Methods and systems are provided for diagnosing degradation of an exhaust valve coupled to an engine cylinder. In one example, a method may include, routing compressed air from an electric booster into a cylinder with the intake valve of the cylinder open and the exhaust valve closed, and indicating degradation of the exhaust valve based on an exhaust airflow relative to a baseline airflow.

Methods and systems are provided for diagnosing a cylinder valve deactivation mechanism in an engine system having cam-actuated valves. Movement of a latch pin of the deactivation mechanism is inferred from an induction current generated by a solenoid coupled to the latch pin, and the inferred movement is used to diagnose operation of cylinder valve deactivation mechanism. The inferred movement and a profile of the induction current is also used to estimate camshaft and crankshaft timing for improved cylinder fuel delivery in the absence of a camshaft sensor.

Methods and systems are provided for taking mitigating action where a canister purge valve configured to control an amount of fuel vapors inducted into the engine during purging operations of a fuel vapor storage canister, is indicated as being degraded. In one example, a method comprises controlling an amount of pressure directed to a fuel tank and the fuel vapor storage canister via a pump positioned downstream of the fuel tank and canister to actively route fuel vapors to the canister during a refueling event. In this way, fuel vapors may be prevented from being routed to engine intake under conditions of a degraded canister purge valve, which may reduce opportunity for vehicle stall, improve driveability, and which may reduce release of undesired evaporative emissions to atmosphere.

Methods and systems are provided for indicating whether a wastegate positioned in a vehicle exhaust system is stuck in a closed or open configuration. In one example, a method comprises activating an electric air compressor positioned in an intake of the engine and obtaining a first baseline air flow and a second baseline air flow in the exhaust system, and in response to an indication that the wastegate is potentially stuck open or closed, obtaining a test air flow measurement via activating the electric air compressor and comparing the test air flow in the exhaust system to the first and/or the second baseline air flow. In this way, the wastegate may be diagnosed under conditions of limited engine operation, such as that which may occur in hybrid electric vehicles.

An internal combustion engine having an exhaust log structure onto which a plurality of turbochargers is connected, each turbocharger having a turbine connected to the exhaust log structure and having an inlet fluidly connectable to a respective one of the plurality of outlet ports, an exhaust valve disposed at a turbine outlet such that the flow of exhaust gas out of the turbine is fluidly blocked, and an actuator associated with the exhaust valve and operating to move the exhaust valve from a closed position to an open position and vice versa. An electronic controller provides a command to the actuator to move the exhaust valve between the open and closed positions and is programmed to selectively open two one or more exhaust valves based on an operating condition of the engine.

Methods and systems are provided for reducing engine stall incidence during canister purging. A fuel vapor canister is purged at a higher purge ramp rate to an engine with one or more cylinders selectively deactivated. In response to an indication of potential or partial engine stall, the deactivated cylinders are reactivated and the canister purge ramp rate is lowered.

An engine including an exhaust bypass valve and an intake bypass valve. The exhaust bypass valve is disposed in an exhaust bypass channel connecting an outlet of an exhaust manifold and an exhaust outlet of a turbocharger to each other. The intake bypass valve is disposed in an intake bypass channel connecting an inlet of an intake manifold and an inlet of the turbocharger. An intake pressure sensor detects a pressure of the intake manifold. If an instruction value indicating an upper limit or a lower limit of the valve opening degree of the intake bypass valve is continuously output for a predetermined time or more, an engine control device determines that an abnormality occurs in at least one of the exhaust bypass valve and the intake bypass valve.

A throttle valve abnormality determination device includes a permission/rejection determination unit configured to determine whether or not to permit a sticking determination of a throttle valve. The determination unit is configured to prohibit the sticking determination if a first temperature, which is a temperature in a passage through which intake air flows, is less than or equal to a freezing temperature at which the throttle valve may be frozen when an engine is started and, after prohibiting the sticking determination, permit the sticking determination if an integrated value of a heat amount conversion value based on a second temperature, which is a temperature in the passage, and an intake air amount exceeds a threshold value when the second temperature is greater than or equal to a de-freezing temperature at which a frozen portion of the throttle valve is de-frozen.

Method for controlling the opening speed of a valve connected between a fuel tank and a filter, and configured to relieve the pressure inside the fuel tank into the filter, the method comprising the steps of: Measuring a pressure in the fuel tank, Measuring or inferring a fuel vapor temperature in the fuel tank, Calculating an opening speed as a function of the pressure and the fuel vapor temperature in the fuel tank, Opening the valve at the calculated opening speed in order to avoid corking of another valve of the fuel tank connected between the valve and the fuel tank. Assembly for putting the method into practice

An increase control unit causes to apply a first voltage to a coil of a fuel injection valve to increase a driving current of the coil to a peak value. A holding control unit stops application of the first voltage, when the driving current increases to the peak value, and subsequently switches between a first holding control and a second holding control. The first holding control is to apply a second voltage lower than the first voltage to the coil based on at least one of the peak value, the second voltage, and a fuel pressure, to hold the driving current at a target current. The second holding control is to apply the first voltage to the coil to hold the driving current at the target current. The holding control unit performs one of the first holding control and the second holding control which is switched.