An electric waste gate valve control device controls a waste gate valve provided in a waste gate passage that bypasses a portion between an upstream and a downstream of a turbine driven by exhaust of an engine and opening/closing the waste gate passage by an electric actuator. The electric waste gate valve control device includes, a position sensor that detects a position of the waste gate valve; an actuator controller that controls the electric actuator such that an opening degree of the waste gate valve becomes a target opening degree; and a fully closed position learning unit that performs fully closed position learning to acquire the position of the waste gate valve at a time when the electric actuator is driven to bring the waste gate valve into a fully closed state.

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.

Transmission shocks and idling defects such as engine racing and rough idling due to aging of a throttle opening area are prevented from occurring. An internal combustion engine control apparatus for controlling an internal combustion engine that has an air flow rate sensor for measuring a rate of air represented as an actual air rate, the air flowing into a cylinder, and a throttle valve for adjusting the rate of air, includes a throttle valve controlling section for controlling a throttle opening of the throttle valve to reach a preset throttle opening set depending on a target air rate for realizing a demand torque, and a throttle opening correcting section for correcting the preset throttle opening on the basis of the target air rate upon fuel cutoff that stops a fuel from being supplied to the internal combustion engine and of an actual air rate measured by the air flow rate sensor.

A fuel supply device (1) has a valve (13) in a fuel passage between a fuel pump (3) and an engine (5). In a storage portion of an ECU (18-21) is stored a relationship between a fuel pressure and a flow rate, which are required by the engine, and voltage which is supplied to a motor (7). The ECU senses voltages V26, V27, V28 supplied to the motor from a controller (22) when the valve is opened from change points C1′, C2′, C3′ at which a characteristic between the voltage and the current which are supplied to the motor (7) is changed. Then, the ECU corrects the voltage stored in the storage portion on the basis of differences between voltages V1, V2, V5 stored in the storage portion at the change points C1, C2, C3 and the voltages V26, V27, V28 when the valve is opened. In this way, the fuel supply device can correctly control the motor in correspondence to the fuel pressure and the flow rate which are required by the engine.

Various methods for compensating variation in the geometry and position of linkages and valve seats in wastegate assemblies are provided. In one example, a method of operating a wastegate in an internal combustion engine comprises, at engine startup, placing a wastegate valve at a seat, recording a position of the seat and associating the seat position with one or more operating parameters, and modifying a position of a wastegate actuator based on the seat position throughout engine operation.

A motor response control method in a variable charge motion system in which a VCM motor is differentially controlled by a PWM duty regardless of back pressure of intake air in an intake manifold when a current engine rotation speed in revolutions per minute is less than a specific engine rotation speed in revolutions per minute in a VCM position learning state by a controller whereas the VCM motor is differentially controlled by the PWM duty based on the back pressure of intake air in the intake manifold when the current engine rotation speed in revolutions per minute is greater than the specific engine rotation speed in revolutions per minute.

A vaporized fuel processing apparatus has a canister capable of adsorbing vaporized fuel generated in a fuel tank, a vapor path connecting the canister to the fuel tank, a closing valve provided in the vapor path, a purge path connecting the canister to an intake path of an engine, a pressure sensor for detecting the inner pressure of the fuel tank, and an electric control unit controlling the vaporized fuel processing apparatus. When the inner pressure of the fuel tank is in excess of the measurement range of the pressure sensor, the learning of the valve opening start position is prohibited, and pre-learning depressurization control is performed through change of the stroke amount of the closing valve in the valve opening direction until the inner pressure of the fuel tank is within the measurement range of the pressure sensor.

Methods and systems are provided for determining a reference position associated with a variable geometry member. One exemplary method involves actuating the variable geometry member in a first direction with a first reference torque and obtaining a first position associated with the variable geometry member in response to the first reference torque. After actuating the variable geometry member with the first reference torque, the method continues by actuating the variable geometry member in the first direction with a second reference torque that is less than the first reference torque, obtaining a second position associated with the variable geometry member in response to the second reference torque, and identifying the second position as the hard-stop reference position when a difference between the first position and the second position is less than a fault threshold.

A method for operating an electromagnetic actuator (10) with an actuating pin (9) is proposed which comprises the following steps: —determining a pin actuation actual dead time (t11), during which the magnetic armature (15) is substantially immobile while a magnetic coil (12) is supplied with current, wherein the actual dead time ends with the current break-in at the magnetic coil, as a result of counter induction of the magnetic armature overcoming the magnetic force threshold; —determining, before a subsequent pin actuation, the starting time of the magnetic coil current supply, wherein the starting point of the current is advanced compared with that of the target movement start of the pin out of the actuator housing (13) and the determined actual dead time.

Methods and systems are provided for calibrating a compressor surge line. In one example, a method may include adjusting the compressor surge line based on a vehicle speed in addition to a compressor pressure ratio. For example, at higher vehicle speeds, above a threshold vehicle speed, a less aggressive surge line calibration may be utilized in order to improve drivability while at lower vehicle speeds, below the threshold vehicle speed, a more aggressive surge line calibration may be utilized for NVH mitigation.