A spark ignited internal combustion engine is controlled in response to a self-learned TOB reference. The self-learned TOB reference is based on a difference between a learned TOB offset and a desired or target TOB, and a sensed TOB. The learned TOB offset at a given operating condition, such as charge pressure, can be found by interpolating between the learned charge pressure breakpoints in a TOB learning algorithm. The TOB learning algorithm can include using a filtered charge pressure value to indicate the engine load at which the TOB is learned. An index determination is made with a look up table with charge pressure as an input and an array index of learned charge pressure and learned TOB offset as outputs.

A control module includes a dynamic target selection module configured to receive an intake manifold pressure setpoint and a measured intake manifold pressure, select between the intake manifold pressure setpoint and the measured intake manifold pressure, and output a selected intake manifold pressure setpoint based on the selection. A multivariable control module is configured to receive at least one target setpoint that is based on the selected intake manifold pressure setpoint and control operation of an air charging system of a vehicle based on the at least one target setpoint.

A control module includes a dynamic target selection module configured to receive an intake manifold pressure setpoint and a measured intake manifold pressure, select between the intake manifold pressure setpoint and the measured intake manifold pressure, and output a selected intake manifold pressure setpoint based on the selection. A multivariable control module is configured to receive at least one target setpoint that is based on the selected intake manifold pressure setpoint and control operation of an air charging system of a vehicle based on the at least one target setpoint.

Various methods and systems are provided for generating exhaust energy and converting exhaust energy to electrical energy while an engine is not running. In one example, a system for an engine comprises: a first turbocharger including a first compressor driven by a first turbine, the first turbine disposed in an exhaust of the engine; a fuel burner fluidly coupled to the exhaust upstream of the first turbine; a generator coupled to one of the first turbine or an auxiliary, second turbine fluidly coupled to the exhaust downstream of the fuel burner; and one or more bypass valves configured to adjust a flow of air that bypasses the engine and is delivered to the fuel burner.

Various methods and systems are provided for generating exhaust energy and converting exhaust energy to electrical energy while an engine is not running. In one example, a system for an engine comprises: a first turbocharger including a first compressor driven by a first turbine, the first turbine disposed in an exhaust of the engine; a fuel burner fluidly coupled to the exhaust upstream of the first turbine; a generator coupled to one of the first turbine or an auxiliary, second turbine fluidly coupled to the exhaust downstream of the fuel burner; and one or more bypass valves configured to adjust a flow of air that bypasses the engine and is delivered to the fuel burner.

A control module includes a dynamic target selection module configured to receive an intake manifold pressure setpoint and a measured intake manifold pressure, select between the intake manifold pressure setpoint and the measured intake manifold pressure, and output a selected intake manifold pressure setpoint based on the selection. A multivariable control module is configured to receive at least one target setpoint that is based on the selected intake manifold pressure setpoint and control operation of an air charging system of a vehicle based on the at least one target setpoint.

Systems and methods for controlling and diagnosing air flow through a compressor without recirculating air flow through the compressor are presented. In one example, a position of an air flow control device located within a compressor housing is adjusted responsive to a request to diagnose flow through the compressor. The diagnostic may be performed while maintaining engine torque and speed.

Systems and methods for controlling and diagnosing air flow through a compressor without recirculating air flow through the compressor are presented. In one example, a position of an air flow control device located within a compressor housing is adjusted responsive to a request to diagnose flow through the compressor. The diagnostic may be performed while maintaining engine torque and speed.

An engine control apparatus includes first and second fuel injection amount calculators, a fuel injection controller, an EGR valve controller, and an EGR valve diagnosis unit. The first and second fuel injection amount calculators are configured to calculate first and second fuel injection amounts on the basis of a detected intake air amount and detected pressure in an intake pipe, respectively. The fuel injection controller is configured to control a fuel injection apparatus for an engine on the basis of a correction fuel injection amount that is a result of addition of the first and second fuel injection amounts respectively multiplied by first and second weight coefficients. When the fuel injection is restarted after diagnosis of the EGR valve carried out by the EGR valve diagnosis unit, the fuel injection controller increases the second weight coefficient, and thereafter gradually increases and reduces the first and second weight coefficients, respectively.

An engine control apparatus includes first and second fuel injection amount calculators, a fuel injection controller, an EGR valve controller, and an EGR valve diagnosis unit. The first and second fuel injection amount calculators are configured to calculate first and second fuel injection amounts on the basis of a detected intake air amount and detected pressure in an intake pipe, respectively. The fuel injection controller is configured to control a fuel injection apparatus for an engine on the basis of a correction fuel injection amount that is a result of addition of the first and second fuel injection amounts respectively multiplied by first and second weight coefficients. When the fuel injection is restarted after diagnosis of the EGR valve carried out by the EGR valve diagnosis unit, the fuel injection controller increases the second weight coefficient, and thereafter gradually increases and reduces the first and second weight coefficients, respectively.