An accelerator position detection device includes a handlebar grip that is turnable in a normal rotation direction and in a reverse rotation direction from a neutral position and is energized to the neutral position when no operation is applied; accelerator position sensors that output voltage according to an angle of the handlebar grip and that include a first sensor and a second sensor; and a detector that detects an angle for control for controlling a vehicle on the basis of the angle of the handlebar grip according to output from the accelerator position sensors. The detector detects an angle as a positive value on the basis of a first voltage when the first voltage in a rising range is output, and the detector detects an angle as a negative value on the basis of a second voltage when a first initial value not located in the rising range is output.

The disclosure relates to a method for determining the icing condition of a component of the exhaust-gas system of a motor vehicle that is not arranged directly in the exhaust-gas mass flow and/or of the feed line of the component. The method includes: determining a water quantity actually present in the component and in the feed line thereof and the state of aggregation of the water quantity; determining an energy quantity required for deicing and for volatilizing the water quantity; and determining an energy quantity supplied for deicing and for volatilizing the water quantity by radiated heat from components arranged directly in the exhaust-gas mass flow of the exhaust-gas system of the motor vehicle to the surroundings. The method also includes determining the icing condition of the component by comparing the energy quantity supplied for deicing and for volatilization with the energy quantity required for deicing and for volatilization.

A method determines a sensor error of a sensor in an exhaust gas system of a motor vehicle. One step of the method involves determining at least one actual sensor signal of the sensor. Another step of the method involves determining at least one target sensor signal of the sensor by means of a model. A further step of the method involves determining the sensor error of the sensor according to a deviation between the actual sensor signal of the sensor and the target sensor signal of the sensor.

In a variable valve control device, a variable valve control system and a method for controlling a variable valve mechanism according to the present invention, An ECM (201) transmits a phase detection value (RA1) computed based on a crank angle signal (CRANK) and a cam angle signal (CAM) to a VTC control unit (202) via a communication network (211), and VTC control unit (202) computes a phase detection value (RA2) based on a motor angle signal (MAS), controls a variable valve timing mechanism (114) based on phase detection value (RA2) in the transient state of an internal combustion engine, and controls variable valve timing mechanism (114) based on phase detection value (RA1) in the steady state of the internal combustion engine.

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 system includes a controller. The controller acquires a crank counter value each time a fixed time elapses. The controller calculates the number of the crank counter values corresponding to the top dead center of the plunger between a previously acquired crank counter value and a currently acquired crank counter value with reference to the map each time the crank counter value is acquired and calculate the number of driving times of the high pressure fuel pump by integrating the calculated number.

Methods and systems are provided for monitoring a status of a heater core isolation valve (HCIV) housing in an engine coolant circuit including a first coolant loop and a second coolant loop. In one example, a method may include indicating degradation of the HCIV based on a difference between a first coolant loop temperature and a second coolant loop temperature upon activation of coolant system pumps and deactivation of a positive temperature coefficient (PTC) heater housed in the cabin heating loop.

Examples of the present disclosure describe systems and methods for determining an estimated ambient air temperature in an environment in which a vehicle is operating. The estimated ambient air temperature may be compared to an ambient temperature sensor value. The comparison may be used to determine whether an ambient air temperature sensor of the vehicle is functioning properly or if an error notification or fault code should be triggered.

A controller for an internal combustion engine includes processing circuitry that executes a richening process until an exhaust sensor detects exhaust gas having a rich air-fuel ratio. The processing circuitry executes an air supplying process to supply a catalytic converter with air until the exhaust sensor detects that the exhaust gas has a lean air-fuel ratio. The processing circuitry cumulates the amount of air supplied to the catalytic converter until the exhaust sensor detects that the exhaust gas has a lean air-fuel ratio in the air supplying process. The air supplying process includes stopping fuel supplied to the one or more of the cylinders and performing combustion at an air-fuel ratio that is less than or equal to the stoichiometric air-fuel ratio in the remaining one or more of the cylinders.

A control device can execute a first diagnosis process of, when first execution conditions are met, diagnosing whether an air-fuel ratio sensor has an abnormality while executing a motoring process, and a second diagnosis process of, when second execution conditions are met, diagnosing whether a GPF has an abnormality while executing the motoring process. In an execution determination process, the control device prohibits execution of both the first diagnosis process and the second diagnosis process when at least either the first execution conditions or the second execution conditions are not met, and permits execution of both the first diagnosis process and the second diagnosis process when both the first execution conditions and the second execution conditions are met.