A control device predicts whether temporary reduction occurs to a charging efficiency of fresh air in an in-cylinder gas by an influence of an EGR rate of the in-cylinder gas, which increases later than increase of a charging efficiency of the in-cylinder gas, if a first arithmetic operation is applied to calculating a target throttle opening degree based on a target charging efficiency which is increasing, in a case of shifting to an acceleration operation, by using a prediction model expressing dynamic characteristics of an internal combustion engine. When it is predicted that temporary reduction occurs to the charging efficiency of the fresh air, the control device calculates the target throttle opening degree by a second arithmetic operation by which an increase speed of a throttle opening degree is restrained more than by the first arithmetic operation, instead of calculating the target throttle opening degree by the first arithmetic operation.

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.

Disclosed is a blowby gas treatment device for an internal combustion engine with a supercharger, the blowby gas treatment device comprising: a fresh air introduction passage wherein one end of the fresh air introduction passage is connected to an upstream side of the supercharger and the other end is communicated with a crankcase of the internal combustion engine; a first blowby gas passage wherein one end of the first blowby gas passage is connected to a venturi part provided in an upstream side of the supercharger in the intake passage and the other end is communicated with the crankcase; a first check valve being interposed in the fresh air introduction passage and preventing a flow from the crankcase side to the intake passage side; and a second check valve being interposed in the blowby gas passage and preventing a flow from the intake passage side to the crankcase side.

A system includes an electronic fuel injection system of an engine, the electronic fuel injection system including an electronic governor control unit for controlling various functions of the engine.

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.

Methods and systems are provided for a parallel arrangement of at least two valved aspirators, with a high pressure source such as an intake throttle inlet coupled to a motive inlet of the arrangement and a low pressure sink such as an intake throttle outlet coupled to a mixed flow outlet of the arrangement. Intake throttle position and respective valves arranged in series with each aspirator of the arrangement are controlled based on intake manifold pressure and/or a desired engine air flow rate, for example such that a combined motive flow rate through the arrangement increases as intake manifold pressure increases. An intake throttle with a fully closed default position may be used in conjunction with the arrangement; during a fault condition where the intake throttle is fully closed, the valves of the arrangement may be controlled to achieve a controllable engine air flow rate during the fault condition.

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.

A method of conducting prognosis for an airflow management system for a combustion engine includes adjusting a throttle body valve position control signal in response to a detected airflow variation and monitoring an airflow variation compensation (AVC) value corresponding to a degree of adjustment of the control signal. The method also includes generating a throttle body coking severity metric based on at least a plurality of residual error values and the AVC value, and executing at least one response action based on the throttle body coking severity metric exceeding a predetermined threshold.

A control device for a vehicle includes a driver request torque detection unit that detects a driver request torque, a restriction torque calculation unit that calculates a restriction torque being smaller than the driver request torque based on an external request, a corrected torque calculation unit that calculates a corrected torque being greater than the restriction torque, and an engine control unit that controls positions of a throttle valve and an exhaust bypass valve. The engine control unit controls the positions of the throttle valve and the exhaust bypass valve based on the driver request torque during an ordinary drive, and if a prescribed drive condition is satisfied, the engine control unit controls the position of the throttle valve based on the restriction torque and controls the position of the exhaust bypass valve based on the corrected torque.

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.