A computer-implemented method, system, and program product for providing a personal fuel efficiency for a vehicle of interest to a user. Responsive to receiving an input, a particular vehicle having a number of fuel efficiency attributes is identified. Driver attribute data providing information of personal driving behaviors of the user when driving another vehicle is accessed. The driver attribute data is obtained from a number of sensors on the other vehicle. Using the driver attribute data, a predicted impact on the number of fuel efficiency attributes is determined. The number of fuel efficiency attributes is adjusted based on the predicted impact to determine the personal fuel efficiency. The computer renders the personal fuel efficiency on a user device or on a display device located on the particular vehicle.

A vehicle computer system (e.g., on-board vehicle computer system) obtains a fuel economy performance goal for a vehicle (e.g., an engine speed goal or a vehicle speed goal) that is based on a configuration of the vehicle; calculates a count of events in which a current value exceeds the goal; compares the count of events with a threshold count; and generates one or more notifications based at least in part on the comparison (e.g., for display on an operator interface). The vehicle computer system also calculates an engine speed and a vehicle speed score for a driver of the vehicle based at least in part on comparisons of current speeds with the speed goals. Scoring and other data may be displayed or stored for further processing.

Power system optimization calibration is disclosed. An example implementation includes receiving, by an engine control module, calibration information associated with optimizing an operating characteristic of a power system; determining, by the engine control module and using an optimization model, an optimization profile to optimize the operating characteristic, wherein the optimization model is configured to perform one or more optimization processes to determine, according to the calibration information, optimized values associated with adjustable parameters of the power system, wherein the optimization profile is configured to include the optimized values; and configuring, by the engine control module, a first control device, associated with a first adjustable parameter of the adjustable parameters, according to the optimization profile, wherein the first control device is configured to control a first component of an engine of the power system to be set according to an optimized value for the first adjustable parameter.

A vehicle computer system (e.g., on-board vehicle computer system) obtains a fuel economy performance goal for a vehicle (e.g., an engine speed goal or a vehicle speed goal) that is based on a configuration of the vehicle; calculates a count of events in which a current value exceeds the goal; compares the count of events with a threshold count; and generates one or more notifications based at least in part on the comparison (e.g., for display on an operator interface). The vehicle computer system also calculates an engine speed and a vehicle speed score for a driver of the vehicle based at least in part on comparisons of current speeds with the speed goals. Scoring and other data may be displayed or stored for further processing.

A test method includes deriving road grade information or wind load information from test schedule torque outputs generated by a dynamometer operatively arranged with a first vehicle, and controlling an accelerator pedal, an accelerator pedal signal, a fuel injector, a manifold pressure, a motor controller, or a throttle valve associated with the first or a second vehicle according to a speed schedule such that the dynamometer, or another dynamometer, programmed with the road grade information or wind load information and operatively arranged with the first or second vehicle applies a load to the first or second vehicle that reflects the road grade information or wind load information.

A test method for a vehicle powertrain includes, during a first test of a first vehicle or a portion of a first vehicle on a dynamometer, coordinatingly controlling (i) an accelerator pedal, an accelerator pedal signal, a fuel injector, a manifold pressure, a motor controller, or a throttle valve according to a load schedule and (ii) the dynamometer according to a speed schedule such that the dynamometer applies dynamic torque that causes a powertrain of the first vehicle or portion of the first vehicle to produce dynamic powertrain torque. The test method also includes recording values defining a history of the dynamic torque, and during a second test of the first vehicle or portion of the first vehicle on the dynamometer or another dynamometer, or during a second test of a second vehicle or a portion of a second vehicle on the dynamometer or another dynamometer, coordinatingly controlling (iii) an accelerator pedal, an accelerator pedal signal, a fuel injector, a manifold pressure, a motor controller, or a throttle valve according to the values defining the history of the dynamic torque and (iv) the dynamometer or the another dynamometer according to the speed schedule such that the dynamometer or the another dynamometer applies dynamic torque that causes a powertrain of the first vehicle or portion of the first vehicle or a powertrain of the second vehicle or portion of the second vehicle to reproduce the dynamic powertrain torque.

A first-half combustion period, for example, is estimated/evaluated, with a required accuracy, more simply than the conventional art, while reducing man-hours to produce a heat generation rate waveform of an internal combustion engine. Within a combustion period of an air-fuel mixture, a period from an ignition time FA to a heat generation rate maximum time dQpeakA where the heat generation rate is maximum is defined as the first-half combustion period a that is one of characteristic values of the heat generation rate waveform. The first-half combustion period a is estimated based on an in-cylinder volume at the heat generation rate maximum time, and furthermore by being corrected using an exponential function of the engine rotation speed with a value depending on a tumble ratio as exponent. Thus, the heat generation rate waveform is produced using the estimated first-half combustion period a.

A method can be used for determining fuel consumption of an internal combustion engine of a vehicle, in real time. The method includes determining a fuel injection quantity of the internal combustion engine based on an oxygen concentration signal from an oxygen sensor and a MAF signal from a mass airflow (MAF) sensor. The MAF sensor is coupled to the intake line and is configured to measure and monitor the mass flow rate of intake air flowing through the intake line. The method further includes determining, via an engine control module (ECM), an instantaneous fuel flow of the internal combustion engine based on the fuel injection quantity. The method further includes communicating, via the ECM, the instantaneous fuel flow to a body control module (BCM) and determining, via the BCM, an average fuel economy of the internal combustion engine based on the fuel flow.

A vehicle computer system (e.g., on-board vehicle computer system) obtains a fuel economy performance goal for a vehicle (e.g., an engine speed goal or a vehicle speed goal) that is based on a configuration of the vehicle; calculates a count of events in which a current value exceeds the goal; compares the count of events with a threshold count; and generates one or more notifications based at least in part on the comparison (e.g., for display on an operator interface). The vehicle computer system also calculates an engine speed and a vehicle speed score for a driver of the vehicle based at least in part on comparisons of current speeds with the speed goals. Scoring and other data may be displayed or stored for further processing.

In order to provide a flow rate measurement device that can measure a flow rate of a sample fluid passing a tube body with high accuracy even though temperature irregularity of the sample fluid generates along a radial direction of the tube body, the flow rate measurement device comprise a temperature measurement device that measures a mean temperature of a sample fluid discharged from an internal combustion engine or temperature distribution of the sample fluid along a radial direction of the tube body, and a flow rate of the sample fluid is measured based on the mean temperature or the temperature distribution measured by the temperature measurement device.