In a lean-burn engine equipped with a turbocharger, a responsiveness of a super-charging pressure in a lean region is enhanced by control of a valve timing of an exhaust valve while a combustion state is restrained from varying. A variable valve mechanism that can change an opening timing of the exhaust valve while keeping a closing timing of the exhaust valve constant, is included in the lean-burn engine. When a target operation point is located in the lean region, and when an actual supercharging pressure is lower than a target supercharging pressure, supercharging pressure increasing control that advances the opening timing while keeping the closing timing constant is executed by operating the variable valve mechanism.

At every ignition cycle, when a duration change amount ΔT30[i] is equal to or less than a reference value ΔT30ref2, a misfire counter Cmf is kept unchanged. When the duration change amount ΔT30[i] is greater than the reference value ΔT30ref2, on the other hand, the misfire counter Cmf is incremented by value 1. A misfire ratio Rmf is set to provide a smaller value when an amount increasing determination flag F[i] is equal to value 1 than a value when the amount increasing determination flag F[i] is equal to value 0. In the case where an ignition counter Ci reaches or exceeds a reference value Ciref, it is determined whether a conversion catalyst is overheated by comparison between the misfire counter Cmf and an accumulated misfire ratio Rmfsum that is an accumulated value of the misfire ratio Rmf.

Provided is a process that may comprise cooling an engine exhaust emissions comprising SO.sub.x on a vehicle that may come from an engine. The cooled engine exhaust emissions comprising SO.sub.x may be passed to one or more absorption units. The SO.sub.x may be extracted from the engine exhaust emissions with a sorbent supported on solid porous media in an absorption unit on the vehicle to form an absorbed SO.sub.x. The absorbed SO.sub.x may be desorbed, followed by forming one or more SO.sub.x product from the desorbed SO.sub.x. The one or more SO.sub.x product may be unloaded to an off-vehicle facility.

Various methods and arrangements for controlling catalytic converter temperature are described. In one aspect, an engine controller includes a catalytic monitor and a firing timing determination unit. The catalytic monitor obtains data relating to a temperature of a catalytic converter. Based at least partly on this data, the firing timing determination unit generates a firing sequence for operating the engine in a skip fire manner. Another aspect of the invention relates to an engine exhaust system that can help expedite the heating of a catalytic converter.

It is provided a control device for a hybrid vehicle including a controller configured to control an engine, a first motor, and an automatic transmission and a control method of the hybrid vehicle. The controller is configured to determine whether or not an operation state of the engine is changeable, when an upshift of the hybrid vehicle is performed, decrease torque of an input shaft of the automatic transmission by outputting negative torque acting to decrease the torque of the input shaft of the automatic transmission from the first motor when a prohibition condition that the operation state of the engine is not changeable is established, and decrease engine torque output from the engine to decrease the torque of the input shaft of the automatic transmission to be decreased accompanied by the upshift when the prohibition condition is not established and the operation state of the engine is changeable.

Provided is a control device of a gas turbine including a compressor, a combustor, and a turbine. The control device executes load control of allowing an operation control point for operation control of a gas turbine to vary in response to a load of the gas turbine. The operation of the gas turbine is controlled on the basis of a rated temperature adjustment line for temperature adjustment control of a flue gas temperature at a predetermined load to a rated flue gas temperature at which performance of the gas turbine becomes rated performance, a preceding setting line for setting of the flue gas temperature at the predetermined load to a preceding flue gas temperature that becomes lower in precedence to the rated flue gas temperature, and a limit temperature adjustment line for temperature adjustment control.

A system includes an exhaust aftertreatment system in exhaust gas receiving communication with an engine including a plurality of cylinders where the engine is structured to operate according to low load conditions and where a controller is structured to determine that at least one diesel emissions fluid (DEF) doser is frozen based on at least one of an ambient air temperature and a DEF source temperature. The controller is structured to operate the engine according to a skip-fire mode in response to a DEF flag indicating that the at least one DEF doser is frozen. The skip-fire mode comprises firing a portion of the plurality of cylinders that is less than a total amount of cylinders of the plurality of cylinders. The controller is structured to discontinue the skip-fire mode in response to determining that the at least one DEF doser is likely thawed.

Provided is a process that may comprise cooling an engine exhaust emissions comprising SO.sub.x on a vehicle that may come from an engine. The cooled engine exhaust emissions comprising SO.sub.x may be passed to one or more absorption units. The SO.sub.x may be extracted from the engine exhaust emissions with a sorbent supported on solid porous media in an absorption unit on the vehicle to form an absorbed SO.sub.x. The absorbed SO.sub.x may be desorbed, followed by forming one or more SO.sub.x product from the desorbed SO.sub.x. The one or more SO.sub.x product may be unloaded to an off-vehicle facility.

An evaporated fuel processing device includes a canister; a purge passage connecting the canister and an intake pipe of an engine; a purge control valve on the purge passage; and a controller that controls switching timings for the purge control valve and a fuel injection valve that supplies fuel to the engine. The controller estimates whether a catalyst temperature would exceed a criteria temperature if the purge gas is supplied to the engine while the engine is in operation and a fuel supply from the fuel tank to the engine is stopped, and in a case where the catalyst temperature is estimated to exceed the criteria temperature, the controller reduces the purge gas amount before the fuel supply to the engine is stopped such that the catalyst temperature becomes equal to or lower than the criteria temperature when the fuel supply to the engine is stopped.

A control device for an internal combustion engine capable of performing additional injection in addition to regular injection includes an electronic control unit. The electronic control unit is configured to calculate an ignition timing at a predetermined crank angle before a compression top dead center. The electronic control unit is configured to calculate an injection amount of fuel at a predetermined time interval and to calculate an injection amount of the fuel at the predetermined crank angle. The electronic control unit is configured to control the fuel injection valve such that the fuel injection valve additionally injects the fuel in an increase amount before ignition, when the injection amount calculated at the predetermined crank angle is increased due to retardation of the ignition tinting calculated after the fuel in the injection amount calculated at the predetermined time interval is regularly injected.