METHOD OF VERIFYING COMPONENT FUNCTIONALITY ON EGR & AIR SYSTEMS

• US 20080148827A1
• Filed: 12/17/2007
• Published: 06/26/2008
• Est. Priority Date: 12/22/2006
• Status: Active Grant

• Current Assignee: Detroit Diesel Corporation (Daimler Truck Holding AG)
• Original Assignee: Detroit Diesel Corporation (Daimler Truck Holding AG)
• Inventors: Groer, Frank S., Priest, Jimmie L., Zurawski, Mark A., Hawkins, Jeffery S., Sun, Min, Barton, Jason T., Grace, Dennis J., Wedler, Harald, Staley, Heather A., Keski-Hynnila, Donald E., Pfundt, Reinhard, Han, Zhiping
• Granted Patent: US 7,631,552 B2
• Time in Patent Office: Days
• US Class Current: 73/114.31
• CPC Class Codes: G01M 15/05 by combined monitoring of two or more different engine parameters

Abstract

In one aspect, the present invention is directed to a method for operating an electronically controlled internal combustion engine in a vehicle to perform at least one rationality check on at least one sensor to detect impending sensor failure and verify component functionality. The engine is equipped with an engine control system (ECS) having a memory and in electronic communication with various sensors. The sensors transmit data signals to the ECS indicative of associated engine and vehicle component functionality. The method comprises determining a measured operating condition of a first component from sensor data signals indicative of first component functionality, determining a measured operating condition of a second component from sensor data signals indicative of second component functionality, comparing the measured condition of the first component to the measured operating condition of the second component to determine whether sensor readings from the first component are indicative of a component operating within a normal range but indicative of impending sensor or component failure, logging an indication of an impending sensor or component failure as a fault in MPU memory if it occurs for a predetermined period of time and for more than a predetermined number of times and drive cycles, and activating a warning alert to an operator and initiating remedial actions responsive to the indication of impending component or sensor failure. The data logged includes time of fault, type of fault, number of occurrences of the fault, number of drive cycles where the fault occurred and distance traveled with the fault logged.

Claims

1. A method for operating an electronically controlled internal combustion engine in a vehicle to perform at least one rationality check on at least one sensor to detect impending sensor failure and verify component functionality;

said engine equipped with an engine control system (ECS) having a memory;

said ECS in electronic communication with various sensors;

said sensors transmitting data signals to said ECS indicative of associated engine and vehicle component functionality;

said engine equipped with a coolant system, EGR valve in fluid communication with a manifold having an inlet and an outlet and a turbocharger;

said method comprising;

determining engine/vehicle/powertrain operating conditions in which the specified component information from sensor data signals indicative of first and second component functionality;

determining the measured values of a first and second component from sensor data signals indicative of first and second component functionality;

comparing said measured value of said first component to said measured value of said second component to determine whether sensor readings from said first and second components are indicative of a component operating within a normal range or indicative of a component or system failure based on an irrational measured values for some of the parametric information that has been evaluated;

logging an indication of an impending sensor or component failure as a fault in MPU memory if it occurs for a predetermined period of time, occurs more than a predetermined number of times and drive cycles; and

activating a warning alert to an operator and initiating remedial actions responsive to said indication of impending component or sensor failure.

2. The method of claim 1, wherein said logging includes time of fault, type of fault, number of occurrences of said fault, number of drive cycles where said fault occurred, length of time of engine operation since fault occurred, and distance traveled with said fault logged.

3. The method of claim 1, wherein said logging includes calibrated fault reactions which may include various levels of engine speed or engine torque derates, engine shutdowns, and other specified fault reactions such as closure of the EGR valve, using feed-forward tables for VGT control, the disablement of DPF regeneration by inhibiting either the injection of fuel to the oxidation catalyst or inhibiting the engine throttle mode necessary to achieve exhaust temperatures required for regeneration

4. The method of claim 1, further including determining limits of a normal range of operation for monitoring each particular rationality diagnostic to verify sensor and component functionality.

5. The method of claim 4, wherein said limits of a normal range of operation include specific limited levels of high engine speed, high engine torque and low engine speeds, low engine torque.

6. The method of claim 5, wherein said specified limited levels include two engine speed levels and two engine torque levels.

7. The method of claim 1, wherein all rationality diagnostics that require information based upon a component that is indicated as out of range normal in order to conduct a rationality diagnostic is disabled for as long as a circuit continuity or fault is detected and said rationality diagnostic is not logged.

8. The method of claim 1, wherein said first component is an EGR valve and a rationality diagnostic check is related to temperature or pressure and said second component is a VGT governor or Wastegate governor, wherein at least one of said governors is disabled to enable a feedback path and switch to pure forward control.

9. The method of claim 1 wherein said first component is an EGR valve and a rationality diagnostic is related to temperature or pressure, wherein EGR governors are able to alter their feedback path and switch to pure feed forward control or allow a model based EGR governor to continue to operate without change.

10. The method of claim 9, wherein said first component is an EGR valve and said second component is an intake manifold;

a rationality check on said EGR valve is performed by determining ambient barometric pressure;

determining barometric pressure at said manifold downstream of said EGR valve;

comparing said barometric pressures to determine whether said EGR valve is operating in a normal range but indicative of an impending sensor or component failure.

11. The method of claim 10, wherein when said engine is operating at low torque and low speed, a fault condition is logged when a difference in measured intake manifold pressure or charge air cooler outlet pressure compared to the ambient barometric pressure is greater than a calibratable maximum threshold for a calibratable period of time and a calibratable number of occurrences and a calibratable number of drive cycles.

12. The method of claim 10, wherein when said engine is operating at high speed and high torque, a fault is logged when the change in measured intake manifold pressure or charge air cooler outlet pressure compared to ambient barometric pressure is less than a calibratable maximum threshold for a calibratable period of time and a calibratable number of occurrences and a calibratable number of drive cycles.

13. The method of claim 12, wherein when an engine is operating at high speeds and high loads and the intake manifold pressure is expected to be above a minimum level and performing a range check includes operating the engine at the appropriate engine speed and engine torque, and monitoring the intake throttle position so that it is less than a calibratable threshold;

a fault is noted when intake manifold pressure or charge air cooler outlet pressure is less than a calibratable minimum value for a calibratable period of time and for a calibratable number of occurrences and for a calibratable number of drive cycles the specific diagnostic fault code is stored and the MIL and any other appropriate lamps are illuminated to warn the operator.

14. The method of claim 9, wherein when the engine is operating at low speeds and low loads, the intake manifold pressure is expected to be below a maximum level and performing a range check includes operating the engine the appropriate speed and torque, and maintaining a throttle position less than a calibratable threshold value;

a fault is noted when intake manifold pressure or charge air cooler outlet pressure is greater than a calibratable maximum value for a calibratable period of time, and for a calibratable number of occurrences, and for a calibratable number of drive cycles;

the specific diagnostic fault code is stored in memory and the MIL and any other appropriate lamps are illuminated to warn the operator of the fault.

15. The method of claim 9, wherein when the engine is operating at high engine speed and high engine torque conditions, it is expected that the intake manifold pressure is elevated due to turbocharger boosting of pressure and the intake manifold pressure is greater that the ambient barometric pressure, the method includes operating the engine at appropriate speed and torque conditions and the appropriate throttle position fault conditions are indicated when the difference between intake manifold pressure or charge air cooler outlet pressure and barometric pressure is greater than a calibratable maximum threshold for a calibratable period of time and a calibratable number of occurrences and a calibratable number of drive cycles;

the specific fault code is stored and the MIL or any other warning alerts, such as lamps, will be activated for operator notice.

16. The method of claim 15, wherein if a circuit fault condition is detected for the barometric pressure sensor, the most recent valid barometric pressure is to be assumed.

17. The method of claim 9, wherein a rationality check on the inlet manifold temperature sensor includes the EGR temperature sensor;

said rationality check performed when the engine is warm and operating under the appropriate high speed and high torque conditions and EGR flows, said engine operating at the appropriate speed and torque, EGR demand is greater than a calibratable minimum value, the engine coolant temperature is greater than a calibratable minimum value;

a fault is indicated if the EGR temperature minus the inlet manifold temperature is less than a calibratable threshold for a period of time exceeding the calibratable faulty timer and a calibratable number of occurrences is exceeded, and a calibratable number of drive cycles.

18. The method of claim 1, including a rationality check between the inlet manifold temperature sensor and the charge air cooler outlet temperature sensor, when the engine speed is low and the engine torque is low, and the EGR flow is low, by comparing the intake manifold temperature and charge air cooler outlet temperature, monitoring engine speed and torque to ensure they are within a predetermined range;

monitoring EGR to ensure it is less than a calibratable maximum value;

monitor engine coolant temperature to ensure it is greater than a calibratable minimum value;

monitor a grid heater to ensure it is not enabled;

a fault is indicated if said temperature after EGR addition minus said temperature before EGR addition exceeds a calibratable maximum for a calibratable period of time exceeding a calibratable fault time and calibratable number of occurrences and driving cycles.

19. The method of claim 18, including a rationality diagnostic on the inlet manifold temperature sensor at low speed and low torque;

including considering whether said engine has moved to a low speed and torque condition from a high speed and high torque condition;

monitoring the appropriate low engine speed and torque conditions; and

that no grid heater is activated;

a fault is indicated if inlet manifold temperature after EGR addition is greater than a calibratable threshold amount.

20. The method of claim 18, wherein the rationality diagnostic for inlet manifold temperature for engines using sensors for temperature before and after EGR addition, but do not have a sensor for EGR temperature may be conducted on the inlet manifold temperature sensor when the engine speed and torque are both high and the EGR flow is high and the difference between the temperature before and after FOR addition must be different by at least a pre-defined delta;

monitoring the EGR flow is greater than a calibratable minimum value and the Engine coolant temperature is greater than a calibratable minimum value;

a fault is indicated if the engine coolant temperature is less than a calibratable minimum threshold.

21. The method of claim 18, wherein said rationality diagnostic of the inlet manifold temperature range at low speed and low engine torque includes considering whether an engine that has moved to a low speed and torque condition from a high speed and torque condition where it may take a period of time for temperatures to stabilize at the lower levels;

monitoring operating the engine at the appropriate engine speed and torque, ensuring a grid heater is not enabled or the EGR flow is less that a calibratable threshold;

a fault is indicated is the temperature before EGR addition is greater than a calibratable threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and driving cycles is exceeded.

22. The method of claim 18, wherein said rationality diagnostic of the inlet manifold temperature range a high speed and torque before EGR and charge air cooler addition at said charge air cooler designed to limit the sensor before EGR addition to a limited rise above the ambient temperature;

monitoring operating the engine at an appropriate high engine speed and torque, monitoring engine coolant temperature is greater than a calibratable minimum value and that EGR Pulse Width Modulation percentage is greater than a calibratable threshold;

a fault is indicated if the temperature before EGR addition is less than a calibratable threshold for a period of time exceeding a calibratable fault timer and a calibratable number of occurrences and driving cycles is exceeded.

23. The method of claim 1, wherein a rationality diagnostic may be performed on the engine oil and engine coolant temperatures sensors;

comprising considering the oil temperature is characteristically greater than the coolant temperature;

detecting whether the oil temperature differs from the coolant temperature by greater than a threshold value;

considering whether if an engine coolant water heater is used, monitoring whether the coolant temperature is less than a calibrated temperature threshold and whether the engine has been operating for a period of time greater than a calibratable period of time;

a fault is indicated if the oil temperature minus the coolant temperature is greater than a calibratable threshold for a period of time exceeding the calibratable fault time and a calibratable number of occurrences and driving cycles is exceeded.

24. The method of claim 1, wherein a rationality diagnostic may be performed on the engine oil after a cold start, comprising operating the engine to facilitate oil temperature rise as the engine consumes fuel;

said rationality diagnostic conducted to determine that the engine oil temperature has increased above a calibratable threshold after the engine has consumed a calibratable amount of fuel;

said rationality diagnostic including determining that the amount of fuel consumed since engine start is greater than a calibrated amount;

a fault is indicated when the oil temperature is less that a calibratable threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

25. The method of claim 23, wherein if the coolant temperature sensor is stuck low, the method includes determining that the oil temperature is greater than a calibrated threshold and the engine has been running for a time exceeding a calibratable threshold time;

a fault is indicated if the oil temperature minus the coolant temperature is greater than a calibratable threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

26. The method of claim 1, wherein said engine has an EGR actuator valve (Wahler valve) self diagnostics for circuitry continuity and position feedback. The whaler valve indicates to the MPU if the error between the commanded position and the actual position exceeds a calibratable percentage;

said Wahler valve self diagnostics indicate to the MPU if a fault condition exists if the fault exists for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

27. The method of claim 9, wherein conducting a plausibility check on the EGR Delta Pressure Sensor signal at high EGR flow, includes operating the engine at appropriate speed and torque and determining that the EGR PWM is greater than a calibratable value;

a fault is indicated if the EGR delta pressure is less that a calibratable threshold a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles

28. The method of claim 1, wherein the EGR has EGR PWM valves that are equipped with valve position feedback to the MPU;

said MPU checks the feed-back position to the demand position to determine a target error;

monitoring conditions include determining that the engine coolant is warm;

a fault is indicated if the desired EGR valve position minus the actual EGR valve position is greater than a calibratable maximum threshold a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles

29. The method of claim 28, wherein said EGR PWM valve actuator is equipped with a feedback to the MPU, said method provides for a rationality check to determine if the indicated valve position is commensurate with EGR at high torque and high speed, as indicated by the EGR delta pressure drop;

operating the engine at the appropriate engine speed and engine torque, and determining that EGR delta pressure drop is less than a calibratable value;

a fault is indicated if the EGR valve position is greater than a calibratable maximum threshold a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

30. The method of claim 28, further including a rationality check to determine if the indicated valve position is commensurate with EGR at low engine torque and low engine speed, as indicated by the EGR delta pressure drop:

operating the engine at the appropriate engine speed and engine torque, and determining that EGR delta pressure drop is greater than a calibratable value;

a fault is indicated if the EGR valve position is less than a calibratable maximum threshold a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

31. The method of claim 1, wherein said first component is a Variable Nozzle Turbocharger (VNT) valve actuator;

said VNT including a self diagnostic for circuit continuity and position feed back;

said valve will indicate to the MCM if the error between the commanded position and the actual position exceeds a calibratable percentage for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences are logged, and the number a driving cycles is exceeded.

32. The method of claim 31, wherein the VNT valve actuator is controlled by an output drive that may provide a position feedback signal and the MCM sends the actuator a position command in the form of a PWM signal;

said method includes continuously determining that the engine coolant temperature is greater than a calibratable threshold;

a fault is indicated if the VNT desired position minus the VNT actual position is greater than a calibratable maximum threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles and the VNT valve position is demanded to a calibratable default position and the maximum available engine torque at the present operating speed is to be reduced to a calibratable percentage of the normally available maximum available engine torque.

33. The method of claim 31, wherein at high speed and torque, closure of the VNT increases manifold pressure, the method provides for a diagnostic check to determine if intake manifold pressure measured by the intake manifold pressure sensors is commensurate with indicated valve position, said method including operating the engine at appropriate speed and torque, determining if the pressure readings from the sensors are less than a calibratable minimum threshold, determining that the barometric pressure is greater than a calibratable threshold and the intake throttle position is less than a calibratable threshold;

a fault is indicated if the VNT position is less (i.e. or closed) than a calibratable value VNT position for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles, and reducing the maximum available engine torque at the present operating speed is to a calibratable percentage of the normally available maximum available engine torque.

34. The method of claim 31, wherein the engine is operating at high speed and torque;

when the VNT is more open, boost pressures will decrease;

the method includes a diagnostic check that determines if the intake manifold pressure as measured by manifold pressure sensors is commensurate with the indicated valve position, including operating the engine at the required speed and torque conditions, and determining that the pressure readings form the pressure sensors is greater than a calibratable maximum threshold;

a fault is indicated if the VNT position is greater (i.e. more open) than a calibratable value a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles and the maximum available engine torque at the present operating speed is to be reduced to a calibratable percentage of the normally available maximum available engine torque.

35. The method of claim 31, wherein the turbocharger speed signal is a direct function of the turbocharger speed as determined by the measured frequency;

said method includes operating the engine at the appropriate torque and speed;

a fault is indicated if the turbocharger speed is less than a calibratable threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles, the EGR valve portion PMW % is to be demanded to a calibratable position and the maximum available engine torque at the present operating speed is reduced to a calibratable percentage of the normally available maximum available engine torque.

36. The method of claim 31, wherein the turbocharger speed signal is a direct function of the turbocharger speed as determined by the measured frequency;

said method including operating the engine at the preferred speed and torque conditions;

a fault is indicated if the turbocharger speed is greater than a calibratable threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

37. The method of claim 1, including testing the vehicle speed plausibility by using the engine speed;

said method including continuously monitoring the engine speed, the vehicle speed signal available and the vehicle speed signal valid;

a fault is indicated if the vehicle speed signal is greater than a maximum threshold a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

38. The method of claim 37, further providing testing the vehicle speed sensor reading plausibility with the direct transmission broadcast vehicle speed sensor signal error comprising continuously monitoring the vehicle speed sensor broadcast to detect a faulty signal, said signal is reported to the data bus as being in error if the fault condition reported by the component exists for a calibratable period of time, number of occurrences and number of drive cycles.

39. The method of claim 1, wherein said first component is a MPU, said method to detect data link failures between the MPU and vehicle components, including continuously monitoring for the condition;

a fault is indicated if the vehicle component detects that a data link failure has occurred.

40. The method of claim 39, wherein said vehicle component is the CPC2 of the transmission, said fault is indicated if the vehicle component detects that a data link failure has occurred and the data link is required to determine the vehicle speed.

41. The method of claim 1, wherein the ECS detects a data link failure has occurred between the ECS and the CPC, and the datalink is required to determine vehicle speed using broadcast transmission output shaft speed, a fault code is logged.

42. The method of claim 41, further including detecting tampering with a Vehicle Speed sensor that would cause vehicle speed to be indicated higher than actual speed, the speed is compared to the gearing and engine speed;

continuously monitoring said vehicle speed;

a fault is indicated if the vehicle speed is greater than the vehicle speed signal raving diagnostic limit and the vehicle speed diagnostic limit is calibrated to be a non zero value for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

43. The method of claim 1, wherein a parking brake signal plausibility may also be checked;

including advancing engine timing to provide a reduction of unburned fuel during cold operation;

ensuring the park brake is set;

a fault is indicated if the vehicle speed is greater than a calibratable park brake maximum vehicle speed threshold period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

44. The method of claim 43, wherein to detect a park brake signal error as it is used to control some elements of white smoke reduction timing strategies;

the status of the park brake may be sent to the vehicle controller and communicated to the MPU via a data bus;

if CPC detects a faulty park brake signal, the signal is reported to the databus as an error;

a fault is indicated if the park brake signal is reported by a relevant device as being faulty for period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

45. The method of claim 9, wherein plausibility of EGR pressure readings before and after the EGR cooler can be checked with plausibility comparison to the intake manifold pressure and ambient barometric pressure at low speed and low engine torque, comprising operating the engine at the required speed and torque ranges, the throttle is open (no demand for closure, and the EGR PWN % is greater than a calibratable threshold. If the absolute value of the difference between any two pressure signals is greater than a calibratable value for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

46. The method of claim 43, wherein if an engine is operating under high speed and torque conditions, operating the engine at the required speed and torque ranges, the throttle is open, and the EGR PWN % is greater than a calibratable threshold;

if the absolute value of the difference between any two pressure signals is greater than a calibratable value for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

47. The method of claim 1, wherein if the engine is operating at high speed and torque, a fault timer calibration considers soak time effect;

operating the engine at desired torque and speed ranges;

a fault is indicated if the turbocharger compressor outlet temperature is less than a calibratable threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

48. The method of claim 1, wherein if the engine is operating at a desired low speed and torque range, said fault timer calibration considers soak time effect;

a fault is indicated it the turbocharger compressor outlet temperature is greater than a calibratable threshold for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and a calibratable number of drive cycles.

49. The method of claim 1, wherein after the engine has been turned off and the temperatures have been allowed to stabilize for an adequate period of time, the method compares values of the intake manifold temperature, oil and engine coolant, EGR temperatures after the EGR cooler, exhaust temperature before the EGR cooler, and the turbocharger compressor outlet temperature;

a fault is indicated if any of the temperatures deviate more than by a calibratable amount from an average of the other temperatures for more than a calibratable period of time, and for a calibratable number of occurrences.

50. The method of claim 49, wherein it is expected that gas temperature readings after adequate soak time depends upon the engine soak time history, said method includes testing plausibility of the temperature difference that is a function of engine off time and of engine coolant temperature, ensuring the Diesel Particulate Filter is not regenerating, the ignition is on and a grid heater is not activated;

measuring the temperatures during the period of time between ignition on and engine cranking;

determining the average temperature from all gas temperature readings;

logging a fault if any one of the temperatures differs from the calculated average by an amount greater than either of the temperature threshold delta values.

51. The method of claim 1, wherein compressor inlet temperature may be compared to the engine coolant for a plausibility check;

said method including determining the temperature one the engine coolant has warmed and is not higher than the compressor temperature by more than a threshold value, operating the engine at desired torque and speed, a fault code is recorded if the engine coolant minus the compressor temperature is less than a minimum calibratable delta value for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and driving.

52. The method of claim 1, further including a rationality check on the EGR flow target error at low flow, said method controlling the EGR valve and turbocharger parameters to increase or decrease EGR mass flow so that the measured EGR mass flow matches the demanded EGR mass flow;

said method including operating the engine at the requires speed and torque ranges, determining whether the observed EGR mass flow demand minimum is less that the EGR mass flow demand which is less than the observed EGR massflow demand maximum;

a fault code is indicated if the EGR mass flow desired EGR massflow measured is greater than the observed EGR massflow delta maximum at low flow for a period o time exceeding the calibratable fault timer and a calibratable number of occurrences and driving cycles and the EGR valve position PWM % is to be demanded to a calibratable position default and the maximum available torque at present operating speed is reduced to a calibratable percentage of the normally available maximum engine torque.

53. The method of claim 51, further providing for a rationality check on the EGR flow target error at high flow wherein the control system for the EGR adjusted the EGR valve and turbocharger parameters to increase or decrease EGR mass flow so that the measured EGR mass flow matches the demanded EGR mass flow;

operating the engine at the required speed and torque ranges, ensuring the observed EGR mass flow demand minimum is greater than the EGR mass flow demand;

a fault is indicate if the EGR mass flow, derived EGR massflow, and the measured EGR massflow is greater than the observed FOR massflow delta maximum at high flow for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and driving cycles, and the EGR valve position PWM % is to be demanded to a calibratable position default and the maximum available torque at present operating speed is reduced to a calibratable percentage of the normally available maximum engine torque.

54. The method of claim 1, wherein braking modes where no EGR flow is demanded and it is desired to identify leakage of the EGR valve to problems not identified by position feedback detection, the method includes enabling engine brakes, and ensuring EGR PWM % is less than observed EGR PWM % leak detect;

a fault is indicated if the EGR measured massflow is greater than the observed EGR massflow leakage at maximum braking for a period of time exceeding the calibratable fault timer and a calibratable number of occurrences and driving cycles.

55. The method of claim 1, wherein the engine control system seeks to achieve a desired air mass flow level;

the method comprising engine operation to be dominated by the EGR flow being active in order to maintain emissions compliance;

adjusting the turbocharger parameters to achieve the desired mass airflow rate by comparing the desired air mass flow rate to that measured or calculated from appropriate algorithms and measured engine operating parameters such as intake manifold temperature and pressure and engine speed;

operating the engine at the required speed and torque ranges, and determining that desired air massflow is greater than the observed air massflow demand minimum;

a fault is indicated if the desired air massflow minus the actual air massflow is greater than the observed air massflow delta maximum power for a period of time exceeding the calibratable fault timer and the calibratable number of consecutive drive cycles wherein the condition occurs is met.

56. The method of claim 55, wherein the engine control system can also seek to achieve a desired air mass flow level which in braking mode by comparing the desired air mass flow rate to that measured or calculated from appropriate algorithms and measured engine operating parameters such as intake temperature and pressure and engine speed;

enabling the engine brakes;

a fault is indicated by determining that the desired air mass flow minus the actual air massflow is greater than the observed air massflow delta maximum braking for a period of time exceeding the calibratable fault timer and the calibratable number of consecutive drive cycles wherein the condition occurs is met.

57. The method of claim 1, wherein component functionality is determined by comparing a single values against an expected range.

58. The method of claim 5, wherein said limited levels may be assigned to any diagnostic monitor.