Abstract: An engine is provided with a turbo charger including a wastegate valve. A first setpoint of opening of the wastegate valve is set in accordance with a target boost pressure. While a difference between the target boost pressure and a real boost pressure is large, the opening is controlled to a second setpoint, wherein the second setpoint is smaller than the first setpoint. While the opening is controlled to the second setpoint, it is determined whether a condition for limitation is satisfied in which an intake air quantity is above an intake air quantity criterion and an engine rotation speed is above an engine rotation speed criterion. When the condition is satisfied, the opening is controlled in a direction to increase from the second setpoint. The engine rotation speed criterion decreases as the intake air quantity increases. The intake air quantity criterion decreases as the engine rotation speed increases.

Abstract: An engine is provided with a turbo charger including a wastegate valve. A first setpoint of opening of the wastegate valve is set in accordance with a target boost pressure. While a difference between the target boost pressure and a real boost pressure is large, the opening is controlled to a second setpoint, wherein the second setpoint is smaller than the first setpoint. While the opening is controlled to the second setpoint, it is determined whether a condition for limitation is satisfied in which an intake air quantity is above an intake air quantity criterion and an engine rotation speed is above an engine rotation speed criterion. When the condition is satisfied, the opening is controlled in a direction to increase from the second setpoint. The engine rotation speed criterion decreases as the intake air quantity increases. The intake air quantity criterion decreases as the engine rotation speed increases.

Abstract: When a waste gate valve (7) is forcibly fully closed for learning control at the time of start, the drive force of an electric actuator (20) is initially set to a large first level, and when a predetermined position (L1) immediately before seating is reached, the driving force is reduced to a second level. As a result, a valve body (7a) is gently seated. When a predetermined time (TM1) passes, the driving force is increased to a third level. Consequently, the electric actuator (20) presses the valve body (7a) onto a seat surface (34a) while displacing a spring member (37). As a result, a reliable sealability is obtained.

Abstract: A waste gate valve (7) of a turbocharger (3) is fully opened during idling after warm-up is completed in order to reduce exhaust resistance. However, during idling in an engine cold state when a cooling water temperature (TW) is below a threshold value (TW1), the waste gate valve (7) is open-loop controlled to an intermediate opening degree that is smaller than full opening. An ignition timing is delayed (retarded) for catalyst warm-up. When the cooling water temperature (TW) reaches (t3) the threshold value (TW1), the opening degree of the waste gate valve (7) is set to full opening. When an accelerator opening degree (APO) becomes large (t4) before warm-up is completed, the limitation of the opening degree is released.

Abstract: When a waste gate valve (7) is forcibly fully closed for learning control at the time of start, the drive force of an electric actuator (20) is initially set to a large first level, and when a predetermined position (L1) immediately before seating is reached, the driving force is reduced to a second level. As a result, a valve body (7a) is gently seated. When a predetermined time (TM1) passes, the driving force is increased to a third level. Consequently, the electric actuator (20) presses the valve body (7a) onto a seat surface (34a) while displacing a spring member (37). As a result, a reliable sealability is obtained.

Abstract: A waste gate valve (7) of a turbocharger (3) is fully opened during idling after warm-up is completed in order to reduce exhaust resistance. However, during idling in an engine cold state when a cooling water temperature (TW) is below a threshold value (TW1), the waste gate valve (7) is open-loop controlled to an intermediate opening degree that is smaller than full opening. An ignition timing is delayed (retarded) for catalyst warm-up. When the cooling water temperature (TW) reaches (t3) the threshold value (TW1), the opening degree of the waste gate valve (7) is set to full opening. When an accelerator opening degree (APO) becomes large (t4) before warm-up is completed, the limitation of the opening degree is released.

Abstract: An internal combustion engine includes an internal combustion engine main body, an intake passage, an exhaust passage, a supercharger, an intake circulation passage, an exhaust circulation passage, an intake circulation valve, an exhaust circulation valve and a controller. The supercharger is provided on the intake passage and the exhaust passage. The supercharger supplies compressed intake air to the internal combustion engine main body. The intake circulation passage connects the sections of the intake passage that are upstream and downstream of the supercharger. The exhaust circulation passage connects sections of the exhaust passage that are upstream and downstream of the supercharger. The intake circulation valve is provided in the intake circulation passage. The exhaust circulation valve is provided in the exhaust circulation passage. The controller is programmed to close the exhaust circulation valve in accordance with an opening degree of the intake circulation valve.

Abstract: An abnormality diagnosis apparatus applied to an internal combustion engine, including a supercharger, a communication path, an opening/closing valve, and a downstream intake air temperature sensor and not having a cooling device on the upstream side of the downstream intake air temperature sensor and conducting abnormality diagnosis of the downstream intake air temperature sensor diagnoses that the downstream intake air temperature sensor is abnormal if an operation state of the internal combustion engine is a low load and a low rotation region and a detected value of the downstream intake air temperature sensor is at a predetermined high temperature or more and prohibits the subsequent abnormality diagnosis if the operation state of the internal combustion engine becomes a higher load or a higher rotation than the low load and low rotation region.

Abstract: An internal combustion engine includes an internal combustion engine main body, an intake passage, an exhaust passage, a supercharger, an intake circulation passage, an exhaust circulation passage, an intake circulation valve, an exhaust circulation valve and a controller. The supercharger is provided on the intake passage and the exhaust passage. The supercharger supplies compressed intake air to the internal combustion engine main body. The intake circulation passage connects the sections of the intake passage that are upstream and downstream of the supercharger. The exhaust circulation passage connects sections of the exhaust passage that are upstream and downstream of the supercharger. The intake circulation valve is provided in the intake circulation passage. The exhaust circulation valve is provided in the exhaust circulation passage. The controller is programmed to close the exhaust circulation valve in accordance with an opening degree of the intake circulation valve.

Abstract: An abnormality diagnosis apparatus applied to an internal combustion engine, including a supercharger, a communication path, an opening/closing valve, and a downstream intake air temperature sensor and not having a cooling device on the upstream side of the downstream intake air temperature sensor and conducting abnormality diagnosis of the downstream intake air temperature sensor diagnoses that the downstream intake air temperature sensor is abnormal if an operation state of the internal combustion engine is a low load and a low rotation region and a detected value of the downstream intake air temperature sensor is at a predetermined high temperature or more and prohibits the subsequent abnormality diagnosis if the operation state of the internal combustion engine becomes a higher load or a higher rotation than the low load and low rotation region.

Abstract: An internal combustion engine boost pressure diagnostic apparatus includes a boost pressure sensor, a throttle valve opening degree sensor, a bypass valve opening degree sensor and a control unit. The boost pressure sensor detects a pressure between a forced induction device and a throttle valve. The throttle valve opening degree sensor detects a throttle valve opening degree of the throttle valve. The bypass valve opening degree sensor detects a valve opening degree of a bypass valve. The control unit determines that the pressure between the forced induction device and the throttle valve is abnormal upon the boost pressure sensor detecting the pressure being equal to or larger than a prescribed value, the throttle valve opening degree sensor detecting the throttle valve opening degree being in a prescribed opening degree region, and the bypass valve opening degree sensor detecting the bypass valve opening degree being in a prescribed opening degree region.

Abstract: A fan coupling device 1 connecting an internal combustion engine 31 to a cooling fan 21 comprises an input shaft 3 driven to rotate by the engine 31, a fluid coupling 12 that transmits torque from the input shaft 3 to the cooling fan 21 via a fluid, and a solenoid valve 13 having a valve main body 18 that adjusts a fluid amount in the fluid coupling 12. A determination as to whether or not the valve main body 18 is stuck in a lifted position on the basis of a rotation speed of the cooling fan 21, is started after the elapse of a predetermined time following output of a signal for returning the valve main body 18 to a closed position, The sticking determination can be performed with a high degree of precision without being affected by variation in the rotation speed of the input shaft 3.

Abstract: A fan coupling device 1 connecting an internal combustion engine 31 to a cooling fan 21 comprises an input shaft 3 driven to rotate by the engine 31, a fluid coupling 12 that transmits torque from the input shaft 3 to the cooling fan 21 via a fluid, and a solenoid valve 13 having a valve main body 18 that adjusts a fluid amount in the fluid coupling 12. A determination as to whether or not the valve main body 18 is stuck in a lifted position on the basis of a rotation speed of the cooling fan 21, is started after the elapse of a predetermined time following output of a signal for returning the valve main body 18 to a closed position, The sticking determination can be performed with a high degree of precision without being affected by variation in the rotation speed of the input shaft 3.

Abstract: An electronic control apparatus for a vehicle having an engine control unit 114 controlling an electronically-controlled throttle of an engine and a valve control unit 141 controlling a variable lift mechanism 112 that varies a lift amount of an intake valve are provided. Information of a target lift amount and an actual lift amount is transmitted/received between these control units. Each of the control units diagnoses a state of data transmission from the other control unit, transmits the diagnosis result to the other control unit and, when the diagnosis result of itself and/or the diagnosis result of the other control unit shows an abnormal state, moves to the mode of a fail-safe operation.

Abstract: An electronic control apparatus for a vehicle having an engine control unit 114 controlling an electronically-controlled throttle of an engine and a valve control unit 141 controlling a variable lift mechanism 112 that varies a lift amount of an intake valve are provided. Information of a target lift amount and an actual lift amount is transmitted/received between these control units. Each of the control units diagnoses a state of data transmission from the other control unit, transmits the diagnosis result to the other control unit and, when the diagnosis result of itself and/or the diagnosis result of the other control unit shows an abnormal state, moves to the mode of a fail-safe operation.

Abstract: An internal combustion engine control apparatus basically comprises a reference intake air quantity calculating section, a maximum intake air quantity calculating section and an engine control section. The reference intake air quantity calculating section is configured to calculate a reference intake air quantity corresponding to when an intake air is taken in as a sonic flow. The maximum intake air quantity calculating section is configured to calculate a theoretical maximum intake air quantity. The engine control section is configured to control the engine by using an intake air quantity function between a first value obtained by dividing the reference intake air quantity by the maximum intake air quantity and a second value obtained by dividing an actual intake air quantity corresponding to the valve characteristics of the intake valve by the maximum intake air quantity.

Abstract: An internal combustion engine control apparatus basically comprises a reference intake air quantity calculating section, a maximum intake air quantity calculating section and an engine control section. The reference intake air quantity calculating section is configured to calculate a reference intake air quantity corresponding to when an intake air is taken in as a sonic flow. The maximum intake air quantity calculating section is configured to calculate a theoretical maximum intake air quantity. The engine control section is configured to control the engine by using an intake air quantity function between a first value obtained by dividing the reference intake air quantity by the maximum intake air quantity and a second value obtained by dividing an actual intake air quantity corresponding to the valve characteristics of the intake valve by the maximum intake air quantity.