A method for operating an internal combustion engine is presented in which a noise characteristic value, which is representative of a measurement of a noise of the measurement signal of a respective exhaust gas probe, is determined as a function of a profile of the measurement signal of the respective exhaust gas probe. A pressure characteristic value, which is assigned to a respective cylinder, is determined as a function of a profile of a measurement signal of a crankshaft angle sensor and a profile of a pressure measurement signal of a cylinder pressure sensor. Respective actuation signals for actuating respective injection valves are adapted as a function of the pressure characteristic value and the noise characteristic value assigned to the respective cylinder, for the purpose of approximating an air/fuel ratio in the individual cylinders.

Techniques are disclosed herein that provide for controlling torque in a vehicle. In some embodiments, desired torque values are generated and are compared to an amount of torque currently being generated by an engine. If a different amount of torque is desired, an engine speed target is altered in a linear fashion, and then converted back to a torque request to be provided to an engine ECU for implementation. Techniques disclosed herein may cause changes in torque demand to be limited in such a way to cause predictable and smooth changes in engine speed, even when engine speed and torque do not have a linear relationship to each other.

An integrated control system and method which improves load application/rejection performance for diesel generating sets is disclosed. Feedback-linearizing control is used for voltage regulation, which removes interaction between automatic voltage regulation and speed regulation. A proper feed-forward signal is sent to the governor using load anticipation control. The integrated control reduces engine speed and voltage deviations. It is implemented in the voltage regulator, since it recognizes load changes before the engine. The integrated control helps the engine anticipate throttle adjustments in advance of load being recognized by the engine. Test results show an improvement in engine speed recovery after a large increase or decrease in load.

An engine includes a fuel injector. The fuel injector includes a valve body and an electromagnetic part that moves by energizing the valve body from a valve-closed position to a valve-open position. The fuel injector injects fuel when the valve body is moved to the valve-open position. In fuel injection, an ECU feeds a pre-charge current smaller than a current for operating the valve body, to the electromagnetic part in a pre-charge period at the beginning of a start of energization, and subsequently feeds a drive current for operating the valve body, to the electromagnetic part. Further, the ECU acquires a current change parameter as a parameter correlated with a speed of a rising change in drive current, and controls the feed of the pre-charge current to the electromagnetic part of the fuel injector, based on the acquired current change parameter.

A fuel vapor system for a vehicle includes a fuel vapor canister that traps fuel vapor from a fuel tank of the vehicle. A purge valve opens to allow fuel vapor flow to an intake system of an engine and closes to prevent fuel vapor flow to the intake system of the engine. An electrical pump pumps fuel vapor from the fuel vapor canister to the purge valve. A diagnostic module (a) selectively diagnoses a fault in the fuel vapor system based on at least one of: (i) a speed of the electrical pump measured using a pump speed sensor; and (ii) a pressure at a location between the electrical pump and the purge valve, and (b) illuminates a malfunction indicator lamp (MIL) within a passenger cabin of the vehicle when the fault is diagnosed.

A system includes an engine, a transmission driven by the engine, and a controller. The controller is configured to receive a speed input, receive feedback indicative of a load of the engine at a current engine speed, compare the load to a predetermined load threshold at the current engine speed, determine an expected engine speed based at least on the current engine speed, a current gear ratio, and an expected gear ratio, determine an estimated engine power at the expected engine speed and a current engine power at the current engine speed, and command a gear downshift when the load is greater than or equal to the predetermined load threshold and when the estimated engine power is greater than the current engine power.

A method of controlling an engine which has a continuous variable valve duration (CVVD) device that controls an operation of opening or closing an intake valve, and an ETC device that controls an operation of opening or closing a throttle valve and adjusts the amount of air to be introduced into a combustion chamber, may include determining whether it is necessary to increase or decrease engine torque; changing a duration of the intake valve by using the CVVD device when it is necessary to increase or decrease the engine torque; and adjusting the amount of air introduced through the ETC device in a state in which the duration of the intake valve is changed.

A control device for a high-pressure pump includes: a determination unit, an acquisition unit, and an electric power setting unit. The determination unit determines whether a movable portion of an electromagnetic valve has been moved to a closed position to close the electromagnetic valve when the electromagnetic valve is energized. The acquisition unit acquires, as an electromagnetic-valve response time, a period of time from a start of the energization of the electromagnetic valve until when it is determined that the electromagnetic valve has been closed. The electric power setting unit sets a supply power to the electromagnetic valve by repeating a process in which the supply power to the electromagnetic valve is reduced so as to be smaller than a previous value until the electromagnetic-valve response time reaches a predefined upper limit value.

A control device for an internal combustion engine includes an electronic control unit configured to switch a control algorithms for a calculation of a command value of the actuator between a first control algorithm and a second control algorithm. The electronic control unit is configured to calculate a value obtained by adding a value of a term of the second control algorithm changing in accordance with the deviation calculated in a present control cycle to the command value calculated in a previous control cycle in accordance with the first control algorithm as a value of the command value calculated in the present control cycle in a first control cycle after switching from the first control algorithm to the second control algorithm. The value of the term changing in accordance with the deviation includes an update amount of an I term of the I control calculated in the present control cycle.

Methods and systems are provided for estimating exhaust gas recirculation (EGR) flow in an engine including an EGR system. In one example, a method may include operating the EGR system in an open loop feed forward mode based on an intake carbon di oxide sensor output above a threshold engine load and/or when a manifold absolute pressure (MAP) is above a threshold pressure, and operating the EGR system in a closed loop feedback mode based on a differential pressure sensor output when the engine load decreases below the threshold load and/or when the MAP decreases below the threshold pressure.