公开(公告)号：JP2007263271A

公开(公告)日：2007-10-11

申请号：JP2006090566

申请日：2006-03-29

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： INOUE MIKIO ,  AOYAMA TARO

IPC: F16H61/10 ,  F01N3/20 ,  F16H61/14

CPC classification number: Y02A50/2322

Abstract: PROBLEM TO BE SOLVED: To provide technique capable of suitably restraining deterioration of control caused by change of a driving transmission state in a vehicle control device during air-fuel ratio lowering control.
SOLUTION: During air-fuel ratio lowering control, a speed change line map is switched from an ordinary speed change line map to an air-fuel ratio lowering control speed change line map wherein timing of shift-up is delayed, and thereby, timing for changing the driving transmission state by a transmission is delayed later than the prescribed timing. During delay, an engine rotation speed is not rapidly changed, and exhaust flow rate flowing into an exhaust emission control catalyst is not drastically changed. Thus, during delay, the air-fuel ratio of the exhaust can be stably controlled so as to be a target air-fuel ratio. Accordingly, control deterioration by shift-up in air-fuel ratio lowering control can be suitably restrained.
COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 解决的问题：提供能够适当地抑制在空燃比降低控制期间由车辆控制装置中的行驶传动状态的变化引起的控制的劣化的技术。 解决方案：在空燃比降低控制期间，将变速线图从普通变速线图切换到延迟定时的空燃比降低控制变速线图，从而 ，通过发送改变驾驶传输状态的定时比规定的定时延迟。 在延迟期间，发动机转速不会迅速变化，并且流入废气排放控制催化剂的排气流量不会急剧变化。 因此，在延迟期间，可以将排气的空燃比稳定地控制为目标空燃比。 因此，可以适当地抑制空燃比降低控制中的偏移的控制劣化。 版权所有（C）2008，JPO＆INPIT

公开(公告)号：JP2007162499A

公开(公告)日：2007-06-28

申请号：JP2005356621

申请日：2005-12-09

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： AOYAMA TARO

IPC: F01N3/22 ,  B01D53/86 ,  B01D53/94 ,  F01N3/08 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To provide technology enabling to keep air fuel ratio of exhaust gas flowing in a catalyst having oxidation function at an appropriate value in an exhaust emission control device for an internal combustion engine. SOLUTION: This device is provided with the catalyst provided in an exhaust gas passage of the internal combustion engine and having oxidation function, a secondary air supply means supplying the exhaust gas passage in an upstream of the catalyst having oxidation function with secondary air, and an air fuel ratio fluctuation detection means detecting fluctuation of air fuel ratio of exhaust gas flowing in the catalyst having oxidation function. Quantity of secondary air supplied by the secondary air supply means is adjusted according to fluctuation of air fuel ratio detected by the air fuel ratio fluctuation detection means. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供能够使内燃机的废气排放控制装置中的具有氧化功能的催化剂中排出的废气的空燃比保持在适当值的技术。 解决方案：该装置设置有设置在内燃机的排气通道中并具有氧化功能的催化剂，二次空气供应装置，在具有二氧化功能的具有氧化功能的催化剂的上游供应废气通道 以及检测在具有氧化功能的催化剂中流动的废气的空燃比的变动的空燃比变动检测装置。 由二次空气供给装置供给的二次空气的量​​根据由空燃比变动检测装置检测出的空燃比的波动进行调整。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2007154822A

公开(公告)日：2007-06-21

申请号：JP2005353533

申请日：2005-12-07

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： NISHIOKA HIROMASA ,  AOYAMA TARO

IPC: F01N3/08 ,  B01D53/94

Abstract: PROBLEM TO BE SOLVED: To provide a technique capable of improving the controllability of air-fuel ratio in a storage/reduction type NOx catalyst by reducing the arrival time of fuel to the storage/reduction type NOx catalyst in an exhaust emission control device of an internal combustion engine. SOLUTION: This exhaust emission control device comprises a fuel adding means for adding a fuel into an exhaust passage, the storage/reduction type NOx catalyst for reducing the stored NOx by the fuel added by the fuel adding means, and an adhered fuel amount variable control means (S204) for variably controlling a fuel amount adhered onto the wall surface of the exhaust passage based on the time in which the fuel added by the fuel adding means arrives at the storage/reduction type NOx catalyst. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：为了提供一种能够通过在废气排放控制中减少燃料到储存/还原型NOx催化剂的到达时间来提高储存/还原型NOx催化剂中的空燃比的可控性的技术 内燃机装置 解决方案：该废气排放控制装置包括用于将燃料添加到排气通道中的燃料添加装置，用于通过燃料添加装置添加的燃料来还原储存的NOx的储存/还原型NOx催化剂和附着的燃料 量变量控制装置（S204），用于根据由燃料添加装置添加的燃料到达储存/还原型NOx催化剂的时间，可变地控制附着在排气通道的壁面上的燃料量。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2007002837A

公开(公告)日：2007-01-11

申请号：JP2005368545

申请日：2005-12-21

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OTA HIROHIKO ,  SHOJI AKIRA ,  AOYAMA TARO ,  TAUCHI YUTAKA ,  MATSUMOTO TAKASHI ,  KAWAGUCHI BUNGO ,  KENJO AKIRA

IPC: F02D23/00 ,  F02B31/02 ,  F02B37/10 ,  F02B37/24 ,  F02B39/10 ,  F02D23/02 ,  F02D41/02 ,  F02D41/22 ,  F02D45/00

CPC classification number: Y02T10/144 ,  Y02T10/146

Abstract: PROBLEM TO BE SOLVED: To effectively prevent engine stall of an internal combustion engine provided with a supercharger and a motor for raising supercharging pressure of the supercharger and improve overall performance of the internal combustion engine. SOLUTION: ECU 100 performs an engine stall prevention process in parallel with a fuel injection process. In the engine stall prevention process, ECU 100 operates a motor of MAT 206 to assist rise of supercharging pressure when rotation speed Ne of an engine 200 gets less than a threshold rotation speed A. An upper limit value Qf of fuel injection quantity defined as limit to generate material to be removed such as smoke rises with accompanying rise of actual supercharging pressure Pr by assist by the motor, and quantity of fuel which can be injected increases. Consequently, fuel to secure low speed torque can be injected in low rotation speed zone and engine stall can be prevented. Also, ECU 100 operates MAT 206 in a period other than transient period to raise supercharging pressure as high as possible. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：为了有效地防止设置有增压器的内燃机和用于提高增压器的增压压力的电动机的发动机失速并提高内燃机的整体性能。 解决方案：ECU100与燃料喷射过程并行执行发动机失速防止过程。 在发动机失速防止处理中，ECU100对发动机200的转速Ne小于阈值旋转速度A的情况下，操作MAT206的电动机以辅助提高增压压力。燃料喷射量的上限值Qf被定义为极限 通过电动机的辅助产生随着实际增压压力Pr的上升而产生的烟尘等的物质的上升，能够喷射的燃料量增加。 因此，可以在低转速区域内注入确保低速转矩的燃料，并且可以防止发动机失速。 此外，ECU100在除了暂时期以外的期间内运转MAT206以提高增压压力。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2007002780A

公开(公告)日：2007-01-11

申请号：JP2005184870

申请日：2005-06-24

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： TAUCHI YUTAKA ,  SHOJI AKIRA ,  AOYAMA TARO ,  OTA HIROHIKO ,  MATSUMOTO TAKASHI ,  KAWAGUCHI BUNGO ,  KENJO AKIRA

IPC: F02D41/04 ,  F01N3/02 ,  F02B37/10 ,  F02D23/02 ,  F02D41/02 ,  F02D43/00 ,  F02D45/00

CPC classification number: Y02T10/144

Abstract: PROBLEM TO BE SOLVED: To provide an internal combustion engine equipped with a supercharger and a driving means for assisting the supercharger and avoiding deterioration of power performance. SOLUTION: The engine 200 is equipped with a MAT (Motor Assist Turbocharger) 206. In a transitional operation period of the engine 200, when assist capacity of the MAT 206 becomes insufficient due to, for instance, insufficient remaining power of a battery 219 or the like and an actual charging pressure Pr become lower than a target charging pressure Pa, increase correction is made to a reference injection quantity specified according to the actual charging pressure Pr. In this case, a correction amount is calculated based on a differential pressure between the actual charging pressure Pr and an estimate charging pressure Pest estimated on the assumption that the maximum assist capacity is provided by the motor. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供配备有增压器的内燃机和用于辅助增压器的驱动装置，并避免电力性能的恶化。 发动机200配备有马达（马达辅助涡轮增压器）206.在发动机200的过渡运转期间，当MAT206的辅助能力由于例如不足够的剩余动力而不足时 电池219等，并且实际充电压力Pr变得低于目标充电压力Pa，对根据实际充电压力Pr指定的基准喷射量进行增加校正。 在这种情况下，基于实际充气压力Pr和由电动机提供的最大辅助能力的假设而估计的估计充气压力Pest之间的差压来计算校正量。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006336661A

公开(公告)日：2006-12-14

申请号：JP2006256285

申请日：2006-09-21

Applicant: Toyota Central Res & Dev Lab Inc ,  Toyota Motor Corp ,  トヨタ自動車株式会社 ,  株式会社豊田中央研究所

Inventor： AOYAMA TARO ,  SASAKI SHIZUO ,  YOSHIZAKI KOJI ,  MURATA HIROKI ,  HASHIMOTO YOSHINOBU ,  INAGAKI KAZUHISA

IPC: F02D21/08 ,  F02D41/02 ,  F02D41/04 ,  F02D41/38 ,  F02D41/40 ,  F02D43/00 ,  F02M25/07

Abstract: PROBLEM TO BE SOLVED: To optimally control the combustion state of a diesel engine.
SOLUTION: Cylinder pressure sensors 29a to 29d detecting pressures in combustion chambers are installed in the cylinders of the diesel engine 1. Based on outputs from the cylinder pressure sensors, the electronic control unit (ECU) 20 of the engine calculates a crank angle θmax at which the product PV of a cylinder pressure and an actual cylinder displacement becomes maximum, calculates a period ΔT from the start of fuel injection to θmax, and feedback-controls the opening of an EGR valve 35 controlling the supplied amount of EGR gas to the engine so that the calculated ΔT becomes a target value determined based on an accelerator opening and an engine speed at present. Since ΔT can be calculated without increasing the calculation load of the electronic control unit 20 of the engine, an increase in the calculation load is not induced and the amount of EGR gas (EGR rate) can be accurately controlled to an optimum value.
COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：为了最佳地控制柴油发动机的燃烧状态。 解决方案：检测燃烧室中的压力的​​气缸压力传感器29a至29d安装在柴油发动机1的气缸中。基于气缸压力传感器的输出，发动机的电子控制单元（ECU）20计算曲柄 计算出气缸压力乘积PV与实际气缸排量变得最大的角度θmax，计算从燃料喷射开始到θmax的周期ΔT，并且反馈控制EGR阀35的开度，控制EGR气体供给量 使得计算的ΔT成为当前基于加速器开度和发动机转速确定的目标值。 由于可以在不增加发动机的电子控制单元20的计算负荷的情况下计算ΔT，因此不会引起计算负荷的增加，并且能够将EGR气体的量（EGR率）精确地控制到最佳值。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006299924A

公开(公告)日：2006-11-02

申请号：JP2005122803

申请日：2005-04-20

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： MATSUMOTO TAKASHI ,  SHOJI AKIRA ,  AOYAMA TARO ,  OTA HIROHIKO ,  TAUCHI YUTAKA ,  KAWAGUCHI BUNGO ,  KENJO AKIRA

IPC: F02B37/10 ,  F02D23/00 ,  F02D29/00

CPC classification number: Y02T10/144

Abstract: PROBLEM TO BE SOLVED: To improve fuel economy of a vehicle by accurately controlling a drive amount of a motor.
SOLUTION: As engine rotation speed NE is higher, base assist amount Dn(%) is calculated smaller (step 102). As a gear position is in lower gear position side, namely gear ratio is larger, coefficient k is established smaller (step 104). Final assist amount Df (%) is calculated (step 106) by multiplying base assist amount Dn and the coefficient k. When battery voltage is higher than a predetermined value, the motor is driven by the final assist amount Df(%) (step 110).
COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：通过精确地控制电动机的驱动量来提高车辆的燃料经济性。 解决方案：随着发动机转速NE越高，基准辅助量Dn（％）越小（步骤102）。 当齿轮位置处于低档位时，即齿轮比较大，系数k被建立得更小（步骤104）。 通过乘以基辅助量Dn和系数k来计算最终辅助量Df（％）（步骤106）。 当电池电压高于预定值时，马达被最终辅助量Df（％）驱动（步骤110）。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006291894A

公开(公告)日：2006-10-26

申请号：JP2005115689

申请日：2005-04-13

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OTA HIROHIKO ,  SHOJI AKIRA ,  AOYAMA TARO ,  TAUCHI YUTAKA ,  MATSUMOTO TAKASHI ,  KAWAGUCHI BUNGO ,  KENJO AKIRA

IPC: F02B39/10 ,  F02B37/10 ,  F02B37/12 ,  F02B37/16 ,  F02B37/24 ,  F02D23/00

CPC classification number: F02D41/0007 ,  F02D41/021 ,  Y02T10/144

Abstract: PROBLEM TO BE SOLVED: To actualize smooth uphill-slope start by sufficiently increasing supercharging pressure. SOLUTION: Pre-assist base power Vpreb is calculated corresponding to a vehicle weight W(kg). Along therewith, the inclination of an uphill slope where a vehicle is located is calculated from an acceleration A(m/s2) and pre-assist inclination correcting power Vprei is calculated corresponding to the inclination (Step 102). By adding the pre-assist base power Vpreb to the pre-assist inclination correcting power Vprei, pre-assist final power Vpref is calculated (Step 104). When the pre-start of the vehicle is determined in Step 106, the pre-assist final power Vpref is supplied to the motor of a MAT in Step 108 (MAT pre-assist ON). COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：通过充分增加增压压力来实现平滑的上坡开始。 解决方案：根据车辆重量W（kg）计算预辅助基座功率Vpreb。 根据加速度A（m / s2）计算出车辆所在的上坡的倾斜度，并根据倾斜度计算预辅助倾斜修正功率Vprei（步骤102）。 通过将预辅助基本功率Vpreb与预辅助倾斜校正功率Vprei相加，计算预辅助最终功率Vpref（步骤104）。 当在步骤106中确定车辆的预启动时，在步骤108（MAT预辅助ON）中将预辅助最终功率Vpref提供给MAT的马达。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006266152A

公开(公告)日：2006-10-05

申请号：JP2005084434

申请日：2005-03-23

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： ONO TOMOYUKI ,  MATSUMOTO ISAO ,  MURAKAMI GENICHI ,  NAGAE MASAHIRO ,  AOYAMA TARO ,  MURATA HIROKI ,  HASHIMOTO YOSHINOBU ,  YAMASHITA AKIRA ,  NISHIOKA HIROMASA

IPC: F02N11/08 ,  B60L11/14 ,  F02D29/02 ,  F02D45/00 ,  F02N11/04

CPC classification number: Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a vibration reduction device for a hydraulic vehicle reducing vibration at a time of engine start of the hybrid vehicle. SOLUTION: This vibration reduction device for the hybrid vehicle provided with an engine and a motor generator cranking the engine reduces start torque 103 by the motor generator before each compression top dead center TDC of a plurality of cylinders of the engine at start of the engine and reaction force of starting torque by the motor generator is generated in a rotation direction of the engine. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 解决的问题：提供一种用于在混合动力车辆的发动机起动时减少振动的液压车辆的减振装置。 解决方案：具有发动机的混合动力车辆的减振装置和起动发动机的电动发电机在起动时发动机的多个气缸的每个压缩上止点TDC之前，通过电动发电机减少起动转矩103 在发动机的旋转方向上产生发动机和由电动发电机起动转矩的反作用力。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006200362A

公开(公告)日：2006-08-03

申请号：JP2005009669

申请日：2005-01-17

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： NISHIOKA HIROMASA ,  MATSUMOTO ISAO ,  MURAKAMI GENICHI ,  NAGAE MASAHIRO ,  ONO TOMOYUKI ,  AOYAMA TARO ,  MURATA HIROKI ,  HASHIMOTO YOSHINOBU ,  YAMASHITA AKIRA

IPC: F01N3/20 ,  B01D53/94 ,  B60K6/445 ,  F01N3/08 ,  F01N3/24 ,  F02B37/10 ,  F02M25/07

CPC classification number: Y02A50/2322 ,  Y02C20/10 ,  Y02T10/121 ,  Y02T10/144

Abstract: PROBLEM TO BE SOLVED: To improve the exhaust gas purification performance by improving the reduction efficiency of a NOx catalyst for occluding unpurified NOx and a reducing agent while preventing flowing out thereof in an exhaust emission purification device in a hybrid vehicle. SOLUTION: The exhaust emission purification device 50 is provided with a first catalyst 51 and a second catalyst 52 capable of being reduced by occluding NOx in the exhaust emission in an exhaust pipe 46, and a fuel addition valve 61 to feed fuel as the reducing agent to each catalyst 51, 52. At EV running by MGs 12, 13 in stopping DE 11 when fuel is injected from the fuel addition valve 61 into an exhaust port 33, while a low pressure EGR valve 59 is opened and a shutter valve 68 is closed, an electrically assisted turbosupercharger is actuated, the NOx and fuel flowed out from the first catalyst 51 and the second catalyst 52 are returned into a suction pipe 37 through an low pressure EGR passage 58, and circulated into the first catalyst 51 and the second catalyst 52. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 解决问题的方法为了提高排气净化性能，通过提高用于吸附未净化的NOx和还原剂的NOx催化剂的还原效率，同时防止其在混合动力车辆的排气净化装置中流出。 解决方案：排气净化装置50具有第一催化剂51和第二催化剂52，其能够通过在排气管46中的废气排放中吸留NOx而被还原，以及燃料添加阀61，以将燃料作为 每个催化剂51,52的还原剂。当燃料从燃料添加阀61喷射到排气口33中时，在停止DE 11时由MG 12,12运行的EV，同时打开低压EGR阀59和闸门 阀68关闭，电动辅助涡轮增压器被致动，从第一催化剂51和第二催化剂52流出的NOx和燃料通过低压EGR通道58返回到吸入管37中，循环到第一催化剂51中 和第二催化剂52.版权所有（C）2006，JPO＆NCIPI