Abstract: An electric pump actuator for a continuously variable transmission includes a gear wheel pump, a first electric motor, a second electric motor, and an electric control unit. The gear wheel pump has a first gear wheel and a second gear wheel meshing with the first gear wheel. The first electric motor is for actuating the first gear wheel, and the second electric motor is for actuating the second gear wheel independent of the first gear wheel. The electronic control unit is arranged to control the first electric motor to transmit a first torque to the first gear wheel, and control the second electric motor to transmit a second torque to the second gear wheel that is set against the first torque in at least one rotation angle range.

Abstract: An electric pump actuator for a continuously variable transmission includes a gear wheel pump, a first electric motor, a second electric motor, and an electric control unit. The gear wheel pump has a first gear wheel and a second gear wheel meshing with the first gear wheel. The first electric motor is for actuating the first gear wheel, and the second electric motor is for actuating the second gear wheel independent of the first gear wheel. The electronic control unit is arranged to control the first electric motor to transmit a first torque to the first gear wheel, and control the second electric motor to transmit a second torque to the second gear wheel that is set against the first torque in at least one rotation angle range.

Abstract: It is an object to suppress turbo lag, while suppressing a decrease in torque in an acceleration-transient state to a supercharged state, occurring owing to a rise in required load. In a prescribed steady state, an engine compression ratio ?m and ignition timing Tm are set so as to achieve a maximum thermal efficiency. In contrast, in a transient state from a non-supercharged state to a supercharged state, occurring owing to a rise in required load, the engine compression ratio is corrected to a higher compression ratio ?h and concurrently the ignition timing is corrected to a retarded timing value Th, in comparison with the engine compression ratio ?m and the ignition timing Tm during steady-state operation for the same load, thereby increasing exhaust energy due to a reduction in cooling loss and consequently suppressing a delay of response to a rise in supercharging pressure.

Abstract: A hybrid vehicle has a first motor/generator mechanically coupled to a drive wheel, a second motor/generator mechanically coupled to an internal combustion engine and a high-power battery that is electrically coupled to the motor/generators. The second motor/generator has a smaller electrical power generation capability than the first motor/generator. While starting the vehicle at a time of insufficient battery capacity required for the EV start, the power generation controller disconnects the first electric motor from the drive wheel, connects the first electric motor to the internal combustion engine, and carries out MG1 idle power generation in which the first electric motor generates power by receiving torque from the internal combustion engine. When the vehicle is stopped at a time of sufficient battery capacity, the power generation controller does not carry out the MG1 idle power generation and keeps the first electric motor mechanically coupled to the drive wheel.

Abstract: A hybrid vehicle has a first motor/generator mechanically coupled to a drive wheel, a second motor/generator mechanically coupled to an internal combustion engine and a high-power battery that is electrically coupled to the motor/generators. The second motor/generator has a smaller electrical power generation capability than the first motor/generator. While starting the vehicle at a time of insufficient battery capacity required for the EV start, the power generation controller disconnects the first electric motor from the drive wheel, connects the first electric motor to the internal combustion engine, and carries out MG1 idle power generation in which the first electric motor generates power by receiving torque from the internal combustion engine. When the vehicle is stopped at a time of sufficient battery capacity, the power generation controller does not carry out the MG1 idle power generation and keeps the first electric motor mechanically coupled to the drive wheel.

Abstract: A fuel cut during deceleration is executed at time point t1. An oxygen storage amount (rOS) which increases with this fuel cut is estimated based on an exhaust air-fuel ratio and an intake air quantity. When the oxygen storage amount (rOS) reaches a threshold value (at time point t2), a target compression ratio (tCR) is corrected to become lower than a basic target compression ratio (tCR). Although a fuel recovery is executed at time point t4, a combustion temperature is lowered because of the lowering of the mechanical compression ratio, so that a production of NOx in a combustion chamber is suppressed. Therefore, worsening of NOx is suppressed even if the oxygen storage amount (rOS) of exhaust-emission purification catalyst (4) is excessive.

Abstract: At the time of increasing an actual intake air amount by increasing a valve overlap period of intake and exhaust valves (2; 3), an actual compression ratio is temporarily decreased to be lower than a steady-state target compression ratio. This makes it possible to increase the valve overlap period without causing interference of the intake and exhaust valves (2; 3) with a piston (8).

Abstract: A target compression ratio ?(t+Tact) after a prescribed time Tact has expired from a current point of time is calculated from an intake air volume drawn into a cylinder after expiration of the prescribed time Tact from the current point of time. A control command to an electric motor that drives a variable compression ratio mechanism is calculated so as to bring an actual compression ratio ?r(t+Tact) after the prescribed time Tact into accordance with the target compression ratio ?(t+Tact) after the prescribed time Tact. This enables the actual compression ratio to follow the target compression ratio accurately.

Abstract: A wave motion gearing speed reducer (20) is disposed between a driving motor (15) and a control shaft (11) of a variable compression ratio mechanism. There are provided a input shaft rotation sensing sensor (31) to sense the rotational position of an input shaft (16) of the speed reducer (20), and an output shaft rotation sensing sensor (32) to sense the rotational position of an output shaft (12) of the speed reducer (20). When a discrepancy quantity (??) between sensed quantities of both sensors is greater than or equal to a predetermined value, a judgment is made that a ratcheting of slippage of an engaging position between internal teeth (22) and external teeth (25) is generated.

Abstract: A control device for a variable compression ratio internal combustion engine is equipped with a variable compression ratio device capable of changing an engine compression ratio of the internal combustion engine. The control device detects or estimates the temperature of an exhaust component (B11), and sets a target exhaust gas temperature based on the temperature of the exhaust component (B12). A mixing ratio and compression ratio set section (B13) sets a fuel mixing ratio and the engine compression ratio within such a range as not to exceed the target exhaust gas temperature such that energy loss becomes minimum.

Abstract: An internal combustion engine (1) that has a variable-compression-ratio mechanism (2) has variable valve mechanisms (7, 8) for an intake valve (4) and an exhaust valve (5), respectively. If a malfunction in the variable-compression-ratio mechanism (2), which controls a mechanical compression ratio via an electric motor (31), is detected from the amplitude of variations in an actual compression ratio, then if the fuel supply to the engine is cut, a throttle valve (14) is opened wider than would be the case if the variable-compression-ratio mechanism (2) were not malfunctioning, thereby reducing in-cylinder negative pressure during the intake stroke. Also, the timing with which the intake valve is closed is advanced and the timing with which the exhaust valve is opened is retarded, increasing the in-cylinder positive pressure during the compression and power strokes. This prevents the variable-compression-ratio mechanism (2) from increasing the compression ratio when control is lost.

Abstract: A target compression ratio ?(t+Tact) after a prescribed time Tact has expired from a current point of time is calculated from an intake air volume drawn into a cylinder after expiration of the prescribed time Tact from the current point of time. A control command to an electric motor that drives a variable compression ratio mechanism is calculated so as to bring an actual compression ratio ?r(t+Tact) after the prescribed time Tact into accordance with the target compression ratio ?(t+Tact) after the prescribed time Tact. This enables the actual compression ratio to follow the target compression ratio accurately.

Abstract: Rotation speed control apparatus including an electronically controllable throttle valve capable of changing an intake air quantity, a variable compression ratio mechanism capable of changing a mechanical compression ratio, and an ECU configured to calculate a deviation between a target idle rotation speed and an actual rotation speed during idle operation, select either one or both of the intake air quantity and the mechanical compression ratio as control targets in accordance with magnitude of the deviation, and reduce the deviation by changing the selected either one or both of the intake air quantity and the mechanical compression ratio.

Abstract: An internal combustion engine (1) that has a variable-compression-ratio mechanism (2) has variable valve mechanisms (7, 8) for an intake valve (4) and an exhaust valve (5), respectively. If a malfunction in the variable-compression-ratio mechanism (2), which controls a mechanical compression ratio via an electric motor (31), is detected from the amplitude of variations in an actual compression ratio, then if the fuel supply to the engine is cut, a throttle valve (14) is opened wider than would be the case if the variable-compression-ratio mechanism (2) were not malfunctioning, thereby reducing in-cylinder negative pressure during the intake stroke. Also, the timing with which the intake valve is closed is advanced and the timing with which the exhaust valve is opened is retarded, increasing the in-cylinder positive pressure during the compression and power strokes. This prevents the variable-compression-ratio mechanism (2) from increasing the compression ratio when control is lost.

Abstract: A fuel cut during deceleration is executed at time point t1. An oxygen storage amount (rOS) which increases with this fuel cut is estimated based on an exhaust air-fuel ratio and an intake air quantity. When the oxygen storage amount (rOS) reaches a threshold value (at time point t2), a target compression ratio (tCR) is corrected to become lower than a basic target compression ratio (tCR). Although a fuel recovery is executed at time point t4, a combustion temperature is lowered because of the lowering of the mechanical compression ratio, so that a production of NOx in a combustion chamber is suppressed. Therefore, worsening of NOx is suppressed even if the oxygen storage amount (rOS) of exhaust-emission purification catalyst (4) is excessive.

Abstract: A wave motion gearing speed reducer (20) is disposed between a driving motor (15) and a control shaft (11) of a variable compression ratio mechanism. There are provided a input shaft rotation sensing sensor (31) to sense the rotational position of an input shaft (16) of the speed reducer (20), and an output shaft rotation sensing sensor (32) to sense the rotational position of an output shaft (12) of the speed reducer (20). When a discrepancy quantity (??) between sensed quantities of both sensors is greater than or equal to a predetermined value, a judgment is made that a ratcheting of slippage of an engaging position between internal teeth (22) and external teeth (25) is generated.

Abstract: A control system is provided with a piston TDC (top dead center) position variable mechanism and a valve operational characteristics variable mechanism. An actual distance between the valve and the piston of closest approach is calculated based on the actual operation states of these mechanisms. In addition, a limit distance of closest approach necessary to avoid interference between the valve and the piston is set, and, the piston TDC position variable mechanism and the valve operational characteristics variable mechanism are controlled to be driven to increase the actual distance.

Abstract: At the time of increasing an actual intake air amount by increasing a valve overlap period of intake and exhaust valves (2; 3), an actual compression ratio is temporarily decreased to be lower than a steady-state target compression ratio. This makes it possible to increase the valve overlap period without causing interference of the intake and exhaust valves (2; 3) with a piston (8).

Abstract: A control device for a variable compression ratio internal combustion engine is equipped with a variable compression ratio device capable of changing an engine compression ratio of the internal combustion engine. The control device detects or estimates the temperature of an exhaust component (B11), and sets a target exhaust gas temperature based on the temperature of the exhaust component (B12). A mixing ratio and compression ratio set section (B13) sets a fuel mixing ratio and the engine compression ratio within such a range as not to exceed the target exhaust gas temperature such that energy loss becomes minimum.

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.