公开(公告)号：JP2004027909A

公开(公告)日：2004-01-29

申请号：JP2002183160

申请日：2002-06-24

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

Inventor： HASHIMOTO YOSHINOBU

IPC: F02M25/07 ,  B01D53/94 ,  F01N3/08 ,  F01N3/20 ,  F01N3/28 ,  F02D41/02 ,  F02D41/04 ,  F02D41/38 ,  F02D41/40 ,  F02D43/00 ,  F02D45/00

CPC classification number: F02B29/0406 ,  F02M26/05 ,  F02M26/23 ,  F02M26/35

Abstract: PROBLEM TO BE SOLVED: To stably burn fuel in a combustion chamber if an average air-fuel ratio of mixture is rich when required load is small. SOLUTION: Low temperature combustion and normal combustion can be selectively performed, and main injection Qm for injecting fuel for mainly driving an internal combustion engine, and auxiliary injection Qv for injecting fuel for promoting combustion of the fuel mainly injected by the main injection can be performed. When it is required to make an air-fuel ratio of exhaust gas emitted from the combustion chamber rich when a required load is smaller than a prescribed value, first combustion is performed at a lean air-fuel ratio at an injection pattern for performing only the main injection at faster timing than a normal injection timing. Then, auxiliary injection is performed at faster injection timing than the timing of the main injection, and first combustion is performed at a rich air-fuel combustion at an injection pattern for performing the main injection at faster timing than a normal injection timing. COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2006233841A

公开(公告)日：2006-09-07

申请号：JP2005048762

申请日：2005-02-24

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

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

IPC: F02N11/08 ,  B60K6/445 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F02B31/02 ,  F02D29/02 ,  F02D41/06 ,  F02D45/00 ,  F02N99/00

CPC classification number: Y02T10/146 ,  Y02T10/42 ,  Y02T10/48 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To improve the driveability by suppressing the vibration during engine starting in a control device of an engine and a hybrid vehicle. SOLUTION: A crank position sensor 21 to detect the position of each piston 52 in a DE 11, and an MG 13 capable of stopping the piston 52 at a predetermined position by revolving a crank shaft 20 of the DE 11 are used in an engine ECU 22. The MG 13 is driven on the basis of the detection results of the crank position sensor 21 during stopping of the DE 11 to make all the pistons 52 into a neutral position, and cranking is performed by the MG 13 during closing an intake port 55 with a SCV device 63 during the start of the following DE 11. When the rotational speed of the DE 11 device becomes not less than a predetermained rotational speed, the intake port 55 is opened by the SCV device 63 to start injection of the fuel. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：通过抑制在发动机和混合动力车辆的控制装置中的发动机起动期间的振动来提高驾驶性能。 解决方案：使用用于检测DE11中的每个活塞52的位置的曲柄位置传感器21和能够通过使DE 11的曲轴20旋转而将活塞52停止在预定位置的MG13 发动机ECU22。在停止DE11期间，基于曲柄位置传感器21的检测结果来驱动MG13，使所有活塞52成为中立位置，并且在关闭期间由MG13进行起动 具有SCV装置63的进气口55在DE11装置启动期间。当DE 11装置的转速不小于预先确定的转速时，进气口55被SCV装置63打开以开始喷射 的燃料。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2006207572A

公开(公告)日：2006-08-10

申请号：JP2005200902

申请日：2005-07-08

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

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

IPC: F01M1/16 ,  F01M1/02 ,  F01M7/00 ,  F01M9/04 ,  F02M37/08

CPC classification number: Y02T10/123

Abstract: PROBLEM TO BE SOLVED: To provide an engine control device capable of coping with waxing and freezing of fuel supplied as a lubricant, and capable of avoiding lubrication failure in gas oil fuel lubrication type engine using the fuel such as the gas oil as lubricating oil also.
SOLUTION: The engine control device 1 is provided with a lubrication system fuel circulation circuit 3, an injection system fuel circulation circuit 4, an electric lubrication pump 6 incorporated in the lubrication system fuel circulation circuit 3, and ECU 12 for controlling operation of the electric lubrication pump 6. The engine control device 1 drives the electric lubrication pump 6 in accordance with the state such as the temperature of the fuel, and the fuel flows into the lubrication system fuel circulation circuit 3. Thereby, it is possible to cope with waxing and freezing of the fuel at the very low temperature, and lubrication failure such as runout of oil film and seizure at the time of start of the engine can be prevented.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种能够应对作为润滑剂供给的燃料的打蜡和冷冻的发动机控制装置，并且能够避免使用诸如瓦斯油的燃料的瓦斯油燃料润滑型发动机的润滑故障 润滑油也。 解决方案：发动机控制装置1设置有润滑系统燃料循环回路3，喷射系统燃料循环回路4，装在润滑系统燃料循环回路3中的电动润滑泵6以及用于控制运转的ECU12 电动润滑泵6.发动机控制装置1根据燃料的温度等状态驱动电动润滑泵6，并且燃料流入润滑系统燃料循环回路3。由此， 可以在非常低的温度下应对打蜡和冷冻燃料，并且可以防止在发动机起动时油膜的跳动和卡塞等润滑故障。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2006207495A

公开(公告)日：2006-08-10

申请号：JP2005021654

申请日：2005-01-28

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

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

IPC: F02M25/07 ,  B60L1/00 ,  B60L11/14 ,  F01P5/10 ,  F01P7/16

CPC classification number: Y02T10/121 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To maintain a cooling effect of EGR gas always under a stable condition by regulating flow rate of refrigerant pumped to EGR cooler.
SOLUTION: This system is provided with a hybrid electric equipment cooling system cooling EGR gas of an EGR device 35 by an EGR cooler 37 without receiving heat supply from a combustion chamber of the engine 11, and is provided with a variable water pump 44 varying flow rate of cooling water pumped to the EGR cooler 37. An inverter 19 is provided on a downstream side of a radiator 42 and on an upstream side of the EGR cooler 37, and delivery quantity of the variable water pump 44 is regulated based on EGR gas temperature detected by an exhaust gas temperature sensor 37a.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题为了通过调节泵送到EGR冷却器的制冷剂的流量，始终保持EGR气体的冷却效果。 解决方案：该系统设置有混合电气设备冷却系统，其通过EGR冷却器37冷却EGR装置35的EGR气体，而不从发动机11的燃烧室接收热量，并且设置有可变水泵 44变化的泵送到EGR冷却器37的冷却水的流量。逆变器19设置在散热器42的下游侧和EGR冷却器37的上游侧，并且可变水泵44的输送量基于 对排气温度传感器37a检测的EGR气体温度的影响。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005325805A

公开(公告)日：2005-11-24

申请号：JP2004146378

申请日：2004-05-17

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

Inventor： HASHIMOTO YOSHINOBU

IPC: B60W20/00 ,  B60K6/48 ,  B60K6/547 ,  B60K11/04 ,  B60L11/14 ,  B60W10/00 ,  B60W10/02 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W10/18 ,  B60W10/30 ,  F02D29/02 ,  F02D41/12 ,  F16D48/02 ,  F16H59/18 ,  F16H59/74 ,  F16H59/78 ,  F16H61/02 ,  F16H61/68 ,  F16H61/682 ,  F16H63/50 ,  B60K6/04 ,  B60K41/00 ,  B60K41/28

CPC classification number: Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide an engine automatic stopping/starting control device of a hybrid vehicle capable of restraining the deterioration in fuel economy by increasing regenerative efficiency, by protecting an engine just after relatively long high load operation. SOLUTION: When decelerating from the high load operation, when the cooling water temperature is lower than the predetermined upper limit temperature (YES in Step S10, YES in S11, and NO in S12 and S13), after disengaging a clutch, an engine is stopped, and regenerative control by a motor generator is performed (Step S19 and S20). When the cooling water temperature is higher than the predetermined upper limit temperature (YES in Step S13), fuel is cut, and the clutch connection is continued, and a speed is reduced (Step S14), and engine automatic stopping control in a vehicle stopping state is prohibited until the cooling water temperature becomes less than the predetermined upper limit temperature (Step S15 to S18). COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 解决的问题：提供一种混合动力车辆的发动机自动停机/启动控制装置，其能够通过在较长的高负载运行后保护发动机，通过提高再生效率来抑制燃料经济性的劣化。 解决方案：当从高负载运行中减速时，当冷却水温度低于预定上限温度时（步骤S10中为“是”，S11为“是”，S12为“否”），在脱离离合器之后， 发动机停止，进行电动发电机的再生控制（步骤S19和S20）。 当冷却水温度高于预定上限温度时（步骤S13中为“是”），燃料切断，离合器连接继续，降低速度（步骤S14），车辆停止发动机自动停止控制 状态被禁止，直到冷却水温度变得低于预定的上限温度（步骤S15至S18）。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005299469A

公开(公告)日：2005-10-27

申请号：JP2004115522

申请日：2004-04-09

Applicant: Aisin Seiki Co Ltd ,  Toyota Motor Corp ,  アイシン精機株式会社 ,  トヨタ自動車株式会社

Inventor： MURATA HIROKI ,  HASHIMOTO YOSHINOBU ,  YONEDA OSAMU ,  KITAMURA YUICHIRO ,  SUZUKI YOSHIHIDE

IPC: B60W20/00 ,  B60K6/485 ,  B60K6/543 ,  B60K6/547 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  C12N15/09 ,  C12Q1/68 ,  F02D29/02 ,  F02D45/00 ,  B60K6/04

CPC classification number: Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a warmup control device for a hybrid vehicle capable of improving warmup ability during engine cold time and suppressing deterioration in fuel efficiency. SOLUTION: The warmup control device for a hybrid vehicle is equipped with a diesel engine 11, an MMT 12, a motor generator 17 for assisting power generation by engine output or engine output by electric power of a battery 20. The warmup control device is equipped with a warmup determination means for determining the warmup state of the engine 11, and an allocation ratio control means for controlling the allocation ratio of the output of the motor generator 17 and the output of the engine 11 according to a battery charge amount SOC and a driver demand output. The allocation ratio control means is structured to control the allocation ratio so that the output of the motor generator 17 is large and the output of the engine 11 is small until completion of warmup is determined by the engine warmup means. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种能够提高发动机冷时间的预热能力并抑制燃料效率的劣化的混合动力车辆的预热控制装置。 解决方案：用于混合动力车辆的预热控制装置配备有柴油发动机11，MMT12，用于通过发动机输出辅助发电的电动发电机17或者通过电池20的电力来发动发动机。加热控制 装置配备有用于确定发动机11的预热状态的预热确定装置，以及用于根据电池充电量控制电动发电机17的输出和发动机11的输出的分配比率的分配比率控制装置 SOC和司机需求输出。 分配比例控制装置被构造成控制分配比率，使得电动发电机17的输出大，并且发动机11的输出小，直到预热完成由发动机预热装置确定。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005248703A

公开(公告)日：2005-09-15

申请号：JP2003330073

申请日：2003-09-22

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: F02M25/07 ,  F02D21/08 ,  F02D41/04 ,  F02D41/38 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To control a combustion condition of a diesel engine to the optimum condition. SOLUTION: Cylinder pressure sensors 29a to 29d for detecting pressure in a combustion chamber are provided in each cylinder of the diesel engine 1. An electronic control unit (ECU) 20 of the engine calculates a crank angle θmax at which product PV of cylinder pressure and actual cylinder volume becomes the maximum value, calculates a period ΔT from the start of fuel injection to θmax, and feedback-controls opening of an EGR valve 35 for adjusting amount of EGR gas supply to the engine so that the calculated ΔT becomes a target value decided based on current opening of an accelerator and the number of revolutions of the engine. Since ΔT can be computed without increasing computation load of the electronic control unit 20 of the engine, it is possible to control amount of EGR gas (EGR rate) to the optimum value accurately without increasing computation load. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：将柴油发动机的燃烧状况控制在最佳状态。 解决方案：用于检测燃烧室中的压力的​​气缸压力传感器29a至29d设置在柴油发动机1的每个气缸中。发动机的电子控制单元（ECU）20计算曲轴转角θmax， 气缸压力和实际气缸体积成为最大值，计算从燃料喷射开始到θmax的时间段ΔT，并且反馈控制用于调节发动机的EGR气体供应量的EGR阀35的打开，使得计算的ΔT变为 基于加速器的当前打开和发动机的转数确定的目标值。 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，所以可以在不增加计算负荷的情况下将EGR气体的量（EGR率）精确控制到最佳值。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005194885A

公开(公告)日：2005-07-21

申请号：JP2003435213

申请日：2003-12-26

Applicant: Aisin Seiki Co Ltd ,  Toyota Motor Corp ,  アイシン精機株式会社 ,  トヨタ自動車株式会社

Inventor： HASHIMOTO YOSHINOBU ,  YONEDA OSAMU ,  MURATA HIROKI ,  KITAMURA YUICHIRO ,  SUZUKI YOSHIHIDE

IPC: B60W20/00 ,  B01D46/42 ,  B01D53/94 ,  B60K6/48 ,  B60K6/547 ,  B60L11/14 ,  B60W10/02 ,  B60W10/06 ,  F01N3/02 ,  F01N3/24 ,  F02D29/00 ,  F02D29/02 ,  F02D41/02 ,  F02D41/04 ,  F02D43/00 ,  B60K6/04

CPC classification number: Y02A50/2322 ,  Y02T10/47 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a regeneration control method for an emission control device in a diesel hybrid vehicle capable of promoting the regeneration of PM of the emission control device by increasing the chance of the regeneration of PM of the emission control device also when an EV is running except when an engine is running. SOLUTION: When the engine is running and EV running conditions are established, low temperature combustion control as the temperature raising control of a PM collecting device is performed (steps S10 affirmation, step S20), and then the engine is stopped and PM is regenerated during the running of an EV (step S30, step S50, step S90). When the overheating of a catalyst must be avoided (step S40 affirmation) or air must be supplied to the catalyst (step S60 affirmation) during the running of the EV, a clutch is engaged to supply air to the PM collecting device to cool the catalyst so as to avoid overheating (step S100), and also oxygen is supplied to the catalyst in the shortage state of oxygen to promote oxidation reaction so as to promote the regeneration of PM (step S70). COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 解决的问题：提供一种柴油混合动力车辆中的排放控制装置的再生控制方法，其能够通过增加排放控制装置的PM再生的机会来促进排放控制装置的PM的再生 当EV正在运行时，除非发动机正在运行。 解决方案：当发动机运行并且EV运行条件建立时，执行作为PM收集装置的升温控制的低温燃烧控制（步骤S10确认，步骤S20），然后发动机停止并且PM 在EV的运行期间再生（步骤S30，步骤S50，步骤S90）。 当EV运行时必须避免催化剂过热（步骤S40确认）或者必须向催化剂供应空气（步骤S60确认），离合器接合以向PM收集装置供应空气以冷却催化剂 以避免过热（步骤S100），并且在氧的不足状态下向催化剂供给氧以促进氧化反应，从而促进PM的再生（步骤S70）。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005163548A

公开(公告)日：2005-06-23

申请号：JP2003399465

申请日：2003-11-28

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

Inventor： HASHIMOTO YOSHINOBU

IPC: F01N3/02 ,  F01N3/08 ,  F01N3/20 ,  F01N3/24 ,  F01N3/28 ,  F02D41/04 ,  F02D41/40

CPC classification number: Y02T10/44

Abstract: PROBLEM TO BE SOLVED: To provide a technique for performing auxiliary injection while suppressing damage to a piston, when a fuel injection means of an internal combustion engine performs auxiliary injection in addition to main injection. SOLUTION: If need for a temperature rise control of an exhaust system is determined in a step S101, and a light/medium load range of an operational status of the internal combustion engine 1 is determined in a step S102, at least any one of operation is performed as follows: reducing opening of a nozzle vane of a turbocharger; throttling an exhaust throttle valve; and controlling a VVT mechanism. Then, VIGOM injection is performed in a step S104. The VIGOM injection can rise cylinder pressure at the timing where the VIGOM injection is performed, compared with the timing where the VIGOM injection is not performed, so that force of spray by the VICOM injection is reduced. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种在抑制活塞的损坏的同时进行辅助喷射的技术，除了主喷射之外，当内燃机的燃料喷射装置执行辅助喷射时。 解决方案：如果在步骤S101中确定排气系统的升温控制需要，并且在步骤S102中确定内燃机1的运行状态的轻/中负载范围，则至少有 操作之一如下：减小涡轮增压器的喷嘴叶片的开口; 节流排气节流阀; 并控制VVT机制。 然后，在步骤S104中执行VIGOM注入。 与执行VIGOM注入的时间相比，在执行VIGOM注入的时刻，VIGOM注入可以提高气缸压力，从而降低VICOM注入的喷射力。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005127247A

公开(公告)日：2005-05-19

申请号：JP2003364850

申请日：2003-10-24

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

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

IPC: F02D21/08 ,  F02D23/00 ,  F02M25/07

CPC classification number: F02M26/06 ,  F02M26/05 ,  F02M26/23 ,  F02M26/53

Abstract: PROBLEM TO BE SOLVED: To prohibit deterioration of durability of an EGR device, while securing acceleration performance. SOLUTION: In a high pressure side EGR passage connecting an exhaust passage upstream of a turbine to an intake passage downstream of a compressor, a high pressure side EGR control valve is disposed. In a low pressure side EGR passage connecting an exhaust passage downstream of the turbine to an intake passage upstream of the compressor, a low pressure side EGR control valve is disposed. In a first range I where an engine load L is lower than a set load LS(N), the high pressure side EGR control valve is opened, while the low pressure side EGR control valve is closed. In a second range II where the engine load L is higher than the set load LS(N), the high pressure side EGR control valve is closed, while the low pressure side EGR control valve is opened. In a third range III where the engine load L is higher than an upper limit load LU(N), both the high pressure side EGR control valve and the low pressure side EGR control valve are closed. In transition from the first range I to the third range II where quick engine acceleration operation is conducted, the low pressure side EGR control valve is held in a closed state. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：为了防止EGR装置的耐久性劣化，同时确保加速性能。 解决方案：在将涡轮上游的排气通道与压缩机下游的进气通道连接的高压侧EGR通路中，设置有高压侧EGR控制阀。 在将涡轮下游的排气通路与压缩机上游的进气通路连接的低压侧EGR通路中，设置有低压侧EGR控制阀。 在发动机负荷L低于设定负荷LS（N）的第一范围I中，高压侧EGR控制阀打开，而低压侧EGR控制阀关闭。 在发动机负荷L高于设定负荷LS（N）的第二范围II中，高压侧EGR控制阀关闭，而低压侧EGR控制阀打开。 在发动机负荷L高于上限负载LU（N）的第三范围III中，高压侧EGR控制阀和低压侧EGR控制阀均闭合。 在从第一范围I到进行快速发动机加速运转的第三范围II的过渡中，低压侧EGR控制阀保持在关闭状态。 版权所有（C）2005，JPO＆NCIPI