公开(公告)号：JP2006266240A

公开(公告)日：2006-10-05

申请号：JP2005089374

申请日：2005-03-25

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

Inventor： ONO TOMOYUKI ,  NAGAE MASAHIRO ,  AOYAMA TARO ,  MURATA HIROKI ,  MATSUMOTO ISAO ,  MURAKAMI GENICHI ,  HASHIMOTO YOSHINOBU ,  YAMASHITA AKIRA ,  NISHIOKA HIROMASA

IPC: F02D41/04 ,  B60K6/448 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F02D29/02 ,  F02D41/38

CPC classification number: Y02T10/6286

Abstract: PROBLEM TO BE SOLVED: To provide a fuel injection amount correcting device for a hybrid vehicle which can reduce the cylinder-to-cylinder dispersion of the amount of fuel injected from an injector into each cylinder of an engine of a the hybrid vehicle. SOLUTION: The fuel injection amount correcting device for the hybrid vehicle comprises the engine, a motor generator for cranking the engine, and an injection amount correcting means for correcting the fuel injection amount for the cylinders to suppress the dispersion of the fuel injection amount between a plurality of the cylinders of the engine. The injection amount correcting means determines the correcting amount of the fuel injection amount in accordance with parameters S8 adaptable to the rotating speeds of a plurality of the motor generators corresponding to the plurality of cylinders (S19). COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于混合动力车辆的燃料喷射量校正装置，其能够将从喷射器喷射的燃料量的气缸到气缸的分散减少到混合动力车辆的发动机的每个气缸中 。 解决方案：用于混合动力车辆的燃料喷射量校正装置包括发动机，用于起动发动机的电动发电机和用于校正气缸的燃料喷射量以抑制燃料喷射分散的喷射量校正装置 在发动机的多个气缸之间。 喷射量校正装置根据适用于与多个气缸相对应的多个电动发电机的转速的参数S8来确定燃料喷射量的校正量（S19）。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006220045A

公开(公告)日：2006-08-24

申请号：JP2005033451

申请日：2005-02-09

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

Inventor： MURATA HIROKI ,  HASHIMOTO YOSHINOBU ,  YONEDA OSAMU

IPC: F02D9/06 ,  B60K6/24 ,  B60K6/485 ,  B60L7/24 ,  B60L11/14 ,  B60T8/17 ,  B60W10/18 ,  B60W20/00 ,  F02D23/00

CPC classification number: Y02T10/144 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To increase energy recovery efficiency by increasing regeneration quantity during vehicle deceleration. SOLUTION: This invention relates to a deceleration control method for a hybrid vehicle provided with an engine as a travel drive power source including a variable nozzle turbocharger (VNT) adjusting velocity of exhaust gas by opening change of a variable nozzle and increasing intake air quantity with using exhaust gas pressure and a motor generator capable of power operation and regeneration operation, and constructed to perform regeneration control by the motor generator during vehicle deceleration. When regeneration control by the motor generator is performed (Yes in step S20) during vehicle deceleration (Yes in step S10), the variable nozzle of the variable nozzle turbocharger is controlled to fully open. When regeneration control is not performed (No in the step S20), the variable nozzle is controlled to fully close (Step S32). COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：通过在车辆减速期间增加再生量来提高能量回收效率。 解决方案本发明涉及一种混合动力车辆的减速控制方法，该混合动力车辆设置有作为行驶驱动动力源的发动机，该行驶驱动动力源包括通过打开可变喷嘴的变化来调节废气的速度并增加进气量的可变喷嘴涡轮增压器（VNT） 使用废气压力的空气量和能够进行动力运行和再生运转的电动发电机，构成为在车辆减速期间由电动发电机进行再生控制。 当在车辆减速期间执行电动发电机的再生控制（步骤S20中的“是”）时（步骤S10中为是），可变喷嘴涡轮增压器的可变喷嘴被控制为完全打开。 当不执行再生控制时（步骤S20中为否），可变喷嘴被控制为完全关闭（步骤S32）。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2006207686A

公开(公告)日：2006-08-10

申请号：JP2005020162

申请日：2005-01-27

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

Inventor： MURATA HIROKI ,  MATSUMOTO ISAO ,  MURAKAMI GENICHI ,  NAGAE MASAHIRO ,  ONO TOMOYUKI ,  AOYAMA TARO ,  HASHIMOTO YOSHINOBU ,  YAMASHITA AKIRA ,  NISHIOKA HIROMASA

IPC: F16H61/00 ,  B60K6/445 ,  B60L11/14 ,  B60W10/10 ,  B60W20/00 ,  F16H59/14 ,  F16H59/18 ,  F16H59/38 ,  F16H59/44 ,  F16H59/48 ,  F16H61/02 ,  F16H63/50

CPC classification number: Y02T10/6239 ,  Y02T10/7077 ,  Y02T10/7241

Abstract: PROBLEM TO BE SOLVED: To provide a hybrid vehicle, wherein an increase of power consumption and the degradation of a life is suppressed by eliminating frequent operation of changing over a power dividing mechanism between an operated condition and a non-operated condition.
SOLUTION: The hybrid vehicle uses a planetary gear unit 14 as the power dividing mechanism for transmitting the output power of a DE 11 to a driving wheel 15 and a MG 13 and for transmitting the output power of a MG 12 to the driving wheel 15. It also uses a lock mechanism 50 for fixing the rotation of the MG 13 to permit change-over of the planetary gear unit 14 between the operated condition and the non-operated condition. When a change amount ΔPe
(n) of engine required output is lower than a reference change amount ΔPe
(base) or a change amount ΔSpeed
(n) of a vehicle speed is lower than a reference change amount ΔSpeed
(base) , the lock of the MG 13 by the lock mechanism 50 is executed to change over the planetary gear unit 14 into the non-operated condition.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 解决的问题：提供一种混合动力车辆，其中通过消除在操作状态和非操作状态之间切换动力分配机构的频繁操作来抑制功率消耗的增加和寿命的劣化。 解决方案：混合动力车辆使用行星齿轮单元14作为动力分配机构，用于将DE11的输出功率传递到驱动轮15和MG13，并将MG12的输出功率传送到驾驶 它还使用用于固定MG13的旋转的锁定机构50，以允许行星齿轮单元14在操作状态和非操作状态之间转换。 当发动机要求输出的变化量ΔPe（n）低于基准变化量ΔPe（基准）或变化量ΔSpeed（n） SB>低于基准变化量ΔSpeed（基准）时，通过锁定机构50对MG13的锁定被执行，以将行星齿轮单元14转换为非车辆， 操作状态。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005351381A

公开(公告)日：2005-12-22

申请号：JP2004172870

申请日：2004-06-10

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

Inventor： YONEDA OSAMU ,  HASHIMOTO YOSHINOBU ,  MURATA HIROKI

IPC: B60W20/00 ,  B60K6/36 ,  B60K6/387 ,  B60K6/442 ,  B60K6/547 ,  B60K17/04 ,  B60L11/14 ,  B60W10/00 ,  B60W10/02 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W10/24 ,  B60W10/26 ,  F01N3/08 ,  F01N3/24 ,  F01N3/28 ,  F02D29/02 ,  F02D43/00 ,  F16D48/02 ,  F16H59/74 ,  F16H61/02 ,  F16H61/68 ,  F16H61/682 ,  F16H63/50 ,  B60K6/04 ,  B60K41/00 ,  B60K41/28

CPC classification number: Y02A50/2322 ,  Y02T10/6234 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To suppress the occurrence of rattling noise of the gears of a motor generator.
SOLUTION: The motor generator is formed to be meshed with and rotatably in synchronism with the gears of an MMT through an MG clutch. When a torque is requested for the motor generator (YES in step S10), the MG clutch is engaged (step S11) to perform the torque control of the motor generator (step S12). When the torque is not requested (NO in step S10) and a specified vibration (angular acceleration) is detected in the motor generator (NO in step S13), the MG clutch is disengaged (step S14) to rotate the motor generator in synchronism with the MMT (step S15). When the specified vibration is not detected (NO in step S13), the engagement of the MG clutch is kept unchanged (step S16).
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：为了抑制电动发电机的齿轮的发出噪音。 解决方案：电动发电机形成为通过MG离合器与MMT的齿轮啮合并可旋转地同步。 当电动发电机要求转矩时（步骤S10为“是”），MG离合器接合（步骤S11），进行电动发电机的转矩控制（步骤S12）。 当不请求转矩（步骤S10中为“否”）并且在电动发电机中检测到指定的振动（角加速度）（步骤S13中为“否”）时，MG离合器脱离（步骤S14），以使电动发电机与 MMT（步骤S15）。 当没有检测到指定的振动（步骤S13中为“否”）时，MG离合器的接合保持不变（步骤S16）。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005325804A

公开(公告)日：2005-11-24

申请号：JP2004146377

申请日：2004-05-17

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

Inventor： HASHIMOTO YOSHINOBU

IPC: B60W20/00 ,  B60K6/48 ,  B60K6/485 ,  B60K6/547 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  F02D29/02 ,  F02D29/06 ,  B60K6/04

CPC classification number: Y02T10/52 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a starting time control method of a hybrid vehicle capable of improving fuel economy by restraining excessive stepping of an accelerator pedal when the vehicle starts in economy running control. SOLUTION: When the accelerator pedal is stepped (YES in Step S10, and YES in Step S11) in economy running, an engine is restarted, and a battery charge quantity SOC is read in (Step S12). When the SOC exceeds a predetermined lower limit value (YES in Step S13), a torque assist by a motor generator is performed only for a short time (Step S14). As a result, a driver can obtain a quick starting acceleration feeling, and excessive stepping of the accelerator pedal is restrained. When the SOC is less than the lower limit value (NO in Step S13), the torque assist is prohibited for protecting a battery (Step S15). COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 解决的问题：提供一种混合动力车辆的起动时间控制方法，其能够通过在车辆开始经济运行控制时通过抑制加速器踏板的过度踏步而提高燃油经济性。 解决方案：在经济运行中，当加速踏板踏步时（步骤S10中为是，步骤S11中为是），重新起动发动机，并读取电池充电量SOC（步骤S12）。 当SOC超过预定下限值时（步骤S13中为“是”），仅在短时间内进行电动发电机的转矩辅助（步骤S14）。 结果，驾驶员可以获得快速起动加速感，并且抑制了加速踏板的过度的踏步。 当SOC小于下限值（步骤S13中为“否”）时，禁止转矩辅助来保护电池（步骤S15）。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005076456A

公开(公告)日：2005-03-24

申请号：JP2003209645

申请日：2003-08-29

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

Inventor： SASAKI SHIZUO ,  YOSHIZAKI KOJI ,  AOYAMA TARO ,  MURATA HIROKI ,  HASHIMOTO YOSHINOBU ,  NISHIOKA HIROMASA ,  INAGAKI KAZUHISA

IPC: F02B37/00 ,  F02D21/08 ,  F02D23/00 ,  F02M25/07

CPC classification number: F02M26/24 ,  F02B29/0406 ,  F02M26/05 ,  F02M26/06

Abstract: PROBLEM TO BE SOLVED: To enable low-temperature combustion even in high required load. SOLUTION: This internal combustion engine 10 comprises a change-over means for change-over between low-temperature combustion and normal combustion where the amount of inactive gas to be supplied into a combustion chamber is less than the amount of inactive gas when generating a peak amount of soot, and a turbo charger 15. An exhaust gas circulation device has a low pressure exhaust gas recirculation passage 61 where the pressure of recirculated exhaust gas is low, a high pressure exhaust gas recirculation passage 29 where the pressure of recirculated exhaust gas is high, a first recirculated exhaust gas control valve 64 for controlling the amount of recirculated exhaust gas flowing in the low pressure exhaust gas recirculation passage, and a second recirculated exhaust gas control valve 31 for controlling the amount of recirculated exhaust gas flowing in the high pressure exhaust gas recirculation passage. In the internal combustion engine 10 when performing low-temperature combustion, the amount of the recirculated exhaust gas flowing in the low pressure exhaust gas recirculation passage and the amount of the recirculated exhaust gas flowing in the high pressure exhaust gas recirculation passage are controlled in accordance with required engine load. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：即使在高要求的负载下也能实现低温燃烧。 解决方案：该内燃机10包括用于在低温燃烧和正常燃烧之间转换的转换装置，其中供应到燃烧室中的惰性气体的量小于不活泼气体的量， 产生烟灰的峰值量和涡轮增压器15.排气循环装置具有低压废气再循环通道61，其中再循环废气的压力低，高压排气再循环通道29，其中再循环的压力 排气高，用于控制在低压排气再循环通道中流动的再循环废气量的第一再循环排气控制阀64和用于控制流入的再循环排气量的第二再循环排气控制阀31 高压废气再循环通道。 在进行低温燃烧时的内燃机10中，在低压排气再循环路径中流动的再循环排气量和高压排气再循环通路中流动的再循环排气量按照 需要发动机负载。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005054823A

公开(公告)日：2005-03-03

申请号：JP2003206250

申请日：2003-08-06

Applicant: Aisin Seiki Co Ltd ,  Toyota Motor Corp ,  アイシン精機株式会社 ,  トヨタ自動車株式会社

Inventor： HASHIMOTO YOSHINOBU ,  YONEDA OSAMU ,  MURATA HIROKI ,  KITAMURA YUICHIRO ,  SUZUKI YOSHIHIDE

IPC: F02D29/00 ,  B60K6/48 ,  B60K6/547 ,  B60W10/08 ,  B60W10/10 ,  B60W20/00 ,  F02D29/06 ,  F16H59/44 ,  F16H59/74 ,  F16H61/02 ,  F16H61/68 ,  F16H61/682

CPC classification number: Y02T10/6221

Abstract: PROBLEM TO BE SOLVED: To improve fuel consumption of a hybrid vehicle during an EV travel. SOLUTION: A speed control method for a hybrid vehicle is provided. The hybrid vehicle comprises a diesel engine, a multi-mode transmission, a clutch for connecting or disconnecting the power transmission between the diesel engine and the multi-mode transmission, and a motor generator for assisting power generation by an engine output or an engine output by a battery power. The hybrid vehicle can be driven only by either one of the diesel engine or the motor generator. During the EV travel driven only by the motor generator, a gear position of the multi-mode transmission is controlled into a neutral position (step S10 yes, step S11). COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：提高EV行驶期间混合动力车辆的燃料消耗。 解决方案：提供一种用于混合动力车辆的速度控制方法。 混合动力车辆包括柴油发动机，多模式变速器，用于连接或断开柴油发动机和多模变速器之间的动力传递的离合器，以及用于通过发动机输出或发动机输出辅助发电的电动发电机 通过电池电源。 混合动力车辆只能由柴油发动机或电动发电机中的任何一个驱动。 在仅通过电动发电机驱动的EV行驶期间，多模变速器的档位被控制到中立位置（步骤S10是，步骤S11）。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2004245154A

公开(公告)日：2004-09-02

申请号：JP2003037119

申请日：2003-02-14

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

Inventor： YONEDA OSAMU ,  TABATA MICHIHIRO ,  SASAKI SHIZUO ,  HASHIMOTO YOSHINOBU ,  MURATA HIROKI

IPC: F02D29/02 ,  B60K6/48 ,  B60K6/547 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W20/00 ,  F02D29/00

CPC classification number: Y02T10/6221 ,  Y02T10/6286

Abstract: PROBLEM TO BE SOLVED: To provide an operation environment comfortable for a user, by reducing the number of occurrence of vibrations or the like caused by shift between two kinds of power sources or changing shifts in a transmission, in a power output device provided with two kinds of the power sources and the transmission. SOLUTION: The power output device comprises: the transmission connected or disconnected to an engine through a clutch; a driving shaft to which rotating power is transmitted through the transmission; and a motor connected to the transmission to drive the driving shaft. The driving shaft is driven by a first mode or second mode where the driving shaft is driven by the engine or motor, and by a third mode where the driving shaft is driven by the engine and motor. A control means controls the engine, motor, and transmission so as to perform transmission operation in the transmission simultaneously with at least one mode shift operation out of shift operations among the first mode, second mode, and third mode. COPYRIGHT: (C)2004,JPO&NCIPI

公开(公告)号：JP2004245133A

公开(公告)日：2004-09-02

申请号：JP2003035948

申请日：2003-02-14

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

Inventor： HASHIMOTO YOSHINOBU ,  KOBAYASHI NOBUKI ,  SASAKI SHIZUO ,  YOSHIZAKI KOJI

IPC: F02B37/22 ,  F01N3/20 ,  F01N3/24 ,  F02B37/00 ,  F02D9/02 ,  F02D21/08 ,  F02D41/02 ,  F02D41/06 ,  F02D41/38 ,  F02D41/40 ,  F02D43/00 ,  F02D45/00 ,  F02M25/07

CPC classification number: F02M26/35 ,  F02B29/0406 ,  F02M26/05 ,  F02M26/23

Abstract: PROBLEM TO BE SOLVED: To provide a technology for accelerating warming-up of a catalyst and maintaining its activity. SOLUTION: In an early warming-up period after the start of a diesel engine, a first warming-up operation mode for accelerating the warming-up of the catalyst is carried out, and a second warming-up operation mode for maintaining the activity of the catalyst is carried out in a latter half warming-up period. The first warming-up operation mode for accelerating the warming-up of the catalyst is a mode higher in the energy of exhaust gas flowing in the catalyst than a normal operation mode. The second warming-up operation mode for maintaining the activity of the catalyst is a mode higher in the temperature of exhaust gas flowing in the catalyst than the normal operation mode. COPYRIGHT: (C)2004,JPO&NCIPI

公开(公告)号：JP2004208421A

公开(公告)日：2004-07-22

申请号：JP2002375072

申请日：2002-12-25

Applicant: Aisin Seiki Co Ltd ,  Toyota Motor Corp ,  アイシン精機株式会社 ,  トヨタ自動車株式会社

Inventor： HASHIMOTO YOSHINOBU ,  SASAKI SHIZUO ,  MURATA HIROKI ,  YONEDA OSAMU ,  KITAMURA YUICHIRO ,  SUZUKI YOSHIHIDE

IPC: B60W20/00 ,  B60K6/48 ,  B60K6/485 ,  B60K6/54 ,  B60K6/547 ,  B60L9/18 ,  B60L11/14 ,  B60L15/20 ,  B60W10/00 ,  B60W10/02 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  F16D48/02 ,  F16H59/48 ,  F16H59/74 ,  F16H61/04 ,  F16H61/68 ,  F16H61/682 ,  F16H63/40 ,  F16H63/46 ,  F16H63/50 ,  B60K6/04

CPC classification number: Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To provide control equipment of a power train which can restrain feeling of torque coming-off and can avoid operator's sense of incongruity in the case that a motor can not output torque necessary for complementing torque coming-off when a clutch is released, irrespective of whether output of the motor is restrained. SOLUTION: In the controlling equipment of the power train, control is so performed that output of the motor is increased when a clutch device which intermits transmission of power output from an internal combustion engine is released. On the other hand, period of gear change of a transmission is shortened when reduction width of acceleration which is detected with an acceleration detection means becomes at least a prescribed threshold. COPYRIGHT: (C)2004,JPO&NCIPI

Abstract translation: 要解决的问题：为了提供能够抑制转矩感觉的动力传动系的控制设备，并且可以避免在电动机不能输出用于补充扭矩释放所需的扭矩的情况下操作者的不协调感 无论电动机的输出是否被抑制都释放离合器。 解决方案：在动力传动系的控制设备中，当断开从内燃机输出的动力传递的离合器装置被释放时，执行控制以使电动机的输出增加。 另一方面，当利用加速度检测装置检测到的加速度的减小宽度变为至少规定的阈值时，变速器的变速时间缩短。 版权所有（C）2004，JPO＆NCIPI