Methods and systems that monitor an actuator state of wear. One or more observations are made as to one or more extremum positions of the actuator to determine a reference extremum position when the actuator is not worn. As the actuator becomes worn, the difference between a present extremum position and the reference is used to monitor actuator wear. Actuator wear may be observed to identify or predict a need for maintenance or replacement, and/or may be used in determining health impacts of control system solutions.

A method for operating an injection system of an internal combustion engine, including: providing the injection system includes a high pressure accumulator; regulating a high pressure in the high pressure accumulator in a normal operation by way actuating a low pressure-side suction throttle; regulating the high pressure in a first operating mode of safety operation by way of actuating at least one high pressure-side pressure control valve; carrying out a switchover from the normal operation into the first operating mode of safety operation if the high pressure reaches or exceeds a first limit pressure value; and carrying out a switchover from the first operating mode of safety operation into the normal operation if, starting from above a setpoint pressure value, the high pressure reaches or undershoots the setpoint pressure value, which is lower than the first limit pressure value.

A CPU substitutes a difference between a crank-side speed that is a rotation speed of a crankshaft and a downstream-side speed that is a speed of a portion, opposite from the crankshaft, in a damper into a differential speed. The CPU calculates a torsion angle through a process of integrating the differential speed. The CPU calculates a torsion speed component that is a speed component of the crankshaft due to torsion of the damper based on a process of integrating a value obtained by multiplying the torsion angle by an elastic modulus, and calculates a time that is a variable indicating a speed of the crankshaft, used to determine a misfire, based on the torsion speed component. The CPU subtracts a value obtained by subtracting an output value of the integrating process, applied to a finite response low-pass filter process, from the output value.

Sub-resolution measurement of fuel in fuel tank. In an embodiment, data, which comprise discrete fuel levels in a fuel tank and fuel injection rates for an internal combustion engine, are received. The fuel injection rates are integrated over a traversed distance to produce a fuel consumption series, and the discrete fuel levels are clustered over the traversed distance to produce a fuel level series. The fuel consumption and fuel level series are synchronized into a model that is used to generate sub-resolution measurements of fuel levels between the discrete fuel levels.

Methods and systems are provided for increasing EGR delivered to an engine. In one example, a method may include determining an EVO timing set point and an external EGR setpoint in parallel, based on an inverse model. The EVO timing may be adjusted based on a combination of the EVO timing setpoint and an EGR cylinder balancing feedback loop, thereby varying internal EGR to the engine to supplement external EGR.

An engine assembly comprising an internal combustion engine having a combustion chamber; an intake manifold for supplying air to the combustion chamber; a fuel injector for supplying fuel to the combustion chamber; an exhaust manifold for receiving exhaust gas released from the combustion chamber and a rotatable drive shaft, wherein combustion of fuel in air within the combustion chamber results in rotation of the drive shaft. The engine assembly further comprises a turbocharger system comprising a turbine and a compressor, wherein the turbine is configured to receive exhaust gas from the exhaust manifold, to recover energy from the exhaust gas, and to release the exhaust gas via a turbine outlet; and wherein the compressor is configured to receive energy from the turbine and thereby to compress air for use in combustion of fuel in the combustion chamber. An intake throttle valve is configured to selectively control a boost pressure by controlling supply of air to the intake manifold; and a bypass valve is configured to selectively divert exhaust gas from the exhaust manifold away from the turbine, wherein the bypass valve is controlled by the boost pressure. A controller is configured (a) to provide an intermediate value for desired valve position of the intake throttle valve based on a desired oxygen to fuel ratio; and (b) to output a final value for desired valve position of the intake throttle valve based on the intermediate value for desired valve position and an engine speed value.

Systems and methods of controlling operation of a diesel engine using feedforward load anticipation. An electronic controller determines a difference between an actual engine speed value of the diesel engine and a desired engine speed value, and generates a feedback control command based on the determined difference. In response to detecting one or more conditions indicative of an anticipated mechanical load event that will alter a total mechanical load of the diesel engine, the electronic controller applies a feedforward offset to the feedback control command in accordance with a feedback offset function. The feedback offset function causes the magnitude of the feedback offset to decrease over a period of time until the offset returns to zero (i.e., a signal decay function). The diesel engine is then operated based on the feedback control command and the feedforward offset.

New and/or alternative approaches to engine performance control that can account for the need to robustly monitor performance and/or operation of the physical plant and actuators thereof, while avoiding or limiting performance degradation. Model predictive control (MPC) or other control configuration such as proportional-integral-derivative control may be used to control the system by identifying a performance optimized control solution. In some examples, a modification to the performance optimized solution analysis is made to weight control solutions in favor of robust monitoring conditions. In other examples, the performance optimized solution is post-processed and modified to favor robust monitoring conditions.

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.

Techniques for controlling a forced-induction engine having a low pressure cooled exhaust gas recirculation (LPCEGR) system comprise determining a target boost device inlet pressure for each of one or more systems that could require a boost device inlet pressure change as part of their operation and boost device inlet pressure hardware limits for a set of components in the induction system, determining a final target boost device inlet pressure based on the determined sets of target boost device inlet pressures and boost device inlet pressure hardware limits, and controlling a differential pressure (dP) valve based on the final target boost device inlet pressure to balance (i) competing boost device inlet pressure targets of the one or more systems and (ii) the set of boost device inlet pressure hardware limits in order to optimize engine performance and prevent component damage.