A vehicle has an internal combustion engine, a motor configured to propel the vehicle, and a supercharger. A mechanical connection is configured to transfer torque from at least one of the engine and machine to the supercharger. The supercharger is a single torque load on the mechanical connection. The vehicle further has a first clutch between the motor and engine and a second clutch between the motor and supercharger.

An engine system capable of controlling an intake air flow includes a combustion chamber, an ignition plug, an intake air flow control valve, and a controller. The controller performs, in at least a part of an operating range, SPCCI combustion in which after jump-spark ignition combustion of a portion of a mixture gas inside the combustion chamber by a jump-spark ignition of the ignition plug, compression ignition combustion of the remaining mixture gas is carried out by a self-ignition. The controller strengthens, at least in a part of the operating range of SPCCI combustion, the intake air flow inside the combustion chamber by controlling the intake air flow control valve. The controller controls, in a middle-load range of the operating range where SPCCI combustion is performed, the intake air flow control valve so that the intake air flow becomes weaker than in a high-load range and a low-load range.

A turbocharger variable speed control mechanism for a turbocharger for an engine includes a sun gear of a planetary gear set coupled to a turbocharger shaft, a planet carrier operatively connected to an engine output shaft of the engine, a brake disk coupled to and rotatable with a ring gear, and a brake actuator mechanism proximate the brake disk and mounted to a turbocharger housing. The brake actuator mechanism is selectively actuatable between a non-braking state where no braking force is applied to the brake disk so that the ring gear is free to rotate relative to the turbocharger housing, and a full braking state where a full braking force is applied to the brake disk such that the ring gear is held stationary relative to the turbocharger housing and rotation of the planet carrier is transmitted through the planetary gear set to cause rotation of the turbocharger shaft.

A turbocharger variable speed control mechanism for a turbocharger for an engine includes a sun gear of a planetary gear set coupled to a turbocharger shaft, a planet carrier operatively connected to an engine output shaft of the engine, a brake disk coupled to and rotatable with a ring gear, and a brake actuator mechanism proximate the brake disk and mounted to a turbocharger housing. The brake actuator mechanism is selectively actuatable between a non-braking state where no braking force is applied to the brake disk so that the ring gear is free to rotate relative to the turbocharger housing, and a full braking state where a full braking force is applied to the brake disk such that the ring gear is held stationary relative to the turbocharger housing and rotation of the planet carrier is transmitted through the planetary gear set to cause rotation of the turbocharger shaft.

A method of implementing control logic of a compression-ignition engine is provided. A control part of the engine performs a calculation according to the control logic corresponding to an engine operating state in response to a measurement of a measurement part, controls a fuel injection part, a variable valve operating mechanism, an ignition part and a supercharger so that a G/F becomes leaner than a stoichiometric air fuel ratio and a A/F becomes equal to or richer than the stoichiometric air fuel ratio, while causing the supercharger to boost, and controls the ignition part so that unburnt mixture gas combusts by self-ignition after the ignition. The method includes determining a supercharging pressure P, and determining control logic defining a close timing IVC of an intake valve. When determining the control logic, the close timing IVC (deg.aBDC) is determined so that the supercharging pressure P (kPa) satisfies the following expression: P8.010.sup.11IVC.sup.61.010.sup.8IVC.sup.5+3.010.sup.7IVC.sup.44.010.sup.6IVC.sup.3+0.0068IVC.sup.20.3209IVC+116.63.

A method of implementing control logic of a compression-ignition engine is provided. A control part of the engine performs a calculation according to the control logic corresponding to an engine operating state in response to a measurement of a measurement part, controls a fuel injection part, a variable valve operating mechanism, an ignition part and a supercharger so that a G/F becomes leaner than a stoichiometric air fuel ratio and a A/F becomes equal to or richer than the stoichiometric air fuel ratio, while causing the supercharger to boost, and controls the ignition part so that unburnt mixture gas combusts by self-ignition after the ignition. The method includes determining a supercharging pressure P, and determining control logic defining a close timing IVC of an intake valve. When determining the control logic, the close timing IVC (deg.aBDC) is determined so that the supercharging pressure P (kPa) satisfies the following expression: P8.010.sup.11IVC.sup.61.010.sup.8IVC.sup.5+3.010.sup.7IVC.sup.44.010.sup.6IVC.sup.3+0.0068IVC.sup.20.3209IVC+116.63.

A vehicle control system to accurately control a vehicle by estimating a position of an accelerator pedal. In a first phase of an operation of the accelerator pedal in which a depression of the accelerator pedal increases, a first predicted value of a position of the accelerator pedal is calculated by a first calculation procedure based on the position of the accelerator in the first phase. In a second phase in which the change amount of the position of the accelerator plateaus, a second predicted value of the position of the accelerator pedal is calculated by a second calculation procedure based on the position of the accelerator in the second phase. In a third phase in which the change amount of the position of the accelerator decreases, the second predicted value is employed as the predicted value of the position of the accelerator pedal.

A vehicle control system to accurately control a vehicle by estimating a position of an accelerator pedal. In a first phase of an operation of the accelerator pedal in which a depression of the accelerator pedal increases, a first predicted value of a position of the accelerator pedal is calculated by a first calculation procedure based on the position of the accelerator in the first phase. In a second phase in which the change amount of the position of the accelerator plateaus, a second predicted value of the position of the accelerator pedal is calculated by a second calculation procedure based on the position of the accelerator in the second phase. In a third phase in which the change amount of the position of the accelerator decreases, the second predicted value is employed as the predicted value of the position of the accelerator pedal.

An engine system includes an internal combustion engine and a first and second air charge system. The internal combustion engine comprises an air intake system and an exhaust manifold. The first air charge system comprising a first compressor, a turbine, and a generator/motor module. The first compressor has a first air inlet, a first air outlet, and a first input shaft. The first outlet is connected to the air intake system, the turbine has an exhaust gas inlet, and the exhaust gas inlet is connected to an outlet of the exhaust manifold. The second air charge system includes a second compressor and an electric motor. The second compressor has a second air inlet, a second air outlet, and a second input shaft. The electric motor has an outlet shaft directly coupled for common rotation with the first input shaft of the second compressor.

An engine system includes an internal combustion engine and a first and second air charge system. The internal combustion engine comprises an air intake system and an exhaust manifold. The first air charge system comprising a first compressor, a turbine, and a generator/motor module. The first compressor has a first air inlet, a first air outlet, and a first input shaft. The first outlet is connected to the air intake system, the turbine has an exhaust gas inlet, and the exhaust gas inlet is connected to an outlet of the exhaust manifold. The second air charge system includes a second compressor and an electric motor. The second compressor has a second air inlet, a second air outlet, and a second input shaft. The electric motor has an outlet shaft directly coupled for common rotation with the first input shaft of the second compressor.