Abstract: A control system for an internal combustion engine includes a turbocharger and a throttle valve. The turbocharger that is adapted to supercharging intake air drawn into the internal combustion engine utilizing energy of exhaust gas of the internal combustion engine. The turbocharger includes an electric generator that is adapted to generating regenerative electric power utilizing energy of exhaust gas. The throttle valve is adapted to controlling a flow amount of intake air supercharged using the turbocharger. An operating condition detecting unit is adapted to detecting an operating condition of at least one of the turbocharger and the electric generator. The throttle opening correcting unit is adapted to correcting opening degree of the throttle valve on the basis of the operating condition of the at least one of the turbocharger and the electric generator, when the electric generator regenerates regenerative electric power.

Abstract: A controller controls an electrically assisted turbocharger including a turbocharger body and an assist electric motor for assisting the turbocharger body in driving. The controller controls the operation of the assist electric motor. The controller compares a target power value of the assist electric motor with an actual power value actually supplied to the assist electric motor, and computes the differential between them. The controller compensates a torque error of the assist electric motor due to the differential (updating a correction coefficient) based on the differential.

Abstract: In an engine system having a motor-assisted supercharger, first and second supercharge-assist controls are performed. The first supercharge-assist control performs the supercharge-assist by an assist motor based upon a supercharge-assist amount for improving the follow-up characteristics of the actual supercharging pressure and the acceleration responsiveness to the rapid acceleration request by a driver. The second supercharge-assist control performs the supercharge-assist by the assist motor based upon the supercharge-assist amount for improving the convergent characteristics of the actual supercharging pressure to the target supercharging pressure.

Abstract: A control system for an internal combustion engine includes a turbocharger and a throttle valve. The turbocharger that is adapted to supercharging intake air drawn into the internal combustion engine utilizing energy of exhaust gas of the internal combustion engine. The turbocharger includes an electric generator that is adapted to generating regenerative electric power utilizing energy of exhaust gas. The throttle valve is adapted to controlling a flow amount of intake air supercharged using the turbocharger. An operating condition detecting unit is adapted to detecting an operating condition of at least one of the turbocharger and the electric generator. The throttle opening correcting unit is adapted to correcting opening degree of the throttle valve on the basis of the operating condition of the at least one of the turbocharger and the electric generator, when the electric generator regenerates regenerative electric power.

Abstract: An electronic control unit (ECU) of a fuel injection system of an internal combustion engine stores correspondences defining each correspondence between an operating state and a correction value for each progression level of a change in the engine with time in advance. The ECU determines which progression level includes a present state of the change in the engine with time and selects the correspondence based on a result of the determination. Thus, even if a change in an error with time, which should be corrected, does not have an identical tendency corresponding to the operating state, the error can be suitably corrected by referring to the correspondence between the operating state and the correction value in each progression level.

Abstract: An electronic control unit (ECU) of a fuel injection system of an internal combustion engine stores correspondences defining each correspondence between an operating state and a correction value for each progression level of a change in the engine with time in advance. The ECU determines which progression level includes a present state of the change in the engine with time and selects the correspondence based on a result of the determination. Thus, even if a change in an error with time, which should be corrected, does not have an identical tendency corresponding to the operating state, the error can be suitably corrected by referring to the correspondence between the operating state and the correction value in each progression level.