Abstract: An apparatus is provided for controlling an intake valve of a vehicular internal combustion engine. The apparatus includes a variable valve operating mechanism configured to vary a valve lift and a valve phase angle of the intake valve, and a controller. The controller calculates a desired first target value at a current engine operating condition, a reacceleration estimated value based on an engine rotational speed and estimated operating load upon reacceleration, and a second target value at which engine torque is equivalent to engine torque at the first target value. The controller sets the first target value as a control target value, and then switches the control target value to the second target value when a minimum clearance between the intake valve and a piston is determined to become less than a permissible value during variation of the intake valve from the first target value toward the reacceleration estimated value.

Abstract: A hybrid-vehicle driving system includes an engine, a transmission, a first motor/generator provided between the engine and the transmission, and a battery that can charge and discharge the first motor/generator. When an estimated output voltage of the first motor/generator becomes higher than or equal to a predetermined voltage during a gear shift operation of the transmission, the battery is electrically disconnected from the driving system, and the voltage of a power line on the side of the first motor/generator is then decreased so as to charge the battery.

Abstract: An apparatus is provided for controlling an intake valve of a vehicular internal combustion engine. The apparatus includes a variable valve operating mechanism configured to vary a valve lift and a valve phase angle of the intake valve, and a controller. The controller calculates a desired first target value at a current engine operating condition, a reacceleration estimated value based on an engine rotational speed and estimated operating load upon reacceleration, and a second target value at which engine torque is equivalent to engine torque at the first target value. The controller sets the first target value as a control target value, and then switches the control target value to the second target value when a minimum clearance between the intake valve and a piston is determined to become less than a permissible value during variation of the intake valve from the first target value toward the reacceleration estimated value.

Abstract: To protect the inverters and motor generators from damage caused by abnormal currents resulting from the sudden changes in voltage that occur when changing the battery voltage. A vehicle equipped with an engine 10* and first and second motor-generators 11 and 12 that can generate electricity by being driven by engine 10* or from regeneration of kinetic energy of the vehicle, power supply line 25 that connects first motor-generator 11 with second motor-generator 12, and battery 23 connected via switch 24 in the middle of electric power supply line 25. When changing the voltage of battery 23, switch 24 is opened before the voltage of battery 23 is changed, and switch 24 is closed only after one of the motor generators 11 and 12 is caused to generate electric power or propel the vehicle in order to reduce the difference in voltage between power supply line 25 and battery 23.

Abstract: A hybrid-vehicle driving system includes an engine, a transmission, a first motor/generator provided between the engine and the transmission, and a battery that can charge and discharge the first motor/generator. When an estimated output voltage of the first motor/generator becomes higher than or equal to a predetermined voltage during a gear shift operation of the transmission, the battery is electrically disconnected from the driving system, and the voltage of a power line on the side of the first motor/generator is then decreased so as to charge the battery.

Abstract: A hybrid drive system has an engine (11); a motor-generator (16); a transmission (12) for converting drive force inputted from at least one of the engine (11) and the motor-generator (16) and transmitting the converted drive force to a drive wheel (15); a first rotating shaft (41), a second rotating shaft (42) and a third rotating shaft (43) disposed mutually in parallel.

Abstract: An intake valve control system for an internal combustion engine includes a first valve control mechanism for varying an actual operation angle of an intake valve, a second valve control mechanism for varying an actual maximum lift phase of the intake valve and a control unit that operates the first and second valve control mechanisms to adjust an intake air amount by controlling the operation angle predominantly in a low-intake range and controlling the maximum lift phase predominantly in a high-intake range. The control unit is configured to calculate a target operation angle and a target maximum lift phase according to engine operating conditions so that the actual operation angle and maximum lift phase are controlled to the target operation angle and maximum lift phase, respectively, and correct the target operation angle in a transient operating state where the actual maximum lift phase deviates from the target maximum lift phase.

Abstract: A hybrid electric vehicle runs by torque of an internal combustion engine (11, 111) and torque of an electric motor (13, 116) that are output through a transmission. The transmission comprises a first shaft (21, A113) that is connectable to the internal combustion engine (11, 111), a second rotation shaft (22, A114) that is connectable to the electric motor (13, 116), and a third rotation shaft (23, A112) that is connected to drive wheels (14, 115). A plurality of combinations of gears that are selectively applied are provided between the first rotation shaft (21, A113) and the third rotation shaft (23, A112), and between the second rotation shaft (22, A114) and the third rotation shaft (23, A112). A variety of power transmissions to the drive wheels (14, 115) are made possible by further providing a clutch (64, 151) that connects the first rotation shaft (21, A113) and the second rotation shaft (22, A114).

Abstract: To protect the inverters and motor generators from damage caused by abnormal currents resulting from the sudden changes in voltage that occur when changing the battery voltage. A vehicle equipped with an engine 10* and first and second motor-generators 11 and 12 that can generate electricity by being driven by engine 10* or from regeneration of kinetic energy of the vehicle, power supply line 25 that connects first motor-generator 11 with second motor-generator 12, and battery 23 connected via switch 24 in the middle of electric power supply line 25. When changing the voltage of battery 23, switch 24 is opened before the voltage of battery 23 is changed, and switch 24 is closed only after one of the motor generators 11 and 12 is caused to generate electric power or propel the vehicle in order to reduce the difference in voltage between power supply line 25 and battery 23.

Abstract: In intake air control apparatus and method for an internal combustion engine, a target angle calculating section calculates a target angle of one of first and second variably operated valve mechanisms from a target load in accordance with an accelerator opening angle and a present engine speed, a variably operated valve mechanism actual angle outputting section derives and outputs an actual angle of the one of the first and second variably operated valve mechanisms which is varied toward the target angle, and another target angle calculating section calculates another target angle of the other of the first and second variably operated valve mechanisms from a derived and outputted present corresponding variably operated valve mechanism actual angle equivalent value, the present engine speed, and the target load on the basis of a known relationship among four of the working angle, the central angle, the engine speed, and a load.

Abstract: A hybrid drive system has an engine (11); a motor-generator (16); a transmission (12) for converting drive force inputted from at least one of the engine (11) and the motor-generator (16) and transmitting the converted drive force to a drive wheel (15); a first rotating shaft (41), a second rotating shaft (42) and a third rotating shaft (43) disposed mutually in parallel.

Abstract: A hybrid electric vehicle runs by torque of an internal combustion engine (11, 111) and torque of an electric motor (13, 116) that are output through a transmission. The transmission comprises a first shaft (21, A113) that is connectable to the internal combustion engine (11, 111), a second rotation shaft (22, A114) that is connectable to the electric motor (13, 116), and a third rotation shaft (23, A112) that is connected to drive wheels (14, 115). A plurality of combinations of gears that are selectively applied are provided between the first rotation shaft (21, A113) and the third rotation shaft (23, A112), and between the second rotation shaft (22, A114) and the third rotation shaft (23, A112). A variety of power transmissions to the drive wheels (14, 115) are made possible by further providing a clutch (64, 151) that connects the first rotation shaft (21, A113) and the second rotation shaft (22, A114).

Abstract: An intake valve control system for an internal combustion engine includes a first valve control mechanism for varying an actual operation angle of an intake valve, a second valve control mechanism for varying an actual maximum lift phase of the intake valve and a control unit that operates the first and second valve control mechanisms to adjust an intake air amount by controlling the operation angle predominantly in a low-intake range and controlling the maximum lift phase predominantly in a high-intake range. The control unit is configured to calculate a target operation angle and a target maximum lift phase according to engine operating conditions so that the actual operation angle and maximum lift phase are controlled to the target operation angle and maximum lift phase, respectively, and correct the target operation angle in a transient operating state where the actual maximum lift phase deviates from the target maximum lift phase.

Abstract: An electronic engine control system of an internal combustion engine with a supercharging device operable to produce a desired boost pressure, includes an electronically-controlled throttle valve and a pressure sensor located in an induction system to detect an actual boost pressure. The system computes a target air quantity used in a stratified combustion mode or in a homogeneous lean combustion mode, based on at least an operated amount of an accelerator, and computes the desired boost pressure based on engine speed and engine load, and computes a boost-pressure correction factor as the ratio of the desired boost pressure to the actual boost pressure, during the stratified combustion mode or during the homogeneous lean combustion mode. An arithmetic-calculation section is also provided to compensate for the target air quantity by the boost-pressure correction factor during the stratified combustion mode or during the homogeneous lean combustion mode.

Abstract: A throttle actuator varies an actual throttle valve opening degree for an engine in response to a control signal independently of driver's accelerator operation. An engine control unit determines a target torque (or a variable quantity representing the target torque) in accordance with an accelerator opening degree, and normally controls the actual throttle opening degree in a normal mode based on the target torque. In a predetermined operating region where the throttle opening responds too sensitively to a change in the target torque, the control unit controls the throttle opening degree in a constraint mode in accordance with a parameter, such as the accelerator opening degree, independent of the target torque.

Abstract: The disclosed control apparatus and method of an engine of the present invention calculates a target engine torque using an operation amount of an accelerator, converting the target engine torque into a first opening area of a throttle valve, calculates a required air amount at the time of idling, converting the required air amount into a second opening area of the throttle valve, calculates a target total opening area of the throttle valve by adding the first opening area and the second opening area of the throttle valve, calculates a target opening degree of the throttle valve in correspondence to the target total opening area, and outputs the target opening degree to the throttle valve controller which controls an opening degree of the throttle valve.

Abstract: An air-fuel ratio control system for an automotive internal combustion engine equipped with a fuel injector valve. The control system comprises a sensor for detecting a ratio between air and fuel which form air-fuel mixture in the engine. A controller is provided to control the ratio between air and fuel, and includes a section for calculating the ratio between air and fuel, in accordance with an engine operating condition. A section is provided for calculating a quantity of fuel to be supplied through the fuel injector valve, in accordance with the calculated ratio between air and fuel. A section is provided for calculating a coefficient relating to a feedback control for the ratio between air and fuel, in accordance with the calculated quantity of fuel to be supplied. The feedback control is made in accordance with the ratio between air and fuel detected by the sensor.

Abstract: In an internal combustion engine of gasoline direct injection type, there is arranged a gasoline vapor purging system. The vapor purging system has a vapor purging section which temporarily traps gasoline vapor produced in a fuel supply section of the engine and feeds the gasoline vapor through a vapor purge conduit into an intake section of the engine upon operation of the engine. In the vapor purge conduit, there is installed an electrically actuated valve which controls the flow of the gasoline vapor toward the intake section. The vapor purging system has further a control unit which controls operation of the valve so that a target purging rate of the gasoline vapor toward the intake section is determined based on an amount of gasoline injected to each combustion chamber of the engine through an injector.

Abstract: In a, so-called, lean burn engine having a vaporized fuel processor, a concentration of a vaporized fuel purged into an intake air passage (so-called, a purge concentration) is estimated using a normal type oxygen concentration sensor. Whenever a predetermined interval of time has passed, the engine combustion condition is forcefully and temporarily transferred into a stoichiometric air-fuel mixture ratio combustion condition during which the purge concentration is estimated on the basis of an output signal from the oxygen concentration sensor during an air-fuel mixture ratio feedback control.

Abstract: In a direct-injection gasoline engine which is so constituted as to execute a twice-injection mode for injecting the fuel in the intake stroke and in the compression stroke, respectively, at the time of change-over between the stratified mode and the homogeneous mode, the fuel injection amount is set to be constant in either the intake stroke or the compression stroke in the twice-injection mode, and an amount obtained by subtracting the above constant amount from the required injection amount is injected in the other stroke. Setting the fuel amount to be constant at one injection timing makes it easy to comply with the operation for controlling the fuel injection in the twice-injection mode.