公开(公告)号：JP2005036790A

公开(公告)日：2005-02-10

申请号：JP2004053931

申请日：2004-02-27

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

Inventor： KOBAYASHI YUKIO ,  HARADA OSAMU ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO ,  TOMATSURI MAMORU ,  ICHIMOTO KAZUHIRO

IPC: F02D45/00 ,  F02D29/02 ,  F02D41/06 ,  F02D41/12 ,  F02D41/14

Abstract: PROBLEM TO BE SOLVED: To provide a fuel injection control device capable of suppressing the deterioration of exhaust emission resulting from the response delay of an exhaust sensor when automatic start or the return of fuel cut is performed in the fuel injection control device for setting a fuel injection amount so that an actual air-fuel ratio in starting an engine or returning the fuel cut becomes richer than a theoretical air-fuel ratio in the internal combustion engine in which the automatic stop and automatic start of the engine are performed and in the internal combustion engine in which the fuel cut and the return of the fuel cut are performed. SOLUTION: This fuel injection control device is formed to perform air-fuel ratio feedback control when the detection signal of the exhaust sensor after automatic stop is determined to be rich. Also, the detection signal of the exhaust sensor after automatic start is determined not to be rich in the device, it is determined whether a specified time TA is passed from the automatic start or not. When the specified time TA is not passed, the start of the air-fuel ratio feedback control is prohibited and when the specified time TA is passed, the air-fuel ratio feedback control is performed. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种燃料喷射控制装置，其能够抑制当在燃料喷射控制装置中执行燃料切断的自动启动或返回时由排气传感器的响应延迟导致的排气的劣化， 设定燃料喷射量，使得起动发动机或返回燃料切断时的实际空燃比变得比执行发动机的自动停止和自动启动的内燃机中的理论空燃比更加丰富; 在执行燃料切断和燃料切断返回的内燃机中。 解决方案：该燃料喷射控制装置被形成为当自动停止后的排气传感器的检测信号被确定为富时执行空燃比反馈控制。 此外，自动启动后的排气传感器的检测信号被确定为不富含设备，确定是否从自动启动通过指定时间TA。 当未通过规定时间TA时，禁止空燃比反馈控制的开始，通过规定时间TA时，进行空燃比反馈控制。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2004204833A

公开(公告)日：2004-07-22

申请号：JP2003113248

申请日：2003-04-17

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

Inventor： HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO ,  TOMATSURI MAMORU

IPC: F01P3/20 ,  F01P7/16

Abstract: PROBLEM TO BE SOLVED: To provide a warming-up apparatus of an internal combustion engine for appropriately avoiding a decrease in the recovery efficiency of a heating medium. SOLUTION: The warming-up apparatus of the internal combustion engine is applied to a hybrid vehicle for mounting a navigation system NS, thus supplying cooling water stored in a heat-storing tank 21 to the internal combustion engine 11 via an electric water pump 22, and hence promoting the warming-up of the internal combustion engine 11. When the current location of the hybrid vehicle in the navigation system NS arrives around a destination set to the navigation system NS, the cooling water that absorbs heat in the internal combustion engine 11 and becomes a high temperature is recovered into a heat-storing tank 21 through the electric water pump 22. COPYRIGHT: (C)2004,JPO&NCIPI

公开(公告)号：JP2004138042A

公开(公告)日：2004-05-13

申请号：JP2003070614

申请日：2003-03-14

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

Inventor： NAKAO HATSUO ,  MORIYA TAKANORI ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO ,  TOMATSURI MAMORU

IPC: F02D45/00 ,  F02D29/02 ,  F02D29/04 ,  F02D29/06

Abstract: PROBLEM TO BE SOLVED: To provide an engine accessory driving device of an internal combustion engine for enhancing the responsiveness of the internal combustion engine to the load request while driving an engine accessory. SOLUTION: One end of a drive shaft 25 of a compressor 24 is connected to one end of a connection shaft 27 of a motor 26, and a compressor pulley 22 is attached to the other end of the connection shaft 27. A belt 21 is stretched between the compressor pulley 22 and a crank pulley 20 of an engine 11. A one-way clutch mechanism is provided on the compressor pulley 22. When acceleration is requested to the engine 11, the rotational speed of a retainer to be rotated by the motor 26 is set to be higher than the rotational speed of a rotary yoke to be rotated by the engine 11 in the one-way clutch mechanism. The rotary yoke is idled with reference to the retainer, and the load to be transmitted from the compressor 24 to the engine 11 is cut off thereby. COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2004019561A

公开(公告)日：2004-01-22

申请号：JP2002176206

申请日：2002-06-17

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

Inventor： HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO ,  TOMATSURI MAMORU

IPC: F01P3/20 ,  F01P7/16

Abstract: PROBLEM TO BE SOLVED: To provide a cooling device of an internal combustion engine in which measures are taken to deal with the extension of a warm-up period owing to a failure of the cooling device, etc.
SOLUTION: By a warm-up control means 50, a three-way directional control valve 30 is controlled before the operation start of an engine 10, a cooling water passage 28 is connected to a cooling water passage 32, cooling water for warm-up is circulated between the engine 10 and a heat accumulation tank 36 to warm-up the engine 10, and the engine 10 is permitted to start an operation when the inside temperature of the engine measured by an engine temperature sensor 54 and the temperature of cooling water for warm-up measured by a water temperature sensor 34 do not reach a predetermined temperature in a predetermined time.
COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2003328818A

公开(公告)日：2003-11-19

申请号：JP2002138751

申请日：2002-05-14

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

Inventor： KOBAYASHI YUKIO ,  HARADA OSAMU ,  YAMAGUCHI KATSUHIKO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO ,  TOMATSURI MAMORU

IPC: F02D45/00 ,  F02D41/08 ,  F02D41/16

Abstract: PROBLEM TO BE SOLVED: To establish appropriate idle speed control even if a target idle speed is changed from a reference idle speed, by reducing a difference between a controlled intake air quantity and a required flow rate resulting from a change in flow rate characteristics of intake adjusting means due to deposit adhesion.
SOLUTION: An ECU 40 adjusts an idle opening angle of a throttle valve 36 arranged in an intake passage 26a of an engine 11 to feedback-control an idle speed of the engine 11 to a given speed. The ECU 40 adds an ISC flow rate to which an intake air quantity corresponding to a speed change between a target idle speed and a reference idle speed is corrected on the basis of an ISC learning value, and the ISC learning value to compute an ISC flow rate for producing the target idle speed.
COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：即使目标怠速从参考怠速转变而建立适当的怠速控制，通过减少受控进气量与由流量变化引起的所需流量之间的差异 由于沉积物粘附，进气调节装置的特性。 解决方案：ECU40调节布置在发动机11的进气通道26a中的节气门36的空转开度角，以将发动机11的怠速反馈到给定速度。 ECU40根据ISC学习值，添加ISC流量，该ISC流量对应于目标怠速和基准怠速之间的速度变化对应的进气量，ISC学习值用于计算ISC流量 用于产生目标怠速的速率。 版权所有（C）2004，JPO

公开(公告)号：JP2006299817A

公开(公告)日：2006-11-02

申请号：JP2005118206

申请日：2005-04-15

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

Inventor： HASEGAWA KEIKO ,  HARADA OSAMU ,  INOUE TOSHIO ,  ANDO DAIGO ,  TOMATSURI MAMORU ,  FUKUI KEITA ,  ABE TSUKASA

IPC: F02D45/00 ,  F02B17/00 ,  F02B23/10 ,  F02D29/02 ,  F02D41/06 ,  F02D41/32 ,  F02M69/04

CPC classification number: Y02T10/12 ,  Y02T10/125

Abstract: PROBLEM TO BE SOLVED: To suppress degradation in emission immediately after the starting of an internal combustion engine having a cylinder fuel injection valve. SOLUTION: When an engine is started in a condition that a start water temperature Twst is less than a predetermined temperature Tref, a value with a vehicle demand power P* limited by regarding a power limit Pemax1 as an upper limit is set to an engine demand power Pe* (S140-S170) so that the fuel injection amount of the cylinder fuel injection valve is limited until a piston top surface temperature Test1 becomes a predetermined temperature T1 or more for sufficiently vaporizing and completely burning fuel ejected from the cylinder fuel injection valve toward a piston top surface. A torque command Tm2* is set (S200-S220) to output a required torque Tr* to a driving shaft within a range of battery input/output limit Win, Wout, and an engine and a motor are controlled. Thereby, degradation in emission is suppressed which is caused by incomplete combustion of fuel ejected from the cylinder fuel injection valve while corresponding to the required torque Tr*. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：为了抑制在具有气缸燃料喷射阀的内燃机启动之后的排放物的劣化。 解决方案：当起动水温Twst小于预定温度Tref的情况下启动发动机时，以功率限制Pemax1为上限限制的车辆需求功率P *的值被设定为 发动机需求功率Pe *（S140-S170），使得气缸燃料喷射阀的燃料喷射量受到限制，直到活塞顶面温度Test1成为用于充分蒸发并完全燃烧从气缸喷出的燃料的预定温度T1以上 燃料喷射阀朝向活塞顶面。 设定转矩指令Tm2 *（S200〜S220），在电池输入/输出限制Win，Wout的范围内向驱动轴输出所需的转矩Tr *，并且控制发动机和电动机。 从而，能够抑制由对应于所需转矩Tr *而从气缸燃料喷射阀喷出的燃料的不完全燃烧引起的排放劣化。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006291916A

公开(公告)日：2006-10-26

申请号：JP2005116541

申请日：2005-04-14

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

Inventor： INOUE TOSHIO ,  YAMAZAKI MAKOTO ,  HARADA OSAMU

IPC: F02D41/06 ,  B01D53/94 ,  B60K6/445 ,  B60K6/448 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  B60W20/00 ,  F01N3/08 ,  F01N3/20 ,  F01N3/24 ,  F02D29/02 ,  F02D29/06 ,  F02D43/00 ,  F02N11/04 ,  F02N11/08

CPC classification number: B60W20/15 ,  B60K6/445 ,  B60L11/126 ,  B60L15/2045 ,  B60L2220/14 ,  B60L2240/12 ,  B60L2250/26 ,  B60L2260/26 ,  B60W10/06 ,  B60W20/00 ,  F01N3/0807 ,  F01N3/0835 ,  F01N3/0871 ,  F01N3/0878 ,  F01N3/101 ,  F01N13/009 ,  F01N13/0093 ,  F01N2240/18 ,  F01N2240/20 ,  F01N2250/12 ,  F01N2390/00 ,  F01N2390/02 ,  F01N2410/06 ,  F02D41/062 ,  F02N11/08 ,  F02N11/101 ,  Y02A50/2324 ,  Y02T10/22 ,  Y02T10/6217 ,  Y02T10/6239 ,  Y02T10/645 ,  Y02T10/7077 ,  Y02T10/72 ,  Y02T10/7283

Abstract: PROBLEM TO BE SOLVED: To restrain variation in an air-fuel ratio of an internal combustion engine in starting or just after starting. SOLUTION: When the engine is started first after starting of the system, closing of an exhaust switch valve is instructed so that all of gas introduced into an exhaust system is delivered through HC absorber (S100), and cranking of the engine 22 is started after confirming of closing of the exhaust switch valve (S110 to S130), and fuel injection control and ignition control is started so that fuel injection is started from a fuel injection valve when predetermined time passes after starting of cranking, and the engine is started (S170). COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：为了抑制起动或即将起动后内燃机的空燃比的变化。 解决方案：当发动机在系统启动后首先启动时，指示关闭排气开关阀，使得引入排气系统的所有气体通过HC吸收器（S100）输送，并且发动机22的起动 在确认关闭排气开关阀（S110〜S130）之后开始，并且开始燃料喷射控制和点火控制，使得在起动后的预定时间过去时从燃料喷射阀开始燃料喷射，并且发动机是 开始（S170）。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006112281A

公开(公告)日：2006-04-27

申请号：JP2004299117

申请日：2004-10-13

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

Inventor： ANDO DAIGO ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  ICHIMOTO KAZUHIRO

IPC: F02D41/12 ,  B60L11/14 ,  F01N3/20 ,  F02D29/02 ,  F02D45/00

CPC classification number: Y02A50/2322 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To prevent deterioration of catalyst at a time of decrease of speed of an internal combustion engine and suppress unexpected increase of speed of the internal combustion engine. SOLUTION: Catalyst deterioration suppressing control is prohibited (S160) when change quantity ΔNe of engine speed Ne exceeds a threshold ΔNref established with determining based on change quantity ΔNe of engine speed Ne whether an operation condition of the engine is under transient condition or not when engine speed is to be reduced while executing catalyst deterioration suppressing control for increasing intake air quantity for suppressing catalyst deterioration due to exposure of the catalyst to high temperature lean atmosphere. Consequently, racing of engine can be prevented. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：为了防止内燃机的速度降低时催化剂的劣化，并且抑制内燃机的速度的不期望的增加。 解决方案：当发动机转速Ne的变化量ΔNe超过通过基于发动机转速Ne的变化量ΔNe确定的阈值ΔNref来禁止催化剂劣化抑制控制（S160），发动机的运行状态是否处于瞬态状态，或者 而不是在执行用于增加进气量的催化剂劣化抑制控制以减少由于催化剂暴露于高温贫气气氛中而引起的催化剂劣化的同时减少发动机转速。 因此，可以防止发动机的赛车。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2006070792A

公开(公告)日：2006-03-16

申请号：JP2004254612

申请日：2004-09-01

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

Inventor： ANDO DAIGO ,  HARADA OSAMU ,  YAMAGUCHI KATSUHIKO ,  TOMATSURI MAMORU ,  FUKUI KEITA ,  HASEGAWA KEIKO

IPC: F01N5/02 ,  B01D53/94 ,  F01N3/24 ,  F01N13/08

CPC classification number: Y02T10/16

Abstract: PROBLEM TO BE SOLVED: To recover waste heat of an engine without causing a secondary failure of an exhaust heat recovery device due to a failure of a catalyst device. SOLUTION: ECU executes program including a step S100 executing a catalyst deterioration determination process (oxygen occlusion quantity change), a step S300 setting a catalyst deterioration flag when a three-way conversion catalytic converter fails 120 (YES in S200), a step S500 determining whether misfire of the engine 150 is detected or not, and a step S700 prohibiting recovery of exhaust heat from exhaust gas of the engine 150 when the catalyst is deteriorated (YES in S200) or catalyst deterioration flag is set after misfire detection (Yes IN S500 and YES in S600). COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：为了回收发动机的废热，而不会由于催化剂装置的故障而引起废热回收装置的二次故障。 解决方案：ECU执行包括执行催化剂劣化判定处理（氧吸留量变化）的步骤S100的步骤，当三元转换催化转化器故障120时设定催化剂劣化标志的步骤S300（S200中为是），a 步骤S500确定是否检测到发动机150的失火，并且在失火检测之后设定催化剂恶化时的发动机150的排气（S200中为“是”）或者催化剂劣化标志的废热的步骤S700 是在S500和S600中为是）。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2006057590A

公开(公告)日：2006-03-02

申请号：JP2004242515

申请日：2004-08-23

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

Inventor： ANDO DAIGO ,  ANDO IKUO ,  KOBAYASHI YUKIO ,  HARADA OSAMU

IPC: F02D29/02 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F01N3/20 ,  F01N3/24 ,  F02D29/06 ,  F02D41/06 ,  F02D41/08 ,  F02D45/00 ,  F02N11/08

CPC classification number: Y02A50/2322 ,  Y02T10/48 ,  Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide an internal combustion engine control system and its method for improving emission at starting an internal combustion engine. SOLUTION: When engine starting conditions are established at a time t0, a motor MG1 monitors the engine. Then, at a time t1, fuel is injected in a fuel injection amount calculated in accordance with an intake air amount Q and a theoretical air-fuel ratio and a mixture is ignited for combustion. At this time, the amount of exhaust gas is less than in normal idling operation because the intake air amount Q is the minimum air amount Qmin such that a friction equivalent qfri is subtracted from an idling air amount Qidl and it is enough for combustion with no misfire. An idling speed cannot be sustained only by the engine and so it is sustained by the torque of the motor MG1. After a time t1, a catalyst floor temperature Tcat rises and gets to a floor temperature specified value Tcatref at a time t2. Then, an exhaust gas purifying catalyst develops sufficient purifying performance to make the engine into independent operation with the intake air amount Q as the idling air amount Qidl. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种内燃机控制系统及其改善起动内燃机排放的方法。

解决方案：当在时间t0建立发动机起动条件时，电动机MG1监视发动机。 然后，在时刻t1，以按照进气量Q和理论空燃比计算的燃料喷射量喷射燃料，并点燃燃烧混合物。 此时，由于吸入空气量Q为最小空气量Qmin，因此从空转空气量Qid1中减去摩擦当量qfri，因此排气量比正常怠速运转时要小 失火。 怠速不能仅由发动机维持，因此通过马达MG1的扭矩来维持。 在时间t1之后，催化剂底板温度Tcat在时间t2上升并达到地板温度指定值Tcatref。 然后，排气净化催化剂形成足够的净化性能，使得发动机作为空转量Qid1以进气量Q独立运转。 版权所有（C）2006，JPO＆NCIPI