A control system for an engine includes one or more processors configured to determine when a change in one or more of oxygen or fuel supplied to an engine. The one or more processors also are configured to, responsive to determining the change in oxygen and/or fuel supplied to an engine, direct one or more fuel injectors of the engine to begin injecting fuel into one or more cylinders of the engine during both a first fuel injection and a second fuel injection during each cycle of a multi-stroke engine cycle of the one or more cylinders.

Various methods and systems are provided for dynamically assigning cylinders to cylinder sets in engines having two or more cylinder banks, wherein each cylinder bank is fed intake air by a separate intake manifold, and wherein each cylinder bank includes a separate exhaust manifold. In one example, the current disclosure teaches comparing engine operating conditions against a plurality of predetermined override conditions, and responding to the engine operating conditions matching a predetermined override condition of the plurality of predetermined override conditions by reassigning at least a first cylinder of a first cylinder bank from a first cylinder set to a second cylinder set, and adjusting an operating parameter of the second cylinder set and first cylinder set based on the override condition. In this way, cylinders may be dynamically assigned to cylinder sets based, from a default cylinder set, based on occurrence of predetermined override conditions.

For an engine that draws a complicated torque trajectory, it has been taken a lot of time to adapt a time constant for calculation of estimated torque. Therefore, an ECU 102 includes a target torque calculation unit 203 that calculates target torque of an engine for which torque-based engine control is performed using estimated torque, and an estimated torque calculation unit 210 that calculates the estimated torque by calculating a primary delay coefficient 304 equivalent to a time constant calculated for each control cycle based on a change in an actual intake air amount with respect to a target intake air amount of air sucked into the engine and performing primary delay processing on the target torque using the primary delay coefficient 304.

Provided is a physical quantity measurement device capable of preventing a sealing of a cavity portion on a back surface side of a diaphragm of a thermal air flow rate sensor while improving measurement accuracy of the thermal air flow rate sensor as compared with the related art. A physical quantity measurement device 20 includes a lead frame 208f having a mounting surface f1 on which a flow rate sensor 205 which is the thermal air flow rate sensor is mounted, and a flow passage forming member 209 disposed on a back surface f2 opposite to the mounting surface f1 of the lead frame 208f. A ventilation flow path 210 is formed by a first through hole 211 provided in the lead frame 208f and communicating with a cavity portion 205c of the flow rate sensor 205, a second through hole 212 provided in the lead frame 208f and opened in the mounting surface f1, and a connection flow path 213 that is defined between the lead frame 208f and the flow passage forming member 209 and connecting the first through hole 211 and the second through hole 212.

An engine controller, an engine control method, and memory medium are provided. A second calculation process calculates an intake air amount without using a detection result of an air flow meter. The determination process determines that intake air pulsation is great if it is confirmed that a difference between an average flow rate and a minimum flow rate is great. The average flow rate is an average value of an intake air flow rate within a period of the intake air pulsation. The minimum flow rate is a minimum value of the intake air flow rate within the period. When it is determined that the intake air pulsation is great, a calculation method switching process selects a calculated value of the intake air amount that is obtained by the second calculation process.

Disclosed is a method for controlling a DC-DC voltage converter for current-driving at least one fuel injector of a motor vehicle internal combustion engine. The method notably includes the steps of determining a time referred to as the “recovery” time at which the output voltage crosses the predefined high voltage threshold, of determining a time referred to as the “drop” time, corresponding to the start of injection, at which the output voltage decreases below the predefined high voltage threshold, and of calculating the time elapsed between the recovery time and the drop time.

When an intake air amount is greater than or equal to the lower limit intake air amount and less than or equal to the upper limit intake air amount, a CPU sets, from the first cylinder group that increases a detection value of an upstream air-fuel ratio sensor, one of cylinders that has the smallest cutoff frequency, which is stored in a storage device, as a cylinder to which the supply of fuel will be cut off. Then, the CPU obtains the maximum value of an upstream air-fuel ratio as a maximum air-fuel ratio. When the maximum air-fuel ratio is greater than a determination value, the CPU determines that specific cylinder fuel cutoff control is normal. When the maximum air-fuel ratio is less than or equal to the determination value, the CPU determines that the specific cylinder fuel cutoff control is anomalous.

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 drift, obstruction and bias estimates.

Disclosed is a method for establishing an engine maintenance diagnosis. The engine includes a throttle which regulates air access into an air intake system of the engine, a position sensor which measures the position of the throttle, a manifold in fluidic communication with the throttle, a pressure sensor which measures the pressure in the manifold, at least one intake valve, a richness probe which measures an oxygen level and a richness controller for modifying the proportions of air and fuel in the air-fuel mixture. The method uses two air flow measurements in order to identify a problem in the throttle or the play at the valves.

An engine controller calculates a pulsation correction value based on actuation states of an air bypass valve (ABV) and a wastegate valve (WGV) that change the shape of intake and exhaust flow passages of an exhaust turbocharger. The pulsation correction value is used to compensate for an output error of an airflow meter caused by intake pulsation. The engine controller also calculates a fuel injection amount of an injector, based on an output of the airflow meter that has been corrected based on the pulsation correction value.