A fault detection device includes a wastegate valve, a control unit, a working gas amount computation section, and a determination section. The control unit obtains a rotational speed of an engine, a boost pressure, and an intake air temperature. The working gas amount computation section computes a computed value of a mass flow rate of working gas in the engine by using the rotational speed, the boost pressure, and the intake air temperature. The determination section determines that the wastegate valve has a fault when the computed value is not a normal value.

A control device for an internal combustion engine, which can accurately estimate an intake air amount introduced from an intake system into an internal combustion engine, is provided. The control device calculates the change amount of an air amount in an upstream section upstream of a throttle valve of the intake system based on the pressure and temperature of air in the upstream section; calculates a throttle passage air amount flowing out to an intake manifold, which is a section downstream of the throttle valve, based on the change amount and an introduced air amount flowing into a supercharger; and calculates the intake air amount based on the throttle passage air amount.

A control device for an internal combustion engine, which can accurately estimate an intake air amount introduced from an intake system into an internal combustion engine, is provided. The control device calculates the change amount of an air amount in an upstream section upstream of a throttle valve of the intake system based on the pressure and temperature of air in the upstream section; calculates a throttle passage air amount flowing out to an intake manifold, which is a section downstream of the throttle valve, based on the change amount and an introduced air amount flowing into a supercharger; and calculates the intake air amount based on the throttle passage air amount.

According to the invention, a method and system for estimating fresh air flow into a turbocharged engine (105) is provided. A controller (109) arranged to determine an actual fresh air mass flow in subsequent time frames by measuring, in an actual time frame, a pressure drop over a compressor (101) and using a first calculated fresh air mass flow as a starting value for deriving a second fresh air mass flow in said time frame from a compressor model using the measured pressure drop and a compressor rotational speed. In a previous time frame, before said actual time frame, a pressure drop is measured over an air treatment device. A pressure drop is estimated over the air treatment device (103, 104, 106, 108) using the second fresh air mass flow and an estimated flow resistance of the air treatment device. Subsequently, the second fresh air mass flow is corrected by comparing the estimated pressure drop with the measured pressure drop over the air treatment device and using the corrected second fresh air mass flow as an actual fresh air mass flow in said time frame.

Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias.

Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias.

The present invention refers to a method for operating an internal combustion engine in a transition operating mode, comprising the steps of determining an initial fuel oxidizer ratio threshold and a demanded fuel oxidizer ratio for a fuel mixture to be supplied to a combustion chamber of the engine. If the demanded fuel oxidizer ratio exceeds the initial fuel oxidizer ratio threshold, the engine is temporally operated in a raised response mode, in which a fuel oxidizer ratio threshold is increased from the initial fuel oxidizer ratio threshold to a raised fuel oxidizer ratio threshold, and a fuel mixture having the demanded fuel oxidizer ratio is supplied into the combustion chamber of the engine.

A flowmeter is inserted into a main passage through which a target fluid flows. The flowmeter includes a housing, a sub passage, an inlet portion, an outlet portion, a flow rate detector, and a protrusion. The housing includes a side surface and a tip end surface. A part of the target fluid flows into the sub passage from the main passage. The target fluid flows into the sub passage through the inlet portion and flows out of the sub passage through the outlet portion. The flow rate detector is configured to detect a flow rate of the target fluid flowing through the sub passage. The tip end surface includes a first end area and a second end area. The protrusion protrudes from the tip end surface and is located in both the first end area and the second end area.

A flowmeter is inserted into a main passage through which a target fluid flows. The flowmeter includes a housing, a sub passage, an inlet portion, an outlet portion, a flow rate detector, and a protrusion. The housing includes a side surface and a tip end surface. A part of the target fluid flows into the sub passage from the main passage. The target fluid flows into the sub passage through the inlet portion and flows out of the sub passage through the outlet portion. The flow rate detector is configured to detect a flow rate of the target fluid flowing through the sub passage. The tip end surface includes a first end area and a second end area. The protrusion protrudes from the tip end surface and is located in both the first end area and the second end area.

The purpose of the present invention is to provide an engine control device with which it is possible to minimize decreases in combustion speed even when the EGR rate has been increased. The present invention is an engine control device for: controlling an engine provided with an injector for injecting fuel directly into a cylinder, an ignition device for igniting the injected fuel, and an EGR means capable of recycling combustion gas and varying the EGR rate of the recycling combustion gas; and commanding the injector to perform multiple injections during one cycle, wherein a command is given to perform a control for increasing the injection quantity per compression stroke relative to the total injection quantity in one cycle so that the injection quantity per compression stroke is greater when the EGR rate is high than when the EGR rate is low, and/or a control for increasing the number of injections per compression stroke relative to the total number of injections in one cycle so that the number of injections per compression stroke is greater when the EGR rate is high than when the EGR rate is low.