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公开(公告)号：JPH09271637A
公开(公告)日：1997-10-21
申请号：JP30911796
申请日：1996-11-20
Applicant: TOYOTA CENTRAL RES & DEV , TOYOTA MOTOR CORP
Inventor： NAGAI YASUTAKA , SHINJO HIROBUMI , ITO YOSHIHIKO , MATSUNAGA SHINICHI , SUDA AKIHIKO , MIYOSHI NAOTO , HAYASHI TAKAHIRO , KANAZAWA TAKAAKI , KINUGASA YUKIO , TAKAOKA TOSHIBUMI , TSUJI SHINJI
Abstract: PROBLEM TO BE SOLVED: To provide a novel catalyst device capable of efficiently converting ammonia to N2 within a wide temp. range and a high SV region to purify the same. SOLUTION: A catalyst high in the max. conversion temp. oxidizing ammonia to convert the same to nitrogen to maximize a conversion ratio is arranged on the upstream side of an exhaust gas passage and a catalyst low in the max. conversion temp. is arranged on the downstream side of the exhaust gas passage. Within a low temp. region, ammonia is not almost purified by the catalyst on the upstream side but purified by the catalyst on the downstream side and, within a high temp. region, ammonia is mainly purified by the catalyst on the upstream side to be converted to nitrogen.
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公开(公告)号：JPH08135437A
公开(公告)日：1996-05-28
申请号：JP20358695
申请日：1995-08-09
Applicant: TOYOTA MOTOR CORP
Inventor： KINUGASA YUKIO , TAKAOKA TOSHIBUMI , YAEGASHI TAKEHISA , IGARASHI KOHEI , ITO TAKAAKI
Abstract: PURPOSE: To highly efficiently purify components of HC, CO, NOx in exhaust gas of an internal combustion engine by converting total quantity of NOx in the exhaust gas to NOx in quantity to form N2 and H2 O by way of reacting with N2 , NH3 , etc., in proper quantities. CONSTITUTION: An exhaust passage 4 of an internal combustion engine 1 is branched to branch passages 4a, 4b in the downstream of three-way catalyst 11, and a denitrated/oxidated catalyst 15 is provided in an exhaust passage 5 after the branch passages join. An oxidated catalyst 13 is arranged in the branch passage 4a, and a dummy resistor 17 is arranged in the branch passage 4b respectively. Total quantity of NO in engine exhaust is once converted to N2 and NH3 by the three-way catalyst, NH3 in the branch passage 4a is converted to NOx in total by the oxidated catalyst 13. Proportion of exhaust flow rates of the branch passages 4a, 4b is set so that NOx in quantity to react with NH3 passing the branch passage 4b in proper quantities is generated by the oxidated catalyst of the branch passage 4a. NH3 and NOx in exhaust air react with the denitrated/oxidated catalyst after joining, and their total quantity is converted to N2 and H2 O.
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公开(公告)号：JPH06241102A
公开(公告)日：1994-08-30
申请号：JP2822093
申请日：1993-02-17
Applicant: TOYOTA MOTOR CORP
Inventor： TAKAOKA TOSHIBUMI
Abstract: PURPOSE:To set an ideal fuel injection timing in the all rotational range of an internal combustion engine, in a fuel injection timing control device for controlling the fuel injection timing to the internal combustion engine provided with a variable valve timing mechanism. CONSTITUTION:It is judged whether the opening timing of an intake valve set by a variable valve timing mechanism is an early opening timing or not (Step 100). When the opening timing is early, fuel is injected after a top dead point when the opening change rate TA of a throttle valve is a prescribed value (x) or more (Step 120) since the level of back blow is large. When the relation between YA and (x) is YA
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公开(公告)号：JP2007125920A
公开(公告)日：2007-05-24
申请号：JP2005318242
申请日：2005-11-01
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： TAKAOKA TOSHIBUMI
IPC: B60W10/08 , B60K6/445 , B60K6/547 , B60L11/14 , B60W10/06 , B60W10/10 , B60W20/00 , F02D29/00 , F02D29/02 , F02N11/04
CPC classification number: Y02T10/6286 , Y02T10/7077
Abstract: PROBLEM TO BE SOLVED: To improve comfortableness in a hybrid vehicle. SOLUTION: In this hybrid vehicle 10, an ECU 100 can operate an engine 200 at its lean limit or combustion limit by performing MG1 feedback control. On the other hand, when a shift position of a shift lever is in an N-range and the MG1 feedback control is performed, the ECU 100 makes MG2 to output motor torque Tm corresponding to generator torque Tg outputted for suppressing a torque reaction of the engine 200. Thereby, torque Tep in an opposing direction to that of the generator torque Tg applied to a ring gear shaft 302 and motor torque Tm are offset, and such a problem that power is transmitted to an axle 11 connected to the ring gear shaft 302 in spite of the N-range can be solved. COPYRIGHT: (C)2007,JPO&INPIT
Abstract translation: 要解决的问题：提高混合动力车辆的舒适性。 解决方案：在该混合动力车辆10中，ECU100可以通过执行MG1反馈控制来将发动机200以其极限或燃烧极限操作。 另一方面，当变速杆的换档位置处于N档并且执行MG1反馈控制时，ECU100使MG2输出与输出的发电机转矩Tg对应的电动机转矩Tm，以抑制 因此，施加到环形齿轮轴302上的发电机扭矩Tg和与电动机转矩Tm相反的方向的扭矩Tep被偏移，并且这样的问题是电力传递到连接到齿圈轴的轴11 尽管N范围可以解决302。 版权所有（C）2007，JPO＆INPIT
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公开(公告)号：JP2006342787A
公开(公告)日：2006-12-21
申请号：JP2005268917
申请日：2005-09-15
Applicant: TOYOTA MOTOR CORP
Inventor： KINOMURA SHIGEKI , TAKAOKA TOSHIBUMI , NAKADA KOICHI
Abstract: PROBLEM TO BE SOLVED: To optimize operation with considering traveling performance at a time of automatic start in a system provided with an internal combustion engine automatically started and stopped such as an idling stop vehicle and a hybrid vehicle. SOLUTION: This device is provided with a variable valve train 48 capable of changing open and close timing of at least an intake valve, an automatic start/stop means automatically starting and automatically stopping an internal combustion engine when a predetermined condition is established, an acceleration demanding degree estimation means estimating acceleration demanding degree to a vehicle when the vehicle is automatically started from automatic stop condition, and a valve timing control means closing an intake valve 36 and controlling timing according to the estimated acceleration demanding degree. Since the intake valve can be closed at the optimum timing corresponding to acceleration demanding degree, the engine can be started quickly at a time of automatic start or noise or vibration can be reduced at a time of automatic start. COPYRIGHT: (C)2007,JPO&INPIT
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Patent Agency Ranking
公开(公告)号：JP2006341848A
公开(公告)日：2006-12-21
申请号：JP2006193207
申请日：2006-07-13
Applicant: TOYOTA MOTOR CORP , DAIHATSU MOTOR CO LTD
Inventor： TAKAOKA TOSHIBUMI , SUZUKI NAOTO , SUZUKI TAKASHI , OKADA HIROFUMI
IPC: B60W20/00 , B60K6/485 , B60K6/547 , B60W10/02 , B60W10/04 , B60W10/06 , B60W10/08 , B60W10/10 , B60W10/11 , F02D29/00 , F02D29/02 , F16H59/14 , F16H61/02 , F16H63/50
Abstract: PROBLEM TO BE SOLVED: To improve fuel consumption, emission, and drivability by selecting a suitable gear stage in a hybrid vehicle with a transmission. SOLUTION: The priority of driving force adjustment control to a request of a vehicle driving force is set in the order of engine power increase, motor output increase, and gear ratio increase. To be more specific, a gear stage with the smallest gear ratio is selected in a range in which engine speed more than a predetermined minimum speed is achieved S12, S14, a requested driving force is attained with an engine power at the selected gear stage S16, the requested driving force is attained with the engine output and the motor output when the requested driving force cannot be attained only with the engine power S18, and gear stage is changed such that the gear ratio increases when the requested driving force cannot be attained with the engine power and the motor output S20. COPYRIGHT: (C)2007,JPO&INPIT
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公开(公告)号：JP2006177306A
公开(公告)日：2006-07-06
申请号：JP2004373515
申请日：2004-12-24
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： TAKAOKA TOSHIBUMI
IPC: F02D41/04 , B60K6/445 , B60W10/06 , B60W20/00 , F01N3/08 , F01N3/20 , F01N3/24 , F01N3/28 , F02D9/02 , F02D29/02 , F02D41/08
CPC classification number: Y02A50/2322
Abstract: PROBLEM TO BE SOLVED: To provide a technology capable of preventing hybrid system destruction caused by performing rich spike control. SOLUTION: An internal combustion engine control device is provided for a hybrid vehicle having an internal combustion engine capable of lean combustion and comprising an NOx storage reduction catalyst which holds NOx in exhaust gas and reduces held NOx according to an exhaust air-fuel ratio, and a generator which converts a part of energy generated by the internal combustion engine into electric energy. In idling operation of the internal combustion engine where the rotating speed of the internal combustion engine is not controlled by the generator, the execution of rich spike control of temporarily enriching the exhaust air-fuel ratio to reduce NOx held to the NOx storage reduction catalyst is forbidden. Alternatively, in the case of performing rich spike control in the idling operation of the internal combustion engine, throttle opening is reduced before performing rich spike control. COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：提供能够防止由执行丰富的尖峰控制引起的混合系统破坏的技术。 解决方案：提供一种内燃机控制装置，用于具有能够稀薄燃烧的内燃机的混合动力车辆，并且包括在废气中保持NOx的NOx储存还原催化剂，并且根据排气空气燃料减少保持的NOx 以及将由内燃机产生的能量的一部分转换成电能的发电机。 在内燃机的旋转速度不受发电机控制的内燃机的空转运行中，执行暂时丰富排气空燃比以减少NOx储存还原催化剂所保持的NOx的丰富尖峰控制是 禁止。 或者，在内燃机的空转动作中进行丰富的尖峰控制的情况下，在执行丰富的穗控制之前节气门开度减小。 版权所有（C）2006，JPO＆NCIPI
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38.发明专利
公开(公告)号：JP2006170059A
公开(公告)日：2006-06-29
申请号：JP2004363001
申请日：2004-12-15
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： OTA TOKUJI , TAKAOKA TOSHIBUMI , NAKADA KOICHI , IEDA NAOYUKI , KINOMURA SHIGEKI , HIRAI TAKUMA
CPC classification number: B60K6/365 , B60K1/02 , B60K6/445 , Y02T10/6239
Abstract: PROBLEM TO BE SOLVED: To efficiently operate an internal combustion engine in a hybrid vehicle.
SOLUTION: In a hybrid system 10 a torque calculating part 100b calculates torque of an engine 200 from torque reaction of a motor generator MG1. A fuel consumption rate calculating part 100c calculates an instantaneous fuel consumption rate in the engine 200 on the basis of such the calculated engine torque, a fuel injection quantity and an engine speed. An operation line updating part 100d updates an operation line by performing operation line updating processing, and in this case, updates an operation point on the operation line to a fuel consumption rate minimum operation point fixed on an equal output line by performing first operation point learning processing when the temperature of a battery 500 is a predetermined value or more. While, when the temperature of the battery 500 is less than the predetermined value, second operation point learning processing is performed, and the fuel consumption rate is learnt on an equal rotational line. The temperature of the battery 500 is quickly recovered to the predetermined value or more in this process.
COPYRIGHT: (C)2006,JPO&NCIPIAbstract translation: 要解决的问题：为了有效地操作混合动力车辆中的内燃机。 解决方案：在混合动力系统10中，转矩计算部100b根据电动发电机MG1的转矩反应来计算发动机200的转矩。 燃料消耗率计算部100c基于计算出的发动机扭矩，燃料喷射量和发动机转速来计算发动机200中的瞬时燃料消耗率。 操作线更新部分100d通过执行操作线更新处理来更新操作线，并且在这种情况下，通过执行第一操作点学习将操作线上的操作点更新为固定在等输出线上的燃料消耗率最小操作点 当电池500的温度为预定值以上时进行处理。 而当电池500的温度小于预定值时，执行第二操作点学习处理，并且在相等的旋转线上学习燃料消耗率。 在该过程中，电池500的温度快速恢复到预定值或更多。 版权所有（C）2006，JPO＆NCIPI
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39.发明专利Device and method for controlling internal combustion engine of hybrid vehicle 审中-公开用于控制混合动力汽车内燃机的装置和方法
公开(公告)号：JP2006170056A
公开(公告)日：2006-06-29
申请号：JP2004362970
申请日：2004-12-15
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： KINOMURA SHIGEKI , TAKAOKA TOSHIBUMI , NAKADA KOICHI , IEDA NAOYUKI , OTA TOKUJI , HIRAI TAKUMA
CPC classification number: B60K6/365 , B60K1/02 , B60K6/445 , Y02T10/6239
Abstract: PROBLEM TO BE SOLVED: To efficiently operate an internal combustion engine control device for a hybrid vehicle. SOLUTION: In a hybrid system 10, a torque calculating part 100b calculates a torque of an engine 200 from a torque reaction of a motor generator MG1. A fuel consumption rate calculating part 100c calculates a momentary fuel consumption rate of the engine 200 based on the calculated engine torque, the fuel injection amount, and the engine speed. An operating line updating part 100d updates the operating line by performing an operating line updating process based on the calculated fuel consumption rate. At this time, a learning range setting part 100f changes the learning range of the fuel consumption rate set in the operating line updating process according to the vehicle speed, noise, or vibration of a hybrid vehicle 20. COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：为了有效地操作混合动力车辆的内燃机控制装置。 解决方案：在混合动力系统10中，转矩计算部100b根据电动发电机MG1的转矩反应来计算发动机200的转矩。 燃料消耗率计算部100c基于计算出的发动机扭矩，燃料喷射量和发动机转速来计算发动机200的瞬时燃料消耗率。 操作线更新部100d通过基于计算出的燃料消耗率进行操作线更新处理来更新操作线。 此时，学习范围设定部100f根据混合动力车辆20的车速，噪声或振动来改变在操作线更新处理中设定的燃料消耗率的学习范围。（C） 2006年，JPO＆NCIPI
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40.发明专利
公开(公告)号：JP2006170052A
公开(公告)日：2006-06-29
申请号：JP2004362945
申请日：2004-12-15
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： IEDA NAOYUKI , TAKAOKA TOSHIBUMI , NAKADA KOICHI , OTA TOKUJI , KINOMURA SHIGEKI , HIRAI TAKUMA
IPC: F02D29/02 , B60K6/445 , B60L11/14 , B60W10/06 , B60W10/26 , B60W20/00 , F02D41/04 , F02D41/14 , F02D45/00
CPC classification number: B60K6/365 , B60K1/02 , B60K6/445 , Y02T10/6239
Abstract: PROBLEM TO BE SOLVED: To effectively operate an internal combustion engine in a hybrid vehicle even in a range where the efficiency in a hybrid vehicle is locally low. SOLUTION: In a hybrid system 10, a torque calculation part 100b calculates torque of an engine 200 from torque reaction force of a motor generator MG1. A fuel consumption rate calculation part 100c calculates an instantaneous fuel consumption rate in the engine 200 on the basis of a fuel injection amount and engine rotational speed. A working line updating part 100d updates a working line by executing a working point learning process on the basis of the calculated fuel consumption rate. When the engine 200 has the locally low efficiency range on the working line, a working point setting part 100f sets therein as a working point either having higher efficiency of a working point corresponding to required output or two working points switched and controlled to maintain the required output. COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：即使在混合动力车辆的效率局部低的范围内，也能有效地操作混合动力车辆中的内燃机。 解决方案：在混合动力系统10中，转矩计算部100b根据电动发电机MG1的转矩反作用力来计算发动机200的转矩。 燃料消耗率计算部100c基于燃料喷射量和发动机转速来计算发动机200中的瞬时燃料消耗率。 工作线更新部100d基于计算出的燃料消耗率，通过执行工作点学习处理来更新工作线。 当发动机200在工作线上具有局部较低的效率范围时，工作点设定部100f设定为作为工作点的工作点，其具有对应于所需输出的工作点的较高效率或切换和控制的两个工作点以保持所需的 输出。 版权所有（C）2006，JPO＆NCIPI
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