The subject matter of this specification can be embodied in, among other things, a method for characterizing a fluid injector that includes receiving a collection of waveform data, identifying a pull locus, determining a detection threshold level value, identifying a first subset of the collection of data representative of a selected first electrical waveform of the collection of electrical waveforms, identifying an opening value, identifying a representative closing value, identifying an anchor value, identifying a second subset of the collection of data based on the collection of data, the pull locus, the first subset, and the opening value, identifying a maximum electrical value, identifying an opening locus based the collection of data, the anchor value, and the maximum electrical value, identifying a hold value, and providing characteristics associated with the fluid injector comprising the pull locus, the opening locus, the hold value, the anchor value, and the representative closing value.

A method and a system for detection of torque deviations of an engine (101) in a vehicle (100). A measurement (201) is made of actual measured values D.sub.act related to a behavior of at least one parameter which is related to an actual torque M.sub.eng.sub._.sub.act delivered by the engine (101). This actual torque M.sub.eng.sub._.sub.act is delivered here by the engine (101) in consequence of a torque M.sub.eng.sub._.sub.req demanded from the engine (101). A comparison (202) is then made of the actual measured values D.sub.act which are related to the behavior of the at least one parameter with previously determined measured values D.sub.ref of correspondingly at least one respective parameter related to the actual torque M.sub.eng.sub._.sub.act. The previously determined measured values D.sub.ref will here have been determined during normal operation of the vehicle (100). Detection is then made of whether the actual measured actual torque M.sub.eng.sub._.sub.act deviates from the demanded torque M.sub.engj-eq. The detection is based here on the comparison of the actual measured values D.sub.act with the previously determined measured values D.sub.ref.

Race car settings (e.g., Formula 1 engine mix settings) are developed for particular racing goals such as faster lap time, better acceleration, less vehicle wear, etc., using pattern templates that are derived from historical racing scenarios. The historical scenarios provide data on racing settings, racing results, and racing conditions such as squad information, equipment information, and environmental information. A cognitive (deep question answering) system can select an initial pattern template based on current racing conditions, and present suggested vehicle settings to the user (driver) using the initial pattern template. The driver can select from different candidate values for various factors, which may lead to the presentation of additional suggestions or the use of additional pattern templates. The final settings map is created based on the employed pattern templates and the driver selections.

The present disclosure relates to injection valves. The teachings thereof may be embodied in various valves, fuel injectors, and methods for controlling valves. An example method for setting operational parameters of a fuel injector may include: determining a measurement-specific maximum current value; applying a voltage pulse to the coil drive of the fuel injector; detecting a time curve of the current intensity of a current flowing through the coil drive; ending the voltage pulse when the detected current intensity reaches the maximum current value; and storing the time curve of the detected current intensity. The method may include generating a plurality of differential curves each based on two stored time curves of the detected current intensity for successive measurements; determining a peak current for driving the actuator of the fuel injector based at least in part on the plurality of differential curves; and operating the coil at the determined peak current.

By calculating a throttle opening learning value based on an actual effective opening area calculated based on the actual flow rate of intake air and an actual throttle opening with respect to variations caused by type differences of throttle valves and by calculating a throttle opening learning completion range indicating the region for which throttle opening learning completion has been determined based on the state of deviation between an effective opening area corrected by throttle opening learning and the actual effective opening area, control that applies the throttle opening learning value or fail-safe of an air flow sensor is performed in a contiguous throttle opening learning completion range.

A control system includes an ignition system configured to generate spark within a cylinder of an engine and a controller. The controller is configured to obtain a target angle of the crankshaft for an approximately 50% mass fraction burn (MFB50) and predict an ignition angle to achieve the target MFB50 angle, the ignition angle indicating an advance or retardation of spark timing. Using a combustion model, the controller is configured to generate a modeled MFB50 angle based on the predicted ignition angle and, based on the target and modeled MFB50 angles and the predicted ignition angle, determine a relationship between MFB50 angle and ignition angle. The controller is also configured to control the ignition system using the determined relationship.

Respective learned values of four parameters, that are an intake valve working angle deviation amount, an exhaust valve working angle deviation amount, an intake valve timing deviation amount and an exhaust pressure loss deviation amount, are calculated based on learned values of an intake valve flow rate error that are obtained under at least four different operating conditions. A correction amount with respect to an intake valve flow rate that is calculated with an intake valve model equation is calculated based on respective learned values of the four parameters using an intake valve flow rate error model equation in which coefficients are represented by functions of state quantities of an engine that include an engine speed and an intake pipe pressure.

The air-fuel ratio feedback control section updates an air-fuel ratio feedback correction value. The air-fuel ratio learning control section performs, in each of learning regions, learning of an air-fuel ratio learning value. If the air-fuel ratio feedback correction value converges to a value less than or equal to a specified value, the air-fuel ratio learning control section determines that learning of the air-fuel ratio learning value in the learning region has been completed. If it has not yet been determined that learning of the air-fuel ratio learning value has been completed in any of the learning regions, the air-fuel ratio learning control section collectively updates the air-fuel ratio learning values of all the learning regions at the time of updating the air-fuel ratio learning value through learning in any of the learning regions.

A fuel injection control device learns a port injection learning value and a direct injection learning value separately for each of learning regions that are divided according to the engine operating state. It is assumed that a port injection learning condition and a direct injection learning condition are both satisfied in a learning region in which neither the learning of the port injection learning value nor the learning of the direct injection learning value has been completed. In such a situation, the fuel injection control device executes the port injection learning process if the ratio of the port injection amount is less than the ratio of the direct injection amount, and executes the direct injection learning process if the ratio of the direct injection amount is less than the ratio of the port injection amount.

A method of controlling fuel injection in an internal combustion engine is presented. For each injector event a drive signal is applied to the fuel injector, wherein said drive signal has a pulse width, which is calculated on the basis of a master performance function and of a minimum delivery pulse corresponding to the minimum pulse width required for the injector to open. The minimum delivery pulse is determined from the voltage across the terminals of the fuel injector's electromagnetic actuator, by comparing the duration of a segment of the voltage second derivative to a predetermined threshold value.