A method for operating a fluid delivery system of a vehicle powerplant is provided. The method includes sampling a fluid pressure in a port injection section of the fluid delivery system, determining if an isolation valve positioned upstream of a direct injection pump is degraded based on the fluid pressure, where the isolation valve separates the port injection section from a direct injection section, and when it is determined that the isolation valve is degraded, indicating said degradation of the isolation valve.

A lean operation fault detection and isolation (FDI) technique involves receiving, from a manifold absolute pressure (MAP) sensor, a measured MAP, detecting a lean operation fault where an engine is operating with a lean air/fuel ratio, estimating, using an observer, (i) an air/fuel ratio of an exhaust gas produced by the engine and (ii) the MAP, monitoring first and second residual values indicative of differences between (i) the estimated air/fuel ratio of the exhaust gas and a measured air/fuel ratio of the exhaust gas from an exhaust O2 sensor and (ii) the estimated MAP and the measured MAP from the MAP sensor, respectively, and, based on the monitoring of the first and second residual values, determining which of (i) an air intake of the engine, (ii) the exhaust O2 sensor, and (iii) a fuel injector of the engine is malfunctioning and causing the lean operation fault.

An ECM determines a failure exist and a failure site in a control valve device from first and second failure diagnoses. In the first failure diagnosis, a failure is determined to have occurred if an opening amount that represents an absolute value of a difference between a detected opening amount and a target opening amount of a valve body is greater than a preset threshold when the target opening amount of the valve body is constant for a predetermined time. In the second failure diagnosis, a failure is determined to have occurred if an opening amount that represents the absolute value of the difference between the opening amount of the valve body when fully open or fully closed and the detected opening amount is greater than the preset threshold when a portion rotating integrally with the valve body has been pressed against a stopper continuously for a predetermined time.

A controller of an internal combustion engine receives a request to activate an exhaust brake subsystem and, in response thereto, activates the exhaust braking subsystem. The controller thereafter determines that at least one parameter of the exhaust system, an intake subsystem or both compares unfavorably with at least one threshold. When the at least one parameter compares unfavorably with the at least one threshold, the controller determines that the exhaust braking subsystem has failed. In embodiments, the determination that the at least one parameter compares unfavorably with the at least one threshold comprises a determination that backpressure in the exhaust system is lower than a backpressure threshold and/or a determination that boost pressure in the intake subsystem is higher than a threshold.

A valve controller and method for controlling a valve having a solenoid are disclosed, including receiving a least one input signal, detecting a first edge of the at least one signal and in response to the detection activating the valve. Activating the valve includes activating the valve in a rise-to-peak phase during which the valve is opened, a hold phase following the rise-to-peak phase during which the valve remains open and a current level of the valve is less than a current level of the valve during the rise-to-peak phase, and an ending-of-activation phase following the hold phase during which current ripple in the valve is less than the current ripple in the valve during the hold phase.

An ECM executes a catalyst early activation control at the cold start of an engine such that the activation of a catalyzer is promoted by opening a WGV. Further, the ECM performs a diagnosis process of diagnosing whether or not the WGV is stuck closed, based on the amplitude of the output fluctuation in an air-fuel-ratio sensor during execution of the catalyst early activation control.

A method for operating an injector on an internal combustion engine includes the steps of: introducing a fuel into a combustion chamber of the internal combustion engine by way of the injector; capturing, for a plurality of injection events, a wear value for the injector; assigning each respective one of the wear value that is captured to a respective one of a plurality of wear value classes; determining, for each of the plurality of wear value classes, a class frequency of a plurality of the wear value that are captured and assigned to a corresponding one of the plurality of wear value classes; calculating, based on a plurality of class frequencies of the plurality of wear value classes, a total wear value for the injector; and evaluating a condition of the injector based on the total wear value.

Systems and methods to extend a life of a component of a cylinder deactivation system are provided. A method includes generating, by a controller, an initial life factor for the component; initiating, by the controller, a CDA mode for an engine; determining, by the controller, an actual life factor for the component, the actual life factor determined by comparing a number of switching events of a cylinder in the CDA mode to a number of cycles of the cylinder in the CDA mode; comparing, by the controller, the actual life factor to the initial life factor; and modifying, by the controller based on the comparison, operation of the engine in the CDA mode to adjust the actual life factor.

Systems, methods and apparatus for controlling operation of dual fuel engines are disclosed that regulate the fuelling amounts provided by a first fuel and a second fuel during operation of the engine. The first fuel can be a liquid fuel and the second fuel can be a gaseous fuel. The fuelling amounts are controlled to improve operational outcomes of the duel fuel engine.

Systems and methods are provided for providing redundant pulse-width modulation (PWM) throttle control. The system includes a manual throttle controller configured to generate a manual PWM throttle control signal, and an automated throttle control system. The automated throttle control system includes a plurality of automated throttle controllers, each of which being configured to independently control a throttle of a vehicle, and each including a processor configured to generate and output an automated PWM throttle control signal, a first double pole double throw (DPDT) relay that, when engaged, is configured to receive and output the manual PWM throttle control signal, and a second DPDT relay, configured to receive and output the automated PWM throttle control signal to an engine, when the second DPDT relay is engaged; and receive and output the manual PWM throttle control signal to the engine, when the DPDT relay is disengaged.