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公开(公告)号：JP2009064684A
公开(公告)日：2009-03-26
申请号：JP2007232087
申请日：2007-09-06
Applicant: Toyota Auto Body Co Ltd , Toyota Motor Corp , トヨタ自動車株式会社 , トヨタ車体株式会社
Inventor： YAMASHITA MASAHIRO , INAGAKI KISEN , WAKAMATSU HIROYUKI
IPC: H01R13/46
Abstract: PROBLEM TO BE SOLVED: To provide a fixing structure of a wire harness connector in which a protector for holding the wire harness connector can be fixed easily to a bracket.
SOLUTION: The protector 1 is constructed of a main body part 2 formed in a box shape, a housing part 3 to house a wire harness connector 4, and a bracket insertion part 10 for fixing the protector 1 to the bracket 30. The bracket 30 is formed in a plate shape with a constant width and a prescribed thickness and has an engaging projection 31 provided on one side face at the tip side. This engaging projection 31 protrudes from the one side face of the bracket 30 and has an inclined face formed toward the tip part of the bracket 30. The bracket 30 is inserted into an insertion hole 18 of the bracket insertion part 10 and the locking face of the lock projection 16 of a support plate 15 and the locking face of the engaging projection 31 are engaged, thereby the protector 1 is locked and fixed to the bracket 30.
COPYRIGHT: (C)2009,JPO&INPITAbstract translation: 要解决的问题：提供一种线束连接器的固定结构，其中用于保持线束连接器的保护器可以容易地固定到支架上。 解决方案：保护器1由形成为盒形的主体部分2，容纳线束连接器4的壳体部分3和用于将保护器1固定到支架30的支架插入部分10构成。 支架30形成为具有恒定宽度和规定厚度的板状，并且具有设置在尖端侧的一个侧面上的接合突起31。 该接合突起31从支架30的一个侧面突出，并且具有朝向支架30的前端部形成的倾斜面。支架30插入支架插入部10的插入孔18和锁定面 支撑板15的锁定突起16和接合突起31的锁定面接合，从而保护器1被锁定并固定到支架30.版权所有（C）2009，JPO＆INPIT
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公开(公告)号：JP2006143010A
公开(公告)日：2006-06-08
申请号：JP2004336435
申请日：2004-11-19
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： MATSUTANI TAKASHI , SHINTANI OSAMU , YAMASHITA MASAHIRO , NAKADA TAKAYOSHI
Abstract: PROBLEM TO BE SOLVED: To provide a temperature adjusting device for a vehicle having a sufficiently improved heating performance. SOLUTION: The temperature adjusting device for the vehicle is equipped with an air duct 15 feeding an outside air into a vehicle cabin 11, an engine 21 provided at the position distance from the air duct 15, a front air guide 31 which guides outside air introduced in the vehicle toward the position provided with the engine 21, and a rear air guide 32 which is guided by the front air guide 31, and guides the outside air flowing at the position provided with the engine 21 toward the air duct 15. COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：提供一种具有充分改善的加热性能的车辆温度调节装置。 解决方案：车辆温度调节装置配备有将外部空气供给到车厢11中的空气管道15，设置在距离空气管道15的距离处的发动机21，前空气引导件31，其引导 引导到车辆中的外部空气朝向设置有发动机21的位置，以及后空气引导件32，其由前导气件31引导，并且将设置有发动机21的位置流动的外部空气引导到空气管道15 （C）2006年，JPO＆NCIPI
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公开(公告)号：JP2006118486A
公开(公告)日：2006-05-11
申请号：JP2004309917
申请日：2004-10-25
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： SHINTANI OSAMU , YAMASHITA MASAHIRO , NAKADA TAKAYOSHI , MATSUTANI TAKASHI
Abstract: PROBLEM TO BE SOLVED: To provide a temperature controller of an internal combustion engine capable of promoting the warmup of a catalyst and the internal combustion engine.
SOLUTION: An oil passage 902 in which an oil force-fed from an oil pump 900 flows is formed to pass between a pair of exhaust ports 500 adjacent to each other. A valve 904 controlling the flowing of the oil into the oil passage 902 is installed in the oil passage 902. An outflow passage 906 is connected to the oil passage 902 on the downstream side of the valve 904. The oil remaining in the oil passage 902 flows from the flow-out passage 906 to the outside of the oil passage 902, and is returned to an oil pan. The amount of the oil flowing out of the oil passage 902 is less than the amount of the oil flowing into the oil passage 902. At the initial period of the starting of the engine 100, namely, during the warmup of a three way catalytic converter 600, the valve 904 is controlled in a closed state. During the warmup of the engine 100, the valve 904 is controlled in an open state.
COPYRIGHT: (C)2006,JPO&NCIPIAbstract translation: 要解决的问题：提供能够促进催化剂和内燃机预热的内燃机的温度控制器。 解决方案：从油泵900供油的油通道902形成为在彼此相邻的一对排气口500之间通过。 控制油流入油路902的阀904被安装在油路902中。流出通道906连接到阀904的下游侧的油通道902.残留在油通道902中的油 从流出通道906流到油通道902的外部，并返回到油盘。 从油路902流出的油量少于流入油路902的油量。在起动发动机100的初始阶段，即在三元催化转化器预热期间， 600，阀904被控制在关闭状态。 在发动机100的预热期间，阀904被控制在打开状态。 版权所有（C）2006，JPO＆NCIPI
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公开(公告)号：JP2007267444A
公开(公告)日：2007-10-11
申请号：JP2006085457
申请日：2006-03-27
Applicant: Toyota Auto Body Co Ltd , Toyota Motor Corp , トヨタ自動車株式会社 , トヨタ車体株式会社
Inventor： YAMASHITA MASAHIRO , OKAMOTO YOSUKE , SUNOHARA MAKOTO
Abstract: PROBLEM TO BE SOLVED: To provide a wire harness protector which can prevent an electric wire from getting in a gap at a section where fellow members overlap opposite to each other, even if a wire harness moves inside. SOLUTION: A wire harness protector 1 comprises a base member 2 and a cover member 3. The front end 42a of the cover member 3 and the rear end 41a of the first cover wall 41 are provided with cover plates 55, 58, respectively. When viewed from its axial front side; the gaps at the mating parts of each tip of the right and left sidewalls 17 and 16 of the base member 2, each tip of the cover right sidewall 44, and the cover left sidewall 43 of the cover member 3 are covered by the cover plates 55 and 58, and the wire harness abuts on each edge of the cover plates 55 and 58 at harness threading ports 5 and 6. Therefore, the wire harness can not contact with the mating part between the fellow members, so it can prevent the electric wire from intruding into the gap at the mating part of each member. COPYRIGHT: (C)2008,JPO&INPIT
Abstract translation: 要解决的问题：即使线束向内移动，也可以提供一种线束保护器，其能够防止电线在相互重叠的部分的间隙中进入间隙。 线束保护器1包括基座构件2和盖构件3.盖构件3的前端42a和第一盖壁41的后端41a设置有盖板55,58， 分别。 从轴向前方观察; 盖构件3的左右侧壁17和16的每个顶端的配合部分，盖子右侧壁44的每个顶端和盖子左侧壁43的间隙被盖板覆盖 并且线束在线束穿线口5和6处抵接在盖板55和58的每个边缘上。因此，线束不能与配件之间的配合部分接触，因此可以防止电气 电线从入侵到每个构件的配合部分的间隙。 版权所有（C）2008，JPO＆INPIT
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公开(公告)号：JP2006200512A
公开(公告)日：2006-08-03
申请号：JP2005015942
申请日：2005-01-24
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： MATSUTANI TAKASHI , SHINTANI OSAMU , YAMASHITA MASAHIRO , NAKADA TAKAYOSHI
IPC: F01P7/16 , F01M1/06 , F01M5/00 , F01N13/08 , F01P5/06 , F01P11/04 , F02B75/22 , F02B77/11 , F02F1/14 , F02F1/36 , F02F1/40
Abstract: PROBLEM TO BE SOLVED: To determine whether a valve and a thermostat provided in an exhaust port function normally or not. SOLUTION: An ECU executes a program comprising the following steps. During warming-up of an engine (YES in S104), if an absolute value of deviation of water temperature TR detected by a water-temperature sensor from an estimated water-temperature TE is greater than a specified deviation T(0) (YES in S106), then in the step (S108) the state of the valve placed so as to change the gas-flow distribution in an exhaust port is brought in a closed state during the warming-up. If the valve is in open state (YES in S108), the valve is determined to be abnormal in the step (S110). If the valve is in a closed state (NO in S108), the valve is determined to function normally in the step (S112), and the thermostat is determined to function improperly in the step (S114). COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：确定排气口中提供的阀门和恒温器是否正常工作。 解决方案：ECU执行包括以下步骤的程序。 在发动机预热期间（S104中为“是”），如果由水温传感器检测到的水温TR的偏差与估计水温TE的绝对值大于规定的偏差T（0）（YES S106），则在步骤（S108）中，在预热期间将排气口中的气体流量分布改变的阀的状态变为关闭状态。 如果阀处于打开状态（S108中为“是”），则在步骤（S110）中判断为异常。 如果阀处于关闭状态（S108中为否），则在步骤（S112）中确定阀正常工作，并且在步骤（S114）中确定恒温器功能不正常。 版权所有（C）2006，JPO＆NCIPI
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Patent Agency Ranking
公开(公告)号：JP2006125308A
公开(公告)日：2006-05-18
申请号：JP2004315324
申请日：2004-10-29
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： SHINTANI OSAMU , YAMASHITA MASAHIRO , NAKADA TAKAYOSHI , MATSUTANI TAKASHI
CPC classification number: Y02T10/16
Abstract: PROBLEM TO BE SOLVED: To provide a temperature regulating device for an internal combustion engine capable of controlling heat quantity recovered from exhaust gas in a wide range.
SOLUTION: The temperature regulating device for the engine is formed at a position surrounded by an inner wall 22, and is provided with an exhaust port 31 in which exhaust gas flows, a valve 51 provided in an exhaust port 31, and a fin 35 formed on an inner wall 22 and positioned in a downstream side of exhaust gas flowing to an exhaust port in relation to the valve 51, and an actuator connected to the valve 51 and controlling open and close of the valve 51. When the valve 51 is controlled to a close side, flow speed of exhaust gas flowing along the inner wall 22 gets low as compared with a condition where the valve 51 opens and flow speed of exhaust gas flowing at a position separate from the inner wall 22 gets large. The valve 51 includes a ring shape extending along the inner wall 22 under a close condition.
COPYRIGHT: (C)2006,JPO&NCIPIAbstract translation: 要解决的问题：提供一种能够在宽范围内控制从排气回收的热量的内燃机的温度调节装置。 解决方案：发动机的温度调节装置形成在由内壁22包围的位置，并且设置有排气流过的排气口31，设置在排气口31中的阀51和 翅片35形成在内壁22上并且位于相对于阀51流到排气口的排气的下游侧;以及致动器，其连接到阀51并控制阀51的打开和关闭。当阀 与阀51打开的状态相比，沿着内壁22流动的排气的流速变得较小，与内壁22分离的位置的排气的流速变大， 阀51包括在闭合状态下沿着内壁22延伸的环形。 版权所有（C）2006，JPO＆NCIPI
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公开(公告)号：JP2006002594A
公开(公告)日：2006-01-05
申请号：JP2004177276
申请日：2004-06-15
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： YAMASHITA MASAHIRO , SHINPO ZENICHI , YOSHIKAWA SHIGETAKA , TAKAOKA TOSHIBUMI , SUZUKI TAKASHI
Abstract: PROBLEM TO BE SOLVED: To provide a motor-driven pump control device capable of uniformizing service lives of a plurality of motor-driven pumps to the utmost by driving each of the motor-driven pumps in a manner responding to performance decline of each of the motor-driven pumps accompanied by their use.
SOLUTION: In a circulation path 2 provided in a cooling system of an automobile, a motor-driven water pump WP1 and a motor-driven water pump WP2 which are controlled and driven by an electronic control device 10 are arranged in each of an upstream side and a downstream side of an internal combustion engine 1. To grasp load conditions of the motor-driven water pumps WP1, WP2, a detection signal from an intake air temperature sensor 15 and drive voltage of the motor-driven water pumps WP1, WP2 are read to the electronic control device 10. The electronic control device 10 compares integrated values of values obtained by weighting driving time of each of the motor-driven water pumps WP1, WP2 in accordance with the load conditions, and selects the smaller integrated value as a drive target.
COPYRIGHT: (C)2006,JPO&NCIPIAbstract translation: 要解决的问题：提供一种电动泵控制装置，其能够以响应于性能下降的方式驱动每个电动泵来最大程度地使多个电动泵的使用寿命均匀化 每台电机驱动泵都配有使用。 解决方案：在设置在汽车的冷却系统中的循环路径2中，由电子控制装置10控制和驱动的电动水泵WP1和电动水泵WP2布置在 内燃机1的上游侧和下游侧。为了掌握电动水泵WP1，WP2的负载条件，来自进气温度传感器15的检测信号和电动水泵WP1的驱动电压 WP2被读取到电子控制装置10.电子控制装置10比较通过根据负载条件对每个电动水泵WP1，WP2的驱动时间加权而获得的值的积分值，并且选择较小的积分 价值作为驱动目标。 版权所有（C）2006，JPO＆NCIPI
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公开(公告)号：JP2960854B2
公开(公告)日：1999-10-12
申请号：JP15162194
申请日：1994-06-09
Applicant: トヨタ自動車株式会社 , 株式会社ワールドケミカル
Inventor： MORI YOJI , YAMASHITA MASAHIRO , ISHIHARA TAKAYUKI
CPC classification number: Y02A20/204
Abstract: PURPOSE:To separate a liquid into moisture and an oil content by recovering oil floating in a cistern at low cost by a small-sized device. CONSTITUTION:A recovery pipe 2 for floating oil is mounted into a cistern 1 vertically movably, a float 5, in which an inflow port 4 is held near an oil level, is installed at the upper end of the recovery pipe 2, and a recovered liquid by the recovery pipe 2 is discharged into a separating tank 14 by a discharge pump 13 while a floating liquid connected to the discharge pump 13 and recovered is stored in the separating tank 14. A recovered-liquid storage section 14a, in which an oil-content recovery means is set up to an upper section and a first drainage canal 20 is mounted to the bottom, an oil-content recovery section 14b, which is connected to an oil-content recovery pipe 19a and in which an oil content is stored while a second drainage canal 21 is installed to the bottom, and a moisture recovery section 14c, which is connected to the first drainage canal 20 and the second drainage canal 21 and in which moisture is stored, are formed.
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公开(公告)号：JP2002310390A
公开(公告)日：2002-10-23
申请号：JP2001111043
申请日：2001-04-10
Applicant: TOYOTA MOTOR CORP
Inventor： YOSHIKAWA SHIGETAKA , KOBAYASHI SHIGETOMI , YAMASHITA MASAHIRO
Abstract: PROBLEM TO BE SOLVED: To provide an oil temperature control method and an oil temperature control device therefor capable of improving the warming-up property of a machine to be lubricated. SOLUTION: In this oil temperature control method in which the oil circulated in the machine 1 to be lubricated is heat-exchanged by a heat exchanger with a refrigerant, the refrigerant temperature is compared with the oil temperature, the oil is allowed to flow in the heat exchanger 2 if the refrigerant temperature is higher, or the oil is allowed to flow in a bypass passage bypassing the heat exchanger 2 if the oil temperature is higher. The oil temperature control device comprises a bypass passage 4 bypassing the heat exchanger 2, a comparing means 101 for comparing the refrigerant temperature with the oil temperature, and an oil control means 6 in which oil is allowed to flow in the heat exchanger 2 if the refrigerant temperature is higher and oil is allowed to flow in the bypass passage bypassing the heat exchanger 2 if the oil temperature is higher based on the comparing means.
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公开(公告)号：JPS6486471A
公开(公告)日：1989-03-31
申请号：JP19505887
申请日：1987-08-04
Applicant: NIPPON SOKEN , TOYOTA MOTOR CORP
Inventor： WATANABE MASAHIKO , ITO TOSHIHIKO , MIYOSHI TAKEO , YAMASHITA MASAHIRO , HOSOI KEIJI , TAKAGI NOBORU
Abstract: PURPOSE:To suppress the request voltage with wider gap and enhance the durability by furnishing No. 3 electrode outside a central electrode and a grounding electrode, forming an aux. gap between the central electrode and No. 3 electrode for generation of capacitance discharge at a low voltage, and by inducing discharge of a normal gap with capacitance discharge of the aux. gap. CONSTITUTION:A conductor is coated over the periphery of the tip of an insulator 3 around a central electrode 1, to form No. 3 electrode 4. An aux. gap S2 is formed between this No. 3 electrode 4 and central electrode 1. When a high voltage is impressed to the central electrode 1, a weak No. 1 capacitance discharge is generated in the aux. gap S2. As the No. 3 electrode 4 is grounded through capacitance component (capacitor), dicharge to the No. 3 electrode 4 is made only in the amount corresponding to the capacitance of the capacitor, wherein no transfer is made to induction discharge. When discharge is generated at the aux. gap S2, many ions and free electrons are produced. Triggered by them, No. 2 capacitance discharge is generated at the normal gap S1, and transfer is made to induction discharge.
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