公开(公告)号：JP2007216791A

公开(公告)日：2007-08-30

申请号：JP2006038315

申请日：2006-02-15

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

Inventor： KAWAI TAKASHI

IPC: B60W10/30 ,  B60K6/22 ,  B60K6/445 ,  B60K11/04 ,  B60L11/14 ,  B60W20/00 ,  F01P3/12 ,  F01P3/18 ,  F01P7/04

CPC classification number: Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a cooling system for efficiently cooling an internal combustion engine and an electric system. SOLUTION: A radiator 52 cools a cooling medium flowing to an engine cooling system and an electric cooling system. A movable partition valve 54 partitions the radiator 52 into a region 56 and a region 58. The movable partition valve 54 operates according to a control signal CNTL1 from an ECU 30, and changes the ratio of the region 56 to the region 58. That is, the ratio of the cooling medium quantity of the engine cooling system to the cooling medium quantity of the electric cooling system is changed by the movement of the movable partition valve 54 according to the control signal CNTL1 from the ECU 30. As a result, it is possible to change the balance of the cooling capability of the engine cooling system and the cooling capability of the electric cooling system. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于有效地冷却内燃机和电气系统的冷却系统。 解决方案：散热器52冷却流向发动机冷却系统和电冷却系统的冷却介质。 可移动分隔阀54将散热器52分隔成区域56和区域58.可移动分隔阀54根据来自ECU30的控制信号CNTL1进行操作，并且将区域56的比率改变为区域58。 发动机冷却系统的冷却介质量与电动冷却系统的冷却介质量的比例根据来自ECU30的控制信号CNTL1的可移动分隔阀54的移动而改变。其结果是 可以改变发动机冷却系统的冷却能力的平衡和电冷却系统的冷却能力。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2007216764A

公开(公告)日：2007-08-30

申请号：JP2006037979

申请日：2006-02-15

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

Inventor： KAWAI TAKASHI ,  KOTANI TAKESHI

IPC: B60W10/30 ,  B60K6/445 ,  B60K17/04 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  B60W20/00 ,  F01M7/00 ,  F02D29/02 ,  F02D45/00

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

Abstract: PROBLEM TO BE SOLVED: To provide a hybrid car for achieving low fuel consumption and low emission while satisfactorily keeping the excellent state of an engine. SOLUTION: When it is decided that an engine 24 has stopped for a predetermined time (step S10; YES), an HV-ECU 42 sets the target number of revolutions and driving time of a motor generator MG1 (step S20). Then, the HV-ECU 42 outputs the driving instruction of the motor generator MG1 to an MG-ECU 38 without outputting the start command of the engine 24 to an engine ECU 40. Then, the motor generator MG1 is driven, and the engine 24 is cranked by using the motor generator MG1 (step S30). COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供一种混合动力汽车，以实现低燃料消耗和低排放，同时令人满意地保持发动机的优异状态。 解决方案：当确定发动机24停止预定时间（步骤S10;是）时，HV-ECU 42设定电动发电机MG1的目标转数和行驶时间（步骤S20）。 然后，HV-ECU42向MG-ECU38输出电动发电机MG1的驱动指令，而不将发动机24的起动指令输出到发动机ECU 40.然后，驱动电动发电机MG1，将发动机24 通过使用电动发电机MG1起动（步骤S30）。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2007100681A

公开(公告)日：2007-04-19

申请号：JP2005295684

申请日：2005-10-07

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

Inventor： KAWAI TAKASHI ,  KOTANI TAKESHI

IPC: F01L13/00 ,  F01L1/34 ,  F02D13/02 ,  F02D29/02 ,  F02D29/06 ,  H02K7/10

CPC classification number: Y02T10/18

Abstract: PROBLEM TO BE SOLVED: To provide an electric variable valve timing mechanism capable of improving the startability of an engine. SOLUTION: The variable valve timing mechanism 4 changes valve timing by rotating a camshaft 27 through drive of a variable mechanism motor 5 relatively to a cam sprocket 27S. Torque acting in a rotation direction of the camshaft 27 is defined as regular torque. A control means applying regular torque to the cam sprocket 27S through the drive of the variable mechanism motor 5 during cranking is provided. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供一种能够提高发动机起动性的电动可变气门正时机构。 解决方案：可变气门正时机构4通过相对于凸轮链轮27S的可变机构马达5的驱动旋转凸轮轴27来改变气门正时。 沿凸轮轴27的旋转方向作用的扭矩被定义为规则扭矩。 提供了一种通过驱动可变机构马达5在起动期间向凸轮链轮27S施加规则扭矩的控制装置。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2007016730A

公开(公告)日：2007-01-25

申请号：JP2005200882

申请日：2005-07-08

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

Inventor： HIRAI MAKOTO ,  KOTANI TAKESHI ,  KAWAI TAKASHI

IPC: F01P7/16 ,  F01N3/20 ,  F01P3/20 ,  F02D41/06 ,  F02D43/00 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To provide technology for early increasing temperatures in lean combustion cylinders of an internal combustion engine which performs rich combustion and lean combustion to early increase the temperature of an exhaust gas purifying catalyst at cold start.
SOLUTION: At cold start, this internal combustion engine control device sets an air-fuel ratio in a cylinder (#1) as part of four cylinders to be rich and an air-fuel ratio in cylinders (#2-#4) as at least part of the other remaining cylinders to be lean for giving reaction between exhaust materials exhausted from the cylinder (#1) where the air-fuel ratio is rich and exhaust materials exhausted from the cylinders (#2-#4) where the air-fuel ratio is lean to increase the temperature of the exhaust gas purifying catalyst. Herein, a cylinder temperature control means is provided for independently changing the temperatures in the cylinders where the air-fuel ratio is lean and in the cylinder where the air-fuel ratio is rich. When increasing the temperatures in the cylinders, the cylinder temperature control means distributes a high temperature cooling water stored in a regenerating system 9 into only the cylinders (#2-#4) where the air-fuel ratio is lean at cold start.
COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供在内燃机的稀燃燃烧器中提早温度的技术，该内燃机在冷起动时能进行富燃烧和稀燃以提早排气净化催化剂的温度。 解决方案：在冷启动时，该内燃机控制装置将气缸（＃1）中的空燃比设定为四缸的一部分，并且气缸中的空燃比（＃2-＃4 ）作为其余剩余气缸的至少一部分，用于在从空燃比丰富的气缸（＃1）排出的排气材料和从气缸排出的排气材料（＃2-＃4）之间产生反应， 空燃比是贫的，以提高废气净化催化剂的温度。 这里，设置有用于独立地改变空燃比稀薄的气缸中的温度和空燃比富的气缸中的温度的气缸温度控制装置。 当提高气缸中的温度时，气缸温度控制装置将存储在再生系统9中的高温冷却水分配到冷启动时空燃比稀薄的气缸（＃2-＃4）。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006090150A

公开(公告)日：2006-04-06

申请号：JP2004273723

申请日：2004-09-21

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

Inventor： KAWAI TAKASHI ,  KOTANI TAKESHI

IPC: F02D29/02 ,  B01D53/86 ,  B60K6/24 ,  B60K6/445 ,  B60K6/485 ,  B60K6/54 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  B60W20/00 ,  F01N3/20 ,  F01N3/24 ,  F02B37/12 ,  F02B37/18 ,  F02B37/24

CPC classification number: Y02A50/2322 ,  Y02T10/144 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a hybrid car for maximally enhancing exhaust emission control performance, and preventing damage by overheat of an exhaust emission control catalyst, by controlling the temperature of the exhaust emission control catalyst in the most desirable range, while properly maintaining driving performance of a vehicle on the basis of a charging state of a battery. SOLUTION: This hybrid car uses a supercharger by an exhaust turbine, an engine having an exhaust emission control catalyst device and an electric driving means by the battery and a motor-driven generator as a driving source. In this case, a supercharging degree is controlled in response to the charging state of the battery and the catalyst temperature of a catalyst device. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：为了提供一种用于最大限度地提高废气排放控制性能的混合动力汽车，并且通过将废气排放控制催化剂的温度控制在最理想的范围内来防止废气排放控制催化剂的过热损坏，同时 基于电池的充电状态来适当地保持车辆的驾驶性能。 解决方案：该混合动力汽车使用排气涡轮机的增压器，具有废气排放控制催化剂装置的发动机和由电池和电动发电机作为驱动源的电驱动装置。 在这种情况下，响应于电池的充电状态和催化剂装置的催化剂温度来控制增压度。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005125876A

公开(公告)日：2005-05-19

申请号：JP2003361943

申请日：2003-10-22

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

Inventor： KAWAI TAKASHI ,  KOTANI TAKESHI ,  OBA HIDEHIRO

IPC: B60W20/00 ,  B60K6/445 ,  B60K17/04 ,  B60L11/14 ,  B60W10/02 ,  B60W10/06 ,  B60W10/08 ,  B60K6/04

CPC classification number: Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a hybrid vehicle driving device capable of preventing degradation of the power transmission efficiency. SOLUTION: In the hybrid vehicle driving device, an internal combustion engine is connected to an input element of a power distribution mechanism, a first motor/generator 2 is connected to a reaction force element of the power distribution mechanism, and a second motor/generator 3 is connected to an output element of the power distribution mechanism. The hybrid vehicle driving device comprises clutches C1 and C2 to selectively change an output member to the output element or the reaction force element, and further comprises a driving force source state determination means (Step S4 to S6) to determine whether or not the motors/generators 2 and 3 are power-driven state by the negative rotation, and a changing mechanism control means (Step S7 to S12) to change the changing mechanism so that the reaction force element is connected to the output element when it is determined that the motors/generators 2 and 3 are in a power-driven state by the negative rotation. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 解决的问题：提供能够防止动力传递效率降低的混合动力车辆驱动装置。 解决方案：在混合动力车辆驱动装置中，内燃机连接到动力分配机构的输入元件，第一电动机/发电机2连接到动力分配机构的反作用力元件，第二 马达/发电机3连接到配电机构的输出元件。 混合动力车辆驱动装置包括离合器C1和C2，用于选择性地将输出构件改变为输出元件或反作用力元件，并且还包括驱动力源状态确定装置（步骤S4至S6），以确定马达/ 发电机2和3是通过负旋转的动力驱动状态，以及改变机构控制装置（步骤S7至S12），以便在确定电动机时，改变换档机构以使反作用力元件连接到输出元件 发电机2和3由负转动处于动力驱动状态。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2004143997A

公开(公告)日：2004-05-20

申请号：JP2002308716

申请日：2002-10-23

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

Inventor： KAWAI TAKASHI

IPC: F01N3/24 ,  F02B37/10 ,  F02B37/14 ,  F02B41/10 ,  F02B63/04 ,  F02D9/02

CPC classification number: F02D41/024 ,  F02B37/105 ,  F02B37/14 ,  F02B41/10 ,  F02B63/04 ,  F02D41/0007 ,  Y02T10/144 ,  Y02T10/163 ,  Y02T10/26

Abstract: PROBLEM TO BE SOLVED: To provide a controlling device of an internal combustion engine having a turbocharger with a generator for controlling the generator in view of a temperature of an exhaust emission control device.
SOLUTION: An internal combustion engine (engine) 10 is equipped with a turbocharger 11 with a generator (an electric motor) 12 installed to a turbine 11a. A controlling device (controller) 20 is equipped with a generated output determining means for determining a generated output of the generator 12 based on a temperature of an exhaust emission control device (exhaust emission control catalyst) 17. The generated output determining means restrains the generated output when the temperature of the exhaust emission control device 17 is lower than a proper range, and increases the generated output when the temperature of the exhaust emission control device 17 is higher than a proper range.
COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：提供一种具有涡轮增压器的内燃机的控制装置，其具有发电机，用于根据废气排放控制装置的温度来控制发电机。 解决方案：内燃机（发动机）10配备有涡轮增压器11，其具有安装在涡轮机11a上的发电机（电动机）12。 控制装置（控制器）20配备有产生的输出确定装置，用于基于排气排放控制装置（废气排放控制催化剂）17的温度确定发电机12的产生的输出。所生成的输出确定装置限制所产生的 当废气排放控制装置17的温度低于适当范围时输出，并且当废气排放控制装置17的温度高于适当范围时增加产生的输出。 版权所有（C）2004，JPO

公开(公告)号：JP2003333763A

公开(公告)日：2003-11-21

申请号：JP2002136049

申请日：2002-05-10

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

Inventor： TSUJII HIROSHI ,  HANADA HIDETO ,  KURETAKE TAKESHI ,  SUGIURA MASANORI ,  KAWAI TAKASHI

IPC: H02J7/04 ,  B60L3/00 ,  B60L11/18 ,  H02J1/00 ,  H02J7/00 ,  H02J7/34

CPC classification number: H02J7/0016 ,  H02J7/0091 ,  H02J7/345 ,  Y02T10/7055

Abstract: PROBLEM TO BE SOLVED: To provide a battery control device capable of increasing the charge cumulative amount in a battery.
SOLUTION: When temperatures of capacitors 14, 15 and 16 are low, each of capacitor inter-terminal voltages V
14 , V
15 and V
16 may reach a threshold Vmax in an early stage since there occurs a rise in inter-terminal voltage due to the internal resistance. When the temperatures T of the capacitors 14, 15 and 16 are low, a controller 3 can increase the charge cumulative amount in the battery 17 by raising the prescribed threshold Vmax.
COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：提供一种能够增加电池中的电荷累积量的电池控制装置。 解决方案：当电容器14,15和16的温度低时，每个电容器端子间电压V SB SB，V SB SB 15， / SB>可能在早期阶段达到阈值Vmax，因为由于内部电阻而导致端子间电压升高。 当电容器14,15和16的温度T低时，控制器3可以通过提高规定的阈值Vmax来增加电池17中的电荷累积量。 版权所有（C）2004，JPO

公开(公告)号：JP2003319502A

公开(公告)日：2003-11-07

申请号：JP2002119776

申请日：2002-04-22

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

Inventor： SUGIURA MASANORI ,  TSUJII HIROSHI ,  KURETAKE TAKESHI ,  HANADA HIDETO ,  KAWAI TAKASHI

IPC: B60W20/00 ,  B60K6/48 ,  B60K6/54 ,  B60L1/00 ,  B60L11/14 ,  B60W10/08 ,  B60W10/26 ,  B60W10/30 ,  B60K6/04

CPC classification number: Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a power controller that can prevent the relation of the between the stop timing of a driving force source and the function-changing timing of an auxiliary device from becoming irregular, every time the driving force source stops. SOLUTION: This power controller has a generator that is driven by power from the driving force source, an electricity-storing device that accumulates electric power that is outputted by the generator, and a functional device that functions by the electric power that is outputted by the electricity-storing device. In this controller, a corresponding relation controlling means (Step S1, Step S2, Step S3) is provided that hinders the relation, between the timing when the output of the driving force source changes and the timing when, as the output from the driving force source changes, electric power supplied from the electricity-storing device to the functional device changes so that the function of the functional device changes, from changing according to the electric energy of the electricity-storing device. COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：为了提供能够防止驱动力源的停止时刻与辅助装置的功能改变定时之间的关系变得不规则的动力控制器，每当驱动力源停止时 。 解决方案：该电力控制器具有通过来自驱动力源的动力驱动的发电机，积蓄由发电机输出的电力的蓄电装置，以及通过电力产生功能的功能装置 由蓄电装置输出。 在该控制器中，提供了相应的关系控制装置（步骤S1，步骤S2，步骤S3），其阻碍驱动力源的输出变化的时刻与作为驱动力的输出的定时之间的关系 电源变化，从蓄电装置向功能装置供给的电力发生变化，功能装置的功能根据蓄电装置的电能而变化。 版权所有（C）2004，JPO

公开(公告)号：JP2003314321A

公开(公告)日：2003-11-06

申请号：JP2002124283

申请日：2002-04-25

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

Inventor： KANEKO TOMOHIRO ,  KURETAKE TAKESHI ,  TSUJII HIROSHI ,  SUGIURA MASANORI ,  HANADA HIDETO ,  KAWAI TAKASHI

IPC: F02D9/02 ,  F02D17/00 ,  F02D29/02 ,  F02D41/04 ,  F02D41/12

CPC classification number: Y02T10/42

Abstract: PROBLEM TO BE SOLVED: To provide a control device for quickly stopping an internal combustion engine without generating vibration when stopping the internal combustion engine with economical running control.
SOLUTION: This stop control device for an internal combustion engine for a vehicle stops the internal combustion engine when a preset stop condition is satisfied independently of stopping operation by a driver and stops injection of the fuel when stopping the internal combustion engine and throttles an intake. This stop control device is provided with a car speed determining means for determining car speed when the stop condition is satisfied (step S2) and a fuel stop means for immediately stopping injection of the fuel without waiting throttle of the intake (step S5) when car speed determined by the car speed determining means (step S2) exceeds the predetermined car speed.
COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：提供一种用于在经济运行控制停止内燃机时不会产生振动的快速停止内燃机的控制装置。 解决方案：用于车辆内燃机的停止控制装置在独立于驾驶员的停止操作而满足预设停止条件时停止内燃机，并且在停止内燃机和节流阀时停止燃料喷射 一个摄入。 该停止控制装置设置有轿厢速度确定装置，用于当满足停止条件时确定轿厢速度（步骤S2）和用于在不等待轿厢的步骤S5的情况下立即停止喷射燃料的燃料停止装置（步骤S5） 由轿厢速度确定装置确定的速度（步骤S2）超过预定的轿厢速度。 版权所有（C）2004，JPO