Various embodiments include a method for diagnosis of a high-pressure sensor of a motor vehicle comprising: measuring a pressure with the high-pressure sensor; feeding the measured pressure to a control unit; evaluating the measured pressure with the control unit and determining a control signal for an amount of fuel to be injected; checking whether a first difference between two successive values of the pressure measurement signal is greater than a calculated maximum difference value; checking whether a second difference between a minimum pressure measurement signal measured within a time segment and a maximum pressure measurement signal measured within the time segment is less than an expected change in the pressure measurement signal; and checking whether a measured pressure gradient is smaller than an expected pressure gradient.

During operation of the engine for a time period from a system-on operation to a system-off operation, the vehicle causes the warming-up determination parameter to be subject to addition when an engine is not in a flow path heat release state where an amount of heat released in the supply flow path is expected to be larger than an amount of heat received in the supply flow path, while causing the warming-up determination parameter to be subject to subtraction when the engine is in the flow path heat release state and a duration time of the flow path heat release state is equal to or longer than a first predetermined time period.

A method according to the invention for checking the plausibility of the function of a pressure sensor in an injection system of an internal combustion engine includes acquiring a calibrated actuation profile, by which peak current values for opening at least one electrically actuatable injection valve are assigned to existing internal pressures. An existing internal pressure is measured in the form of an actual sensor pressure value by the pressure sensor. The method includes obtaining the electrical peak current value corresponding to the measured sensor pressure value from a calibrated actuation profile, such that the corresponding electrical peak current value acquired in this way is applied to the injection valve. Subsequently, an opening state of the injection valve is monitored in reaction to the applied electrical peak current value, and a functional state of the pressure sensor is assigned as a function of the opening state of the injection valve.

A method of operating a motor vehicle having an internal combustion engine, wherein the internal combustion engine has at least one combustion engine which is connected by a rotary drive via a transmission and optionally a clutch with powered wheels of the motor vehicle, and further comprises a fresh gas line, and wherein in the fresh gas line, a compressor is integrated, which is associated with a trim controller, by means of which an edge-side portion of the inlet cross section of a compressor impeller of the compressor is coverable to a variable extent. In this case, in a release position of the trim controller, the edge-side portion of the inlet cross section is covered relatively little, preferably the least possible, and in a covering position of the trim controller, is mostly covered, preferably as much as possible.

[Problem to be Solved]

To provide a driving control device for a fuel pump that can properly control the fuel pump such that an operation state is maintained with a simple configuration without requiring a storage capacity for storing a 3D map and a high processing ability for map calculation.

[Solution]

A driving control device for a fuel pump is characterized by including a valve-opening-rate calculating unit 33 that calculates an injector valve opening rate, which is an injection time of an injector per unit time and a driving control unit 34 that sets a voltage duty ratio of a driving voltage that should be applied to the fuel pump that supplies fuel in a fuel tank to a fuel pipe communicating with the injector, in which the driving control unit 34 sets, as a voltage duty ratio of the driving voltage that should be applied to the fuel pump, a value proportional to the injector valve opening rate calculated by the valve-opening-rate calculating unit.

A method for monitoring a pressure sensor in a direct injection system including at least one common rail, a high-pressure fuel pump, a hydraulic circuit connecting the high-pressure pump to the common rail, a passive pressure-limiting valve connected to the hydraulic circuit, configured to open once the pressure in the hydraulic circuit is greater than a threshold pressure, so as to discharge the fuel, including the steps of detecting the opening of the pressure-limiting valve, measuring the pressure P.sub.MES corresponding to the time of opening of the pressure-limiting valve and comparing the measured pressure P.sub.MES to the threshold pressure P.sub.1 in order to detect a drift in the pressure sensor.

A Simulink modeling method for a mechanical hydraulic device of an aeroengine fuel regulator is proposed. The Simulink modeling method can implement high precision simulation of a mechanical hydraulic device of an engine fuel conditioning system, and greatly increase the simulation speed as compared with the existing modeling simulation in AMESim; solve the problem of a double-layered nested algebraic loop occurring when the mechanical hydraulic device is modeled in Simulink, and improve the simulation precision of the system. In addition, because of having certain universality, the resolving method for a double-layered nested algebraic loop can be generalized to resolve other types of algebraic loops. Meanwhile, the parameters of the simulation model provided by the present invention can be conveniently modified, and can provide a reference for modeling simulation of mechanical and hydraulic devices of engine fuel conditioning systems of other types.

A controller for vehicle is provided. A determining section obtains fuel pressure in a delivery pipe and performs a rationality check for determining whether the obtained fuel pressure is within a normal range. The determining section shifts the normal range toward a high pressure side when a second index value of a vehicle outside temperature is higher than a first index value as compared with when the second index value is not higher than the first index value. The second index value is obtained when the determining section is activated. The first index value is stored in a nonvolatile memory before a main switch is turned off so that power supply is stopped.

An engine control apparatus includes first and second fuel injection amount calculators, a fuel injection controller, an EGR valve controller, and an EGR valve diagnosis unit. The first and second fuel injection amount calculators are configured to calculate first and second fuel injection amounts on the basis of a detected intake air amount and detected pressure in an intake pipe, respectively. The fuel injection controller is configured to control a fuel injection apparatus for an engine on the basis of a correction fuel injection amount that is a result of addition of the first and second fuel injection amounts respectively multiplied by first and second weight coefficients. When the fuel injection is restarted after diagnosis of the EGR valve carried out by the EGR valve diagnosis unit, the fuel injection controller increases the second weight coefficient, and thereafter gradually increases and reduces the first and second weight coefficients, respectively.

During operation of the engine for a time period from a system-on operation to a system-off operation, the vehicle causes the warming-up determination parameter to be subject to addition when an engine is not in a flow path heat release state where an amount of heat released in the supply flow path is expected to be larger than an amount of heat received in the supply flow path, while causing the warming-up determination parameter to be subject to subtraction when the engine is in the flow path heat release state and a duration time of the flow path heat release state is equal to or longer than a first predetermined time period.