-
公开(公告)号：JP2009133238A
公开(公告)日：2009-06-18
申请号：JP2007308967
申请日：2007-11-29
Applicant: Denso Corp , 株式会社デンソー
Inventor： MIWA MAKOTO
IPC: F02D45/00 , F01N3/00 , F01N3/18 , G01N27/416
CPC classification number: F02D41/222 , F01N2560/026 , F02D41/1495 , G01N27/4175 , Y02T10/40
Abstract: PROBLEM TO BE SOLVED: To provide a diagnostic device for a NOx sensor having high diagnosis accuracy with securing a stable diagnosis condition without receiving influence of operation of an internal combustion engine. SOLUTION: A diagnosis part constructing a control part 17 diagnoses the NOx sensor 36 after a sufficient period passes from stop of an engine system 10 and an exhaust system 16 is sufficiently cooled. The diagnosis part diagnoses the NOx sensor 36 if outside air temperature detected by an outside air temperature sensor 13 and temperature in an exhaust passage 27 detected by a temperature sensor 35 get almost same. When temperature in the exhaust passage 27 and the outside air temperature are almost same, the engine system 10 is sufficiently cooled, and temperature of the NOx sensor 36 and the exhaust system 16 get into stable states. Consequently, influence of the operation conditions of the engine system 10 and residual heat existing in the exhaust system 16 are eliminated, for diagnosis of heating performance of a heater of the NOx sensor 36. COPYRIGHT: (C)2009,JPO&INPIT
Abstract translation: 要解决的问题：提供一种具有高诊断精度的NOx传感器的诊断装置，以确保稳定的诊断条件而不受内燃机的操作影响。 解决方案：构成控制部分17的诊断部分在发动机系统10的停止足够的时间段之后诊断NOx传感器36，并且排气系统16被充分冷却。 如果由外部空气温度传感器13检测到的外部空气温度和由温度传感器35检测到的排气通路27中的温度几乎相同，则诊断部诊断NOx传感器36。 当排气通道27中的温度和外部空气温度几乎相同时，发动机系统10被充分冷却，并且NOx传感器36和排气系统16的温度进入稳定状态。 因此，为了诊断NOx传感器36的加热器的加热性能，消除了发动机系统10的运转状态和存在于排气系统16中的剩余热量的影响。（C）2009，JPO＆INPIT
-
公开(公告)号：JP2006136067A
公开(公告)日：2006-05-25
申请号：JP2004320040
申请日：2004-11-04
Applicant: Denso Corp , 株式会社デンソー
Inventor： ISOBE TAIJI , MIWA MAKOTO , MAJIMA YOSHIHIRO
IPC: B60L7/20
Abstract: PROBLEM TO BE SOLVED: To effectively raise the fuel consumption by lockup (L/U) slip control and slowing-down regenerative power generation.
SOLUTION: This controller sets the target quantity of L/U slippage and the target generated current, according to the brake treading force detected by a brake treading force sensor at decelerative operation, and drives a generator while performing the L/U slip control so as to perform the slowing-down regenerative power generation. By doing it this way, it becomes possible to continue the slowing-down regenerative power generation by driving the generator with the decelerative energy of a vehicle while continuing the L/U slip control within a range of not stalling, using the target quantity of L/U slippage and the target generated current which are set according to the brake treading force, without switching off the lockup, if it is capable of slowing-down regenerative power generation since the car velocity (the decelerative energy of the vehicle) is still somewhat high at that point of time, even if the driver steps on the brake lightly, trying to lower the car velocity a little at decelerative operation.
COPYRIGHT: (C)2006,JPO&NCIPIAbstract translation: 要解决的问题：通过锁定（L / U）滑差控制和减速再生发电有效提高燃油消耗。
解决方案：该控制器根据制动踏板传感器在减速运行时检测到的制动器踏力，设定L / U滑差目标量和目标发电电流，并在执行L / U滑动时驱动发电机 进行减速再生发电的控制。 通过这样做，可以通过以车辆的减速度驱动发电机，同时在不停止的范围内继续进行L / U滑移控制来继续减速再生发电，使用目标量L / U滑动和根据制动器踩踏力设定的目标发电电流，如果能够减速再生发电，则车辆速度（车辆的减速能量）仍然有些 在这个时间点高，即使驾驶员轻轻地踏上刹车，试图在减速操作下降低车速。 版权所有（C）2006，JPO＆NCIPI
-
公开(公告)号：JP2006132601A
公开(公告)日：2006-05-25
申请号：JP2004320041
申请日：2004-11-04
Applicant: Denso Corp , 株式会社デンソー
Inventor： ISOBE TAIJI , MAJIMA YOSHIHIRO , MIWA MAKOTO
CPC classification number: Y02T10/642
Abstract: PROBLEM TO BE SOLVED: To effectively improve fuel consumption with lock-up (L/U) slip control and deceleration recovering generation during decelerating operation. SOLUTION: A target L/U slip amount is set depending on a decelerating condition (a turbine rotating speed, e.g) during decelerating operation, and the generation amount of a generator 32 is feedback controlled to reduce a deviation between the target L/U slip amount and an actual L/U slip amount. In this way, the generation amount (generating torque) of the generator 32 is controlled to keep on deceleration recovering generation so that the actual L/U slip amount is kept approximate to the target L/U slip amount while setting the target L/U slip amount to be smaller depending on the decelerating energy of a vehicle during decelerating operation in the extent that no engine stop occurs, thus effectively improving fuel consumption with the deceleration recovering generation and deceleration fuel cut. COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：在减速操作期间通过锁定（L / U）滑差控制和减速恢复生成来有效提高燃油消耗。 解决方案：根据减速操作期间的减速条件（例如涡轮机转速）来设定目标L / U滑移量，并且反馈控制发电机32的发电量，以减少目标L / U滑移量和实际的L / U滑移量。 以这种方式，发电机32的发电量（发电转矩）被控制为保持减速恢复产生，使得实际的L / U滑移量保持接近目标L / U滑移量，同时设定目标L / U 滑动量根据减速操作期间车辆的减速能量而不发生停止，从而通过减速恢复发电和减速燃料切断有效地提高燃料消耗。 版权所有（C）2006，JPO＆NCIPI
-
公开(公告)号：JP2006125589A
公开(公告)日：2006-05-18
申请号：JP2004317639
申请日：2004-11-01
Applicant: Denso Corp , 株式会社デンソー
Inventor： MAJIMA YOSHIHIRO , MIWA MAKOTO , ISOBE TAIJI
Abstract: PROBLEM TO BE SOLVED: To improve the fuel consumption by preventing early lowering of rotating speed of an internal combustion engine to lengthen the period of fuel cut in deceleration while increasing the power generation amount of a speed reducing regenerative power generation generating power by a generator in reduced operation when the battery charging quantity drops. SOLUTION: When the battery charging quantity drops (e.g. when the battery voltage is a predetermined value or less), the shift-down timing of an automatic transmission in reduced operation is made earlier than usual (e.g. the vehicle speed to be shifted down is made higher than usual). Thus, the engine rotating speed Ne in reduced operation is made higher than usual, and the power generation quantity of speed reducing regenerative power generation is increased to quickly recover the battery charging quantity. Further, the engine rotating speed Ne in reduced operation is made higher than usual, whereby the engine rotating speed Ne is prevented from lowering equal to or lower than the fuel cut recovery rotating speed in early stage, and the period of speed reducing fuel cut is lengthened to improve fuel consumption. COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：为了通过防止内燃机的转速的早期降低来提高燃料消耗，从而延长减速时的燃料切断期间，同时通过以下方式增加减速再生发电发电的发电量： 当电池充电量下降时，发电机减少运行。
解决方案：当电池充电量下降时（例如，当电池电压为预定值或更小时），减少操作中的自动变速器的下降时间比通常更早（例如，要移动的车辆速度 下降比通常高）。 因此，降低运转的发动机转速Ne比通常高，减速再生发电的发电量增加，迅速恢复电池充电量。 此外，降低运转中的发动机转速Ne比通常高，从而防止发动机转速Ne降低到等于或低于早期的燃料切断恢复转速，而减速燃料切断的时段是 延长燃油消耗。 版权所有（C）2006，JPO＆NCIPI
-
公开(公告)号：JP2003232239A
公开(公告)日：2003-08-22
申请号：JP2002033726
申请日：2002-02-12
Applicant: DENSO CORP
Inventor： MIWA MAKOTO
Abstract: PROBLEM TO BE SOLVED: To eliminate inconvenience such as in a case where an oil feeding worker feels a sense of incompatibility when an engine is automatically started by producing an automatic starting condition when performing oil feeding work when the vehicle engine is stationary by automatic stopping. SOLUTION: A drawing 5 (a) is a flag for indicating a stopping condition. A drawing 5 (b) is a flag for indicating that the oil feeding work is performed. This invention can prevent the oil feeding worker from feeling the sense of incompatibility when the engine is automatically started even if an engine stopping condition flag is turned on by stopping the engine by prohibiting automatic starting of the engine when the flag is turned on at oil feeding work. COPYRIGHT: (C)2003,JPO
-
Patent Agency Ranking
公开(公告)号：JPH11148851A
公开(公告)日：1999-06-02
申请号：JP9730398
申请日：1998-04-09
Applicant: DENSO CORP
Inventor： KATO TAKAHIKO , MIWA MAKOTO , ISOMURA SHIGENORI , MURAMATSU TOSHIHIKO , MINAGAWA KAZUJI , MATSUDA TAKESHI
IPC: B60K15/03 , B60K15/04 , B60K15/077 , F02M25/08 , G01F1/00 , G01F1/10 , G01F1/115 , G01F9/00 , G01F15/075 , G01F22/00 , G01F23/00
Abstract: PROBLEM TO BE SOLVED: To provide a remaining fuel gange for automobile which can measure the remaining amount of fuel in a fuel tank with accuracy even when the fuel tank has a flat or complicated shape without utilizing such a sensor as a level gauge, etc., which detects the level fluctuation of the fuel. SOLUTION: A remaining fuel gange 1 is constituted of fuel amount sensor 5 which measures the amount of the fuel fed to a fuel tank 11, a control circuit 7 which stores the remaining amount of the fuel in the tank 11 and calculates the remaining amount of the fuel in the tank 11 from the stored remaining amount of the fuel, the output of the sensor 5, the amount of the fuel injected from a fuel injection valve 14, and the purged amount of the fuel in the tank 11 by evaporation, and a fuel meter 6 which visually indicates the remaining amount of the fuel in the tank 11 updated by means of the control circuit 7.
-
公开(公告)号：JPH1130157A
公开(公告)日：1999-02-02
申请号：JP7012098
申请日：1998-03-19
Applicant: DENSO CORP
Inventor： MURAMATSU TOSHIHIKO , OI KIYOTOSHI , MINAGAWA KAZUJI , MIWA MAKOTO , ISOMURA SHIGENORI
IPC: B60K15/01 , B60K15/077 , F02M25/08 , F02M37/00
Abstract: PROBLEM TO BE SOLVED: To decrease the capacity of a canister as well as to decrease the adverse effect of evaporation fuel to operating performance and exhaust gas purification by controlling tank internal pressure. SOLUTION: In a fuel tank internal pressure control system, a pressure adjusting valve 3 is provided on a communication pipe 8 for communicating a fuel tank 1 and a canister 2 with each other. The pressure adjusting valve 3 is controlled through a control circuit 10 so as to be electrified, it is opened to communicate the fuel tank 1 and the canister 2 with each other, and it is closed to seal the fuel tank 1. The control circuit 10 opens the pressure adjusting valve 3 when oil supply is started, and it controls the pressure adjusting valve 3 on the basis of the detected value of an internal pressure sensor 13 so as to be electrified so that tank internal pressure may be held in the specified pressure range after oil supply is finished. When that leakage is generated is judged after leak check of the whole system is performed, the pressure adjusting valve 3 is closed to seal the fuel tank 1 after negative pressure is introduced into the fuel tank 1, and whether the cause of leak is on the fuel tank 1 side or the pipe side is judged.
-
公开(公告)号：JPH10318051A
公开(公告)日：1998-12-02
申请号：JP12744197
申请日：1997-05-16
Applicant: DENSO CORP
Inventor： MURAMATSU TOSHIHIKO , MINAGAWA KAZUJI , MIWA MAKOTO , ISOMURA SHIGENORI
Abstract: PROBLEM TO BE SOLVED: To shorten an electric wire so as to eliminate electric noise reducing means (a RC circuit) built into each solenoid valve by arranging a control circuit for controlling each solenoid valve around a fuel tank. SOLUTION: A pressure regulating valve 3 for holding tank inner pressure within a predetermined pressure range is arranged in a communicating pipe 8 for communicating a fuel tank 1 and a canister 2 with each other, and a purge control valve 12 for regulating a purge flow rate is arranged in a purge pipe 11 for communicating the canister 2 and an intake pipe in an engine with each other. A canister opening/closing valve 9 for opening/closing an atmosphere hole is installed on the canister 2. The pressure regulating valve 3, the purge control valve 12, and the canister opening/closing valve 9 are current-carrying out controlled by a control circuit arranged in the fuel tank 1. The control circuit 10 is connected to an engine control device 18 for controlling an operating condition of the engine through an electric wire, and a signal which is necessary for control is outputted/inputted between the control circuit 10 and the engine control device 18.
-
公开(公告)号：JPH0942109A
公开(公告)日：1997-02-10
申请号：JP19752795
申请日：1995-08-02
Applicant: DENSO CORP
Inventor： MIWA MAKOTO , MINAGAWA KAZUJI
Abstract: PROBLEM TO BE SOLVED: To reduce the leakage rate of fuel from an injector whose engine is stopped while ensuring startability by controlling fuel remained pressure in a fuel piping by reducing fuel pressure in the fuel piping according to a detected fuel temperature after operation of an internal combustion engine is stopped. SOLUTION: Fuel sucked by a fuel pump 11 arranged in a fuel tank 10 for remaining fuel is divided into the injector 13 of each cylinder passing a fuel piping 12. A fuel film 14 is arranged on the way of the fuel piping 12. Combustion pressure in the fuel piping 12 is automatically regulated by a pressure regulator 15 arranged on the downstream side of the injector 13 so as to set differential pressure of the intake negative pressure of an engine to a setting pressure. Remaining fuel supplied in the pressure regulator 15 is returned back in the fuel tank 10 through a return piping 16. A fuel temperature censor 17 and a combustion pressure sensor 18 are arranged in the fuel piping 12, and a relief valve 20 is arranged as a pressure bleeding means downstream therefrom.
-
30.发明专利Supercharger control device and method of controlling exhaust gas pressure for internal combustion engine 审中-公开超级发动机控制装置和控制内燃机排气压力的方法
公开(公告)号：JP2009036021A
公开(公告)日：2009-02-19
申请号：JP2007198292
申请日：2007-07-31
Applicant: Denso Corp , 株式会社デンソー
Inventor： MIWA MAKOTO , KIMOTO KAYOKO
CPC classification number: Y02T10/144
Abstract: PROBLEM TO BE SOLVED: To provide a supercharger control device and a method of controlling exhaust pressure for an internal combustion engine capable of providing excellent emission at the beginning of the start of the engine. SOLUTION: An engine (internal combustion engine) having a catalyst in an exhaust passage has a program for determining whether or not the engine is operated in a predetermined low exhaust gas amount range operation mode indicating that it is in a low exhaust gas amount range (step S11) and a program for increasing the pressure of the exhaust gas in the exhaust gas passage of the engine on the upstream side of the exhaust gas more than the turbine of a turbocharger by power other than the flow of the exhaust gas, more specifically, by driving the turbine by an electric motor attached to a rotating shaft for connecting the turbine to the compressor of the turbocharger when the engine is determined to be operated in the low exhaust gas amount range operation mode by the program (steps S13-S16). Dither control for promoting the warming-up of the catalyst is performed while the motor is driven. COPYRIGHT: (C)2009,JPO&INPIT
Abstract translation: 要解决的问题：提供一种在发动机起动时能够提供优异的排放的内燃机的排气压力的增压控制装置和方法。 解决方案：在排气通道中具有催化剂的发动机（内燃机）具有用于确定发动机是否以预定的低排气量范围操作模式运行的程序，指示其处于低排气 量程（步骤S11）以及用于通过除了废气流之外的动力增加发动机在废气上游侧的废气通道中的排气压力超过涡轮增压器的涡轮机的压力的程序 更具体地说，通过在通过程序确定在低排气量范围操作模式下操作发动机的情况下，通过安装在旋转轴上的电动机来驱动涡轮机，用于将涡轮连接到涡轮增压器的压缩机（步骤S13 -S16）。 在电动机被驱动的同时进行促进催化剂预热的抖动控制。 版权所有（C）2009，JPO＆INPIT
-
-
-
-
-
-
-
-
-
Search Results
58
records
(took 0.019 seconds)
