Vehicle systems are disclosed. A vehicle system includes one or more sensors, a steering wheel, an accelerator pedal, a steering wheel actuator, an accelerator pedal actuator, and a controller. The controller is communicatively coupled to the one or more sensors and the steering sensitivity adjusting unit. The controller includes at least one processor and at least one memory module storing computer readable and executable instructions that, when executed by the processor, cause the controller to detect an object based on output from the one or more sensors, and send to the steering sensitivity adjusting unit an instruction for adjusting a sensitivity of the steering wheel in response to detecting the object.

Provided is a state determination device for an internal combustion engine. The state determination device includes a storage device, and an execution device. The storage device stores mapping data that is data defining a mapping that outputs a determination result of a state of the internal combustion engine, by using an internal combustion engine state variable as an input. The execution device executes an acquisition process of acquiring the internal combustion engine state variable each time a crankshaft rotates by a specified angle, and a determination process of determining the state of the internal combustion engine based on an output of the mapping using the internal combustion engine state variable as an input. The execution device omits a part of the determination process performed each time the crankshaft rotates by the specified angle when a rotation speed of the crankshaft becomes equal to or higher than a predetermined threshold.

A method for determining the cylinder air-charge of an internal combustion engine in a non-fired operation, wherein a method for determining the cylinder air-charge in a fired operation is performed. According to the invention, provision is made that in the method for determining the cylinder air-charge in the fired operation, a correction factor is provided as a function of engine speed and engine load which adjusts the value of the cylinder air-charge determined by the method in the fired operation to the non-fired operation. Thus, the previously known methods can be improved and made more efficient, in particular in view of the deviations of up to 30% between the cylinder air-charge values in the non-fired operation and the modeled values of the fired operation.

In a method for controlling engine power during charge depleting (CD) mode heating of a plug-in hybrid electric vehicle (PHEV), the engine power is controlled according to an amount of heat of an engine required for heating determined using a level of an air-conditioning blower at a point in time at which an operation of the engine starts, an outdoor air temperature, and a coolant temperature, if a full automatic temperature controller (FATC) operates the engine for heating when the vehicle is driven in a CD mode.

Methods and systems are provided for protecting an exhaust catalyst from degradation during a DFSO event. Exit from DFSO due to pedal input received from an operator with a jittery foot is averted by filtering the pedal input differently when operating in a DFSO mode as compared to when operating out of the DFSO mode. Exit from DFSO is confirmed after receiving a higher than threshold pedal position input for a sustained period of time, or when an integrated fuel injection amount exceeds a threshold amount.

A learned neural network in weights using at least the four parameters of the engine load, engine speed, intake pressure inside the intake passage downstream of the throttle valve (12), and amount of intake air fed into the engine as input parameters of the neural network and using a target EGR rate as training data is stored. At the time of engine operation, the learned neural network is used to estimate the target EGR rate from the above parameters and abnormality of the exhaust gas recirculation system is detected based on the difference between the estimated value of the target EGR rate and the target EGR rate.

Embodiments describe a method of controlling a two-stroke internal combustion engine. A method of controlling a two-stroke internal combustion engine includes determining a base nominal exhaust gas temperature, determining a base barometric pressure correction to base nominal exhaust gas temperature, determining exhaust gas temperature differential, determining exhaust gas temperature injection correction, and utilizing the exhaust gas temperature injection correction to make a final short-term fuel or ignition correction.

A controller includes a soak timer, a nonvolatile memory, and a determining section. The determining section is configured to perform a rationality check on a condition that a performance condition is met. The determining section is also configured to make the performance condition strict when an obtained index value of a vehicle outside temperature, that is obtained when an elapsed amount of time reaches a specified amount of time, and the determining section is activated, is higher than a stored index value of the vehicle outside temperature stored in the nonvolatile memory.

Methods and systems are provided for conducting an engine diagnostic for a vehicle based on an amount of noise proximate to the vehicle. In one example, a method (or system) for a vehicle may include determining an ambient noise level surrounding the vehicle based on data received from autonomous vehicle sensors and conducting an engine diagnostic by operating a pump, motor, and/or actuators responsive to the determined ambient noise level. The engine diagnostic may be conducted while the vehicle is keyed off or while the engine is running and may be further conducted based on a proximity of human activity to the vehicle.

An aircraft diesel engine may be operated at a minimal fuel rate. Shaft output power of the engine may be reduced by initiating combustion during the compression stroke. Combustion may be initiated during the compression stroke by advancing fuel injection, splitting fuel injection, and/or manipulating individual injection quantities. Initiating combustion during the compression stroke may slew torque generation to the compression stroke.