in. The sensor is deactivated using a high-side switch in the voltage supply or a low-side switch in the ground connection, wherein the media carry-in detection and the switch control are carried out by the control unit or an evaluation unit in the sensor. After the sensor is deactivated, a substitute signal is optionally generated that replaces the missing output signal of the sensor.

Abstract: An engine control system, which is adaptable for individual differences among engines, changes with time, environmental changes, etc., and which can control engine torque with high accuracy and high response. The engine control system comprises a unit for detecting engine torque in at least one of direct and indirect manners, a unit for computing an engine control parameter, and a unit for modifying the engine control parameter based on the detected torque detected by the engine torque detecting unit.