A switch can connect or disconnect a generator and a supply unit. A control unit controls an engine in one of a plurality of control states including a power generation state, a first standby state and a second standby state. When an acceptance unit accepts a switching instruction from the first standby state to the second standby state, the control unit controls the switch to disconnect the generator and the supply unit, and reduces the engine speed of the engine from an engine speed in the first standby state to an engine speed in the second standby state.

A switch can connect or disconnect a generator and a supply unit. A control unit controls an engine in one of a plurality of control states including a power generation state, a first standby state and a second standby state. When an acceptance unit accepts a switching instruction from the first standby state to the second standby state, the control unit controls the switch to disconnect the generator and the supply unit, and reduces the engine speed of the engine from an engine speed in the first standby state to an engine speed in the second standby state.

A supercharged engine includes an engine body, an electric supercharger, a turbocharger, an EGR passage establishing communication between an exhaust passage downstream from a turbine of the turbocharger and an intake passage upstream from a compressor of the turbocharger, a fuel supply unit configured to supply fuel into a cylinder, and a controller configured to open the EGR passage and output a control signal to the electric supercharger to increase a boost pressure of the electric supercharger during acceleration of the vehicle in which an amount of the fuel supplied by the fuel supply unit is increased in response to an acceleration request signal.

A filling of an exhaust gas component storage of a catalytic converter is regulated. An actual fill level of the exhaust gas component storage is ascertained using a first system model, and a base lambda setpoint value for a first control loop is predefined by a second control loop. An initial value for the base lambda setpoint value is converted into a fictitious fill level, the fictitious fill level being compared with a setpoint value for the fill level output, and the base lambda setpoint value being iteratively changed as a function of the comparison result, if a difference between the setpoint value for the fill level and the fictitious fill level is greater than a predefined degree. The base lambda setpoint value is not changed if no difference exists between the setpoint value for the fill level and the fictitious fill level.

A filling of an exhaust gas component storage of a catalytic converter is regulated. An actual fill level of the exhaust gas component storage is ascertained using a first system model, and a base lambda setpoint value for a first control loop is predefined by a second control loop. An initial value for the base lambda setpoint value is converted into a fictitious fill level, the fictitious fill level being compared with a setpoint value for the fill level output, and the base lambda setpoint value being iteratively changed as a function of the comparison result, if a difference between the setpoint value for the fill level and the fictitious fill level is greater than a predefined degree. The base lambda setpoint value is not changed if no difference exists between the setpoint value for the fill level and the fictitious fill level.

In a dither control process performed on a fuel injection valve, at least one cylinder is set as a rich combustion cylinder and another cylinder is set as a lean combustion cylinder. A dither control process is executed in a first mode when a vehicle is driven in a normal manner by a user. The dither control process is executed in a second mode on condition that a command signal for performing a temperature raising process on the exhaust gas purifier is input from a device outside the vehicle at a repair shop. The absolute value of the difference between the air-fuel ratio of the lean combustion cylinder and the air-fuel ratio of the rich combustion cylinder obtained by the dither control process is set to be greater in the second mode than in the first mode.

In a dither control process performed on a fuel injection valve, at least one cylinder is set as a rich combustion cylinder and another cylinder is set as a lean combustion cylinder. A dither control process is executed in a first mode when a vehicle is driven in a normal manner by a user. The dither control process is executed in a second mode on condition that a command signal for performing a temperature raising process on the exhaust gas purifier is input from a device outside the vehicle at a repair shop. The absolute value of the difference between the air-fuel ratio of the lean combustion cylinder and the air-fuel ratio of the rich combustion cylinder obtained by the dither control process is set to be greater in the second mode than in the first mode.

An ignition control apparatus, e.g., for an internal combustion engine, includes a rotational speed calculation unit that calculates a rotational speed of an alternating current generator. A rotor of the alternating current generator is driven to rotate in synchronization with reciprocating motion of a piston of the internal combustion engine. An ignition timing determination unit determines an ignition timing of the internal combustion engine based on the rotational speed calculated by the rotational speed calculation unit. An ignition control unit supplies electric power to an ignition coil such that the internal combustion engine is ignited at the timing determined by the ignition timing determination unit.

Control is performed so as to occur SPCCI combustion in which, after an air-fuel mixture in a first area of a combustion chamber that includes an electrode portion of an ignition device is burned by receiving ignition energy, an air-fuel mixture formed in a second area located on an outer periphery of the first area is self-ignited. Control is also performed such that, in a high load operation region of an SPCCI combustion execution region, an air-fuel ratio in the entire combustion chamber becomes richer than a stoichiometric air-fuel ratio and that an air-fuel ratio of the air-fuel mixture in the first area becomes leaner than an air-fuel ratio of the air-fuel mixture in the second area.

Control is performed so as to occur SPCCI combustion in which, after an air-fuel mixture in a first area of a combustion chamber that includes an electrode portion of an ignition device is burned by receiving ignition energy, an air-fuel mixture formed in a second area located on an outer periphery of the first area is self-ignited. Control is also performed such that, in a high load operation region of an SPCCI combustion execution region, an air-fuel ratio in the entire combustion chamber becomes richer than a stoichiometric air-fuel ratio and that an air-fuel ratio of the air-fuel mixture in the first area becomes leaner than an air-fuel ratio of the air-fuel mixture in the second area.