公开(公告)号：JP2013193533A

公开(公告)日：2013-09-30

申请号：JP2012061579

申请日：2012-03-19

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

Inventor： TERATANI RYUTA

IPC: B60W10/06 ,  B60K6/44 ,  B60K6/445 ,  B60K6/448 ,  B60K6/48 ,  B60K6/52 ,  B60K6/547 ,  B60W20/00 ,  F02D29/02

CPC classification number: Y02T10/52 ,  Y02T10/6221 ,  Y02T10/623 ,  Y02T10/6239 ,  Y02T10/6243 ,  Y02T10/6265

Abstract: PROBLEM TO BE SOLVED: To suppress deterioration of emission while achieving improvement in fuel consumption, in a hybrid vehicle.SOLUTION: When a hybrid vehicle is in a predetermined post-start state where there is no history that an engine is started after starting of a system, cooling water temperature Tw is lower than a threshold Twref, and an electricity storage rate SOC of a battery is not less than a threshold Sref (S310 to S330), a greater value, as compared to when the vehicle is not in the predetermined post-start state, is set as a start threshold Pstart based on the electricity storage rate SOC (S340). Then, the start threshold Pstart is used to perform control so that the vehicle travels with torque required for traveling accompanying intermittent engine operation outputted to a drive shaft. Thereby, when the engine is first started after starting of the system, a range for load operation of the engine is enlarged, deterioration in fuel consumption caused by engine idling operation is suppressed, and engine warm-up is promptly completed to suppress deterioration of emission.

Abstract translation: 要解决的问题：为了在混合动力车辆中实现燃料消耗的提高的同时抑制排放的劣化。解决方案：当混合动力车辆处于预定的起动后状态，其中没有发动机起动后的发动机的历史 系统中，冷却水温度Tw低于阈值Twref，电池的蓄电速率SOC不小于阈值Sref（S310〜S330），与车辆不是预定的情况相比较大的值 启动后状态被设定为基于蓄电速率SOC的起始阈值P start（S340）。 然后，使用启动阈值Pstart进行控制，使得车辆以伴随间歇发动机运转的行驶所需的扭矩输出到驱动轴。 因此，当发动机在系统起动之后首先起动时，发动机的负载运转的范围被扩大，抑制了发动机怠速运转引起的燃料消耗的劣化，并且迅速完成发动机预热以抑制发动机的劣化 。

公开(公告)号：JP2012237237A

公开(公告)日：2012-12-06

申请号：JP2011106442

申请日：2011-05-11

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

Inventor： TERATANI RYUTA

IPC: F01P7/04 ,  F01P7/16

Abstract: PROBLEM TO BE SOLVED: To provide a cooling device of an in-vehicle internal combustion engine, capable of properly reducing power quantity consumed for cooling the engine.SOLUTION: The drive of a radiator fan is stopped when a wind quantity of a running wind exceeds the wind blowing quantity of the radiator fan (t2 to t3). The driving stop condition of the radiator fan is continued and the pumping quantity of a water pump is forcibly increased when the increase of consumed power in the first virtual condition assuming that the requirement is satisfied only by the start of the drive of the radiator fan is larger than the increase of consumed power in the second virtual condition assuming that the above requirement is satisfied only by the increase of the pumping quantity of a water pump when there is requirement for increasing the cooling ability of a cooling system with the drive of the radiator fan stopped (t3 to t4). The drive of the radiator fan is started without forcibly increasing the pumping quantity of the water pump when the increase of the consumed power in the first virtual condition is not more than the increase of the consumed power in the second virtual condition (after t4).

Abstract translation: 要解决的问题：提供一种车载内燃机的冷却装置，其能够适当地减少用于冷却发动机的功率消耗。

解决方案：当风速风量超过散热器风扇的吹风量（t2至t3）时，散热器风扇的驱动停止。 当假设仅通过散热器风扇的驱动开始满足要求时，在第一虚拟状态下的消耗功率的增加时，继续延长散热风扇的行驶停止状态，并且水泵的泵送量被强制增加 大于第二虚拟条件下的消耗功率的增加，假设仅当通过散热器的驱动来提高冷却系统的冷却能力的要求时，仅通过水泵的泵送量的增加来满足上述要求 风扇停止（t3至t4）。 当第一虚拟条件中的消耗功率的增加不大于第二虚拟条件下的消耗功率的增加（t4之后）时，散热器风扇的驱动开始而不强制增加水泵的泵送量。 版权所有（C）2013，JPO＆INPIT

公开(公告)号：JP2012136065A

公开(公告)日：2012-07-19

申请号：JP2010287989

申请日：2010-12-24

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

Inventor： KANEKO AKIHIRO ,  SUZUKI TAKASHI ,  TERATANI RYUTA

IPC: B60W10/06 ,  B60K6/445 ,  B60L11/14 ,  B60W10/08 ,  B60W20/00 ,  F02D29/02

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To quickly respond to an acceleration request.SOLUTION: When a required torque Tr* becomes equal to or higher than a threshold Tref (step S170) while a step-up circuit 55 is controlled so that a voltage VH of a high-voltage system becomes a voltage command VH* set based on the required torque Tr within the step-up upper limit value Vlim (voltage Vlo) lower than the value when the required torque Tr* is equal to or higher than the threshold Tref, the step-up circuit 55 is controlled (step S200, S230) so that the voltage VH of the high-voltage system becomes the voltage command VH* set based on the required torque Tr* within the step-up upper limit value Vlim (voltage Vhi), and an engine 22 and motors MG1, MG2 are controlled (step S220, S240) so as to achieve a torque based on the required torque Tr*, while improving responsiveness of the engine 22, to enable quick response to an acceleration request.

Abstract translation: 要解决的问题：快速响应加速请求。 解决方案：当升压电路55被控制使得高电压系统的电压VH变为电压指令VH *时，当所需转矩Tr *变得等于或高于阈值Tref（步骤S170）时， 基于在所需转矩Tr *等于或高于阈值Tref的值以下的升压上限值Vlim（电压Vlo）内的所需转矩Tr设定，升压电路55被控制（步骤 S200，S230），使得高压系统的电压VH变为基于升压上限值Vlim（电压Vhi）内的所需转矩Tr *设定的电压指令VH *，发动机22和电动机MG1 ，控制MG2（步骤S220，S240），以提高基于所需转矩Tr *的转矩，同时提高发动机22的响应性，能够快速响应加速要求。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2010083232A

公开(公告)日：2010-04-15

申请号：JP2008252298

申请日：2008-09-30

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

Inventor： TERATANI RYUTA ,  FUSHIKI SHUNSUKE

IPC: B60W10/06 ,  B60K6/445 ,  B60W20/00 ,  F01N3/20 ,  F01N3/24 ,  F02D29/02 ,  F02P5/15

CPC classification number: Y02A50/2322 ,  Y02T10/54 ,  Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To maintain an exhaust gas purification function by a purification catalyst regardless of the length of time of engine intermittent stop time. SOLUTION: An ECU 20 for controlling a hybrid vehicle 100 includes: an engine control unit 22 for intermittently switching between an operation state and an idle state of the engine 10; a catalyst monitoring unit 24 for monitoring a purification catalyst 14; a determination unit 26 for acquiring information regarding the purification catalyst 14 from the catalyst monitoring unit 24, and for determining the state of the purification catalyst 14 during an intermittent stop of the engine 10 based on the information; and a catalyst warm-up control unit 28 for performing catalyst warm-up according to the determination by the determination unit 26. The engine control unit 22 resumes the operation of the engine 10 in an intermittent stop state after the catalyst warm-up. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：通过净化催化剂来维持排气净化功能，而与发动机间歇停止时间的长短无关。 解决方案：用于控制混合动力车辆100的ECU20包括：发动机控制单元22，用于间歇地在发动机10的运行状态和空转状态之间切换; 用于监测净化催化剂14的催化剂监测单元24; 确定单元26，用于从催化剂监测单元24获取关于净化催化剂14的信息，并且用于基于该信息确定在发动机10的间歇停止期间的净化催化剂14的状态; 以及用于根据确定单元26的确定进行催化剂预热的催化剂预热控制单元28.发动机控制单元22在催化剂预热之后以间歇停止状态恢复发动机10的操作。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009281260A

公开(公告)日：2009-12-03

申请号：JP2008133577

申请日：2008-05-21

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

Inventor： TERATANI RYUTA

IPC: F02D41/06 ,  F02D29/02 ,  F02D41/18 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To inhibit the deterioration of emission by more appropriately executing first fuel injection at the start of an internal combustion engine. SOLUTION: An estimated intake air quantity KL is estimated based on engine speed Ne, a throttle opening Th, intake pipe negative pressure Pin and the like (S140), a correction coefficient k1 is set in a tendency of being smaller as engine speed Ne which is calculated first right after the determination of a crank angle CA becomes higher (S150), and an execution intake air quantity KL* is set by multiplying the estimated intake air quantity KL by the correction coefficient k1 (S160). An initial fuel injection quantity τ is set to the execution intake air quantity KL* (S170), and the engine is started by executing the fuel injection of an initial fuel injection quantity τ. Consequently, fuel injection is executed more appropriately and the deterioration of emission during the start can be inhibited. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：通过在内燃机的启动时更适当地执行第一燃料喷射来抑制排放的劣化。

解决方案：基于发动机转速Ne，节气门开度Th，进气管负压Pin等来估计进气量KL（S140），将校正系数k1设定为较小的发动机的趋势 在确定曲柄角CA之后首先计算出的速度Ne变高（S150），并且通过将估计进气量KL乘以校正系数k1来设定执行吸入空气量KL *（S160）。 初始燃料喷射量τ被设定为执行进气量KL *（S170），并且通过执行初始燃料喷射量τ的燃料喷射来启动发动机。 因此，更适当地执行燃料喷射，并且可以抑制起动期间的排放恶化。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009114861A

公开(公告)日：2009-05-28

申请号：JP2007285177

申请日：2007-11-01

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

Inventor： TERATANI RYUTA

IPC: F02M25/07 ,  F02D21/08 ,  F02D29/02

CPC classification number: Y02T10/121

Abstract: PROBLEM TO BE SOLVED: To prevent deterioration of emission properties during start of an internal combustion engine in a vehicle on which the internal combustion engine is intermittently operated.
SOLUTION: An engine ECU 1000 executes intermittent operation control of an engine 120 mounted on a hybrid vehicle. The engine 120 is provided with an EGR device having flow rate thereof controlled by an EGR valve 502 through an EGR pipe 500 from a downstream side of a three-way catalytic converter 900. The engine ECU 1000 set delay time from start of an engine 120 till operation of the EGR device based on at least one of start cooling water temperature, start lubricating oil temperature, ignition timing delay quantity calculated during start ignition timing control, an air charge rate of an inside of a combustion chamber at start, and fuel injection quantity calculated during start fuel injection control, and starts operation of the EGR device after the delay time elapses after engine start.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：为了防止在内燃机间歇地操作的车辆中的内燃机启动期间的排放特性的劣化。 发动机ECU1000执行安装在混合动力车辆上的发动机120的间歇动作控制。 发动机120设置有EGR装置，该EGR装置的流量由EGR阀502通过EGR管道500从三元催化转化器900的下游侧控制。发动机ECU1000设定从发动机120起动的延迟时间 基于开始点火正时控制中计算出的开始冷却水温度，启动润滑油温度，点火正时延迟量，启动时的燃烧室内部的空气充气率和燃料喷射中的至少一个，直到EGR装置的运转 在启动燃料喷射控制期间计算的量，并且在发动机起动之后经过延迟时间之后开始EGR装置的操作。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2006029269A

公开(公告)日：2006-02-02

申请号：JP2004211913

申请日：2004-07-20

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

Inventor： TERATANI RYUTA ,  YAMAMOTO KOJI

IPC: F02D29/02 ,  B60K6/445 ,  B60K6/448 ,  B60L11/14 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W20/00 ,  F02D29/00

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To start an internal combustion engine while corresponding to required driving force.
SOLUTION: In a hybrid automobile wherein a first motor, an engine and a driving shaft are connected to the sun gear, carrier and ring gear of a planetary gear mechanism and also a second motor is connected to the driving shaft, when a threshold value Tthr is set (S139) by subtracting a value that a previously set torque Tcr at the time cranking is divided by the gear ratio ρ of the planetary gear mechanism from a maximum torque Tm2max outputting from the second motor, and required torque Tr* is at the threshold value Tthr or more (S140), control is performed so that the engine is cranked and started, and also the required torque Tr* is applied to the driving shaft while canceling reaction on the ring gear side at the time of cranking. The engine is started while taking in consideration torque Tcr at the time of cranking, therefore, insufficient torque outputted from the second motor when cranking the engine may not be caused. As a result, the engine is started while corresponding to the required driving force.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：启动内燃机，同时对应所需的驱动力。 解决方案：在第一电动机，发动机和驱动轴连接到太阳齿轮的混合动力汽车中，行星齿轮机构的行星齿轮和环形齿轮以及第二电动机连接到驱动轴，当 通过从第二电动机输出的最大转矩Tm2max减去将起动时的预先设定的转矩Tcr除以行星齿轮机构的齿轮比ρ的值，设定阈值Tthr（S139），要求转矩Tr * 处于阈值Tthr以上（S140），进行控制以使发动机起动起动，并且在起动时抵消在齿圈侧的反作用力也将驱动轴上施加所需扭矩Tr * 。 发动机在起动时考虑扭矩Tcr而启动，因此在起动发动机时不会引起从第二马达输出的扭矩不足。 结果，发动机在对应于所需的驱动力的同时启动。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005185040A

公开(公告)日：2005-07-07

申请号：JP2003424477

申请日：2003-12-22

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

Inventor： TERATANI RYUTA ,  SHIMIZU AKIRA

IPC: B60W20/00 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60L11/14 ,  B60L15/20 ,  B60W10/06 ,  B60W10/08 ,  B60K6/04

CPC classification number: Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/7077 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To further surely limit the speed of a vehicle at the maximum speed, irrespective of the traveling resistance, in an automobile equipped with a power output device that can output power to a drive shaft which is connected to the vehicle shaft and in the control device of the automobile. SOLUTION: Cruising torque Tcrs, necessary for a vehicle to cruise at a vehicle speed V, is calculated from the relationship between torque outputted to the drive shaft and the acceleration α of the vehicle, when the vehicle speed V from a vehicle speed sensor exceeds a vehicle speed that is lower than the maximum vehicle speed Vmax by a prescribed value K (S110); cruising torque Tcrs0 necessary for the vehicle to cruise at the maximum vehicle speed Vmax is set by adding the difference between traveling resistance R at the vehicle speed V and traveling resistance R0 at the maximum vehicle speed Vmax to the cruising torque Tcrs (S112); a cruising torque limit value Tlim is set so as to approach the cruising torque Tcrs0 as the vehicle speed V approaches the maximum vehicle speed Vmax (S114); and driver request torque Tr* is limited (S116). Since the gradient resistance and the air resistance at the vehicle speed V are contained in the cruising torque Tcrs0, the vehicle speed can further be surely limited, irrespective of the gradient resistance and the air resistance. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：为了进一步确保以最大速度限制车辆的速度，不管行驶阻力如何，在配备有能够输出到连接到所述车辆的驱动轴的动力的动力输出装置的汽车中 车轴和汽车的控制装置。 解决方案：当车速V从车速V开始时，根据输出到驱动轴的扭矩与车辆的加速度α之间的关系计算车辆在车速V下巡航所需的巡航转矩Tcrs， 传感器超过比最大车速Vmax低规定值K的车速（S110）; 通过将车速V上的行驶阻力R与最大车速Vmax之间的行驶阻力R0与巡航扭矩Tcrs相加来设定车辆以最大车速Vmax巡航所需的巡航扭矩Tcrs0（S112）。 设定巡航转矩限制值Tlim，以便随着车速V接近最大车速Vmax而接近巡航转矩Tcrs0（S114）。 并且驾驶员请求扭矩Tr *受到限制（S116）。 由于梯度电阻和车速V上的空气阻力包含在巡航转矩Tcrs0中，因此不管梯度阻力和空气阻力如何，车速都可以进一步被确定地限制。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2015058828A

公开(公告)日：2015-03-30

申请号：JP2013194369

申请日：2013-09-19

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

Inventor： ASAMI YOSHIKAZU ,  KATO JUICHI ,  TERATANI RYUTA

IPC: B60W10/06 ,  B60K6/24 ,  B60K6/445 ,  B60W20/00 ,  F02D13/02

CPC classification number: B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  B60W20/14 ,  B60W30/18127 ,  B60W30/18136 ,  B60W2510/0604 ,  B60W2510/0638 ,  Y02T10/6286

Abstract: 【課題】回生制動時に蓄電装置が充電されるハイブリッド車両において、エンジンブレーキ力を確保しながら蓄電装置の劣化を抑制する。【解決手段】回生制御部は、電力回生を行う回生制御を実行する。動弁制御部は、回生制御の実行時に、回生制御の非実行時よりも吸気バルブ118のリフト量および作用角の少なくとも一方の上限を制限するようにVVL装置400を制御する。【選択図】図2

Abstract translation: 要解决的问题：为了确保发动机制动力，并且抑制在再生制动期间对蓄电装置进行充电的混合动力车辆中的蓄电装置的劣化。解决方案：再生控制部进行再生控制，进行动力再生。 动态阀控制部分控制VVL装置400，使得再生控制中的提升量和吸入阀118的工作角的上限中的至少一个在非再生控制中被限制在更多的再生控制中。

公开(公告)号：JP2014092097A

公开(公告)日：2014-05-19

申请号：JP2012243804

申请日：2012-11-05

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

Inventor： TERATANI RYUTA

IPC: F02D41/06 ,  F02D29/02 ,  F02D45/00

CPC classification number: F02D41/062 ,  F02D41/0225 ,  F02D41/0235 ,  F02D41/123

Abstract: PROBLEM TO BE SOLVED: To prevent a NOx emission amount from increasing at startup after an engine is stopped in a state in which a B range (brake range) or an SSS range (sequential shift range) is selected.SOLUTION: When a B range or an SSS range is selected at previous engine stop, a fuel increase value at current engine startup is increased compared to a case where a shift range at engine stop is other than the B range or the SSS range. Consequently, since a fuel injection amount is increased at startup after an engine is stopped in a state in which the B range or the SSS range is selected, a NOx emission amount can be prevented from increasing at engine startup.

Abstract translation: 要解决的问题：在选择B范围（制动范围）或SSS范围（顺序变速范围）的状态下，防止发动机停止后的启动时的NOx排放量增加。解决方案：当B范围 或在先前的发动机停止时选择SSS范围，与发动机停止的换档范围不同于B档或SSS档位的情况相比，当前发动机起动时的燃料增加值增加。 因此，由于在选择B范围或SSS范围的状态下在发动机停止后的启动时燃料喷射量增加，因此可以防止在发动机起动时NOx排放量增加。