A valve opening and closing timing control apparatus includes a valve opening and closing timing control apparatus provided at a camshaft for an intake valve of an internal combustion engine and a valve opening and closing timing control apparatus provided at a camshaft for an exhaust valve and includes a control unit changing a phase of one of the valve opening and closing timing control apparatus for the intake valve and the valve opening and closing timing control apparatus for the exhaust valve serving as an electric type which malfunctions to a most advanced angle phase and changing a phase of the other of the valve opening and closing timing control apparatus which is inhibited from malfunctioning to an advanced angle side in a case where one of the valve opening and closing timing control apparatus serving as the electric type malfunctions.

Methods and systems for operating an engine that includes an electrically operated throttle are disclosed. In one example, mitigating actions are taken in response to degradation of the electrically operated throttle so that the engine may be operated in a way that allows a driver to reach a service area.

An apparatus includes a stationary conditions circuit structured to received information indicative of a stationary condition of a vehicle having an exhaust aftertreatment system; an engine circuit structured to cause an elevated operating mode in response to the detection of the stationary condition; and a nitrous oxide (NOx) monitor reset circuit. The NOx monitor reset circuit may be structured to: receive vehicle operation data indicative of an enable condition for a NOx monitor reset process; in response to the enable condition, receive NOx data indicative of a NOx amount exiting the exhaust aftertreatment system as part of the NOx monitor reset process; compare the NOx data to an estimated NOx amount; and in response to the comparison, selectively diagnose the exhaust aftertreatment system as one of a healthy and a degraded exhaust aftertreatment system.

When it is detected that an exhaust cut valve is stuck in a closed state, a control device stops feedback control and maintains a wastegate valve in a completely open state in each of an open operation range and a closed operation range. When it is detected that the exhaust cut valve is stuck in an open state, the control device stops the feedback control and maintains the wastegate valve in the completely open state in the closed operation range, whereas the control device performs the feedback control in the open operation range.

Methods and systems are described for detecting valve actuation faults in internal combustion engines operating in a skip fire operational mode. In one aspect, for each skip fire working cycle, an expected exhaust pressure is determined for a time period corresponding to a potential exhaust event. One or more exhaust gas pressure sensors are then used to measure an actual exhaust pressure during the potential exhaust period. The actual exhaust pressure is compared to the expected exhaust pressure to determine whether a valve actuation fault has occurred. A variety of valve actuation faults can be identified using the described approach. In some embodiments pressure sensors are deployed in the runners of the exhaust manifold.

Embodiments of the present invention provide a method and system for enacting various driving profiles based on identifying the age and gender of the user. Initially, identifying information is acquired from a user of a vehicle. An identification program determines whether the driver is known, by comparing the identifying information to a set of stored identifying information. If the driver of the vehicle is known, as the identifying information from the user is similar to stored identifying information, then a specific driver profile associated with the specific driver is activated. If the driver is not known, as the identifying information from the user of the vehicle is not similar to the stored identifying information, then the age and gender of the user of the vehicle is determined. Based on the determined age and gender of the driver of the vehicle, various vehicle setting ranges are enacted.

A control device for an internal combustion engine including a variable compression ratio mechanism for changing a compression ratio by using an electric actuator prohibits control of changing the compression ratio to a higher compression ratio when a failure occurs in the variable compression ratio mechanism. Thereby, upon failure occurrence, the compression ratio of the variable compression ratio mechanism at the time of the failure occurrence is maintained or reduced to less than this compression ratio so as to protect the electric actuator and prevent abrupt changes in torque.

Various systems and methods are described for deactivation and reactivation of a cylinder bank in a V-engine. In one example, the cylinder bank is deactivated responsive to an indication of misfire based on crankshaft acceleration and exhaust air fuel ratio. The cylinder bank is reactivated sequentially based on exhaust catalyst temperature.

A vehicle is disclosed which includes: an engine; a catalyst purifying exhaust gas of the engine; a grille shutter adjusting an opening area of a radiator grille; and an electronic control unit configured to: (a) control an injection quantity of fuel to be supplied to the engine, (b) detect a malfunction of the grille shutter in a state where the grille shutter is closed, and (c) increase the injection quantity when the malfunction is detected in comparison to when the malfunction is not detected.

During an operation, a control device (38) for performing output control of an engine (10) determines whether or not the engine (10) and/or an exhaust gas purifying device (18) has a malfunction. If it is determined that the engine (10) and/or the exhaust gas purifying device (18) has a malfunction, a highest rotational speed of the engine (10) is controlled to a second rotational speed (Nt) higher by a predetermined amount () than a first rotational speed (Ns) at which an engine maximum torque (Tm) before the malfunction can be outputted. In this case, a maximum fuel injection quantity of the engine (10) is limited so that a rated torque (Tr) before the malfunction can be outputted at the first rotational speed (Ns).