A method of diagnosing a temperature sensor provided at a rear stage of an air filter includes: comparing a heating condition factor with a factor threshold; when the heating condition factor is less than the factor threshold, calculating a deviation between a temperature of an intake manifold and a temperature of intake air at a rear stage of an air filter; comparing a temperature threshold with the deviation; and, when the deviation exceeds the temperature threshold, diagnosing the intake air temperature sensor provided at the rear stage of the air filter as failing. According to the method, failure of a temperature sensor provided at a rear state of an air filter of an engine room can be diagnosed.

Provided herein is a system and method that acquires data and determines a driving action based on the data. The system comprises a sensor, one or more processors, and a memory storing instructions that, when executed by the one or more processors, causes the system to perform, determining data of interest comprising an object, feature, or region of interest, determining whether a sharpness of the data of interest exceeds a threshold, in response to determining that the sharpness does not exceed a threshold, operating the sensor to increase the sharpness of the data of interest until the sharpness exceeds the threshold, in response to the sharpness exceeding the threshold, determining a driving action of a vehicle based on the data of interest, and performing the driving action

A power delivery system includes a first inverter, a second inverter, and a turbocharger assist device. The first inverter is electrically connected to a primary bus and configured to receive electric current from an alternator via the primary bus to supply the electric current to a first load. The alternator generates the electric current based on mechanical energy received from an engine. The second inverter is electrically connected to a secondary bus discrete from the primary bus. The turbocharger assist device is mechanically connected to a turbocharger operably coupled to the engine. The turbocharger assist device is electrically connected to the secondary bus and configured to generate electric current based on rotation of a rotor of the turbocharger. The second inverter is configured to receive the electric current generated by the turbocharger assist device via the secondary bus to supply the electric current to a second load.

A method for controlling an active air flap of a vehicle is provided. The method includes receiving individual amounts of cooling demand required by a plurality of apparatuses requiring cooling that are installed within an engine room. Demand duties are then calculated based on the amounts of cooling demand required by the respective apparatuses and correction duties for the respective apparatuses are calculated by multiplying the demand duties for the respective apparatuses by an outside temperature factor according to the outside temperature of the vehicle. A maximum value out of the correction duties for the respective apparatuses is selected as a final duty and the active air flap is operated with an opening degree based on the selected final duty.

The invention relates to a method for starting an internal combustion engine, the exhaust gas system of which is equipped with an electrically heatable lambda sensor and a catalytic converter with an oxygen reservoir. The combination of method steps according to the invention allows the internal combustion engine to be started with an optimal raw emission reduction directly after a cold start and an optimal pollutant conversion in the warm-up phase. The invention likewise relates to a motor vehicle with an internal combustion engine comprising an exhaust gas system having an electrically heatable lambda sensor and a catalytic converter with an oxygen reservoir, and comprising a controller, wherein the controller is designed to carry out the method according to the invention.

The invention relates to a method for starting an internal combustion engine, the exhaust gas system of which is equipped with an electrically heatable lambda sensor and a catalytic converter with an oxygen reservoir. The combination of method steps according to the invention allows the internal combustion engine to be started with an optimal raw emission reduction directly after a cold start and an optimal pollutant conversion in the warm-up phase. The invention likewise relates to a motor vehicle with an internal combustion engine comprising an exhaust gas system having an electrically heatable lambda sensor and a catalytic converter with an oxygen reservoir, and comprising a controller, wherein the controller is designed to carry out the method according to the invention.

An active apparatus for modifying aerodynamic properties of a vehicle, encompassing: a frame; a first movable portion movable relative to the frame along a first motion path; a transceiver to emit a non-wire-based transmitted transceiver signal and has a specified transceiver position relative to the frame; a first antenna to receive the transmitted transceiver signal and arranged on the first movable portion for motion together therewith, a first antenna signal, induced by a predetermined transmitted transceiver signal, of the first antenna exhibiting a predetermined first functional dependence dependent on a position of the first movable portion along the first motion path and on the transceiver position; a first signal transmitting unit to emit a non-wire-based first transmitted signal-transmitting-unit signal that is associatable with the first antenna and carries information regarding the first antenna signal, the transceiver configured to receive the first transmitted signal-transmitting-unit signal; and a signal evaluation unit, the signal evaluation unit configured to determine the position of the first movable portion along the first motion path on the basis of the first transmitted signal-transmitting-unit signal, the first functional dependence, and the transceiver position.

A method of identifying air flow faults within a cooling system of an automobile comprises measuring the temperature of coolant entering a heat exchanger for the cooling system, measuring the temperature of coolant leaving the heat exchanger, and measuring the temperature of ambient air that is flowing into the heat exchanger, calculating Actual Delta T by subtracting the temperature of coolant leaving the heat exchanger from the temperature of coolant entering the heat exchanger, calculating Expected Delta T, wherein Expected Delta T is a pre-determined value of an expected difference between the temperature of the coolant entering the heat exchanger and the temperature of the coolant leaving the heat exchanger, calculating Effective Delta T by subtracting Expected Delta T from Actual Delta T, and identifying a fault in the air flow through the heat exchanger based on the value of Effective Delta T.

Systems and methods for managing auto start of a vehicle during an auto-stop condition may include determining an operational status of a vehicle climate control system; receiving a target air outlet temperature from the vehicle climate control system; receiving data indicating a state of a heated seat of the vehicle; and inhibiting a start-vehicle command to restart the vehicle because of a cabin heating requirement when the data indicates that the heated seat of the vehicle is activated.

A method of identifying air flow faults within a cooling system of an automobile comprises measuring the temperature of coolant entering a heat exchanger for the cooling system, measuring the temperature of coolant leaving the heat exchanger, and measuring the temperature of ambient air that is flowing into the heat exchanger, calculating Actual Delta T by subtracting the temperature of coolant leaving the heat exchanger from the temperature of coolant entering the heat exchanger, calculating Expected Delta T, wherein Expected Delta T is a pre-determined value of an expected difference between the temperature of the coolant entering the heat exchanger and the temperature of the coolant leaving the heat exchanger, calculating Effective Delta T by subtracting Expected Delta T from Actual Delta T, and identifying a fault in the air flow through the heat exchanger based on the value of Effective Delta T.