Abstract: Provided are a power generation control method for a vehicle configured to perform idling stop at a predetermined vehicle speed or less by a stop/start system, the vehicle including: a power generator configured to be driven by an internal combustion engine to generate power; and a battery to be charged by the power generated by the power generator, the power being generated in the vehicle under control so as to reduce an amount of fuel to be consumed by the internal combustion engine for power generation, the power generation control method including: detecting a charged and discharged state of the battery; and controlling the internal combustion engine to interrupt power generation involving fuel consumption when a charged state of the battery has recovered to a charged state before the idling stop through charging after the idling stop in accordance with the detected charged and discharged state.

Abstract: A vehicular power generation system includes: a battery which is charged by power generation electric power of a generator that is driven by an internal combustion engine; and a power generation control device which reduces the amount of fuel to be consumed for power generation of the internal combustion engine. The power generation control device includes: a unit which sets an operating range that is small in the amount of fuel to be consumed for an increase in torque of the internal combustion engine; a unit which sets electric power with high power generation efficiency to a target value of power generation electric power according to rotation speed and power generation voltage of the generator; and a unit which controls so that the amount of power generation of the generator is a target value when the operating point of the internal combustion engine is in the operating range.

Abstract: An engine start control device includes a mechanical pump supplying hydraulic pressure; an electric pump connected in parallel to the mechanical pump and independently driven; a device for stopping the engine when an idling stop condition is satisfied and starting the engine when a restart condition and a fuel injection condition are satisfied; a device for driving the electric pump when the hydraulic pressure is less than a first hydraulic pressure when the engine is stopped by idling stop; and a device for driving a motor at a target speed and for performing control so that the change in the target speed is small compared with the change exhibited when the hydraulic pressure is equal or higher than a second hydraulic pressure, when the hydraulic pressure is less than the second hydraulic pressure, and the restart condition is satisfied after the idling stop.

Abstract: In power generation control for a vehicle, which is configured to control power generation so as to reduce an amount of fuel consumed by power generation of the internal combustion engine, the vehicle including: a generator configured to be driven by the internal combustion engine to generate electric power; and the battery to be charged by the generated electric power of the generator, the vehicle being configured to stop idling at a predetermined vehicle speed or less, a battery voltage as an inter-terminal voltage of the battery is detected, and the internal combustion engine is controlled to interrupt power generation involving fuel consumption one of when the detected battery voltage reaches a predetermined combustion power generation interruption voltage and when the detected battery voltage exceeds the predetermined combustion power generation interruption voltage.

Abstract: A vehicular power generation system includes: a battery which is charged by power generation electric power of a generator that is driven by an internal combustion engine; and a power generation control device which reduces the amount of fuel to be consumed for power generation of the internal combustion engine. The power generation control device includes: a unit which sets an operating range that is small in the amount of fuel to be consumed for an increase in torque of the internal combustion engine; a unit which sets electric power with high power generation efficiency to a target value of power generation electric power according to rotation speed and power generation voltage of the generator; and a unit which controls so that the amount of power generation of the generator is a target value when the operating point of the internal combustion engine is in the operating range.

Abstract: The power management apparatus provided in a vehicle includes: a switch 6 for bringing a state between the first and second electric power storage devices 1 and 2 into a non-conduction state during a normal operation and switching the state therebetween to a conduction state when a failure of the power converter 4 is detected; and a power management section 7 for controlling the motor-generator 3 so that a difference between voltages of the first and second electric power storage devices 1 and 2 is equal to or smaller than a predetermined voltage difference before the switch 6 is operated to perform switching from the non-conduction state to the conduction state.

Abstract: An electricity generation control device calculates a virtual electricity generation efficiency where a transmission gear ratio of a continuously variable transmission is changed with a minute amount when an electricity generation condition by an engine drive is realized, changes the transmission gear ratio with a minute amount in a case where the virtual electricity generation efficiency is superior to a present electricity generation efficiency, calculates a virtual electricity generation efficiency where an engine drive torque and an electricity generation drive torque are changed with a minute amount, and changes the engine drive torque and the electricity generation drive torque in a case where the virtual electricity generation efficiency is superior to a present electricity generation efficiency, in which the minute amount change of the transmission gear ratio and the minute amount change of the engine drive torque and the electricity generation drive torque are alternatively performed.

Abstract: An internal combustion engine control apparatus includes a first period in which the target heater applied effective voltage is set to a first target voltage with which the temperature of an exhaust gas sensor becomes a target temperature at a time when the internal combustion engine is being operated; a second control period in which after the automatic stop mode of the engine has started, the target heater applied effective voltage is set to a second target voltage lower than the first target voltage; and a third period in which after the second period, the target heater applied effective voltage is controlled to a third target voltage higher than the second target voltage and with which the temperature of an exhaust gas sensor becomes a target temperature at a time when the engine is in the automatic stop mode.

Abstract: An engine start control device includes a mechanical pump supplying hydraulic pressure; an electric pump connected in parallel to the mechanical pump and independently driven; a device for stopping the engine when an idling stop condition is satisfied and starting the engine when a restart condition and a fuel injection condition are satisfied; a device for driving the electric pump when the hydraulic pressure is less than a first hydraulic pressure when the engine is stopped by idling stop; and a device for driving a motor at a target speed and for performing control so that the change in the target speed is small compared with the change exhibited when the hydraulic pressure is equal or higher than a second hydraulic pressure, when the hydraulic pressure is less than the second hydraulic pressure, and the restart condition is satisfied after the idling stop.

Abstract: An electricity generation control device calculates a virtual electricity generation efficiency where a transmission gear ratio of a continuously variable transmission is changed with a minute amount when an electricity generation condition by an engine drive is realized, changes the transmission gear ratio with a minute amount in a case where the virtual electricity generation efficiency is superior to a present electricity generation efficiency, calculates a virtual electricity generation efficiency where an engine drive torque and an electricity generation drive torque are changed with a minute amount, and changes the engine drive torque and the electricity generation drive torque in a case where the virtual electricity generation efficiency is superior to a present electricity generation efficiency, in which the minute amount change of the transmission gear ratio and the minute amount change of the engine drive torque and the electricity generation drive torque are alternatively performed.

Abstract: To obtain an exhaust gas purification method for an internal combustion engine for detecting timing at which an inflow NOx amount flowing into an NOx absorption catalyst exceeds an NOx amount processable by the NOx absorption catalyst, and enriches the air/fuel ratio to prevent deterioration of the exhaust gas and maintain good fuel consumption. Based on an NOx amount absorbed in the NOx absorption catalyst and a maximum NOx absorption amount NOx of the absorption catalyst, a processable NOx amount processable by the NOx absorption catalyst per unit time is calculated and compared with the inflow NOx amount entering the NOx absorption catalyst per unit time, and when it is determined that the inflow NOx amount is greater, the air/fuel ratio is switched to rich.

Abstract: An air-fuel ratio of exhaust gas flowing into a NOx absorber catalyst is compulsorily changed from a lean side to a rich side to release NOx absorbed by the NOx absorber catalyst. The Nox is reduced at the same time. If temperature of the NOx absorber catalyst is lower than a first predetermined temperature T1, temporaral change of the air-fuel ratio of the exhaust gas to the rich side for the purpose of releasing and reducing NOx is inhibited, and if temperature of the NOx absorber catalyst is higher than the first predetermined temperature T1 and lower than a second predetermined temperature T2, at the time of changing temporarily the air-fuel ratio of the exhaust gas to the rich side for the purpose of releasing and reducing NOx, timing of changing the air-fuel ratio and the set air-fuel ratio are changed depending on the temperature of the NOx absorber catalyst.

Abstract: A device for purifying exhaust gas of an internal combustion engine which provides improved purifying efficiency even in a lean operating condition without deteriorating the fuel efficiency. The device includes an electrochemical catalyst 5 installed in the exhaust system 3 of the internal combustion engine 1, the electro chemical catalyst 5 containing an electron conducting substance and an ion conducting substance, the oxidizing reaction and the reducing reaction being promoted by the conduction of ions and electrons, thereby to electrochemically purify the exhaust gas G in the exhaust system.

Abstract: An engine with an electromagnetic driving valve reduces a loss during a cranking operation to shorten a starting time, reduce an electric power consumption for a starter motor, and prevent an interference between a valve system and a piston. Intake and exhaust valves are sequentially excited and started such that, after starting the cranking operation by a starter motor, a first cranking rotating speed can be reached, and the valves can be all closed at a predetermined cranking angle. All intake and exhaust valves are closed and the cranking rotating speed reaches an ignition point by the supply of a fuel and the continuous operation of the engine can be performed at more than a second cranking rotating speed, and the intake and exhaust valves can be switching controlled in the normal cylinder process.

Abstract: To obtain an exhaust gas purification method for an internal combustion engine for detecting timing at which an inflow NOx amount flowing into an NOx absorption catalyst exceeds an NOx amount processable by the NOx absorption catalyst, and enriches the air/fuel ratio to prevent deterioration of the exhaust gas and maintain good fuel consumption. Based on an NOx amount absorbed in the NOx absorption catalyst and a maximum NOx absorption amount NOx of the absorption catalyst, a processable NOx amount processable by the NOx absorption catalyst per unit time is calculated and compared with the inflow NOx amount entering the NOx absorption catalyst per unit time, and when it is determined that the inflow NOx amount is greater, the air/fuel ratio is switched to rich.

Abstract: An air-fuel ratio of exhaust gas flowing into a NOx absorber catalyst is compulsorily changed from a lean side to a rich side to release NOx absorbed by the NOx absorber catalyst. The Nox is reduced at the same time. If temperature of the NOx absorber catalyst is lower than a first predetermined temperature T1, temporaral change of the air-fuel ratio of the exhaust gas to the rich side for the purpose of releasing and reducing NOx is inhibited, and if temperature of the NOx absorber catalyst is higher than the first predetermined temperature T1 and lower than a second predetermined temperature T2, at the time of changing temporarily the air-fuel ratio of the exhaust gas to the rich side for the purpose of releasing and reducing NOx, timing of changing the air-fuel ratio and the set air-fuel ratio are changed depending on the temperature of the NOx absorber catalyst.

Abstract: In order to suppress the quantity of the nitrogen oxide to be released to the atmosphere when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the exhaust gas purification apparatus is arranged such that by forced rich operation, when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the operation state is shifted to the engine operation with stoichiometric air fuel ratio after performing that with rich air fuel ratio.

Abstract: An air/fuel ratio correction cylinder determining section 25 specifies, based on the peak phase, a cylinder for which an air/fuel ratio is to be corrected. A cylinder-specific air/fuel ratio correcting section in the form of respective cylinder correcting sections 31 through 34 corrects an amount of fuel to be supplied to a cylinder which becomes an air/fuel ratio correction target. A cylinder for which an air/fuel ratio deviates from the remaining cylinders is specified as a fuel amount correction target based on a change in the output value of the air/fuel ratio sensor.

Abstract: An engine with an electromagnetic driving valve reduces a loss during a cranking operation to shorten a starting time, reduce an electric power consumption for a starter motor, and prevent an interference between a valve system and a piston. Intake and exhaust valves are sequentially excited and started such that, after starting the cranking operation by a starter motor, a first cranking rotating speed can be reached, and the valves can be all closed at a predetermined cranking angle. All intake and exhaust valves are closed and the cranking rotating speed reaches an ignition point by the supply of a fuel and the continuous operation of the engine can be performed at more than a second cranking rotating speed, and the intake and exhaust valves can be switching controlled in the normal cylinder process.

Abstract: An air/fuel ratio control apparatus for an internal combustion engine is capable of making the air/fuel ratios of respective cylinders uniform with high accuracy without causing an increase in the load of arithmetic operations of a CPU, while avoiding the influence of a change in an engine operating state, etc. An air/fuel ratio detection period setting section 22 sets an air/fuel ratio detection period T in which all the exhaust strokes of respective cylinders of the engine are included. A peak phase detecting section 21 takes in an output value &lgr; of an air/fuel ratio sensor 8 for an air/fuel ratio detection period, and detects a peak phase P&lgr; which becomes a maximum on a rich side or a lean side owing to a change in the air/fuel ratio. An air/fuel ratio correction cylinder determining section 25 specifies, based on the peak phase, a cylinder for which an air/fuel ratio is to be corrected.