Abstract: A control device of a hybrid vehicle, the hybrid vehicle including an engine, a motor as a traveling power source, and a battery in which electric power to be supplied to the motor is charged, includes: a transient operation controller performing, when absolute values of an outputtable electric power and a chargeable electric power of the battery are small at a time of a transient operation of the engine, a transient operation of controlling an operating point of the engine within a wide range from low output to high output, at a position where a thermal efficiency is lower than the thermal efficiency at a time of a steady operation, and of controlling the engine to be in a combustion state where a margin to a combustion limit is greater than the margin in the steady operation.

Abstract: A control device is configured, if, although the control device has caused a cam switching device to perform a first cam switching operation for switching the profiles of all the valve-driving cams of a plurality of cylinders from a first profile to a second profile, the profiles of all the valve-driving cams of the plurality of cylinders do not coincide with the second profile, to cause the cam switching device to perform a second cam switching operation for switching the profile of the valve-driving cam for at least one or more normal cylinders that are one or more cylinders at which the switching of profiles to the second profile has succeeded.

Abstract: Provided is a control device for an internal combustion engine equipped with a cam switching device including a cam groove provided on the outer peripheral surface of a camshaft and an electromagnetic solenoid type actuator capable of protruding, toward the camshaft, an engagement pin that is engageable with the cam groove. The control device is configured, in causing the cam switching device to perform a cam switching operation, to perform energization of the actuator such that the engagement pin is seated on a forward outer peripheral surface, and to more lower, when an electric current (coil current) flowing through the actuator as a result of the energization is greater, an average electric voltage per unit time applied to the actuator in protruding the engagement pin toward the cam groove from the forward outer peripheral surface.

Abstract: A control device of a hybrid vehicle, the hybrid vehicle including an engine, a motor as a traveling power source, and a battery in which electric power to be supplied to the motor is charged, includes: a transient operation controller performing, when absolute values of an outputtable electric power and a chargeable electric power of the battery are small at a time of a transient operation of the engine, a transient operation of controlling an operating point of the engine within a wide range from low output to high output, at a position where a thermal efficiency is lower than the thermal efficiency at a time of a steady operation, and of controlling the engine to be in a combustion state where a margin to a combustion limit is greater than the margin in the steady operation.

Abstract: An internal combustion engine system is provided with a cam switching device including a cam groove provided on the outer peripheral surface or a camshaft and an actuator capable of protruding, toward the camshaft, an engagement pin that is engageable with the cam groove. The internal combustion engine system is configured, in causing the cam switching device to perform a cam switching operation, to control the actuator such that the engagement pin is seated on a forward outer peripheral surface which is located more forward than an end of the cam groove on the forward side with respect to an insert section of the cam groove in the rotational direction of the camshaft.

Abstract: When a stop request to the engine is issued, it is determined whether or not all of the drive cams are large cams. When it is determined that at least one of the small cams is included in the drive cams, the engine is continued to drive for a while and a switch control for switching the drive cams from the small cams to the large cams is executed within the duration. A self-holding type solenoid is used to switch between the small cams and the large cams. In the switch control, a permission to stop the engine is output at a timing when the “pin protrudable section” of the final cylinder #2 has elapsed.

Abstract: Provided is a control device for an internal combustion engine equipped with a cam switching device including a cam groove provided on the outer peripheral surface of a camshaft and an electromagnetic solenoid type actuator capable of protruding, toward the camshaft, an engagement pin that is engageable with the cam groove. The control device is configured, in causing the cam switching device to perform a cam switching operation, to perform energization of the actuator such that the engagement pin is seated on a forward outer peripheral surface, and to more lower, when an electric current (coil current) flowing through the actuator as a result of the energization is greater, an average electric voltage per unit time applied to the actuator in protruding the engagement pin toward the cam groove from the forward outer peripheral surface.

Abstract: A control device is configured, if, although the control device has caused a cam switching device to perform a first cam switching operation for switching the profiles of all the valve-driving cams of a plurality of cylinders from a first profile to a second profile, the profiles of all the valve-driving cams of the plurality of cylinders do not coincide with the second profile, to cause the cam switching device to perform a second cam switching operation for switching the profile of the valve-driving cam for at least one or more normal cylinders that are one or more cylinders at which the switching of profiles to the second profile has succeeded.

Abstract: An internal combustion engine system is provided with a cam switching device including a cam groove provided on the outer peripheral surface or a camshaft and an actuator capable of protruding, toward the camshaft, an engagement pin that is engageable with the cam groove. The internal combustion engine system is configured, in causing the cam switching device to perform a cam switching operation, to control the actuator such that the engagement pin is seated on a forward outer peripheral surface which is located more forward than an end of the cam groove on the forward side with respect to an insert section of the cam groove in the rotational direction of the camshaft.

Abstract: When a stop request to the engine is issued, it is determined whether or not all of the drive cams are large cams. When it is determined that at least one of the small cams is included in the drive cams, the engine is continued to drive for a while and a switch control for switching the drive cams from the small cams to the large cams is executed within the duration. A self-holding type solenoid is used to switch between the small cams and the large cams. In the switch control, a permission to stop the engine is output at a timing when the “pin protrudable section” of the final cylinder #2 has elapsed.

Abstract: In a control device for an internal combustion engine including a purge passage, and a purge control valve arranged in the purge passage, the control device includes a purge flow rate constancy control portion controlling an opening degree of the purge control valve so that a purge flow rate becomes constant, and a fuel injection amount control portion controlling a fuel injection amount. A request for switching from a stoichiometric combustion to a lean combustion occurs at a first time. A target air-fuel ratio is switched from a stoichiometric air-fuel ratio to a lean air-fuel ratio at a second time. A fuel injection amount control is executed during a period from the first time to the second time in a state in which the purge flow rate is maintained at a value at the first time.

Abstract: Disclosed are a control device and a control method that are used with an internal combustion engine in which the air-fuel ratio in the vicinity of an ignition plug differs from the overall air-fuel ratio in a cylinder, and capable of properly fulfilling demands concerning various capabilities of the internal combustion engine by accurately reflecting each of the demands in the operation of each actuator. Three physical quantities, namely, a torque, an efficiency, and an air-fuel ratio, are used as controlled variables for the internal combustion engine. Target values for the controlled variables are then set by integrating at least some of demands concerning a capability of the internal combustion engine into the three physical quantities.

Abstract: A control apparatus for an internal combustion engine is provided that can precisely reflect requirements relating to performance of the internal combustion engine in a control amount of each actuator by compensating for weaknesses in the so-called torque demand control. A requirement value of each of torque, efficiency, and an air-fuel ratio, and engine information are inputted to an engine inverse model. The engine inverse model is then used to calculate actuator requirement values for achieving those requirement values. An actuator direct requirement value directly required of each of actuators is also acquired. Control of the actuators is adapted to be changed between that according to the actuator requirement value and that according to the actuator direct requirement value.

Abstract: When fuel cut permission conditions are satisfied, a guard provided by an ignition timing retardation limit is relieved. In the resulting state, the ignition timing is retarded to decrease the output torque of an internal combustion engine. After the output torque of the internal combustion engine is decreased to a predetermined minimum torque, the supply of fuel is shut off. When, on the other hand, recovery from a fuel cut is to be achieved, the guard provided by the ignition timing retardation limit is relieved until completion conditions for recovery from the fuel cut are satisfied. In the resulting state, the ignition timing is retarded to decrease the output torque of the internal combustion engine.

Abstract: A vehicle control apparatus includes: an accessory that adjusts torque that is output from an internal combustion engine, by giving load to the internal combustion engine; an ignition timing control portion that is provided so as to adjust ignition timing of the internal combustion engine, and that adjusts the torque output from the internal combustion engine by performing a retardation control of the ignition timing; an accessory load adjustment portion that adjusts an accessory load that is the load given from the accessory to the internal combustion engine; and a catalyst that purifies exhaust gas discharged from the internal combustion engine. The ignition timing control portion reduces the retardation of the ignition timing with increase in temperature of the catalyst. The accessory load adjustment portion increases the accessory load with increase in the temperature of the catalyst.

Abstract: In a control device which uses a specific physical quantity as a control variable of an internal combustion engine, and controls the internal combustion engine by manipulation of one or a plurality of actuators, switching of setting of a manipulation variable based on a required value of a physical quantity and setting of the manipulation variables by direct instruction to individual actuators is performed without generating discontinuity in a realized value of the physical quantity. When a manipulation variable instruction value directly designating a manipulation variable of an actuator is present, the manipulation variable instruction value is converted into a value of a physical quantity which is realized in the internal combustion engine by the operation quantity instruction value.

Abstract: A control apparatus for a vehicle drive unit including a control structure of a hierarchical type having a demand generation level, a mediation level, and a control variable setting level and a signal is transmitted in one direction from a higher level of hierarchy to a lower level of hierarchy. The demand generation level includes demand output elements for each capability. The mediation level includes mediation elements, each corresponding to a classified category of demands. Each of the mediation elements collects demand values of the category of which the mediation elements are in charge and performs mediation according to a rule to arrive at a single demand value. The control variable setting level includes an adjuster portion adjusting each of the mediated demand values based on a relationship between each other and control variable calculation elements calculating a control variable of each of a plurality of actuators based on the adjusted demand value.

Abstract: A control apparatus for an internal combustion engine that accurately incorporates demands related to various capabilities of the internal combustion engine. A demand output unit outputs various capability demands of the internal combustion engine, expressed in terms of either torque, efficiency, or an air-fuel ratio data. A torque mediation unit collects only the demand values expressed in terms of torque, and mediates the torque demand values into one. An efficiency mediation unit collects the demand values expressed in terms of efficiency and mediates the efficiency demand values into one. An air-fuel ratio mediation unit collects the demand values expressed in terms of the air-fuel ratio and mediates the air-fuel ratio demand values into one. A control variable computing unit computes control variables of actuators, based upon the torque demand value, efficiency demand value, and air-fuel ratio demand value output from the mediation units.

Abstract: This invention is intended to ensure that a control device for a vehicle drive unit is capable of realizing desired torque by making the main-actuator and sub-actuator collaborate adequately while holding the interposition of the sub-actuator as low as possible. For this end, a future target of torque that is going to be output from the engine and a realization timing of the future target are taken as reservation information for reserving engine torque regulation. Next, the required period, which is required to realize the future target when a main-actuator (a throttle) is operated to regulate the torque, is computed from a current engine operating condition. Then, the operation of the main-actuator is started at the timing preceding the realization timing by the required period for realizing the future target.

Abstract: In a control device which uses a specific physical quantity as a control variable of an internal combustion engine, and controls the internal combustion engine by manipulation of one or a plurality of actuators, switching of setting of a manipulation variable based on a required value of a physical quantity and setting of the manipulation variables by direct instruction to individual actuators is performed without generating discontinuity in a realized value of the physical quantity. When a manipulation variable instruction value directly designating a manipulation variable of an actuator is present, the manipulation variable instruction value is converted into a value of a physical quantity which is realized in the internal combustion engine by the operation quantity instruction value.