-
公开(公告)号：JP2000145433A
公开(公告)日：2000-05-26
申请号：JP31773998
申请日：1998-11-09
Applicant: TOYOTA MOTOR CORP
Inventor： TAWARA ATSUSHI , SUGIYAMA TOSHIHISA
Abstract: PROBLEM TO BE SOLVED: To supply reducing agent uniformly in the direction of exhaust flow, and in the radial direction, in the exhaust purifying catalyst. SOLUTION: An NOx absorber 17 that absorbs NOx when the inflowing fuel-air ratio is lean and releases the absorbed NOx when the oxygen concentration of the inflowing exhaust gas drops, is installed in the engine exhaust passage. An oxidizing catalyst 16 is installed upstream of the NOx absorber in the exhaust passage. Primary and secondary reducing agent injection nozzles 21, 22 are installed in the exhaust passage upstream of the oxidizing catalyst 16 in order to release and reduce the NOx within the NOx absorber 17. The particle size of the reducing agent injected from the primary reducing agent injection nozzle 21 is larger than that of the reducing agent injected from the secondary reducing agent injection nozzle. When the temperature of the NOx absorber is low, a reducing agent is supplied through the secondary reducing agent injection nozzle 22 only, and when the temperature of the NOx reducing agent is high, a reducing agent is supplied through the primary reducing agent injection nozzle 21 only.
-
公开(公告)号：JPH07174056A
公开(公告)日：1995-07-11
申请号：JP31953193
申请日：1993-12-20
Applicant: TOYOTA MOTOR CORP
Inventor： TAWARA ATSUSHI
IPC: F02M43/04
Abstract: PURPOSE:To obviate the necessity of a subfuel force sending pipe between a plurality of fuel injection valves, suppress the lowering of the pressure of the subfuel in the force sending of the subfuel, and improve responsiveness in the force sending of the subfuel, by charging the subfuel in a double fuel injection valves by the double fuel injection valve itself by utilizing the restoring force in the lowering of a needle after rising, as the pressure sending force of subfuel. CONSTITUTION:When a needle 108 rises, subfuel is introduced into a subfuel chamber 126 which is formed from a piston part 109 and a cylinder 111. Further, when the needle 108 lowers, the piston part 109 presses the subfuel in the subfuel chamber 126, and the subfuel is introduced into the main fuel supply passage 120 on the outer periphery at the top end part of the needle 108 through a subfuel introducing passage 130. Accordingly, the necessity of a subfuel force sending pipe connecting each subfuel injection valve 102 is obviated, and the reduction of the pressure of the subfuel in the force sending of the subfuel reduces in comparison with the case of the existence of the subfuel force sending pipe, and the responsiveness in the force sending of the subfuel is improved.
-
公开(公告)号：JPH05288099A
公开(公告)日：1993-11-02
申请号：JP8545092
申请日：1992-04-07
Applicant: TOYOTA MOTOR CORP
Inventor： TAWARA ATSUSHI
Abstract: PURPOSE:To provide a fuel control device for an internal combustion engine which prevents the internal combustion from stopping after start-up by determining adequate injection quantity at the time of start-up corresponding to a ratio of alcohol content in mixed fuel, and gradually decreasing injection quantity. CONSTITUTION:A fuel control device for an internal combustion engine 22 having a main injector arranged in each cylinder and a cold injector arranged in an intake manihold while using alcohol mixed fuel as fuel, is provided with a means 208 which detects a ratio of alcohol content in the alcohol mixed fuel and means 209-211 which detect quantity of state representing driving condition in the internal combustion engine. The fuel control device for internal combustion engine 22 is also provided with a means which distinguishes whether the internal combustion engine is in a starting condition or not from the driving condition quantity and a means which determines an initial value of fuel quantity at the time of start-up injected from the main injector 2041-2044 and the cold injector 205 and by which the higher the ratio of alcohol content, the faster the starting time for decreasing fuel quantity at the time of start-up.
-
公开(公告)号：JP2010144533A
公开(公告)日：2010-07-01
申请号：JP2008319866
申请日：2008-12-16
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： YOSHIDA RYUSUKE , TAWARA ATSUSHI
CPC classification number: F02D41/16 , F02D41/22 , F02D2200/1004 , Y02T10/40
Abstract: PROBLEM TO BE SOLVED: To provide a rough idle detecting device of an internal combustion engine of high diagnostic accuracy, capable of precisely determining whether being a rough idle state of causing unpleasant vibration or not.
SOLUTION: This rough idle detecting device has a crank angle sensor 23 for detecting a crank rotating speed of an engine 1, a workload corresponding value calculating part 32 for extracting a variation component of the crank rotating speed by combustion in respective cylinders 2 based on rotating speed detecting information and calculating a workload corresponding value of integrating the extracted variation component, a torque corresponding valve calculating part 33 for calculating a torque corresponding value corresponding to generating torque in the respective cylinders 2 from a square difference in the crank rotating speed in a low speed rotation area of a relatively low speed in the expansion stroke starting timing of the respective cylinders 2 and a high speed rotation area where the crank rotating speed reaches a maximum speed area in its expansion stroke, and an abnormal cylinder detecting part 36 for determining that the combustion in the cylinders 2 less than a determining threshold value in these values, becomes a factor of the rough idle state by comparing the workload corresponding value and the torque corresponding value with a corresponding determining threshold value with respective cylinders 2.
COPYRIGHT: (C)2010,JPO&INPITAbstract translation: 要解决的问题：提供一种具有高诊断精度的内燃机的粗略怠速检测装置，能够精确地确定是否是引起不愉快振动的粗略怠速状态。 解决方案：这种粗略的怠速检测装置具有用于检测发动机1的曲柄转速的曲轴转角传感器23，用于通过各气缸2中的燃烧提取曲轴转速的变化分量的工作量对应值计算部32 基于转速检测信息，计算积分提取的变化成分的工作量对应值;转矩对应阀计算部33，用于根据曲轴转速的平方差计算与各气缸2中的发电转矩对应的转矩对应值 在各气缸2的膨胀行程开始时刻的相对低速的低速旋转区域和曲轴转速在其膨胀行程中达到最大速度区域的高速旋转区域，异常气缸检测部36 用于确定气缸2中的燃烧小于确定 这些值中的阈值通过将工作负荷对应值和转矩对应值与相应的确定阈值相对应的气缸2进行比较，成为粗略空闲状态的因素。（C）2010，JPO＆INPIT
-
公开(公告)号：JP2007332945A
公开(公告)日：2007-12-27
申请号：JP2006169345
申请日：2006-06-19
Applicant: Toyota Industries Corp , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田自動織機
Inventor： TAWARA ATSUSHI , HONJO NORITOSHI
CPC classification number: F01N3/0814 , F01N3/0253 , F01N3/035 , F01N3/0821 , F01N3/0842 , F01N3/0885 , F01N9/002 , F01N13/0097 , F01N2560/025 , F01N2560/06 , F02B37/00 , F02D11/10 , F02D41/0002 , F02D41/028 , F02D41/029 , F02D41/10 , Y02T10/47
Abstract: PROBLEM TO BE SOLVED: To suppress the deterioration of fuel consumption at sulfur poisoning recovery control in an exhaust emission control device of an internal combustion engine equipped with a fuel addition valve for adding fuel to an exhaust passage. SOLUTION: Sulfur poisoning recovery control is executed after burning PM deposited in a catalyst by carrying out a PM recovery control as "soot removal" therebefore, wherein a target throttle opening TAsox (a control target value of intake air quantity at deceleration) set at the sulfur poisoning recovery control is taken as a value on a closing side from the target throttle opening TAegron1 at PM recovery control to reduce the intake air quantity at deceleration. Thus, a temperature drop of catalyst bed temperature is suppressed to keep the catalyst bed temperature at a level suitable for sulfur poisoning recovery. Such intake air quantity control at deceleration materializes effective sulfur poisoning recovery. As a result, the deterioration of fuel consumption at the sulfur poisoning recovery control can be suppressed. COPYRIGHT: (C)2008,JPO&INPIT
Abstract translation: 解决的问题：为了抑制配备有用于将燃料添加到排气通道的燃料添加阀的内燃机的废气排放控制装置中的硫中毒恢复控制时的燃料消耗的劣化。 解决方案：通过执行PM回收控制作为“烟灰除去”，在燃烧PM沉积在催化剂中之后执行硫中毒恢复控制，其中目标节气门开度TAsox（减速时的进气量的控制目标值） 设定在硫中毒恢复控制下的PM回收控制中的目标节气门开度TAegron1的关闭侧的值被设定为减少减速时的吸入空气量。 因此，催化剂床温度的降低被抑制以将催化剂床温度保持在适于硫中毒回收的水平。 减速时的进气量控制实现了有效的硫中毒恢复。 结果，可以抑制硫中毒恢复控制时的燃料消耗的劣化。 版权所有（C）2008，JPO＆INPIT
-
Patent Agency Ranking
公开(公告)号：JP2007321575A
公开(公告)日：2007-12-13
申请号：JP2006149654
申请日：2006-05-30
Applicant: Toyota Industries Corp , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田自動織機
Inventor： TAWARA ATSUSHI , YAMADA MASARU , TOYODA TADASHI
CPC classification number: F01N3/0253 , F01N3/0842 , F01N3/0885 , F01N9/002 , F01N9/005 , F01N13/0097 , F01N2570/04 , F01N2610/03 , F01N2610/1493 , F01N2900/1602 , F01N2900/1811 , F02D41/029 , F02D41/1446 , F02D41/1467 , F02D41/402 , F02D2200/0802 , F02D2200/0812 , F02M2200/06 , Y02T10/47
Abstract: PROBLEM TO BE SOLVED: To prevent blocking-up of a nozzle port of a fuel adding valve, while restraining the deterioration in fuel economy, in an exhaust emission control device having the fuel adding valve for adding fuel to an exhaust passage. SOLUTION: In an environmental change such as an atmospheric pressure change when transferring to highland operation from flatland operation and transfer to transitional operation from steady operation, the final adding interval (a fuel adding quantity per unit time) is set by correcting a reference adding interval (Step ST4 and ST8), by calculating an adding interval correction factor on the basis of a variation in a PM discharge quantity, by taking into consideration a point of increasing the PM discharge quantity more than a flatland steady operation state when the suction air volume of an engine reduces. COPYRIGHT: (C)2008,JPO&INPIT
Abstract translation: 要解决的问题：在具有用于向排气通道添加燃料的燃料添加阀的废气排放控制装置中，为了防止燃料添加阀的喷嘴端口的堵塞，同时抑制燃料经济性的劣化。
解决方案：在从平地运行转移到高原运行并从稳定运行转移到过渡运行的大气压力变化等环境变化中，最终添加间隔（单位时间内的燃料添加量）通过校正 参考添加间隔（步骤ST4和ST8），通过考虑到当PM排出量比平坦地稳定运行状态增加时，基于PM排出量的变化计算附加间隔校正因子 发动机的吸风量减少。 版权所有（C）2008，JPO＆INPIT
-
公开(公告)号：JP2007064182A
公开(公告)日：2007-03-15
申请号：JP2005255137
申请日：2005-09-02
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： TAWARA ATSUSHI
CPC classification number: F01N3/0253 , B01D53/9445 , B01D53/9495 , B01D2251/208 , F01N9/002 , F01N2610/03 , F02D41/1445 , F02D41/1446 , F02D41/145 , F02D2200/703 , Y02T10/22 , Y02T10/47
Abstract: PROBLEM TO BE SOLVED: To secure a fuel adding quantity required for exhaust emission control action of a catalyst even if back pressure of a nozzle port part of a fuel adding valve increases. SOLUTION: The required fuel adding quantity is secured even if the back pressure of the nozzle port part of the fuel adding valve increases when the pressure of an exhaust passage provided with the fuel adding valve increases by correcting so as to shorten an adding interval of fuel (Step ST1 to ST4) as its back pressure variation becomes large on the basis of a variation in present back pressure to basic back pressure when setting a basic adding interval. Thus, a rise in the catalyst bed temperature required for the exhaust emission control action of the catalyst can be secured. The tip temperature of the fuel adding valve can be kept in a predetermined value (the temperature capable of restraining generation of a deposit) or less, to thereby avoid the problem of blocking up a nozzle port of the fuel adding valve by the deposit. COPYRIGHT: (C)2007,JPO&INPIT
Abstract translation: 要解决的问题：即使燃料添加阀的喷嘴端口部分的背压增加，也能确保催化剂的废气排放控制动作所需的燃料添加量。 解决方案：即使当设置有燃料添加阀的排气通道的压力增加时，即使燃料添加阀的喷嘴端口部分的背压增加，所需的燃料添加量增加，从而缩短添加量 基于在设定基本加法间隔时的基本背压的变化，基于其背压变化的燃料间隔（步骤ST1〜ST4）变大。 因此，可以确保催化剂的废气排放控制动作所需的催化剂床温度的上升。 燃料添加阀的尖端温度可以保持在预定值（能够抑制沉积物的产生的温度）以下，从而避免了通过沉积物堵塞燃料添加阀的喷嘴端口的问题。 版权所有（C）2007，JPO＆INPIT
-
公开(公告)号：JP2007051605A
公开(公告)日：2007-03-01
申请号：JP2005238456
申请日：2005-08-19
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： KANAZAWA SHOGO , SUGIYAMA TATSUMASA , KOBAYASHI NOBUKI , TAWARA ATSUSHI
Abstract: PROBLEM TO BE SOLVED: To provide an exhaust emission control device for an internal combustion engine providing high NOx conversion performance. SOLUTION: This device is provided with a NOx storage reduction catalyst provided in an exhaust gas passage of the internal combustion engine performing lean combustion and a fuel addition valve provided in an upstream side of the NOx storage reduction catalyst in the exhaust gas passage. The NOx storage reduction catalyst stores NOx in exhaust gas when air fuel ratio of exhaust gas flowing into the same is lean and reduces stored NOx by making air fuel ratio of exhaust gas rich. Fuel is added to exhaust gas by fuel injection from the fuel addition valve to make exhaust gas air fuel ratio tentatively rich, and NOx storage capacity of the NOx storage reduction catalyst is recovered. Fuel addition by the fuel addition valve is performed (S106) when an engine operation condition shifts from an operation condition where fuel cut control is performed to an operation condition where the fuel cut operation is stopped (YES in S100). COPYRIGHT: (C)2007,JPO&INPIT
Abstract translation: 要解决的问题：提供一种提供高NOx转化性能的内燃机的废气排放控制装置。 解决方案：该装置设置有设置在执行稀燃的内燃机的排气通道中的NOx储存还原催化剂和设置在排气通道中的NOx储存还原催化剂的上游侧的燃料添加阀 。 NOx吸留还原催化剂在流入其中的排气的空燃比为稀的情况下，将废气中的NOx存储在废气中，并且通过使排气的空燃比富集来减少NOx的储存。 通过从燃料添加阀的燃料喷射将燃料添加到废气中，使废气空燃比暂时浓缩，并且回收NOx储存还原催化剂的NOx存储容量。 当发动机运转状态从执行燃料切断控制的运转状态转移到燃料切断动作停止的运转状态（S100）时，进行燃料添加阀的燃料添加（S106）。 版权所有（C）2007，JPO＆INPIT
-
公开(公告)号：JP2006291823A
公开(公告)日：2006-10-26
申请号：JP2005112849
申请日：2005-04-08
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： TAWARA ATSUSHI
CPC classification number: F02D41/029 , F02D41/024 , F02D41/027 , F02D2200/0812 , F02D2200/0818 , Y02T10/26
Abstract: PROBLEM TO BE SOLVED: To prevent an excessive temperature raising treatment in consideration of a relation on temperature raising treatment between a particulate matter purification treatment and a sulfuric compound releasing treatment in an exhaust emission control device of an internal combustion engine. SOLUTION: When the temperature raising treatment for purifying the deposited amount of PM PMsm is approximately more than a temperature raising treatment capable of simultaneously releasing all deposited amount of sulfate SULFsm ("no" in S108), the temperature raising treatment for purifying the deposited amount of PM PMsm is performed for releasing sulfate to completely purify PM and completely release sulfate. Since a relation on the temperature raising treatment between the regeneration of PM and the release of sulfate is taken into account, the same state of the actual deposited amount of sulfate and the deposited amount of sulfate SULFsm expected for the sulfate release treatment can be maintained. Accordingly, the excessive temperature raising treatment in the sulfate release treatment can be prevented from occurring. Thus, the added fuel amount can be saved and a fuel economy can be improved. COPYRIGHT: (C)2007,JPO&INPIT
Abstract translation: 要解决的问题：考虑到内燃机的排气排放控制装置中的颗粒物净化处理和硫酸盐化合物释放处理之间的升温处理的关系，防止过度的升温处理。 解决方案：当用于净化PM PMsm的沉积量的升温处理大约能够同时释放所有沉积量的硫酸盐SULFsm的升温处理（S108中的“否”）时，用于净化的升温处理 执行PM PMsm的沉积量以释放硫酸盐以完全净化PM并完全释放硫酸盐。 考虑到PM的再生和硫酸盐释放之间的升温处理的关系，可以保持硫酸盐的实际沉积量和硫酸盐释放处理所期望的硫酸盐SULFsm的沉积量的相同状态。 因此，可以防止发生硫酸盐释放处理中的过度升温处理。 因此，可以节省添加的燃料量并提高燃料消耗。 版权所有（C）2007，JPO＆INPIT
-
公开(公告)号：JP2005337103A
公开(公告)日：2005-12-08
申请号：JP2004156600
申请日：2004-05-26
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： TAWARA ATSUSHI , SUGIYAMA TATSUMASA , KOBAYASHI NOBUKI
Abstract: PROBLEM TO BE SOLVED: To provide EGR control device for an internal combustion engine capable of suppressing clogging of an EGR passage accompanying the addition of fuel to an exhaust passage. SOLUTION: When an accumulation amount of fuel Ti in the EGR passage 33 becomes a permission value or higher, setting of increase of a target EGR ratio Et is performed so as to become inclination of increase of the target EGR ratio Et than a usual time. By setting of the increase, the target EGR ratio Et is restrictively set to a larger value than the usual time and the EGR ratio of the internal combustion engine 10 is further enhanced than the usual time. As a result, since an amount of EGR gas flowing in the intake passage 12 is made much and evaporation of the fuel accumulated in the EGR passage 33 is promoted, the fuel accumulated in the EGR passage 33 becomes deposit and the same passage 33 can be suppressed from being clogged. COPYRIGHT: (C)2006,JPO&NCIPI
Abstract translation: 要解决的问题：提供一种内燃机的EGR控制装置，其能够抑制伴随燃料添加到排气通道的EGR通道的堵塞。 解决方案：当EGR通路33中的燃料Ti的积存量成为允许值以上时，进行目标EGR率Et的增加的设定，使得目标EGR率Et的增加倾向比a 通常的时间 通过设定增加量，将目标EGR率Et限制为比通常时间更大的值，并且内燃机10的EGR率比通常的时间进一步提高。 结果，由于进气通道12中流动的EGR气体的量多，并且促进了在EGR通路33中蓄积的燃料的蒸发，因此积聚在EGR通路33中的燃料成为沉积，同样的通路33可以 被阻止堵塞。 版权所有（C）2006，JPO＆NCIPI
-
-
-
-
-
-
-
-
-
Search Results
113
records
(took 0.024 seconds)
