Abstract: A regeneration device that performs regeneration treatment of a particulate matter removing filter estimates a trapping amount of particulate matter trapped in the filter by two systems. Specifically, there are provided an estimating unit that estimates a first estimated trapping amount based upon a rotational speed of an engine and a fuel injection quantity and an estimating unit that estimates a second estimated trapping amount based upon a differential pressure across the particulate matter removing filter. The regeneration device determines whether or not the regeneration treatment is executed based upon whether or not at least one of the two estimated trapping amount is equal to or more than a preset trapping amount threshold value. Further, the regeneration device determines that there is a malfunction in the regeneration device in a case where the second estimated trapping amount is larger than the first estimated trapping amount.

Abstract: A supporting mechanism supports a first and second exhaust treatment devices for treating exhaust gas from an engine and is provided with a base member, a first supporting member, and a second supporting member. The base member includes first and second connecting parts, and first and second pipe members. The base member supports the first and second exhaust treatment devices. The first supporting member supports one side of the base member. The second supporting member supports the other side of the base member. The first connecting part is joined with the first supporting member. The second connecting part is joined with the second supporting member. The first and second pipe members are disposed side by side on a common horizontal plane. An opening section is formed by the edges of the first pipe member, the second pipe member, the first connecting part, and the second connecting part.

Abstract: This disclosure relates to an improved prechamber device for an internal combustion engine. The prechamber device is positioned adjacent to a combustion chamber. The improved prechamber device is configured to improve removal of heat from the prechamber device, particularly in the area adjacent to the combustion chamber.

Abstract: A nozzle assembly for a gaseous fuel injector of an engine is disclosed. The nozzle assembly may include a gaseous fuel injector having a nozzle with a tip end. The nozzle assembly may also include a blocking member having an inner contact surface configured to receive a periphery of the nozzle at the tip end, and an outer contact surface configured to engage an air intake port of a cylinder and create a hermetic seal between the gaseous fuel injector and the air intake port.

Abstract: In a connection box for direct connection to a charging fluid duct of a charging fluid supply designed for intermixing a charge air and an exhaust gas to form a charging fluid, comprising a housing with a charge air connecting space including at least a connection for a charge air guide arrangement, and at least one mixing channel in communication with the charge air connecting space via a connection for supplying charge air to the mixing channel and the mixing channel including a supply side exhaust gas connection for an exhaust gas recirculation and a charging fluid-side mixing channel connection for the charging fluid duct, the connection is arranged at a first front side of the housing, and the mixing channel extends along a longitudinal side of the housing from the first front side to a second front side of the housing opposite the first front side.

Abstract: A diverter valve is disclosed for use with a charge air system. The diverter valve may have a plurality of first inlets configured to receive a flow of warmed air, a plurality of second inlets configured to receive a flow of cooled air, and a single outlet. The diverter valve may also have a single valve element movable to any position between a first position at which the plurality of first inlets are fluidly connected to the single outlet and the plurality of second inlets are blocked from the single outlet, and a second position at which the plurality of second inlets are fluidly connected to the single outlet and the plurality of first inlets are blocked from the single outlet.

Abstract: An engine assembly includes an engine control unit, an internal combustion engine having an exhaust, a turbine driven in use by said exhaust, and an energy storage mechanism for storing energy recovered from said exhaust by said turbine, wherein the engine control unit is operable to vary the rate of storing energy in the energy storage mechanism.

Abstract: Methods and systems are provided for adjusting the opening of a scroll valve of a binary flow turbine. Scroll valve adjustments are used at different engine operating conditions to improve engine performance and boost response. Scroll valve adjustments are coordinated with wastegate and EGR valve adjustments for improved engine control.

Abstract: An internal combustion engine includes a cylinder block defining a cylinder, a cylinder head, and an exhaust manifold operatively connected to the cylinder head and configured to exhaust post-combustion gasses from the cylinder. The engine also includes a turbocharging system configured to pressurize an airflow for delivery thereof to the cylinder. The turbocharging system includes a low-flow turbocharger having a first turbine housing and a high-flow turbocharger having a second turbine housing. Each turbocharger is configured to be driven by the post-combustion gasses from the exhaust manifold in order to pressurize the airflow and discharge the pressurized airflow to the cylinder. The turbocharging system also includes a flow control device for selectively directing the post-combustion gasses to the low-flow and high-flow turbochargers. The turbocharging system additionally includes a cooling module configured to cool the second turbine housing. A vehicle employing such an engine is also disclosed.

Abstract: This invention is to provide a rotary internal combustion engine, which comprises a stationary cylinder connected with a shell, a plurality of piston claw clamps being movably provided on said stationary cylinder, a rotatable power output shaft pivotally provided on said shell, and an are plate being fixed on said power output shaft within said shell, and a plurality of piston claw clamps being movably provided on a movable cylinder; wherein three pistons are rotating circumferentially in said movable cylinder and are clamped and released in turn cyclically by said piston claw clamps upon running, respectively, so as to switch working modes sequentially; and a plurality of spring cups are provided outside of said movable cylinder and each has a spring with a push rod provided therein such that said piston claw clamps can be controlled by said arc plate through said spring cups and said push rods.

Abstract: An internal combustion engine comprising a rotor comprising a block (2), a drive shaft (5) and at least one piston set (1), all of them jointly rotating, wherein said piston set (1) is radially located with respect to the drive shaft (5); and a stator comprising a carcass (21), a first and second rotating support means (18, 19), and a first and second attachment means (17, 23); wherein the carcass (21) has guides (6) on its internal surface, which delimit the trajectory of each piston set; and wherein the inner end of the piston set (1) comprises a piston head (15) located inside the block (2), delimiting a combustion chamber, while at its outer end said piston set (1) contacts the guides (6).

Abstract: The exemplary illustrations generally include a method for controlling and regulating an internal combustion engine-generator system 1000 with a plurality of internal combustion engine-generator units 400 generating electric power which can be connected to a distribution grid and load consumers 200 consuming electric power, with a unit 400 comprising an internal combustion engine 401, 402, 404-408 with variable engine speeds and a generator 421-428, characterized in the steps: determining a given operating state Z* of the internal combustion engine 401, 402, 404-408 of at least one internal combustion engine-generator unit 400; deducting a range of operating states ZB* describing an electric load override Ladm depending on the given operating state Z* for the internal combustion engine of at least one internal combustion engine-generator unit 400, with the determination of the given operating state Z* and the deduction of the range of operating range ZB* occurring based on the calculation model 504 for the in

Abstract: An engine which includes a rotor mounted relative to an output shaft, the rotor having one or more piston cylinder assembly's disposed in or on the rotor. The longitudinal axis/axes of the one or more piston cylinder assembly's is orientated to be tangential to a peripheral rim of the rotor. The rotor or output shaft has a lobed cam which rotates at the same, greater or slower speed than the rotor and in which via compression and combustion, each piston rotates the rotor continuously relative to a stationary part of the engine.

Abstract: A variable compression ratio apparatus may include an operating unit operated by hydraulic pressure to reciprocate the plunger, an oil control valve controlling hydraulic pressure supplied to the operating unit, an oil supplying unit storing oil supplied to the operating unit via the oil control valve and transmitting the stored oil to the oil control valve, an actuator operating the oil control valve, and a controller connected with the actuator to control the actuator according to an operational state of an engine.

Abstract: According to one embodiment, there is disclosed an inducer assembly for use with a gas turbine engine. The inducer assembly may include a cavity. The inducer assembly may also include an inducer in fluid communication with the cavity. Moreover, the inducer assembly may include at least one guide vane disposed within the cavity.

Abstract: The present disclosure involves an oil scoop manifold receives and directs the oil in fore and aft directions to lubricate multiple bearing assemblies.

Abstract: The present application provides an inlet air cooling system for cooling a flow air in a gas turbine engine. The inlet air cooling system may include an inlet filter house, a transition piece, an inlet duct, and an inlet ultrasonic water atomization system positioned about the inlet filter house, the transition piece, or the inlet duct to cool the flow of air.

Abstract: A gas turbine combustor includes a combustion cylinder and a premixing tube. A protruding wall of the tube has an inner diameter enlarging portion with a chamfer at an open end thereof. A swirl flow in the tube is guided outward along the chamfer, so that the cross-section area of a straight flow in the tube is expanded to have a lower flow velocity, and the distance between a flame in the cylinder and the enlarging portion is shortened. When using the fuel with high heat radiation upon combustion, the enlarging portion is replaced with the one having a smaller chamfer. The cross-section area of the straight flow is reduced to increase the flow velocity, and the lift distance becomes longer. Therefore, the damage to the combustion cylinder owing to the intensified heat radiation is prevented. The flame lift position retained in the cylinder is easily set and changed.

Abstract: The present application provides a combustor for use with a gas turbine engine. The combustor may include a number of micro-mixer fuel nozzles, a fuel manifold system in communication with the micro-mixer fuel nozzles to deliver a flow of fuel thereto, and a linear actuator to maneuver the micro-mixer fuel nozzles and the fuel manifold system.

Abstract: A fuel supply apparatus is provided with a plurality of flow-rate regulating valves that regulate the flow rate of fuel flowing in a fuel supply line; a calculating section that calculates a required flow-rate coefficient on the basis of at least a fuel pressure in the fuel flow upstream of the flow-rate regulating valves, a pressure determined in advance as a fuel pressure downstream of the flow-rate regulating valves, and the flow rate of fuel to be supplied to one fuel nozzle among different kinds of fuel nozzles, the required flow-rate coefficient being the coefficient of the flow-rate regulating valve corresponding to the one fuel nozzle; and a valve control section that controls the degree-of-opening of the flow-rate regulating valve corresponding to the one fuel nozzle on the basis of the required flow-rate coefficient.

Abstract: The combustor has a laser ignitor mounted to the casing, remotely from the liner of the combustion chamber. The laser ignitor has an igniter beam path for igniting the fuel and air mixture in the combustion chamber, the igniter beam path extending at least partially across the air plenum surrounding the liner and into the combustion chamber through a corresponding beam path aperture provided in the liner.

Abstract: A control system for a gas turbine engine, a method for controlling a gas turbine engine, and a gas turbine engine are disclosed. The control system may include a hybrid model predictive control (HMPC) module, the HMPC module receiving power goals and operability limits and determining a multi-variable control command for the gas turbine engine, the multi-variable control command determined using the power goals, the operability limits, actuator goals, sensor signals, and synthesis signals. The control system may further include system sensors for determining the sensor signals and a non-linear engine model for estimating corrected speed signals and synthesis signals using the sensor signals, the synthesis signals including an estimated stall margin remaining. The control system may further include a goal generation module for determining actuator goals for the HMPC module using the corrected speed signals and an actuator for controlling the gas turbine engine based on the multivariable control command.

Abstract: Each of a cross sectional shape of a contacting portion of a stopper arm and a cross sectional shape of an outer peripheral surface of a pedal shaft is formed in a circular shape, wherein a curvature radius is equal to each other. Each of a cross sectional shape of a stopper surface of a supporting body and a cross sectional shape of an inner peripheral surface of a bearing portion is formed in a circular shape, wherein a curvature radius is equal to each other. A distance between a center of a first virtual circle formed by the contacting portion and a center axis of the pedal shaft is made to be equal to a distance between a center of a second virtual circle formed by the stopper surface and a center axis of the bearing portion. An angle of the stopper arm with respect to the supporting body is not changed, even when the center axis of the pedal shaft is displaced with respect to center axis of the bearing portion.

Abstract: A control device for internal combustion engine mounted in a vehicle includes a throttle valve provided in an intake passage of the internal combustion engine and capable of changing a cross-sectional area of the intake passage, a variable valve capable of changing opening and closing timings of an intake valve of the internal combustion engine, basic target torque calculation means for calculating a basic target torque of the internal combustion engine according to an operating state of the internal combustion engine, vibration control target torque calculation means for calculating a vibration control target torque of the internal combustion engine to suppress vehicle vibration according to a vibration component of the vehicle, and cylinder intake air amount control means for controlling a cylinder intake air amount by controlling one of the throttle valve and the variable valve according to the vibration control target torque and controlling the other of the throttle valve and the variable valve according

Abstract: A selection module selects a gear ratio for a transmission, a turbine speed for a torque converter, and a torque request for an engine. A fueling determination module determines a first fueling rate based on a first cylinder firing fraction, the torque request, and an engine speed and determines a second fueling rate based on a second cylinder firing fraction, the torque request, and the engine speed. A mapping module selects one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates and stores the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the torque request.

Abstract: Various systems and methods are described for controlling engine operation. One method comprises, during a first variable displacement engine (VDE) mode in an engine having four cylinders, deactivating a first cylinder of the four cylinders and firing a second, third, and fourth cylinder of the four cylinders, each firing event separated by 240 degrees of crank angle (CA). The engine may be operated in a non-VDE mode by activating the first of the four cylinders and firing the first cylinder between the third and fourth cylinders.

Abstract: A method of operation of a dual fluid fuel injection system arranged to supply fuel to a cylinder of an internal combustion engine, the dual fluid fuel injection system being controllable to effect fuel metering events and fuel delivery events. The method comprises operating the dual fluid fuel injection system so as to have at least one fuel delivery event during each engine cycle and to have fewer than one fuel metering event, on average, per engine cycle. An electronic control unit for implementing the method is also described. The method and control unit allow dynamic range of a fuel metering injector, where included within the dual fluid fuel injection system, to be extended.

Abstract: A method for adjusting an exhaust heat recovery valve is presented. In one embodiment, the method may control an amount of boost provided by a turbocharger to an engine.

Abstract: A control system for an internal combustion engine, which controls an output torque of the internal combustion engine for driving a vehicle, is provided. An engine rotational speed is detected, and a change amount of the detected engine rotational speed is calculated. The output torque control amount of the engine is corrected so that the rotational speed change amount coincides with the center value of the local minimum value and the local maximum value of the rotational speed change amount. Specifically, a torque correction amount is calculated according to a torque value which is equal to half of a difference between peak vibration torque values corresponding to the local minimum value and the local maximum value of the rotational speed change amount, and an output torque control amount is corrected with the torque correction amount.

Abstract: A method for running of a vehicle having a combustion engine which can selectively be connected to a driveshaft (104, 105) for propulsion of the vehicle, the vehicle can be run in a first mode (M1) with the engine connected to the driveshaft (104, 105) and in which fuel supply to the engine is substantially shut off, in a second mode (M2) with the engine disconnected from the driveshaft (104, 105) and a third mode like the first mode, but with the fuel supply not cut off. On a downgrade, determining whether running in the first mode (M1) will result in a speed increase, and then running in the second mode (M2) if running it in the first mode (M1) would cause a speed increase.

Abstract: A method includes: generating an indicator of present operating conditions of an engine; determining a first amount of noise based on vibration measured during a first plurality of combustion events of a cylinder; storing the first amount of noise and a first value of the indicator in a mapping based on a first engine speed and a first engine load; determining the first value of the indicator from the mapping based on a second engine speed and a second engine load; generating a trigger signal when the first value is different than a second value of the indicator; and, when the trigger signal is generated: determining a second amount of noise based on vibration measured during a second plurality of combustion events of the cylinder; and replacing the first amount of noise and the first value in the mapping with the second amount of noise and the second value.

Abstract: Methods and systems are provided for controlling motive flow through an ejector using a pneumatically controlled valve. A vacuum actuated valve may be opened at low vacuum conditions to increase motive flow through the ejector while the valve is closed at high vacuum conditions to decrease the motive flow. This allows motive flow through the ejector to be controlled based on vacuum needs at low component cost.

Abstract: An object of this invention is, with respect to a torque-demand-control type controller that subjects two kinds of actuators provided upstream and downstream in an intake passage to coordinated operations based on a requested torque for an internal combustion engine, to enable realization of a pulse-like torque change in a torque decreasing direction that is requested, for example, when performing an upshift operation in an electronically controlled automatic transmission. To achieve this object, according to a controller for an internal combustion engine of this invention, when a pulse component in a torque decreasing direction is included in a requested torque, a second requested torque that does not include the pulse component is generated. In this case, a first actuator provided on the downstream side in the intake passage is operated based on the requested torque.

Abstract: A method is provided for controlling a pre-spin operation of a compressor of an internal combustion engine provided with a turbocharger. The presence of a turbocharger imposes additional requirements on the method. The wear of a compressor clutch is proportional to the transferred energy when the clutch is engaged. In order to reduce the wear of the compressor clutch, or increase the maximum engine speed where it is allowed to engage the compressor, a compressor pre-spin operation is used to reduce the transferred energy when the clutch is engaged. The pre-spin is achieved by controlling the air mass flow over the compressor by controlling a bypass throttle angle of a bypass throttle. The bypass throttle is provided in a parallel conduit to the compressor, bypassing the compressor. Since the air mass flow over the compressor affects the air mass flow to the turbocharger, the method takes the turbocharger into consideration.

Abstract: The present disclosure is a method and apparatus for reducing engine emissions utilizing multiple types of fuels. Apparatus for reducing engine emissions may include a controller which may control delivery of a first fuel to be combined with a second fuel at a combustion chamber of an engine. Controller may be configured to provide a proper amount of the first fuel at the correct point in an engine cycle based upon a current engine performance data.

Abstract: A fuel control system for a multiple fuel internal combustion engine may include at least one cylinder pressure sensor associated with each cylinder of the engine. A data collection module may be configured to receive real-time cylinder pressure measurements from each of the at least one cylinder pressure sensors and calculate one or more actual combustion parameter values from the real-time cylinder pressure measurements. A comparison module may be configured to receive the calculated one or more actual combustion parameter values from the data collection module and compare the calculated one or more actual combustion parameter values for each cylinder to theoretical combustion parameter values to determine any difference therebetween, wherein the theoretical combustion parameter values are derived independently from any actual combustion parameter values based on real-time sensor measurements.

Abstract: A method for operating an internal combustion engine includes the steps of determining an oxygen filling state of an oxygen storage of a catalytic converter by way of a first lambda signal provided by a first lambda probe and an offset value, the first lambda probe being arranged in an exhaust gas stream upstream of the catalytic converter; when a second lambda signal provided by a second lambda probe arranged in the exhaust gas stream upstream of the catalytic converter falls below a lower lambda signal threshold, setting the oxygen filling state to a first value corresponding to an empty oxygen storage and/or when the second lambda signal exceeds a upper lambda signal threshold setting the oxygen filling state to a second value corresponding to a full oxygen storage; immediately thereafter regulating the oxygen filling state during at least one regulation time period to a target filling state; and after expiration of the regulation time period adjusting the offset value by way of the second lambda signal.

Abstract: A control device is configured that can shorten the time required for a system to stop due to an ignition switch operation in a situation in which the internal combustion engine is stopped due to stop control. The control device includes a control unit that, in the situation in which the internal combustion engine is stopped due to stop control, if the transmission mechanism is operated to a second shift position that is different from a first shift position in which the vehicle can travel, executes phase conversion control to shift a valve opening/closing timing control mechanism from a first lock phase to a second lock phase.

Abstract: Methods and systems are provided for estimating an impact of PCV hydrocarbons on an output of an intake oxygen sensor. In one example, a method may include disabling EGR flow when the impact of PCV hydrocarbons on the output of the intake oxygen sensor is above a threshold. The impact of the PCV hydrocarbons on the output of the intake oxygen sensor may be based on a difference between the output of the intake oxygen sensor and a DPOV sensor when EGR is flow and a difference between the output of the intake oxygen sensor and expected blow-by when EGR is not flowing.

Abstract: An exhaust emission purification control device for an engine that accurately estimates an accumulated oxygen amount of a catalyst at a terminating time of a reduction treatment which includes a secondary air injector that injects secondary air within an exhaust path, a sensor which detects an air-fuel ratio in a downstream side of a catylyst, a count-value accumulator which estimates an accumulated oxygen amount (a count value) in the catalyst during the secondary air injection, and a rich spike controller which performs rich injection after the secondary air injection. The device includes a count-value corrector that multiplies the count value after the secondary air injection by a correction coefficient derived from an output value SVO2 of the O2 sensor during termination of reduction treatment, so as to estimate the accumulated oxygen amount during the termination of the reduction treatment.

Abstract: To operate an internal combustion engine, a specified forced stimulation is applied to an air ratio as the basis for a target value of a lambda controller. In diagnostic operation, a diagnostic function is used to identify a probe error of the exhaust gas probe, and a value of the measurement signal is recorded as a start value in chronological correlation with an edge of the target value curve of the lambda controller and the current value of the measurement signal is recorded as an end value after a specified first time duration. The start and end values are used to determine whether a filter error or a dead time error of the exhaust gas probe exists. The first time duration is specified such that start value/end value difference for a filter error differs start value/end value difference for a dead time error by at least a specified difference value.

Abstract: Methods and systems are provided for diagnosing compressor bypass valve degradation. In one example, a method may include indicating degradation of a compressor bypass valve coupled in a compressor bypass based on intake aircharge temperature measured upstream of a compressor inlet via an air charge temperature sensor.

Abstract: Systems and methods are provided for an engine. The system comprises a direct injection engine having a cylinder in which a piston is slidingly supported to form in combination with a cylinder head a combustion chamber; a fuel injector for the cylinder having a catalytic coated tip portion that projects into the combustion chamber; and an electronic controller to control the operation of the engine and operates the engine in a heating mode of operation if heating of the fuel injector tip is requested. Various methods for heating the fuel injector tip are proposed including operating the engine on a reduced number of cylinders and varying one or both of fuel injection timing and quantity of fuel injected and the ignition timing in order to increase the temperature of combustion.

Abstract: Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing.

Abstract: A self-tuning fuel injection system and method having a first long-term fuel trim correction algorithm to selectively replace an operating zone within a volumetric efficiency look-up table based with a proposed correction only if mathematical comparisons with a surrounding determinative zone reveal that the correction will not result in an abrupt discontinuity. Mathematical comparison models may include absolute values of the differences or percent differences of each proposed cell and its neighbors, the difference of each proposed cell and the mean of its eight neighbors, and standard deviation of each proposed cell and its neighbors. A second repair algorithm repairs values surrounding an operating zone that have such a dissimilar magnitude as to cause poor engine performance using linear interpolation, for example. According to the invention, either the correction or the repair algorithm, or both, are executed in series or in parallel.

Abstract: Proposed is a method for controlling and regulating an internal combustion engine (1), in which the rail pressure (pCR) is controlled via a suction throttle (4) on the low pressure side as a first pressure-adjusting element in a rail pressure control loop. The invention is characterized in that a rail pressure disturbance variable (VDRV) is generated in order to influence the rail pressure (pCR) via a pressure control valve (12) on the high pressure side as a second pressure-adjusting element, by means of which fuel is redirected in a controlled manner from the rail (6) into a fuel tank (2), the rail pressure disturbance variable (VDRV) being calculated using a corrected target volume flow (Vk(SL)) of the pressure control valve (12).

Abstract: A two-stroke reciprocating piston engine is configured with a cylinder having a cylinder head. A piston is mounted in a bore of the cylinder for reciprocating motion. A symmetrically shaped combustion chamber is defined by a crown of the piston at top dead center and the cylinder head. At least two valved inlet ports having orifices positioned in the cylinder head symmetrically with respect to the axis are connected to receive pressurized oxidizer charge. At least two unvalved exhaust ports having apertures positioned in the cylinder wall symmetrically with respect to the axis are provided. The exhaust ports are exposed with the piston proximate bottom dead center and are operatively positioned with respect to the at least two valved inlet port orifices for forced gas exchange in the cylinder. At least one fuel injection device introduces fuel symmetrically into the combustion chamber.

Abstract: A sealing assembly for establishing a gas and fluid tight seal in an internal combustion engine is provided. The sealing assembly includes a plate of metal which has a plurality of openings and at least one generally flat surface. The plate also has at least one shelf which circumferentially surrounds one of the openings and which opens to the generally flat surface and the opening. The sealing assembly further includes at least one sealing bead of an elastically compressible material which is engaged with the shelf and extends outwardly therefrom past the generally flat surface for sealing the plate with another component in the internal combustion engine.

Abstract: A thermal energy recovery system. The system includes a Stirling engine having a burner thermal energy output. Also, a superheater mechanism for heating the thermal energy output and an expansion engine coupled to a generator. The expansion engine converts the thermal energy output from the burner to mechanical energy output. The generator converts mechanical energy output from the expansion engine to electrical energy output. The expansion engine may also includes vapor output. Some embodiments of the system further include a condenser for condensing the vapor output, a pump for pumping the vapor output and a boiler in fluid communication with the pump. The pump pumps the vapor output to the boiler.

Abstract: Control means (32) that controls the actuation of Rankine cycle (8) is provided. An evaporator (10) is capable of absorbing heat from the waste heat of the internal combustion engine (4) with an upper limit of preset maximum heat absorption amount and transferring the heat to working fluid. The control means (32) controls the flow rate of the working fluid so that the working fluid evaporated by the evaporator (10) comes into a superheated state in a heater (18), when the working fluid enters the evaporator (10) at a flow rate equal to or lower than preset flow rate at which the working fluid can absorb the preset maximum heat absorption amount of heat, and controls the flow rate of the working fluid so that the working fluid that overflows the evaporator (10) is evaporated by the heater (18) and then comes into the superheat state, when the working fluid enters the evaporator (10) at a flow rate higher than the preset flow rate.