A vehicle supercharging system may include: an engine; a transmission; a dual-turbine electric supercharger that compresses air and has a first turbine and a second turbine; an engine-side supercharging path part that branches out from an air supplying line configured to supply air to the engine, passes through the first turbine and then joins into the air supplying line; a transmission-side supercharging path part that sucks air separately from the engine-side air supplying line, passes through the second turbine, and then supplies compressed air to the transmission; and a controller that operates the dual-turbine electric supercharger according to a driving state of a vehicle and that individually controls valves provided in the engine-side supercharging path part and the transmission-side supercharging path part.

A vehicle supercharging system and a control method thereof are disclosed. The vehicle supercharging system includes: an engine generating power according to combustion of a fuel; a transmission including at least one friction clutch; an electric supercharger that compresses air by rotational force of a motor; an engine-side supercharging path part branching from an air supplying line that supplies air to the engine, passing through the electric supercharger, and joining the air supplying line; a transmission-side supercharging path part that sucks air separately from the engine-side air supplying line, passes through the electric supercharger, and supplies compressed air to the transmission; and a controller that operates the electric supercharger according to a driving state of a vehicle and that controls the engine-side supercharging path part for boosting the engine and the transmission-side supercharging path part for cooling or warming the transmission through control of valves.

A regeneration control system for an oxidation catalyst in an internal combustion engine includes a temperature sensor to produce a temperature signal indicative of an exhaust inlet temperature that is below a regeneration temperature for accumulated hydrocarbons on the oxidation catalyst, an electrically actuated boost leakage valve, and a regeneration control unit. The regeneration control unit commands an adjustment to the position of the electrically actuated boost leakage valve to increase leaked boost to increase exhaust temperature to the regeneration temperature by way of increased air-fuel ratio. Related methodology is disclosed.

A controller and a control method for a vehicle including an engine with a supercharger and an automatic transmission provided in a power transmission path between the engine and driving wheels are provided. The controller is configured to perform learning control of learning a command value associated with gear shifting of the automatic transmission. The controller is configured to limit a supercharging pressure of the supercharger when the automatic transmission is performing gear shifting to be equal to or less than a predetermined pressure until initial learning which is performed by the learning control unit in a predetermined period after the vehicle has been manufactured is completed.

A reciprocating engine system includes a turbocharger system including a mechanically driven compressor, an electrically driven compressor, and a compressor bypass valve. A control system is programmed for generating control signals for: under nominal full load operating conditions, minimizing gas flow through the compressor bypass valve and compressing gas within the electrically driven compressor to maintain a speed set point or a full load power set point of the reciprocating engine system, under off nominal full load operating conditions wherein an efficiency of the mechanically driven compressor is reduced, compressing gas within the electrically driven compressor to compensate for the reduced efficiency of the mechanically driven compressor and to maintain the speed set point or the full load power set point of the reciprocating engine system, and under partial load operating conditions, partially diverting the gas flow through the compressor bypass valve in response to the reduced load.

A boosted engine is provided, which includes an engine body formed with a combustion chamber, a spark plug, a fuel injection valve, a booster, a boost controller, and a control unit including an operating range determining module and a compression end temperature estimating module. In a high load range, the fuel injection valve and the spark plug are controlled so that a mixture gas inside the combustion chamber starts combustion through flame propagation by ignition of the spark plug, and unburned mixture gas then combusts by compression ignition, and the boost controller is controlled to bring the booster into a boosting state. When a gas temperature inside the combustion chamber exceeds a given temperature at CTDC, the fuel injection valve is controlled so that a fuel injection end timing occurs on a compression stroke, and the spark plug is controlled so that the mixture gas is ignited after CTDC.

A control device for mechanically actuating a component may include a housing surrounding a housing interior, at least one fastening sleeve integrally disposed on the housing, and at least one connection opening disposed at the at least one fastening sleeve. The at least one fastening sleeve may surround a fastening opening into which a pin-shaped fastening element may be insertable. One end of the at least one connection opening may lead to a sleeve inner side. The at least one fastening sleeve may be arranged at a housing outer side. The fastening opening may extend outside of the housing interior. Another end of the at least one connection opening may lead to a housing inner side. The at least one connection opening may be covered on the housing inner side via a membrane penetrable by gas and impenetrable by liquid.

An engine control method includes: a first fuel supply step of supplying fuel into the combustion chamber using an injector when a spark plug makes flame in the combustion chamber so that an air-fuel mixture is generated at least around the spark plug, the air-fuel mixture having an air-fuel mass ratio A/F or a gas-fuel mass ratio G/F, in which gas includes air, higher than a stoichiometric air-fuel ratio; after the first fuel supply step, an ignition step of making the flame in the combustion chamber in the compression stroke using the spark plug; and after the ignition step, a second fuel supply step of supplying the fuel into the combustion chamber in the compression stroke using the injector to increase a fuel concentration of the air-fuel mixture in the combustion chamber.

When an engine during rotation stop is started, a target cranking speed is set to a value at which a first rotating machine MG1 is maintained in an electric power generation state when a request engine power is an output that needs a turbocharging pressure and which is higher than when the request output is not the output that needs the turbocharging pressure, and even after the engine is brought into the operating state, an MG1 cranking torque is controlled to apply a torque for increasing an engine speed of the engine to the target cranking speed to the engine. In this way, it is possible to increase the engine speed after an autonomous operation more quickly while suppressing power consumption of the first rotating machine MG1.

A centrifugal compressor includes an impeller, a compressor inlet pipe for guiding air to the impeller, a scroll passage disposed on an outer peripheral side of the impeller, and a bypass passage connecting the compressor inlet pipe and the scroll passage and bypassing the impeller. In a cross-section perpendicular to an axis of the compressor inlet pipe, when A1 is a connection portion on a downstream side in a rotational direction of the impeller of connection portions between an inner wall surface of the compressor inlet pipe and an inner wall surface of the bypass passage, C is a virtual circle constituting the inner wall surface of the compressor inlet pipe, and L1 is a tangent line of the virtual circle C at the connection portion A1, the inner wall surface of the bypass passage is formed from the connection portion A1 along the tangent line L1.