An engine diagnostic system includes a control system having a controller operatively connected to an engine. A monitoring system has a sensor operatively connected to the engine. A diagnostic system is operatively connected to the engine. The diagnostic system is configured to implement a sensor diagnostic procedure that includes a sensor health test. The sensor health test includes comparing a measured value of a sensor to an expected value and determining the health of the sensor based on the difference between the measured value and the expected value. The sensor diagnostic procedure can also include telematics data analysis.

The invention relates to a method for modeling a compressor intake temperature and/or a compressor discharge temperature of a compressor taking into account a compressor surge, wherein the method comprises: Identifying a pressure gradient across the compressor Identifying a mass flow gradient across the compressor Establishing that the compressor surge is present when the pressure gradient exceeds an upper pressure gradient limit and the mass flow gradient falls below a lower mass flow gradient limit; and Identifying the compressor intake temperature with a temperature correction factor that is dependent on the compressor surge and/or identifying the compressor discharge temperature on the basis of a corrected compressor discharge pressure that is dependent on the compressor surge.

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.

Electronic fuel injection control system for an internal combustion engine, the internal combustion engine being equipped with at least one fuel feeding line provided with a fuel tank, at least one throttle valve, at least one injector, at least one fuel pump, at least one fuel return line having at least one solenoid valve, at least one first fuel return duct that connects the injector to the solenoid valve, at least one overpressure valve, at least one second return conduit adapted to connect the overpressure valve and the solenoid valve with the tank, wherein the fuel return line is provided with at least one calibrator allowing at least the state of said fuel pump and relative performances thereof to be verified.

A vehicle propulsion system includes a controller configured to generate a control signal that dictates operation of a propulsion system of a vehicle having an engine and an electrically driven superturbocharger or a turbo-compounding turbine. Responsive to determining that the vehicle is one or more of entering into or traveling within an airflow restricting area, the controller is configured to change the operation of the propulsion system of the vehicle by reducing a power output by the engine. The controller is configured to reduce the power output by the engine to increase a power output of the electrically driven superturbocharger or the turbo-compounding turbine to propel the vehicle through the airflow restricting area.

Methods and systems are provided for estimating fuel volatility. During a vehicle-off condition following a refueling event, fuel volatility may be estimated by operating a fuel pump of a fuel system immediately after the refueling event while a fuel tank temperature is stable. Based on estimated fuel volatility, fuel injection amount and leak test thresholds may be adjusted.

A control system for a power source is disclosed. The control system includes a first sensor module and a second sensor module to generate signals indicative of an ambient condition of the power source and an operating parameter of an engine of the power source, respectively. The control system further includes a controller that receives signals indicative of the ambient condition and the engine operating parameter and determines a first power output based on the ambient condition and a second power output based on the engine operating parameter. A final power output is further determined based on the first and second power outputs, which is further compared with a predetermined power output of the engine. A power conversion device that is coupled to the engine is further controlled to regulate a power output of the power source based on the comparison between the final and predetermined power outputs.

An internal combustion engine control device 110 includes a mass flux calculation unit F2, an opening area calculation unit F3, an effective opening area calculation unit F4, and a passing gas flow rate calculation unit F5. The mass flux calculation unit F2 calculates a mass flux MF of gas passing through a throttle valve 125 based on an upstream gas temperature Tu, an upstream gas pressure Pu, and a downstream gas pressure Pd of the throttle valve 125. The opening area calculation unit F3 calculates an opening area A of the throttle valve 125 based on an opening degree θ of the throttle valve 125. The effective opening area calculation unit F4 calculates an effective opening area EA of the throttle valve 125 based on the upstream gas pressure Pu, the downstream gas pressure Pd, the opening degree θ, and the opening area A. The passing gas flow rate calculation unit F5 calculates a gas flow rate GF passing through the throttle valve 125 based on the mass flux MF and the effective opening area EA.

Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, engine volumetric efficiency actuators are adjusted in response to a request to activate engine cylinders so that engine intake manifold pressure is drawn down quickly toward its normal state at the engine's present speed and torque.

Methods and systems are provided for the integration of a fuel level sensor and a fuel pressure sensor in a fuel tank within a fuel system. In one example, an integrated fuel pressure and fuel level sensor for a fuel tank may include a float arm of the fuel sensor coupled to a floating body and a pressure sensor (e.g., a fuel tank pressure transducer) coupled to the floating body, the integrated fuel pressure and fuel level sensor adapted to simultaneously measure fuel level and fuel vapor pressure of the fuel tank.