An apparatus of controlling a hybrid vehicle may include: an engine; a drive motor to assist the power of the engine and selectively operate as a generator to generate electrical energy; a battery to supply electrical energy; a first intake valve disposed in a first intake line; a second intake valve disposed in a second intake line; a first electric supercharger disposed in the first intake line; a second electric supercharger disposed in the second intake line; a connecting valve disposed in a connecting line for connecting the first intake line and the second intake line; and a controller that determines a driving mode of the first and second electric superchargers. In particular, the controller controls the drive motor and the first and second electric superchargers based on a supercharger consumed energy, an additional fuel energy, and a drive motor consumed energy.

In the present invention, an internal combustion engine (7) drives a generator (6). The internal combustion engine (7) carries out a standby operation. The standby operation is an operation involving assisting power supply to a drive motor (2). During the standby operation of the internal combustion engine (7), the SoC of a battery (4) is equal to or higher than a predetermined SoC threshold. The operating point of the internal combustion engine (7) during the standby operation is further on a lower-output side than the operating point of the same during the charging of the battery (4). The operating point of the internal combustion engine (7) during the standby operation is an operating point in which the collector pressure of the internal combustion engine (7) is equal to or higher than a predetermined collector pressure threshold. The operating point of the internal combustion engine (7) during the standby operation is within a lean combustion region.

In a hybrid vehicle, each of an engine and an MG1 is mechanically coupled to a drive wheel with a planetary gear being interposed. The planetary gear and an MG2 are configured such that motive power output from the planetary gear and motive power output from the MG2 are transmitted to the drive wheel as being combined. When a first condition is satisfied during traveling of the vehicle, a controller stops combustion in the engine and performs motoring by the MG1 such that the planetary gear outputs deceleration torque. When a second condition in addition to the first condition is satisfied (YES in S20) during deceleration of the hybrid vehicle with deceleration torque, the controller performs motoring with throttle opening being set to first opening or larger and WGV opening being set to second opening or smaller.

The invention relates to a method for controlling a turbocharger system (10) fluidly connected to an exhaust manifold (102) of a combustion engine (100) in a vehicle (800). The turbocharger system (10) comprises a turbocharger turbine (22) operable by exhaust gases from the exhaust manifold, and a tank (40) with pressurized gas. The tank is fluidly connectable to the turbocharger turbine. The method comprises the steps of: predicting the coming drive conditions of the vehicle, injecting pressurized gas from the tank to drive the turbocharger turbine such that the turbocharger turbine is at least partly driven by the pressurized gas, in response to the predicted drive conditions, and/or charging the tank with pressurized gas in response to the predicted drive conditions, wherein the predicted drive conditions are indicative of the need for injection of pressurized gas from the tank.

A controller for a hybrid vehicle predicts whether necessary discharging electric power from a power storage device which is required to perform downshift in a transmission exceeds upper-limit discharging electric power of the power storage device when downshift in the transmission is performed in a hybrid vehicle travel mode and controls a compressor rotation speed such that a rate of increase of the compressor rotation speed of a supercharger at the time of performing downshift in the transmission increases as the upper-limit discharging electric power decreases when it is predicted that the necessary discharging electric power exceeds the upper-limit discharging electric power.

A control apparatus for a hybrid vehicle includes an engine that combusts fuel to generate power. A drive motor assists the engine power and selectively operates as a generator to generate electrical energy. A clutch is disposed between the engine and drive motor. A battery supplies electrical energy to the drive motor or is charged by the generated electrical energy. A DC converter transforms a DC from the battery. An electric supercharger supplies supercharged air to the engine. A controller determines an optimal air amount to maximize system efficiency based on a drive motor limited output value determined by a battery SOC, and determines an output drive motor power output and an output engine power output based on the optimal air amount when an atmospheric pressure is less than a predetermined pressure, intake temperature is greater than a predetermined temperature and the SOC is less than a predetermined value.

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 hybrid vehicle may include: an engine; a drive motor assisting a driving torque of the engine; an engine clutch selectively delivering power between the engine and the drive motor; a first intake valve disposed in a first intake line; a second intake valve disposed in a second intake line; a first electric supercharger disposed in the first intake line; a second electric supercharger disposed in the second intake line; a connecting valve disposed in a connecting line for connecting the first intake line and the second intake line; and a controller determining an operating mode among a plurality of operating modes of the first and the second electric superchargers based on a pressure ratio and a flow rate of the intake air supplied by each of the first and the second electric superchargers.

A variable speed hybrid electric supercharger assembly is controlled to regulate an adaptive state of charge of an energy storage device and/or to boost an engine based on a performance mode selected by a driver. In one example, a reference state of charge is determined based upon driving characteristics of a vehicle and compared to an actual state of charge of the energy storage device. If the difference indicates a deficit, an operation mode is selected to regenerate the energy storage device. In another example, a planetary gearing arrangement between an engine and an electric motor is configured to increase or decrease power transferred to the supercharger by the engine based upon the performance mode selected by the driver.

A controller for the hybrid vehicle selects an engine as a power apparatus of the hybrid vehicle when a request load is higher than a threshold load, and selects ae motor as the power apparatus when the request load is equal to or lower than the threshold load. The controller sets the threshold load in accordance with a SOC of a battery, and decreases the threshold load as the SOC is lower in at least a predetermined SOC range. The controller controls an intake air temperature during stopping of the engine to a target intake air temperature by operating an intake air temperature variable system when the motor is selected as the power apparatus. The controller sets the target intake air temperature in accordance with the SOC, and increases the target intake air temperature as the SOC is lower in at least the predetermined SOC range.