公开(公告)号：JP2002161779A

公开(公告)日：2002-06-07

申请号：JP2000358181

申请日：2000-11-24

Applicant: TOYOTA MOTOR CORP

Inventor： MIYASHITA SHIGEKI ,  UMEHANA TOYOICHI ,  KADOOKA TAKU

IPC: F02D17/02 ,  F02B23/10 ,  F02D13/00 ,  F02D41/00 ,  F02D41/02 ,  F02D41/06 ,  F02D41/30 ,  F02D41/36

Abstract: PROBLEM TO BE SOLVED: To reduce fuel consumption in the whole cylinder operation and to suppress the deterioration of exhaust emission at the start of the whole cylinder operation in a cylinder injection type spark ignition internal combustion engine in which the engine operation is started by injecting a fuel into only a part of cylinders in at least air intake process to operate by the partial cylinders and then the whole cylinder operation is started after the fuel pressure in an accumulator reaches the level enabling compression process injection by the operation of partial cylinders. SOLUTION: At the start of the whole cylinder operation, a part of cylinders is operated by a layered combustion in which the fuel is injected only in the compression process after operation by a first combustion system wherein the fuel is injected in at least air intake process.

公开(公告)号：JP2002021604A

公开(公告)日：2002-01-23

申请号：JP2001132809

申请日：2001-04-27

Applicant: TOYOTA MOTOR CORP

Inventor： KADOOKA TAKU

IPC: B60T17/00 ,  F02D9/02 ,  F02D41/04 ,  F02D43/00 ,  F02P5/15

Abstract: PROBLEM TO BE SOLVED: To provide a negative pressure control device and a control method for internal combustion engine capable of ensuring a sufficient negative pressure at a brake booster without causing a damage at an operation of the internal combustion engine. SOLUTION: A brake booster 18 for increasing a brake step force making an intake manifold negative pressure generated in a suction passage 34 at the downstream side of a throttle valve 36 as a motive power source is provided. A pressure sensor 38 for outputting a signal corresponding to a brake negative pressure BVAC applying to a negative pressure chamber 22 is arranged at a negative pressure accumulation tank 32 provided on the way of a negative pressure feed piping 26 for communicating the negative pressure chamber 22 of the brake booster 18 with a surge tank 28. In the case where the brake negative pressure BVAC is lacked at the time when a starting of internal combustion engine is begun, the internal combustion engine 10 blown up to a higher rotation as compared with a first idle state. Thereafter, the throttle valve 36 is maintained to a whole close state at a period until the internal combustion engine 10 is transferred to the first idle state.

公开(公告)号：JP2011220235A

公开(公告)日：2011-11-04

申请号：JP2010090490

申请日：2010-04-09

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

Inventor： URANO SHIGEYUKI ,  IRISAWA YASUYUKI ,  KADOOKA TAKU ,  MITANI SHINICHI ,  SATO SATORU ,  YOSHIZAKI SATOSHI

IPC: F02D19/02 ,  F02D9/02 ,  F02D13/02 ,  F02D41/06 ,  F02M25/00

CPC classification number: Y02T10/14 ,  Y02T10/32

Abstract: PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine which improves starting performance by quickly supplying vaporized fuel to a cylinder even upon cold start.SOLUTION: When a starting request of an engine 10 is generated, a vaporized fuel supply valve 42 and an atmosphere introduction valve 44 are always kept closed, and a throttle valve 18 is held in a fully closed position (step 202). Then, inner pressure Pt in a vaporized fuel tank 38 is detected and is compared with atmospheric pressure P0 (steps 204 to 206). As a result, when Pt>P0 is not established, in other words, there is negative pressure generated in the vaporized fuel tank 38, in a state where the atmospheric pressure valve 44 is always kept closed and the throttle valve 18 is held in the fully closed position, the vaporized fuel supply valve 42 is opened (step 208). Then, the atmosphere introduction valve 44 is opened with a predetermined time difference (step 210). Then, ignition start conditions are changed to start cranking (steps 212 to 214).

Abstract translation: 要解决的问题：提供一种内燃机的控制装置，其通过即使在冷​​启动时也快速地向汽缸供应气缸来提高启动性能。 解决方案：当产生发动机10的起动请求时，气化燃料供给阀42和大气引入阀44总是保持关闭，并且节气门18保持在完全关闭位置（步骤202）。 然后，检测汽化燃料箱38中的内压Pt，并与大气压P0进行比较（步骤204至206）。 结果，当Pt> P0不成立时，换句话说，在蒸发的燃料箱38中产生负压，在大气压力阀44始终保持关闭并且节流阀18保持在 完全关闭位置，汽化燃料供给阀42打开（步骤208）。 然后，大气引入阀44以预定的时间差打开（步骤210）。 然后，改变点火开始条件开始起动（步骤212〜214）。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2011007139A

公开(公告)日：2011-01-13

申请号：JP2009152730

申请日：2009-06-26

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

Inventor： HIROOKA SHIGEMASA ,  MITANI SHINICHI ,  KADOOKA TAKU ,  SATO SATORU ,  URANO SHIGEYUKI

IPC: F01N3/24 ,  F01L13/00 ,  F01N3/02 ,  F01P3/12 ,  F02D13/02 ,  F02D13/06 ,  F02D17/02

Abstract: PROBLEM TO BE SOLVED: To provide an engine cooling device, in a case where an exhaust system of an engine is cooled with coolant, capable of preventing or suppressing an increasing possibility that element fracture may occur due to submergence on a sensor element of an air-fuel ratio sensor provided in the exhaust system.SOLUTION: The cooling device 100 includes an ECU 1, a water pump 10, the engine 50, respective cooling adaptors 21, 22, a radiator 30, respective catalysts 23, 24, and a UFC 25. In the ECU 1, a first control means that performs reduced cylinder operational control for operating the engine 50 by reducing the number of cylinders that perform combustion in the engine 50 smaller than a total number of cylinders of the engine 50, when the engine 50 performs cold startup, is functionally realized. The first control means is realized to perform reduced cylinder operation control at idling of the engine 50.

Abstract translation: 要解决的问题：为了提供发动机冷却装置，在发动机的排气系统用冷却剂冷却的情况下，能够防止或抑制由于淹没在空气传感器元件上而可能发生元件断裂的可能性增加的发动机冷却装置 设置在排气系统中的燃料比传感器。解决方案：冷却装置100包括ECU 1，水泵10，发动机50，各自的冷却适配器21,22，散热器30，各自的催化剂23,24和UFC 25.在ECU1中，第一控制装置通过减少发动机50中发动机50的燃烧量小于发动机50的总气缸的数量来进行发动机50的运转的减少的气缸运转控制，当发动机 50执行冷启动，功能实现。 第一控制装置被实现为在发动机50的怠速时执行减缸控制。

公开(公告)号：JP2009156268A

公开(公告)日：2009-07-16

申请号：JP2009100047

申请日：2009-04-16

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

Inventor： KADOOKA TAKU ,  HAKARIYA MASAFUMI

IPC: F02D45/00 ,  F02D13/02

Abstract: PROBLEM TO BE SOLVED: To accurately compensate variation of intake valve lift quantities between cylinders. SOLUTION: An engine body 1 is provided with a plurality of cylinders, and an intake valve lift quantity of each cylinder is changed according to an engine operation condition. Intake air pressure which is pressure in an intake pipe IM is successively detected by a pressure sensor 40, and an intake air pressure drop quantity which is a decreasing quantity of intake air pressure generated by execution of an intake stroke is detected for each cylinder. An upward peak requirement time required for an upward peak to be generated in the intake air pressure from a first reference timing, and a downward peak requirement time required for a downward peak to be generated in the intake air pressure from a second reference timing are detected. The intake air pressure drop quantity is detected from the intake pressure after passage of time by just the upward peak requirement time from the first reference timing and the intake air pressure after passage of time by just the downward peak requirement time from the second reference timing. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：精确补偿气缸之间进气门升程量的变化。 解决方案：发动机主体1设置有多个气缸，并且每个气缸的进气门升程量根据发动机操作条件而改变。 进气管IM中的压力的​​进气压力由压力传感器40连续检测，并且针对每个气缸检测作为进气冲程执行的进气压力减少量的进气压降量。 检测从第一基准定时在进气压力中产生上升峰值所需的向上峰值需求时间，以及从第二基准定时在进气压力中产生的向下峰值所需的向下峰值需求时间 。 从第二基准定时刚刚下降的峰值要求时间起，从经过时间开始的第一基准时刻和上次进气压力的上升峰值要求时间后，从时间后的进气压力检测进气压降量。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009156155A

公开(公告)日：2009-07-16

申请号：JP2007335014

申请日：2007-12-26

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

Inventor： KADOOKA TAKU ,  SHINAGAWA TOMOHIRO ,  HOSOKAWA YOHEI

IPC: F02D15/00 ,  F02D13/02

CPC classification number: Y02T10/18

Abstract: PROBLEM TO BE SOLVED: To suppress plug wetting phenomenon when the evaporation characteristic of fuel is bad. SOLUTION: An internal combustion engine includes a compression ratio/expansion ratio variable means (intake valve variable means 32) which is capable of varying the relationship in magnitude between actual compression ratio and actual expansion ratio, and is characterized by including a fuel evaporation characteristic determination means (electronic control unit 1), and a compression ratio/expansion ratio control means (electronic control unit 1) which controls the compression ratio/expansion ratio variable means such that the actual compression ratio of this evaporation characteristic becomes larger than in the case of higher evaporation characteristic, when the evaporation characteristic of fuel F determined by this evaporation characteristic determination means shows lower evaporation characteristic. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：当燃料的蒸发特性不好时抑制堵塞润湿现象。 解决方案：内燃机包括能够改变实际压缩比和实际膨胀比之间的大小关系的压缩比/膨胀比可变装置（进气阀可变装置32），其特征在于包括燃料 蒸发特性确定装置（电子控制单元1）和压缩比/膨胀比控制装置（电子控制单元1），其控制压缩比/膨胀比可变装置，使得该蒸发特性的实际压缩比变得大于 当由该蒸发特性确定装置确定的燃料F的蒸发特性显示较低的蒸发特性时，具有较高蒸发特性的情况。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009108692A

公开(公告)日：2009-05-21

申请号：JP2007278858

申请日：2007-10-26

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

Inventor： KADOOKA TAKU ,  SHOGENJI YOSHIYUKI

IPC: F02D29/06 ,  F02D29/02 ,  F02D41/08

CPC classification number: F02D31/003 ,  F02D31/008 ,  F02D41/083 ,  F02D41/12 ,  F02D2200/702

Abstract: PROBLEM TO BE SOLVED: To provide a control device for an on-vehicle internal combustion engine capable of stopping the vehicle from traveling as promptly as possible, while suppressing the stall of the internal combustion engine when an engine operation is turned into an idle operation in the travel stop process of the vehicle.
SOLUTION: When an automobile is traveling on a road surface with a low friction coefficient upon a shift of an engine 1 to idle operation in the process of stopping the automobile from traveling, a target rotating speed is reduced by a value equivalent to a reduction in a drive request value for any auxiliary at a time point corresponding to start of reduction of the drive request value, so that the automobile stops travelling promptly without stalling the engine 1. The engine is not stalled at that time because such disturbing action to drive wheels 6 about a rotation stopping direction as external force against the drive wheels 6 from the road surface side is applied in a direction opposite to a rotation direction is reduced on the road surface with the low friction coefficient, so that the engine speed is rarely reduced due to the disturbing action.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 解决的问题：提供一种能够尽可能快地停止车辆行驶的车载内燃机的控制装置，同时在发动机操作变成为内燃机时抑制内燃机的失速 在车辆的行驶停止过程中的空转操作。 解决方案：当汽车在停止汽车行驶的过程中在发动机1转向怠速运转时在摩擦系数低的路面上行驶时，目标转速减小相当于 在对应于开始减少驱动要求值的时间点减少任何辅助装置的驱动请求值，使得汽车在不停止发动机1的情况下迅速停止行驶。此时发动机不会停止，因为这种干扰动作 在摩擦系数低的路面上，以与摩擦系数相反的方向施加作为从路面侧向驱动轮6的外力的驱动轮6，从而使发动机转速为 由于令人不安的动作很少减少。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009062874A

公开(公告)日：2009-03-26

申请号：JP2007231436

申请日：2007-09-06

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

Inventor： KADOOKA TAKU

IPC: F02D45/00 ,  F02D43/00 ,  F02M31/125 ,  F02N11/08

Abstract: PROBLEM TO BE SOLVED: To start an engine regardless of an evaporation characteristic of fuel in a combustion chamber and a charging state of a battery. SOLUTION: This control device (an electric potential control device 1) of an internal combustion engine has a fuel heating control means for performing control to a fuel heating means 55 for heating the fuel F by operating by electric power supplied from the battery 91, and an engine starting control means for performing control to an engine starting assisting device (such as a starter motor 92) for applying rotational torque to a crankshaft 15 when starting the engine by operating by the electric power supplied from its battery 91, and is provided with a supply electric power quantity arithmetic operation means for determining respective supply electric power quantities to the fuel heating means 55 and the engine starting assisting device (the starter motor 92) in response to the evaporation characteristic of the fuel F in the combustion chamber CC and the charging state of the battery 91. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：无论燃烧室内的燃料的蒸发特性和电池的充电状态如何，起动发动机。 解决方案：内燃机的该控制装置（电位控制装置1）具有燃料加热控制装置，用于对通过从电池供给的电力进行动作来加热燃料F的燃料加热装置55进行控制 91和发动机起动控制装置，用于对起动发动机的发动机起动辅助装置（例如起动电动机92）进行控制，用于通过由其电池91供给的电力进行动作来起动发动机，向曲轴15施加转矩;以及 设置有供应电力量算术运算装置，用于响应于燃烧室中的燃料F的蒸发特性来确定对燃料加热装置55和发动机起动辅助装置（起动电动机92）的各个供电量 CC和电池91的充电状态。版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009047079A

公开(公告)日：2009-03-05

申请号：JP2007214292

申请日：2007-08-21

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

Inventor： KADOOKA TAKU

IPC: F02M53/00 ,  F02D41/06 ,  F02M37/08 ,  F02M53/02

CPC classification number: Y02T10/123

Abstract: PROBLEM TO BE SOLVED: To achieve an effect of improving low-temperature startability due to heated fuel. SOLUTION: The fuel injection control device (electronic control device 1) for an internal combustion engine enables fuel injection valves 54 (first to fourth fuel injection valves 54a-54d) of the engine to inject fuel F heated after being delivered from a fuel pump (feed pump 52). The fuel injection valves 54a-54d are provided respectively on cylinders of the engine and are connected to a fuel delivery pipe 53. The fuel injection control device has a fuel pump control means for stopping drive of the fuel pump (feed pump 52) until the amount of the heated fuel F in the fuel delivery pipe 53 is less than or equal to a predetermined level. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：达到改善由加热燃料引起的低温启动性的效果。 解决方案：用于内燃机的燃料喷射控制装置（电子控制装置1）使得发动机的燃料喷射阀54（第一至第四燃料喷射阀54a-54d）能够在从 燃料泵（进料泵52）。 燃料喷射阀54a-54d分别设置在发动机的气缸上并连接到燃料输送管53.燃料喷射控制装置具有用于停止燃料泵（供给泵52）的驱动的燃料泵控制装置，直到 燃料输送管53中的加热燃料F的量小于或等于预定水平。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2008133774A

公开(公告)日：2008-06-12

申请号：JP2006320690

申请日：2006-11-28

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

Inventor： NAKASAKA YUKIHIRO ,  KADOOKA TAKU ,  HOSOKAWA YOHEI ,  KAWAI TAKASHI

IPC: F02D13/02 ,  F02D41/04 ,  F02D41/06 ,  F02D45/00

CPC classification number: Y02T10/18

Abstract: PROBLEM TO BE SOLVED: To enhance starting property by creating the ignitable state at an early stage while suppressing vibration in starting of an internal combustion engine in the internal combustion engine having a plurality of banks.
SOLUTION: The control device for the internal combustion engine provided with two groups of cylinders having a plurality of cylinders respectively is provided with an intake valve control means for variably controlling an opening/closing timing of intake valves of the respective cylinders of the two groups of cylinders. The control device firstly sets the opening/closing timing of the intake valve of the group of cylinders (hereinafter referred to as "specific group of cylinders") to which the cylinder (referred to as "specific cylinder") reaching the closing timing of the intake valve at a first opening/closing timing belongs to the first opening/closing timing after starting of the internal combustion engine. Further, the control device sets the opening/closing timing of the intake valves of the group of cylinders different from the specific group of cylinders to the second opening/closing timing in starting of the internal combustion engine. At this time, the first opening/closing timing is an opening/closing timing when an amount of gas sucked into the cylinder when the intake valve is controlled to the first opening/closing timing becomes smaller than an amount of gas sucked into the cylinder when it is controlled to the second opening/closing timing.
COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：通过在具有多个堤的内燃机中抑制内燃机起动时的振动的同时在早期形成可点燃状态来提高起动性能。 解决方案：具有分别具有多个气缸的两组气缸的内燃机的控制装置分别设置有进气阀控制装置，用于可变地控制各气缸的进气门的打开/关闭正时 两组气瓶。 控制装置首先将气缸（称为“特定气缸”）的气缸组（以下称为“特定气缸”）的进气门的开闭正时设定为 第一开/关定时的进气阀属于内燃机起动之后的第一开/关定时。 此外，控制装置将不同于特定气缸组的气缸组的进气门的打开/关闭正时设定为内燃机起动时的第二开闭正时。 此时，第一打开/关闭正时是当进气门被控制到第一打开/关闭正时时吸入气缸的气体的量的开/闭正时变得小于吸入气缸的气体量 它被控制到第二打开/关闭时机。 版权所有（C）2008，JPO＆INPIT