Embodiments for crankshaft tooth sensing for a crank pulse wheel are provided. In some embodiments, a method includes identifying a first tooth characteristic of a tooth of a plurality of teeth on the crank pulse wheel. The first tooth characteristic is identified by a first sensor element. The method also includes identifying a second tooth characteristic of the tooth with a second sensor element. The method further includes identifying a tooth type for the tooth based on the first tooth characteristic and the second tooth characteristic. The method includes identifying a sliding buffer for a set of N teeth of the plurality of teeth on the crank pulse wheel. The method yet further includes calculating a buffer value for the sliding buffer corresponding to the N set of teeth represented in the sliding buffer. The angular position of the crank pulse wheel is determined based on the buffer value.

Provided is a throttle device including a total of two throttle units in each two cylinders in an engine 1, each of the throttle units having a unit body having intake air passages corresponding to four cylinders of the engine, a throttle shaft rotatably supported by the unit body, throttle valves secured to the throttle shaft to open and close the intake air passages for the cylinders, a motor, and a deceleration mechanism decelerating rotation of a drive shaft of the motor and transmitting the decelerated rotation to the throttle shaft, in which a deceleration ratio of the deceleration mechanism provided in a first throttle unit and a deceleration ratio of the deceleration mechanism provided in a second throttle unit out of the two throttle units are different from each other.

A method for determining a function criterion of a measuring transducer of a motor vehicle, comprising: determining, with the aid of preconditions, whether a predefined vehicle state of the motor vehicle is present; capturing measured values of at least three measuring transducers which measure the same measured variable; calculating a measure of central tendency from the captured measured values; calculating a comparison value from the captured measured value with respect to the calculated measure of central tendency; ascertaining the function criterion of the measuring transducer, based on a comparison of the calculated comparison value with a threshold value, the capture of the measured values being carried out within a time period after the initialization of the controller, the ascertained function criterion being determined if the preconditions have been met and the provided vehicle state is thus present.

In a variable valve control device, a variable valve control system and a method for controlling a variable valve mechanism according to the present invention, An ECM (201) transmits a phase detection value (RA1) computed based on a crank angle signal (CRANK) and a cam angle signal (CAM) to a VTC control unit (202) via a communication network (211), and VTC control unit (202) computes a phase detection value (RA2) based on a motor angle signal (MAS), controls a variable valve timing mechanism (114) based on phase detection value (RA2) in the transient state of an internal combustion engine, and controls variable valve timing mechanism (114) based on phase detection value (RA1) in the steady state of the internal combustion engine.

Methods and systems for fault mitigation in an engine system. For ordinary operation, a set of control signals are generated after calculating airflows within the engine system using a set of flow models linked to components of the engine system, while underweighting or omitting an output of a sensor in the engine system. When a fault is identified, the set of flow models is analyzed differently by underweighting or omitting one or more flow models in favor of using the sensor output. By so doing, the engine system can continue to be operated without triggering an on-board diagnostic alert requiring cessation of operation.

Systems and methods for determining a throttle position of an aircraft are described herein. A first throttle position is obtained from a first sensor, a second throttle position is obtained from a second sensor, and a third throttle position is obtained from a third sensor. The first, second, and third sensors are separately coupled to a throttle of the aircraft for obtaining independent throttle position measurements therefrom. A difference between the first throttle position and the second throttle position is determined. A mismatch is detected when the difference between the first throttle position and the second throttle position exceeds a threshold. A valid one of the first throttle position and the second throttle position is selected based on the third throttle position, in response to detecting the mismatch. A signal indicative of the throttle position is outputted based on the valid one of the first throttle position and the second throttle position.

Provided is a throttle device including a total of two throttle units in two cylinders in an engine, each of the throttle units having a throttle shaft, throttle valves, and a motor driving and rotating the throttle shaft, in which a return spring provided in a first throttle unit and a return spring provided in a second throttle unit out of the two throttle units are components of the same type and have mutually different installation forms in the throttle units such that biasing torques at the same degree of opening of the throttle valves differ from each other, thereby enabling performances of responding to a change in rotation speed to be different from each other.

Provided is a throttle device including a total of two throttle units in an engine for each two cylinders, each of the throttle units having a unit body having intake air passages corresponding to the four cylinders of the engine, a throttle shaft rotatably supported by the unit body, throttle valves secured to the throttle shaft to open and close the intake air passages for the cylinders, and a motor driving and rotating the throttle shaft, in which a first motor provided in a first throttle unit and a second motor provided in a second throttle unit out of the two throttle units have mutually different responsivities to a change in rotation speed.

A multi-cylinder opposed piston engine (100) can include one or more sensors, such as oxygen or nox sensors (132, 134, 136, 138, 142), for each cylinder (103) of the multi-cylinder opposed piston engine (100). The sensors (132, 134, 136, 138, 142) are in communication with an engine control unit (102) that can receive measurements and other data from the sensors. In one example, each cylinder (103) includes one or more sensors (132, 134) located adjacent to exhaust ports (144) of each individual cylinder (103). In another example, each cylinder (103) includes one or more sensors (136, 138) located in an exhaust passageway (146) of each individual cylinder (103). In some examples, the multi-cylinder opposed piston engine (100) can include multiple crankshafts (114, 116). For example, the multi-cylinder opposed piston engine (100) can include two crankshafts (114, 116), where each crankshaft (114, 116) engages, either directly or indirectly, one of two opposed pistons (104, 106) of a cylinder (103). In one example, each crankshaft (114, 116) includes one or more sensors, such as a torque sensor (120, 122), a speed sensor (124, 126), or a noise, vibration, and harshness (NVH) sensor (150, 152).

The present disclosure provides a method for predicting a fluid type, comprising sensing, by a first sensor, mass flow data of a fluid in an engine, wherein the first sensor operates based on a first fluid property; sensing, by a second sensor, mass flow data of the fluid, wherein the second sensor operates based on a second fluid property; and detecting, by a logic circuit of a controller, a percent difference in the mass flow data provided by the first and second sensors, the percent difference indicating that the fluid is comprised of at least a first fluid type.