Abstract: An engine device is equipped with an engine that is supplied with fuel from a fuel tank and that has a throttle valve arranged in an intake pipe, a supercharger that has a compressor arranged in the intake pipe, and an evaporative fuel treatment device that has a supply pipe for supplying evaporative fuel gas containing evaporative fuel generated in the fuel tank to the intake pipe in a region upstream of the compressor, and a purge valve provided in the supply pipe. Moreover, the throttle valve is controlled such that an opening degree of the throttle valve becomes larger when upstream purge for supplying evaporative fuel gas to the intake pipe via the supply pipe is carried out than when upstream purge is not carried out, while the supercharger is in operation.

Abstract: An engine device is equipped with an engine that is supplied with fuel from a fuel tank and that has a throttle valve arranged in an intake pipe, a supercharger that has a compressor arranged in the intake pipe, and an evaporative fuel treatment device that has a supply pipe for supplying evaporative fuel gas containing evaporative fuel generated in the fuel tank to the intake pipe in a region upstream of the compressor, and a purge valve provided in the supply pipe. Moreover, the throttle valve is controlled such that an opening degree of the throttle valve becomes larger when upstream purge for supplying evaporative fuel gas to the intake pipe via the supply pipe is carried out than when upstream purge is not carried out, while the supercharger is in operation.

Abstract: When a required pressure ratio RP* is less than or equal to a calculation switching pressure ratio RPwot, an engine control unit calculates, as a target opening degree TA*, a throttle opening degree TA at which a throttle upstream-downstream pressure ratio RP is the required pressure ratio RP*. When the required pressure ratio RP* exceeds the calculation switching pressure ratio RPwot, the engine control unit obtains a switching point opening degree TAwot, a switching point load factor KLwot and a maximum load factor KLmax, and calculates the target opening degree TA* as a value that has a linear relationship with the required load factor KL* between the switching point opening degree TAwot and the maximum opening degree TAmax.

Abstract: A controller for an internal combustion engine defines a difference between a throttle opening degree target value before correction and a throttle opening degree target value after correction as a correction amount. The difference between a downstream pressure that is a pressure downstream of a throttle valve in the intake passage and a required value of the downstream pressure is defined as a pressure difference. The controller corrects the throttle opening degree target value so that the correction amount increases as the absolute value of the pressure difference increases, the correction amount is smaller when the throttle opening degree is large than when the throttle opening degree is small, and the correction amount is smaller when the flow velocity of intake air in the intake passage is low that when the flow velocity of the intake air is high.

Abstract: When a required pressure ratio RP* is less than or equal to a calculation switching pressure ratio RPwot, an engine control unit calculates, as a target opening degree TA*, a throttle opening degree TA at which a throttle upstream-downstream pressure ratio RP is the required pressure ratio RP*. When the required pressure ratio RP* exceeds the calculation switching pressure ratio RPwot, the engine control unit obtains a switching point opening degree TAwot, a switching point load factor KLwot and a maximum load factor KLmax, and calculates the target opening degree TA* as a value that has a linear relationship with the required load factor KL* between the switching point opening degree TAwot and the maximum opening degree TAmax.

Abstract: A controller for an internal combustion engine defines a difference between a throttle opening degree target value before correction and a throttle opening degree target value after correction as a correction amount. The difference between a downstream pressure that is a pressure downstream of a throttle valve in the intake passage and a required value of the downstream pressure is defined as a pressure difference. The controller corrects the throttle opening degree target value so that the correction amount increases as the absolute value of the pressure difference increases, the correction amount is smaller when the throttle opening degree is large than when the throttle opening degree is small, and the correction amount is smaller when the flow velocity of intake air in the intake passage is low that when the flow velocity of the intake air is high.

Abstract: A control system of an internal combustion engine is provided. The engine includes a turbocharger, a bypass passage, a wastegate valve, an exhaust-gas recirculation passage, and an exhaust-gas recirculation valve. The control system includes a valve closing detector and an electronic control unit. The valve closing detector is configured to detect start of an operation to close the wastegate valve. The electronic control unit is configured to start an operation to close the exhaust-gas recirculation valve when the start of the operation to close the wastegate valve is detected by the valve closing detector, such that both of the wastegate valve and the exhaust-gas recirculation valve are closed during supercharging by the turbocharger.

Abstract: An air-fuel ratio control apparatus and control method thereof performs air-fuel ratio feedback control based on an estimated value (i.e., an upstream side estimated air-fuel ratio) of an air-fuel ratio of gas discharged from a combustion chamber into an exhaust passage and an output value of an air-fuel ratio sensor downstream of a catalyst. This upstream side estimated air-fuel ratio is accurately estimated based on an operating state of the engine and a combustion state (i.e., the degree of misfire in the combustion chamber) of the engine.

Abstract: The internal combustion engine has a valve driving mechanism (VM) capable of changing the valve-opening characteristic of at least one of an intake valve (Vi) and an exhaust valve (Ve), an in-cylinder pressure sensor for detecting the in-cylinder pressure in a combustion chamber and ECU. ECU calculates the variation amount of the in-cylinder pressure caused by the valve-overlap of the intake valve (Vi) and the exhaust valve (Ve), and based on this variation amount of the in-cylinder pressure and the in-cylinder pressure detected at a predetermined timing in the compression stroke, calculates an amount of air sucked in the combustion chamber, as well as, based on this calculated intake air amount, determines the ignition timing. The amount of air sucked in the combustion chamber is accurately and costlessly calculated, and the ignition timing is optimally determined by using the calculated air amount.

Abstract: The internal combustion engine has a valve driving mechanism (VM) capable of changing the valve-opening characteristic of at least one of an intake valve (Vi) and an exhaust valve (Ve), an in-cylinder pressure sensor for detecting the in-cylinder pressure in a combustion chamber and ECU. ECU calculates the variation amount of the in-cylinder pressure caused by the valve-overlap of the intake valve (Vi) and the exhaust valve (Ve), and based on this variation amount of the in-cylinder pressure and the in-cylinder pressure detected at a predetermined timing in the compression stroke, calculates an amount of air sucked in the combustion chambers, as well as, based on this calculated intake air amount, determines the ignition timing. The amount of air sucked in the combustion chamber is accurately and costlessly calculated, and the ignition timing is optimally determined by using the calculated air amount.

Abstract: An air-fuel ratio control apparatus and control method thereof performs air-fuel ratio feedback control based on an estimated value (i.e., an upstream side estimated air-fuel ratio) of an air-fuel ratio of gas discharged from a combustion chamber into an exhaust passage and an output value of an air-fuel ratio sensor downstream of a catalyst. This upstream side estimated air-fuel ratio is accurately estimated based on an operating state of the engine and a combustion state (i.e., the degree of misfire in the combustion chamber) of the engine.

Abstract: An apparatus for controlling the air-fuel ratio in an internal combustion engine, which quickly responds to a deviation between the actual air-fuel ratio and the target air-fuel ratio in the engine and results in immediate purification of the exhaust gas discharged from the engine.