Mazda Motor Corporation

Ishikawajima-harima Jukogyo Kabushiki Kaisha

Tsuyoshi Goto

Kouichi Hatamura

Hirofumi Nishimura

Wataru Yamamoto

Yuta Enokizono

Kentaro Furusho

Koichi Hatamura

Masami Nishida

Toshikazu Kurokawa

Shinji Seike

Yoshiyuki Miyagi

Hidetoshi Kudou

Hiroyuki Sugimoto

Hidetsugu Matsubara

Hiroyuki Oda

Kazuhiko Ueda

Yasushi Nakahara

Ryotaro Nishida

Shigeru Takabe

Ryoji Abe

Kouji Asanomi

Kazuhiko Hashimoto

Isao Shimizu

Mitsutaka Yamaya

Yuichi Iguchi

Masatoshi Shoji

Setsuo Harada

Takashi Ohtsuru

Shigeo Tabata

Yoshihiro Nakagawa

Nobuaki Takasaki

Toru Nakano

Yasuo Tanaka

Seishiro Takayama

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: identify a speed reduction ratio in a driving force transmission mechanism; estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that the average torque output by the engine and an engine speed are constant, to set the countertorque such that, as the speed reduction ratio becomes smaller, the absolute value of the countertorque becomes larger.

Driving force control method and device for hybrid vehicle

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that the average torque output by the engine is constant, to set the countertorque such that, as an engine speed of the engine becomes larger, the absolute value of the countertorque becomes larger.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: identify a vehicle acceleration; estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that an engine speed and the average torque output by the engine are constant, to set the countertorque such that, as the absolute value of the vehicle acceleration becomes smaller, the absolute value of the countertorque becomes larger.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that an engine speed is constant, to set the countertorque such that, as the average torque output by the engine becomes larger, the absolute value of the countertorque becomes larger.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under the condition that the average torque output by the internal combustion engine is constant, to set a negative control gain such that, as an engine speed becomes higher, the absolute value of the control gain becomes smaller, and then to set the countertorque based on a product of the estimated torque fluctuation component and the control gain.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that an engine speed is constant, to set the countertorque such that, as the average torque output by an engine becomes larger, the absolute value of the countertorque becomes smaller.

A blow-by gas device of a supercharger-equipped engine includes a blow-by gas passage that introduces blow-by gas into an intake passage via a positive crankcase ventilation (PCV) valve. A supercharger has a supercharger rotor provided integrally with a rotation shaft rotatably supported on a bearing part. A space communicating with the bearing part is connected to a communication passage. The communication passage guides the blow-by gas into the space.

Blow-by gas device of supercharger-equipped engine

Provided is a spark-ignition internal combustion engine capable of ensuring engine output power while setting a geometric compression ratio of an engine body to a high value. In the spark-ignition internal combustion engine, each of a clearance between a top surface () of a piston () located at a top dead center position and a lower surface () of each of two intake valves () in a full-closed state, and a clearance between the top surface () of the piston () located at the top dead center position and a lower surface () of each of two exhaust valves () in a full-closed state, is set to 5 mm or more, and a stroke length S of the piston () is set to satisfy the following relation: S&#x2266;0.977&#xd7;B+18.2, where B is a bore diameter of a cylinder.

Spark-ignition internal combustion engine

There is provided, in one aspect of the present description, an internal combustion engine system. In one example, the system comprises a controller configured to control an intake valve closing timing varying mechanism to vary a closing timing of the intake valve to regulate air charged in a combustion chamber in accordance with engine operating conditions and, in a first engine operating condition where a least volume of air is required to be charged into the combustion chamber, retard a closing timing of the intake valve to a most retarded crank angle which is after bottom dead center during a cylinder cycle and satisfies the following formulas:&#x3b1;&#x2267;&#x2212;0.2685&#xd7;&#x3b5;0+10.723&#xd7;&#x3b5;0+15.815 and&#x3b5;0&#x2267;11.0,where &#x3b1; is the most retarded crank angle and &#x3b5;0 is a geometric compression ratio of the engine.

Spark ignited internal combustion engine system

A high-pressure fuel pump is provided for an internal combustion engine having an intake system and an exhaust system installed to the front and back of the engine, respectively. The fuel pump is located adjacent to a front upper part of the engine so as to be driven by a camshaft, but is positioned in an inclined position relative to the engine instead of a vertical position. This arrangement shifts the fuel pump backward in installing position with an effect of eliminating mechanical interference of the fuel pump with an engine compartment hood, and provides a long distance between the fuel pump and a dash panel behind the fuel pump with an effect of lowing energy of an impact applied to the fuel pump from the dash panel when the engine moves rearward due to a front-end collision.

Fuel supply device for direct injection engine

A power train has an engine, such as a multi-valve, double overhead camshaft engine, which is equipped with a mechanical supercharger and an intercooler, and a transmission operationally coupled to the engine. The engine, which is adapted to provide the maximum output according to the maximum supercharge volume of the mechanical supercharger, has an intake valve closing time which is retarded more than 65 degrees of a crank angle after bottom dead center on an intake stroke and a maximum speed for the maximum output of less than 6,000 rpm. The transmission provides, in its highest gear, the power train with a total reduction ratio in a relatively small range of 2.1 to 2.8.

Power train having supercharged engine

An intake system has a recirculation passage, through which supercharging air discharged from a supercharger is recirculated into the supercharger, and a recirculation control valve disposed in the recirculation passage, by which the recirculation passage is gradually opened and closed as the pressure of supercharging air downstream from the supercharger changes between a low specified pressure, below the atmospheric pressure, and a high specific pressure, above the atmospheric pressure. The air intake system further has a bypass passage, for allowing air to bypass an intercooler, which is opened and closed by a bypass control valve at an interim specified pressure between the high and low specified pressures.

Air intake system for supercharged engine

In a lysholm compressor having intermeshing male and female rotors rotated in a casing to compress an axially flowing gas, discharge-side shafts of the rotors are borne by discharge-side bearings to fix the discharge-side shafts in thrust direction while suction-side shafts of the rotors are borne by suction-side bearings to allow the suction-side shafts to move in the thrust direction. Clearances of the rotors to the casing are properly set or selected.

Bearing support for a lysholm compressor

The invention provides a supercharged engine including a supercharger and an intercooler disposed downstream of the supercharger. The engine has a geometric compression ratio equal to or higher than 8.5. The supercharger is an internal compression type mechanical supercharger having a pressure ratio higher than 1.8 wherein the pressure ratio is defined as a ratio of a pressure at an inlet opening to a pressure at an exit opening of the supercharger. Intake valve closing timing of the engine supercharger is in the range of 50 to 100 degrees in crank angle as measured from bottom dead center, and an overlapping period during which both intake and exhaust valves open is equal to or below 17 degrees in crank angle wherein the intake valve closing timing is defined as the timing when valve lift is equal to or less than 1 millimeter, and the overlapping period is to be measured on the basis of a valve lift of zero.

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Hiroshima, Japan

Tsuyoshi Goto