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公开(公告)号：JPH01290946A
公开(公告)日：1989-11-22
申请号：JP11938688
申请日：1988-05-18
Applicant: TOYOTA MOTOR CORP
Inventor： TAKIMOTO TOSHIYUKI , KOTANI TAKESHI , MATSUSHITA SOICHI
Abstract: PURPOSE:To provide possibility of deciding the air fuel ratio of a multi-cylinder internal-combustion engine, which performs simultaneous injection or group injection, further to a leaner side by increasing or decreasing the fuel amount so that the amount of change in the output torque made uniform becomes the set value. CONSTITUTION:In an internal-combustion engine with the ignition sequence set from No.1 to No.3, 4, and 2, a driver circuit 46 is connected with the fuel injection valves 28 for No.1, 4 cylinders while another driver circuit 47 with fuel injection valves 28 for No.2, 3 cylinders, and thus group injection takes place. A control device 40 calculates the torque change amount of each cylinder from the sensing value given by a pressure sensor 24. The ignition timing with an ignition plug 22 furnished on a cylinder with larger torque change is angle advanced to make the torque change even. Then the valve opening timings for the fuel injection valves 28 are controlled so that the torque change made even becomes the set value, and the fuel amount is increased or decreased. Thus the fuel injection amount is controlled for the group of cylinders with their torque changes made even, so that the air fuel ratio can be decided to the lean side.
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公开(公告)号：JPS63195349A
公开(公告)日：1988-08-12
申请号：JP2482287
申请日：1987-02-06
Applicant: TOYOTA MOTOR CORP
Inventor： KOTANI TAKESHI , MATSUSHITA SOICHI
Abstract: PURPOSE:To increase the control speed in the cooling time, and to improve the controllability regardless of the attachment of fuel to the wall surface of an intake pipe, by setting the control speed responding to the engine temperature related to the warm-up condition, in the air-fuel ratio feedback control. CONSTITUTION:A control circuit 44 computes a basic fuel injection quantity depending on the rotation frequencies from crank angle sensors 46 and 48, and the detected value from a suction pipe pressure sensor 49, and carries out the feedback control of air-fuel ratio depending on the detected value of an O2 sensor 58, when the feedback control condition other than the acceleration, the deceleration, and the warm-up conditions are accomplished. The control circuit 44 improves the responsiveness depending on the detected value from a water temperature sensor 54, making the proportional constant and the integral constant in the air-fuel ratio feedback control system in large values, for example, in the warm-up condition when the water temperature is 50 deg.C or less.
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公开(公告)号：JPS63113163A
公开(公告)日：1988-05-18
申请号：JP25858986
申请日：1986-10-31
Applicant: TOYOTA MOTOR CORP
Inventor： MATSUSHITA SOICHI , TAKIMOTO TOSHIYUKI
Abstract: PURPOSE:To perform accurate crank angle compensation, by discriminating the drift of a pressure sensor output level just after a fuel cut, and stopping the compensation, in case of the device which operates the correction value of crank angle detection value by detecting a pressure peak at the time of fuel cut for deceleration. CONSTITUTION:At the time of fuel cut, slippage of a crank angle is found by measuring a pressure differential by a compression pressure detecting device 2 at symmetrical positions holding a top dead point in between. In this case, just after the fuel cut, since the temperature in a cylinder bore suddenly goes down, the output value of a sensor, using a piezoelectric element or the like, is made to drift inevitably and thereby it fails to perform accurate measurement. Accordingly, this drift is detected by a drift detecting device 6, and when it exists, the compensation for slippage in the crank angle is made so as not to be done. With this constitution, the compensation for an accurate crank angle is performable.
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公开(公告)号：JPS6371550A
公开(公告)日：1988-03-31
申请号：JP21599186
申请日：1986-09-16
Applicant: TOYOTA MOTOR CORP
Inventor： MATSUSHITA SOICHI , TAKIMOTO TOSHIYUKI
Abstract: PURPOSE:To permit the correct correction without finely dividing the division angle by calculating the correction quantity of the crank angle detection value according to the pressure difference at the position at which the compression top dead center detected in motoring is interposed. CONSTITUTION:The pressure in a combustion chamber 18 in motoring is highest at the compression top dead center. When the standard signal supplied from the first crank angle sensor 32 does not coincide with the compression top dead center, the peak of the compression pressure shifts from the compression top dead center which the standard signal detects. Therefore, in a control circuit 40, the difference of the compression pressure detected by a pressure sensor 31 is detected at the objective crank angle, keeping the compression top dead center detected by the second crank angle sensor 33 interposed, and the correction quantity of the crank angle detection value is calculated. Then, the sufficient precision can be obtained, even with a considerably wide pressure detecting interval, by correcting the above described correction quantity on the basis of the nonsymmetry characteristic, keeping the top dead center which varies according to the engine operation condition in the interposed state.
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公开(公告)号：JPS6371549A
公开(公告)日：1988-03-31
申请号：JP21501486
申请日：1986-09-13
Applicant: TOYOTA MOTOR CORP
Inventor： MATSUSHITA SOICHI , TAKIMOTO TOSHIYUKI
Abstract: PURPOSE:To carry out correction without being limited in the motoring time such as in decelerating fuel cut, by correcting the detection value of a crank angle sensor when the in-cylinder pressure varies in the valve overlap. CONSTITUTION:The variation tendency of the in-cylinder pressure during the overlap period is nearly constant without being influenced by the factors such as number or engine revolution ard load, when the valve timing is constant. In other words, the pressure lowers in rectilinear form from a nearly constant pressure at the crank angle immediately before the valve overlap, and said pressure is maintained constant at the crank angle at the completion of the valve overlap. Each pressure at these three points is measured by a pressure sensor 31, and the crank angle at that time is detected by the crank angle sensors 32 and 33. Therefore, the difference between the actual crank angle and the crank angle which the crank angle sensor 32 detects through the simple algebraical calculation in a control circuit 40 can be known.
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Patent Agency Ranking
公开(公告)号：JPS6255461A
公开(公告)日：1987-03-11
申请号：JP19476485
申请日：1985-09-05
Applicant: TOYOTA MOTOR CORP
Inventor： TAKIMOTO TOSHIYUKI , MATSUSHITA SOICHI
Abstract: PURPOSE:To allow a peak point of a combustion pressure to be optimum by controlling an ignition timing in such a way that the pressure difference of combustion between two crank angles, which are closely adjacent to each other at a point right after a top dead point, will be a target value. CONSTITUTION:The pressure difference in combustion (an AD conversion is effected) between two crank angles, which are closely adjacent to each other at a point right after a top dead point detected by a crank angle detecting means 3, and are detected by a combustion pressure detecting means 2, is operated by a combustion pressure difference operating means 4. On the other hand, a target value for the pressure difference is set up by a target value set-up means 5 in such a way that the peak point of the combustion pressure is specified. The target value may be set up based on an engine speed. And an ignition timing is operated by a ignition timing operating means 6 so as to allow the pressure difference of the actual measurement to coincide with the target value. With this, the ignition timing can be precisely controlled so that the peak point of the combustion pressure may be the specified value.
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公开(公告)号：JP2009062925A
公开(公告)日：2009-03-26
申请号：JP2007232893
申请日：2007-09-07
Applicant: Denso Corp , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社デンソー
Inventor： OKUMURA FUMIHIRO , MATSUSHITA SOICHI , HABA YUKI , NOMURA SHIGEO
Abstract: PROBLEM TO BE SOLVED: To provide a fuel injection nozzle controlling penetration force of fuel from a viewpoint different from former nozzles.
SOLUTION: In the fuel injection nozzle 1 for an internal combustion engine provided with a nozzle body 50 including a first injection hole 30 and a second injection hole 40 for injecting fuel, and an outside needle 10 and an inside needle 20 movably arranged in the nozzle body 50 and opening and closing the first injection hole 30 and the second injection hole 40 respectively, opening the first injection hole 30 by the outside needle 10 when an operating range of the internal combustion engine is in a light load zone, and opening the first injection hole 30 and the second injection hole 40 by the outside needle 10 and the inside needle 20 respectively when the operating range of the internal combustion engine is in a middle and heavy load zone, the first injection hole 30 includes a flow-in port 31 and a flow-out port 32, the second injection hole 40 includes a flow-in port 41 and a flow-out port 42, and opening area of the flow-in port 31 is formed larger than opening area of the flow-out port 32.
COPYRIGHT: (C)2009,JPO&INPITAbstract translation: 要解决的问题：提供一种从与以前的喷嘴不同的观点来控制燃料的穿透力的燃料喷射喷嘴。 解决方案：在具有喷嘴体50的内燃机的燃料喷射喷嘴1中，喷嘴主体50包括第一喷射孔30和用于喷射燃料的第二喷射孔40，外部针10和内部针20可移动地布置 在喷嘴体50中分别打开和关闭第一喷射孔30和第二喷射孔40，当内燃机的操作范围处于轻负载区时，由外针10打开第一喷射孔30，以及 当内燃机的工作范围处于中重负荷区时，分别由外针10和内针20分别打开第一喷射孔30和第二喷射孔40，第一喷射孔30包括： 在端口31和流出口32中，第二喷射孔40包括流入口41和流出口42，并且流入口31的开口面积形成为大于开口面积f 低端港32.版权所有（C）2009，JPO＆INPIT
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公开(公告)号：JP2008106717A
公开(公告)日：2008-05-08
申请号：JP2006292278
申请日：2006-10-27
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： HASHIZUME TAKESHI , OKI HISASHI , MATSUSHITA SOICHI
CPC classification number: Y02T10/121
Abstract: PROBLEM TO BE SOLVED: To prevent an NOx amount exhausted from an internal combustion engine from changing by a variation in an EGR ratio when deceasing a flow of an exhausted gas passing through an exhaust emission control device by means of decreasing an opening degree of an intake air throttling valve or an exhaust air throttling valve which are provided in an exhaust passage of the internal combustion engine.
SOLUTION: In a PM regeneration process for a filter, estimated is an EGR rate obtained when having changed an intake air throttling opening degree θin and an exhaust air throttling opening degree θex into target opening degrees θinT and θexT, respectively which are at a closing side (S105). Then, an EGR opening degree θr is changed into a target EGR opening degree θrT in order to keep the EGR rate R at a target EGR rate RT depending on a driving state.
COPYRIGHT: (C)2008,JPO&INPITAbstract translation: 要解决的问题：为了防止通过减小通过废气排放控制装置的排出气体的流动而使内燃机排出的NOx量随着EGR率的变化而变化， 设置在内燃机的排气通道中的进气节气阀或排气节流阀。 解决方案：在过滤器的PM再生处理中，估计是将进气调节开度θin和排气空气节流开度θex变更为目标开度θinT和θexT时分别获得的EGR率， 关闭侧（S105）。 然后，EGR开度θr变化为目标EGR开度θrT，以根据驱动状态将EGR率R保持在目标EGR率RT。 版权所有（C）2008，JPO＆INPIT
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119.发明专利Exhaust emission control device for internal combustion engine and method of managing catalyst function 有权用于内燃机的排气控制装置和催化剂功能管理方法
公开(公告)号：JP2003293747A
公开(公告)日：2003-10-15
申请号：JP2002102793
申请日：2002-04-04
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： HAYASHI KOTARO , MATSUSHITA SOICHI , OKI HISASHI , SHIBATA DAISUKE
Abstract: PROBLEM TO BE SOLVED: To provide an exhaust emission control device utilizing a catalyst having the function of reducing components of exhaust gas for controlling exhaust emission in an internal combustion engine, while maintaining stable exhaust emission control performance in accordance with catalyst function for a long period without increasing the concentration of sulfur components to be released to the outside. SOLUTION: The exhaust emission control device for a diesel engine controls (S poisoning restoring control) the release and removal of sulfur components accumulated on a NOx catalyst with the addition of a fuel (a reducer) into an exhaust system through a fuel addition valve. The exhaust emission control device performs first S releasing treatment in a relatively shorter cycle (Δt4) as part of the S poisoning restoring control and, in turn, performs second S releasing treatment and third S releasing treatment in longer cycles (Δt5). Conditions are established where a rich degree of exhaust gas and the temperature of the NOx catalyst are both higher in the second and third S releasing treatment than in the first S releasing treatment. COPYRIGHT: (C)2004,JPO
Abstract translation: 解决的问题：提供一种利用具有减少内燃机排气排放的排气成分的催化剂的废气排放控制装置，同时根据催化剂功能保持稳定的废气排放控制性能 长时间不增加要释放到外面的硫成分的浓度。 解决方案：用于柴油发动机的废气排放控制装置控制（S中毒恢复控制）通过燃料（减速器）通过燃料向排气系统中添加积累在NOx催化剂上的硫成分的释放和去除 加气阀。 废气排放控制装置作为S中毒恢复控制的一部分以相对较短的循环（Δt4）进行第一次S释放处理，并且进一步在更长的周期（Δt5）中进行第二次S释放处理和第三次S释放处理。 在第二和第三S释放处理中，与第一S释放处理相比，排气浓度和NOx催化剂的温度都较高的条件成立。 版权所有（C）2004，JPO
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公开(公告)号：JP2003035146A
公开(公告)日：2003-02-07
申请号：JP2002130693
申请日：2002-05-02
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： UMEHANA TOYOICHI , KOBAYASHI TATSUO , HATTORI FUMIAKI , HAJIMA TAKASHI , HOKUTOU HIROYUKI , KASHIWAKURA TOSHIMI , KANDA MUTSUMI , TANAKA KOHACHI , MATSUSHITA SOICHI , ABE SHIZUO , MURAMATSU NOBUYUKI
CPC classification number: F02F7/0019 , F02B2075/125 , Y02T10/123
Abstract: PROBLEM TO BE SOLVED: To provide a direct injection spark ignition internal combustion engine that ensures positive ignitability for enabling a stratified charge combustion region to expand positively on a heavy load side.
SOLUTION: A spark plug and a fuel injection valve that injects fuel directly into a cylinder are provided. The fuel injected from the fuel injection valve is made to travel along a path near the spark plug, either directly or being deflected. A crank mechanism offsets the center of a crankshaft with respect to a central axis of a piston, so as to reduce a crank angular velocity during a compression stroke.
COPYRIGHT: (C)2003,JPOAbstract translation: 要解决的问题：提供直接喷射火花点火内燃机，其确保积极点火性，以使分层充气燃烧区域能够在重负载侧正向膨胀。 解决方案：提供将燃料直接喷射到气缸中的火花塞和燃料喷射阀。 从燃料喷射阀喷射的燃料直接或者被偏转地沿火花塞附近的路径行进。 曲柄机构相对于活塞的中心轴线偏置曲轴的中心，以便在压缩冲程期间减小曲柄角速度。
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