A sobriety ignition interlock system including an engine control device and a method for managing available vehicle engine power using the sobriety ignition interlock system. The engine control device includes an engine control processor (ECP) that is electronically connected in between an engine control unit (ECU), an engine sensor assembly, and a sobriety processor. The sobriety processor determines a sobriety level of a vehicle driver and sends a corresponding sobriety signal to the ECP. The ECP intercepts an engine signal transmitted from the engine sensor assembly to the ECU and manipulates the engine signal according to the sobriety signal, in order to manage the available power of the vehicle engine.

A computer is programmed to determine an occupancy status of a vehicle based on received sensor data; and adjust a parameter of a powertrain of the vehicle in response to data indicating a critical condition of the powertrain based on the occupancy status. The parameter may be one of engine speed, cylinder deactivation, transmission-shift time, and shift schedule.

A vehicle includes a transmission, a torque converter coupled to the transmission, a controller in communication with the transmission and the torque converter; a driver seat, a passenger seat, and a back seat coupled to the transmission, and sensors configured to detect occupancy of the seats. The sensors are in communication with the controller. The controller is programmed to receive data from the sensors, determine an occupancy status based on the occupancy data, set an engine operating parameter of one of the transmission and the torque converter based on the occupancy status, and control one of the transmission and the torque converter to operate according to the parameter.

Provided are methods for warming up a vehicle exhaust treatment system prior to an engine start, wherein the vehicle includes an internal combustion engine (ICE), a supercharger capable of delivering air to an ICE intake, an exhaust gas treatment system including an exhaust gas treatment device and an upstream electric heating device and capable of accepting exhaust gas from the ICE, and optionally a turbocharger having a turbine in fluid communication with the exhaust gas treatment system. Methods include establishing fluid communication between the supercharger and the exhaust gas treatment system, engaging the supercharger to communicate air to the exhaust gas treatment system via the supercharger, and engaging the heating device. The method can further comprise reducing turbine resistance by reducing the power position of the turbine or opening a wastegate. The methods can further include first satisfying a start condition, and/or subsequently detecting a termination condition.

A method for controlling acceleration of a marine vessel having at least one engine includes receiving a ramp value and an overshoot value, and then determining an acceleration curve based on the ramp value and the overshoot value, wherein the acceleration curve visually represents engine RPM values or vessel speed values over time for accelerating a marine vessel from idle to a desired cruising speed. A graph is then displayed containing the acceleration illustration curve on a user interface display, wherein the graph visually correlates the ramp value and the overshoot value to the acceleration illustration curve. A user input is then received adjusting the ramp value and/or the overshoot value, and the acceleration illustration curve is then redetermined based on the adjusted ramp value and the adjusted overshoot value, and the graph is updated to reflect the new acceleration illustration curve.

Methods and systems are provided for reducing port injection fuel errors by selectively reactivating a direct fuel injector. Responsive to an increase in driver demand received while delivering fuel to a cylinder via port injection only, wherein the increase in driver demand is received late in the port injection window, the port injection error is addressed by reactivating a direct injector on the same engine cycle and delivering at least a portion of the fuel mass corresponding to the error via the direct injector. Additionally, a portion of the fuel mass may be delivered by the port injector on the same engine cycle by extending the end of injection timing, if possible.

A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism for adjusting an output torque of the engine; and a PCM (50) configured, upon satisfaction of a vehicle attitude control executing condition that the vehicle is traveling and a steering angle-related value is increasing, to control the engine torque adjustment mechanism to reduce the engine torque to thereby generate deceleration of the vehicle so as to control vehicle attitude. The PCM (50) is further configured to set a rate of change in the engine output torque being reduced, such that the rate of change becomes larger as the number of times of combustion per unit time in the engine (10) becomes smaller, and to control the engine torque adjustment mechanism to reduce the engine output torque according to the rate of change set by the torque reduction change rate-setting part.

Systems and methods for operating an engine that includes a canister for storing fuel vapors are disclosed. In one example, one or more engine cylinders are deactivated in response to a level of fuel vapors stored in a fuel vapor storage canister when deceleration fuel shut off conditions are met. By deactivating one or more engine cylinders with closed intake and exhaust valves, it may be possible to reduce fuel vapors drawn into engine cylinders to reduce the possibility of cylinder misfire.

A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism; and a PCM (50) configured, upon satisfaction of a condition that the vehicle is traveling and a steering angle-related value is increasing, to control the engine torque adjustment mechanism to reduce the engine torque to thereby execute a vehicle attitude control for generating deceleration of the vehicle, and, upon satisfaction of a given terminating condition for terminating the vehicle attitude control, to restore the reduced engine output torque to an original state before the execution of the vehicle attitude control. The PCM (50) sets a time period from the satisfaction of the terminating condition through until start of restoration of the engine torque, such that it becomes longer as the number of times of combustion per unit time becomes larger, and starts to restore the engine torque when the set time period has elapsed.

A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism; and a PCM (50) configured to execute vehicle attitude control for, upon satisfaction of a vehicle attitude control executing condition that the vehicle is traveling and a steering angle-related value is increasing, reducing the engine torque to thereby generate deceleration of the vehicle. The PCM (50) is configured, upon satisfaction of a given terminating condition for terminating the vehicle attitude control, to control the engine torque adjustment mechanism to restore the reduced engine torque to an original state before the execution of the vehicle attitude control. The PCM (50) sets a rate of change in the engine output torque being restored, such that it becomes larger as the number of times of combustion per unit time becomes smaller, and restores the engine torque according to the rate of change set in the above manner.