公开(公告)号：JP2014205458A

公开(公告)日：2014-10-30

申请号：JP2013085036

申请日：2013-04-15

Applicant: トヨタ自動車株式会社 ,  Toyota Motor Corp ,  ダイハツ工業株式会社 ,  Daihatsu Motor Co Ltd

Inventor： KAWAI TAKASHI ,  MAEDA SOJI

IPC: B60W10/08 ,  B60K6/445 ,  B60L11/14 ,  B60W10/06 ,  B60W20/00 ,  F02D29/02

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: 【課題】内燃機関を停止させる際の振動を抑制することが可能な内燃機関の停止制御装置を提供する。【解決手段】所定の機関停止条件が成立して内燃機関11の燃焼を停止させた後に、クランク軸11bの回転数が所定のトルク抜き回転数N2に達するまで、第1MG12からトルクを出力してクランク軸11bの回転数を低下させる停止制御装置において、クランク軸11bの回転数がトルク抜き回転数N2に達した後に、第1MG12のトルクを位置合わせ制御の終了時のトルクである制御最終値からゼロにするトルク抜き制御が実行される。制御最終値が大きいほど、第1MG12のトルクを制御最終値からゼロにする際のトルク抜きレートが大きくなるように、制御最終値に基づいてトルク抜きレートが変更される。【選択図】図1

Abstract translation: 要解决的问题：提供一种能够抑制内燃机停止时产生的振动的内燃机停止控制器。解决方案：一种停止控制器，其通过从第一MG 12输出转矩直到减少曲轴11b的转速直到 在满足预定的发动机停止条件以停止内燃机11的燃烧之后，曲轴11b的转速达到预定的转矩释放转速N2，执行转矩释放控制以将第一MG 12的转矩从控制最终 在曲轴11b的转速达到转矩释放转速N2之后，定位控制结束时的转矩为零。 转矩释放率基于控制最终值而变化，使得当控制最终值较大时，当第一MG12的转矩从控制最终值减小到零时，转矩释放率变高。

公开(公告)号：JP2014156792A

公开(公告)日：2014-08-28

申请号：JP2013026674

申请日：2013-02-14

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

Inventor： YAMAGUCHI TAKUYA ,  KAWAI TAKASHI

IPC: F02D13/02

Abstract: PROBLEM TO BE SOLVED: To provide a control unit for an internal combustion engine, capable of readily detecting whether or not an intake valve is closed and of accurately detecting a valve closing timing.SOLUTION: In a control unit for an internal combustion engine, including a crank angle sensor 41 for detecting a revolution speed of a crank shaft 10a of an internal combustion engine 10A, when a time differentiation value ΔNe derived by time-differentiating the revolution speed detected by the crank angle sensor 41 varies from a value larger than a predetermined threshold level dNe_th to a value smaller than the threshold level dNe_th, it is determined that an intake valve 18 for a cylinder 11 of the internal combustion engine 10A is closed.

Abstract translation: 要解决的问题：提供一种内燃机的控制单元，其能够容易地检测进气门是否关闭并且准确地检测到阀关闭正时。解决方案：在内燃机的控制单元中，包括 用于检测内燃机10A的曲轴10a的转速的曲轴转角传感器41，当通过对由曲轴转角传感器41检测出的转速进行时间微分而得到的时间微分值＆amp; 比预定阈值水平dNe_th小到阈值水平dNe_th的值，确定内燃机10A的气缸11的进气门18关闭。

公开(公告)号：JP2014139427A

公开(公告)日：2014-07-31

申请号：JP2013077157

申请日：2013-04-02

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

Inventor： YAMAGUCHI TAKUYA ,  KAWAI TAKASHI

IPC: F02D45/00 ,  F02D29/06 ,  F02N11/08

Abstract: PROBLEM TO BE SOLVED: To provide an internal combustion engine starting control device capable of improving accuracy for estimating the pulse torque of an internal combustion engine and suppressing vibration at an engine start as compared with a conventional technique.SOLUTION: In a starting control device for controlling an electric motor 13 provided drivably with a crankshaft 9 of an internal combustion engine 1A that includes a plurality of cylinders 2, a map showing a relation between a reference torque applied to the crankshaft 9 from each cylinder 2 if a crank angle is 0° at start of cranking and a crank angle θ is stored in a ROM of an ECU 20. In the starting control device, a torque ratio k(θ) is calculated first on the basis of the crank angle at the start of the cranking, and a torque predicted to be applied to the crankshaft 9 from each cylinder 2 during cranking of the internal combustion engine 1A is then calculated on the basis of the map and the torque ratio k(θ). On the basis of the calculated torque, an operation of the electric motor 13 during the cranking of the internal combustion engine 1A is controlled.

Abstract translation: 要解决的问题：提供一种内燃机启动控制装置，其能够提高用于估计内燃机的脉冲扭矩的精度并抑制发动机起动时的振动，与传统技术相比。解决方案：在起动控制装置 控制与包括多个气缸2的内燃机1A的曲轴9可驱动地设置的电动机13，如果曲柄角为0°，则示出从每个气缸2施加到曲轴9的参考转矩之间的关系的图 启动曲柄角度和曲柄角度; 被存储在ECU20的ROM中。在起动控制装置中，首先基于起动开始时的曲柄角度计算扭矩比k（＆amp; tt），并且预测应用于 然后根据地图和扭矩比k（＆amp; s）来计算来自内燃机1A的起动期间的每个气缸2的曲轴9。 基于计算出的转矩，控制内燃机1A的起动期间的电动机13的动作。

公开(公告)号：JP2014125141A

公开(公告)日：2014-07-07

申请号：JP2012284313

申请日：2012-12-27

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

Inventor： MIWA KOJI ,  KAWAI TAKASHI ,  ITO YOSHIAKI

IPC: B60K6/30 ,  B60K6/10 ,  B60K6/445 ,  B60L11/14 ,  B60L11/16 ,  B60W10/10 ,  B60W20/00 ,  F02B61/06 ,  F02D29/02 ,  F03G3/08 ,  F16F15/31 ,  F16H33/02

CPC classification number: Y02T10/6204 ,  Y02T10/6239 ,  Y02T10/6282 ,  Y02T10/7033 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device capable of increasing a regeneration energy recovery amount during deceleration, while improving acceleration performance.SOLUTION: A hybrid vehicle control device is applied to a hybrid vehicle including: a power division mechanism including a planetary gear mechanism in which a first MG is connected to a sun gear, an engine is connected to a carrier, and an output part is connected to a ring gear; a second MG capable of outputting power to the output part; and a variable-inertia flywheel disposed on an output shaft of the engine. The hybrid vehicle control device executes acceleration control for: outputting power to a drive wheel from the second MG when acceleration of the vehicle is requested (S12); performing switching the variable-inertia flywheel to a low-inertia state (S15) until torque output from the second MG reaches switchover torque (S14) when acceleration is being requested (S12); and switching the variable-inertia flywheel to a high-inertia state (S17) after the torque output from the second MG reaches the switchover torque (S14).

Abstract translation: 要解决的问题：提供一种混合动力车辆控制装置，其能够提高减速时的再生能量回收量，同时提高加速性能。解决方案：混合动力车辆控制装置应用于混合动力车辆，包括：动力分配机构，包括行星 齿轮机构，其中第一MG连接到太阳齿轮，发动机连接到载体，并且输出部分连接到齿圈; 能够向输出部输出电力的第二MG; 以及设置在发动机的输出轴上的可变惯量飞轮。 混合动力车辆控制装置执行加速控制，用于：在请求车辆的加速时从第二MG向驱动轮输出动力（S12）; 在请求加速度时，将可变惯量飞轮切换到低惯量状态（S15），直到来自第二MG的扭矩输出达到切换转矩（S14）（S12）。 在从第二MG输出的扭矩达到切换转矩后，将可变惯量飞轮切换到高惯量状态（S17）（S14）。

公开(公告)号：JP2014015073A

公开(公告)日：2014-01-30

申请号：JP2012152315

申请日：2012-07-06

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

Inventor： HASHIMOTO HIROSHIGE ,  KAWAI TAKASHI

IPC: B60H1/08

Abstract: PROBLEM TO BE SOLVED: To improve heating performance during a period from automatic stop of an internal combustion engine to restart thereof.SOLUTION: A vehicular heating system of the present invention includes two cooling paths of a first cooling path and second cooling path, and a heater core that heats air-conditioning breeze into a vehicle in which an internal combustion engine is mounted. Through the first cooling path, a first coolant for cooling the internal combustion engine is circulated. The second cooling path is a cooling path different from the first cooling path, has a second coolant circulated through it, and is provided with an electric pump. The heater core uses at least the second coolant as a heat source for heating the air-conditioning breeze. The vehicular heating system implements such idle stop control that: when the internal combustion engine is in operation, if a predetermined stopping condition is met, the operation of the internal combustion engine is automatically stopped; and if a predetermined condition is met after automatic stop, the internal combustion engine is restarted. Further, the vehicular heating system predicts the automatic stop. If the automatic stop is estimated, a temperature drop of the second coolant is suppressed.

Abstract translation: 要解决的问题：提高从内燃机的自动停止到重新启动的期间的加热性能。解决方案：本发明的车辆加热系统包括第一冷却路径和第二冷却路径的两个冷却路径， 加热器芯体，其将空调微风加热到其中安装有内燃机的车辆中。 通过第一冷却路径，循环用于冷却内燃机的第一冷却剂。 第二冷却路径是与第一冷却路径不同的冷却路径，具有通过其循环的第二冷却剂，并且设置有电动泵。 加热器芯至少使用第二冷却剂作为用于加热空气调节微风的热源。 车辆用加热系统实行怠速停止控制，即当内燃机运转时，如果满足规定的停止条件，内燃机的动作自动停止; 并且如果在自动停止之后满足预定条件，则重新启动内燃机。 此外，车辆加热系统预测自动停止。 如果估计出自动停止，则抑制第二冷却剂的温度下降。

公开(公告)号：JP2014005759A

公开(公告)日：2014-01-16

申请号：JP2012140765

申请日：2012-06-22

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

Inventor： HASHIMOTO HIROSHIGE ,  KAWAI TAKASHI

IPC: F01P7/16 ,  F01P3/20

Abstract: PROBLEM TO BE SOLVED: To provide a heating device for a vehicle capable of improving heating performance upon warming-up of an internal combustion engine.SOLUTION: As a heating device for a vehicle, two systems of cooling circuits of a first cooling circuit in which a first cooling medium for cooling an internal combustion engine is circulated and a second cooling circuit in which an intercooler of a supercharger is arranged and a second cooling medium for cooling supercharged intake air is circulated are arranged. Further, a heater core which is arranged on the first cooling circuit and the second cooling circuit and heats air-conditioning air to the vehicle in which the internal combustion engine is mounted by using at least one of the first cooling medium and the second cooling medium as a heat source is arranged. In the heating device for the vehicle configured thus, when temperature of the second cooling medium is higher than temperature of the first cooling medium, the air-conditioning air is heated by using the second cooling medium as the heat source.

Abstract translation: 要解决的问题：提供一种能够提高内燃机的加热时的加热性能的车辆用加热装置。解决方案：作为车辆的加热装置，具有第一冷却回路的冷却回路的两个系统，其中， 循环用于冷却内燃机的第一冷却介质和布置增压器的中间冷却器的第二冷却回路，并且用于冷却增压进气的第二冷却介质循环。 此外，设置在第一冷却回路和第二冷却回路上的加热器芯，并且通过使用第一冷却介质和第二冷却介质中的至少一个将安装了内燃机的车辆的空调加热 作为热源被布置。 在这样构成的车辆用加热装置中，当第二冷却介质的温度高于第一冷却介质的温度时，通过使用第二冷却介质作为热源来对空调进行加热。

公开(公告)号：JP2013238111A

公开(公告)日：2013-11-28

申请号：JP2012109366

申请日：2012-05-11

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

Inventor： HOSOYA TAKANOBU ,  KAWAI TAKASHI ,  FUKUDA ATSUSHI

IPC: F02D41/34 ,  F02D41/32 ,  F02D45/00

CPC classification number: F02D41/3094 ,  F02D13/0261 ,  F02D41/0007

Abstract: PROBLEM TO BE SOLVED: To provide an air-fuel ratio control device of an internal combustion engine capable of improving responsiveness of air-fuel ratio feedback control, in a scavenging region.SOLUTION: An air-fuel ratio sensor is provided in an exhaust passage. When an engine operating condition is not in a scavenging region in which the inside of a cylinder is scavenged, a fuel injection amount of each cylinder is corrected on the basis of a difference between an air-fuel ratio corresponding to an averaging output value obtained by applying averaging processing to an instantaneous value sequentially output from the air-fuel ratio sensor and a target air-fuel ratio so that an actual air-fuel ratio matches the target air-fuel ratio. When the engine operating condition is in the scavenging region, a fuel injection amount of each cylinder is corrected by a corrected injection amount calculated on the basis of a difference between the air-fuel ratio corresponding to the instantaneous value and the target air-fuel ratio so that the actual air-fuel ratio matches the target air-fuel ratio.

Abstract translation: 要解决的问题：提供一种能够在清扫区域中提高空燃比反馈控制的响应性的内燃机的空燃比控制装置。解决方案：空气燃料比传感器设置在排气通路 。 当发动机工作状态不在气缸内部清扫的扫气区域时，基于与通过以下方式得到的平均输出值相对应的空燃比之间的差异来校正每个气缸的燃料喷射量 将平均处理应用于从空燃比传感器依次输出的瞬时值和目标空燃比，使实际空燃比与目标空燃比一致。 当发动机工作状态处于清扫区域时，通过基于与瞬时值对应的空燃比与目标空燃比的差计算出的校正喷射量来校正各气缸的燃料喷射量 使得实际空燃比与目标空燃比一致。

公开(公告)号：JP2013142338A

公开(公告)日：2013-07-22

申请号：JP2012003224

申请日：2012-01-11

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

Inventor： HOSOYA TAKANOBU ,  KAWAI TAKASHI

IPC: F02D41/04 ,  F02D13/02 ,  F02D41/14 ,  F02D41/34

CPC classification number: F02D41/3094 ,  F02D13/0261 ,  F02D41/0007 ,  Y02T10/144

Abstract: PROBLEM TO BE SOLVED: To provide an internal combustion engine control device capable of restraining an air-fuel ratio variation in an exhaust gas of flowing out to an exhaust passage caused by blow-by air.SOLUTION: An engine 10 is provided with a port injection valve 22 and a cylinder injection valve 24. An ECU 70 calculates a blow-by air quantity being a quantity of blow-by air uncontributing to combustion, and a cylinder inside air quantity filled in a cylinder out of suction air supplied in the cylinder 12 of the engine 10. The ECU 70 calculates an injection quantity A1 corresponding to a blow-by air quantity, and an injection quantity A2 corresponding to the cylinder inside air quantity. The ECU 70 controls the cylinder injection valve 24 so that the cylinder injection valve 24 performs fuel injection based on the injection quantity A1 in blow-by of the cylinder, and the cylinder injection valve 24 performs the fuel injection based on the injection quantity A2 after finishing the blow-by.

Abstract translation: 要解决的问题：提供一种内燃机控制装置，其能够抑制由窜气引起的流出到排气通道的排气中的空燃比变化。解决方案：发动机10设置有端口 喷射阀22和气缸喷射阀24. ECU 70计算作为不燃烧的窜气量的窜气量和从供给到气缸中的吸入空气中填充在气缸中的气缸内部空气量 ECU70计算与窜气量对应的喷射量A1和与气缸内部空气量对应的喷射量A2。 ECU70控制气缸喷射阀24，使得气缸喷射阀24基于气缸的窜气喷射量A1进行燃料喷射，并且气缸喷射阀24基于喷射量A2进行燃料喷射， 完成了挫败。

公开(公告)号：JP2012147574A

公开(公告)日：2012-08-02

申请号：JP2011003994

申请日：2011-01-12

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

Inventor： MIWA KOJI ,  KAWAI TAKASHI

IPC: B60L3/00

Abstract: PROBLEM TO BE SOLVED: To display an amount of charge in a manner that a driver would not have discomfort even when a target value for the amount of charge of a battery is changed according to the driving condition of a vehicle.SOLUTION: An amount-of-charge display device 100 is mounted on the vehicle 10 provided with the battery 12. The amount-of-charge display device has an amount-of-charge display means 11, 13 for displaying an absolute value of the amount-of-charge of the battery to the driver of the vehicle; a calculating means 11 for calculating the target value for the amount of charge based on the driving condition of the vehicle and the absolute value of the amount of charge, which is displayed on the amount-of-charge display means; and a target value display means 11, 13 for displaying the calculated target value to the driver of the vehicle.

Abstract translation: 要解决的问题：即使当根据车辆的驾驶状况改变电池的充电量的目标值时，以驾驶员不会不适的方式显示电量。 解决方案：充电显示装置100安装在设置有电池12的车辆10上。充电量显示装置具有充电量显示装置11,13，用于显示绝对值 车辆的驾驶员的电池的充电量的值; 计算装置11，用于基于车辆的驾驶状况和在充电量显示装置上显示的充电量的绝对值来计算充电量的目标值; 以及用于将计算出的目标值显示给车辆驾驶员的目标值显示装置11,13。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2012086720A

公开(公告)日：2012-05-10

申请号：JP2010236318

申请日：2010-10-21

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

Inventor： MIWA KOJI ,  KAWAI TAKASHI

IPC: B60W10/06 ,  B60K6/445 ,  B60W10/04 ,  B60W10/10 ,  B60W20/00 ,  F02B23/00 ,  F02D15/04 ,  F02D29/00 ,  F02D29/02

CPC classification number: Y02T10/125 ,  Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To provide a jump spark ignition internal combustion engine for hybrid vehicle which can generate relatively large engine braking by suppressing increases in the vibration and noise of the jump spark ignition internal combustion engine when it cannot make a motor generator operate as a generator in performing vehicle deceleration.SOLUTION: The jump spark ignition internal combustion engine incorporated into the hybrid vehicle together with the motor generator includes a machine compression ratio variable mechanism to increase an engine speed with an automatic transmission (step 109) when it cannot make the motor generator operate as the generator in performing vehicle deceleration (step 102), and to reduce a real compression ratio with the machine compression ratio variable mechanism (step 108).

Abstract translation: 要解决的问题：提供一种用于混合动力车辆的跳火火花点火内燃机，其能够通过抑制跳火火花点火式内燃机在不能使电动发电机产生的振动和噪声时的增加而产生相对较大的发动机制动 作为执行车辆减速的发电机。 ＆lt; P＆gt;解决方案：与电动发电机一起并入混合动力车辆中的跳火火花点火内燃机包括：机器压缩比可变机构，当其不能使电动发电机运行时，利用自动变速器增加发动机转速（步骤109） 作为执行车辆减速的发电机（步骤102），并且利用机器压缩比可变机构来减小实际的压缩比（步骤108）。 版权所有（C）2012，JPO＆INPIT