Abstract: The variable compression ratio internal combustion engine 1 comprises: a variable compression ratio mechanism 6 able to change a mechanical compression ratio; an exhaust promotion mechanism 50, 55 able to reduce cylinder residual gas after an exhaust stroke of cylinders; and a control device 80 configured to control the mechanical compression ratio by the variable compression ratio mechanism and control an operation of the exhaust promotion mechanism. The control device is configured to operate the exhaust promotion mechanism in at least a partial time period of a time period from when it is demanded that the mechanical compression ratio be raised to when the mechanical compression ratio finishes being changed.

Abstract: A control device of an electric vehicle includes: a target rotation speed calculation unit that calculates a target rotation speed of a drive wheel based on a vehicle body speed; and a slip control unit that detects a slip of the drive wheel when a wheel speed exceeds the target rotation speed of the drive wheel and that controls motor torque of the motor in such a manner that the wheel speed becomes an appropriate rotation speed in detection of the slip. Further, the slip control unit controls the motor torque by feedback control according to a difference between the rotation speed of the motor and the target rotation speed of the drive wheel in detection of the slip.

Abstract: A control device of an electric vehicle includes: a target rotation speed calculation unit that calculates a target rotation speed of a drive wheel based on a vehicle body speed; and a slip control unit that detects a slip of the drive wheel when a wheel speed exceeds the target rotation speed of the drive wheel and that controls motor torque of the motor in such a manner that the wheel speed becomes an appropriate rotation speed in detection of the slip. Further, the slip control unit controls the motor torque by feedback control according to a difference between the rotation speed of the motor and the target rotation speed of the drive wheel in detection of the slip.

Abstract: The energization control apparatus can select a supercharging mode in which the energization control apparatus controls energization to an electric compressor so as to rotate the electric compressor to supercharge an intake air and an electric power consumption mode in which the energization control apparatus controls the energization to the electric compressor so as to deteriorate efficiency of a motor of the electric compressor than the supercharging mode to increase electric power consumption of the electric compressor. The energization control apparatus supplies regenerated electric power to the electric compressor and control the energization to the electric compressor with the electric power consumption mode when regenerative braking is performed by a generator and regenerated electric power for obtaining demand regenerative braking force is more than an input limiting level of a battery.

Abstract: The control apparatus closes the throttle, opens the bypass valve and supplies electric power to the electric compressor in a case where the remaining battery power of the battery is larger than the reference level when regenerative braking is performed with the first motor generator. The electric compressor is provided on the intake passage upstream of the throttle. The bypass valve is provided on the bypass passage that bypasses the electric compressor. According to the hybrid vehicle configured as above, regenerative braking force to be required can be obtained by performing electric power regeneration using the generator even when there is a constraint on regenerated electric power that the battery can accept.

Abstract: A control apparatus for an engine is configured to control the engine provided with: an exhaust-driven supercharger, provided with an adjusting mechanism which can change supercharging efficiency according to an opening degree, in an exhaust passage, and having a first control mode and a second control mode as a control mode of the adjusting mechanism, the first control mode allowing the opening degree to be maintained at a maximum supercharging efficiency opening degree at which the exhaust-driven supercharger has maximum supercharging efficiency without using a deviation between a target supercharging pressure and an actual supercharging pressure, the second control mode allowing the deviation to be fed back to the opening degree; and an electrically-driven supercharger driven by electric power supplied from a power supply.

Abstract: An exhaust turbine power generation system includes an internal combustion engine in which each cylinder includes an intake opening portion, a first exhaust opening portion, and a second exhaust opening portion; an exhaust turbine power generator in which a turbine is rotated by exhaust gas from the internal combustion engine to generate electric power; an intake pipe that is connected to the intake opening portion; a first exhaust pipe that connects the first exhaust opening portion to an inlet portion of the turbine; a second exhaust pipe that connects the second exhaust opening portion to a turbine-downstream exhaust pipe downstream of the turbine such that the second exhaust pipe bypasses the turbine; and an exhaust gas recirculation pipe that connects the second exhaust pipe to the intake pipe without being connected to the first exhaust pipe.

Abstract: The control apparatus closes the throttle, opens the bypass valve and supplies electric power to the electric compressor in a case where the remaining battery power of the battery is larger than the reference level when regenerative braking is performed with the first motor generator. The electric compressor is provided on the intake passage upstream of the throttle. The bypass valve is provided on the bypass passage that bypasses the electric compressor. According to the hybrid vehicle configured as above, regenerative braking force to be required can be obtained by performing electric power regeneration using the generator even when there is a constraint on regenerated electric power that the battery can accept.

Abstract: The energization control apparatus can select a supercharging mode in which the energization control apparatus controls energization to an electric compressor so as to rotate the electric compressor to supercharge an intake air and an electric power consumption mode in which the energization control apparatus controls the energization to the electric compressor so as to deteriorate efficiency of a motor of the electric compressor than the supercharging mode to increase electric power consumption of the electric compressor. The energization control apparatus supplies regenerated electric power to the electric compressor and control the energization to the electric compressor with the electric power consumption mode when regenerative braking is performed by a generator and regenerated electric power for obtaining demand regenerative braking force is more than an input limiting level of a battery.

Abstract: The variable compression ratio internal combustion engine 1 comprises: a variable compression ratio mechanism 6 able to change a mechanical compression ratio; an exhaust promotion mechanism 50, 55 able to reduce cylinder residual gas after an exhaust stroke of cylinders; and a control device 80 configured to control the mechanical compression ratio by the variable compression ratio mechanism and control an operation of the exhaust promotion mechanism. The control device is configured to operate the exhaust promotion mechanism in at least a partial time period of a time period from when it is demanded that the mechanical compression ratio be raised to when the mechanical compression ratio finishes being changed.

Abstract: A control apparatus for an engine is configured to control the engine provided with: an exhaust-driven supercharger, provided with an adjusting mechanism which can change supercharging efficiency according to an opening degree, in an exhaust passage, and having a first control mode and a second control mode as a control mode of the adjusting mechanism, the first control mode allowing the opening degree to be maintained at a maximum supercharging efficiency opening degree at which the exhaust-driven supercharger has maximum supercharging efficiency without using a deviation between a target supercharging pressure and an actual supercharging pressure, the second control mode allowing the deviation to be fed back to the opening degree; and an electrically-driven supercharger driven by electric power supplied from a power supply.

Abstract: The object of the invention is to provide a cooling device for accomplishing both of required engine and compressor cooling degrees. The invention relates to a cooling device for an engine provided with a blowby gas recirculation device (50) and a turbocharger (60), the blowby gas recirculation device recirculating a blowby gas to an intake passage upstream of a compressor of the turbocharger. The cooling device comprises a first cooling device (70) for cooling a body (20) of the engine and a second cooling device (80) for cooling an intake air, separately. The second cooling device cools the compressor (61).

Abstract: The object of the invention is to suppress the generation or accumulation of deposits in a compressor of a turbocharger of an engine provided with a blowby gas recirculation device. The invention relates to a cooling device for the turbocharger (60) of the engine (10) provided with the blowby gas recirculation device (50). The cooling device has a cooled air introduction passage (70). The blowby gas recirculation device introduces a blowby gas to an area upstream of the compressor. The cooled air introduction passage introduces a cooled air to a diffuser passage (64) of the compressor. The cooled air introduction passage introduces the cooled air to the diffuser passage in a direction having an acute angle with respect to a flow direction (IA) of the intake air flowing through the diffuser passage.

Abstract: In a method for controlling operation of an engine in which an EGR system is incorporated therein, when the engine is in a pressure-accumulable operational state in which EGR gas can be pressure-accumulated in an EGR passage between an EGR control valve and an on-off valve, these valves are brought into a full closed state, respectively. In addition, when an intake pressure transmitted from an air intake passage to the engine becomes more than or equal to a target value of the intake pressure set based on an operational state of the engine, the on-off valve is switched to a full open state, and then the on-off valve is switched to the full closed state again after elapse of a predetermined time, and high-pressure EGR gas of a low oxygen concentration is temporarily stored in the EGR passage.

Abstract: In a method for controlling operation of an engine in which an EGR system is incorporated therein, when the engine is in a pressure-accumulable operational state in which EGR gas can be pressure-accumulated in an EGR passage between an EGR control valve and an on-off valve, these valves are brought into a full closed state, respectively. In addition, when an intake pressure transmitted from an air intake passage to the engine becomes more than or equal to a target value of the intake pressure set based on an operational state of the engine, the on-off valve is switched to a full open state, and then the on-off valve is switched to the full closed state again after elapse of a predetermined time, and high-pressure EGR gas of a low oxygen concentration is temporarily stored in the EGR passage.

Abstract: A supercharging system comprising a pressure wave supercharger which supercharges an internal combustion engine by increasing a pressure of gas in a cell using a pressure wave of exhaust gas and discharging from an intake gas outlet port to an intake gas passage the gas pressurized further comprises a first motor which rotates a rotor, and a valve plate and a second motor capable of changing a position of the intake gas outlet port with respect to an exhaust gas inlet port. The motors are controlled so as to change a rotation number of the rotor and the position of the intake gas outlet port with respect to the exhaust gas inlet port based on a quantity of flow of exhaust gas to be recirculated to the intake gas passage.

Abstract: A supercharging system for an internal combustion engine comprising a turbocharger including a compressor and a turbine, and a pressure wave supercharger performing supercharging of the internal combustion engine by increasing a pressure of gas led into each of cells from an intake gas inlet port using a pressure wave of exhaust gas led into the cell from an exhaust gas inlet port and discharging from an intake gas outlet port to an intake passage the gas pressurized, wherein a case of the pressure wave supercharger is connected to the intake passage upstream of the compressor via the intake gas inlet port, and is connected to the intake passage downstream of the compressor via the intake gas outlet port, and is connected to an exhaust passage downstream of the turbine via the exhaust gas inlet port and an exhaust gas outlet port.

Abstract: In an internal combustion engine provided with a rotary intake control valve, preferable position convergence at the end of inertia supercharging is ensured while avoiding an influence on combustion performance. In an engine provided with an impulse valve, if the implementation of the inertia supercharging is stopped and a request to maintain the impulse valve at a fully-opened position is made, an ECU stops the supply of a braking force to the impulse valve until the rotational phase of the impulse valve enters dead band, and the ECU performs a BRK mode for stopping the impulse valve under the condition that the rotational phase enters the dead band and that the impulse valve is in a deceleration state. At this time, electrification or power distribution for acceleration of the impulse valve during stop control of the impulse valve is forbidden.