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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
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
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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
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
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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
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：JP2004011650A
公开(公告)日：2004-01-15
申请号：JP2003288596
申请日：2003-08-07
Applicant: TOYOTA MOTOR CORP
Inventor： KOBAYASHI YUKIO , YAMAGUCHI KATSUHIKO , HARADA OSAMU , HINO HARUJI , ABE SHINICHI
IPC: B60W20/00 , B60K6/48 , B60W10/06 , B60W10/08 , B60W10/26 , F02D29/02 , F02D29/06 , F02P5/15 , B60K6/04
Abstract: PROBLEM TO BE SOLVED: To perform a control, when restarting an internal combustion engine stopped once during the operation of a vehicle, so as to satisfy both the cases necessitating vehicle driving force and the necessity of suppression of body vibration or the like. SOLUTION: When vehicle driving force is required, ignition period is set to A at the beginning, and then advanced by a (S218). When the suppression of body vibration is required, the ignition period is set to B retarded from A at the beginning, and thereafter set to b smaller than a. Accordingly, when the suppression of body vibration is required, the ignition period is retarded to reduce a shock or the like. When the driving force is required, the ignition period is advanced more than in the necessity of vibration suppression, and a general output can be obtained more quickly. COPYRIGHT: (C)2004,JPO
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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
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,JPOAbstract 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
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Patent Agency Ranking
公开(公告)号：JPS6368748A
公开(公告)日：1988-03-28
申请号：JP21058086
申请日：1986-09-09
Applicant: TOYOTA MOTOR CORP
Inventor： HARADA OSAMU
Abstract: PURPOSE:To leave the output air-fuel ratio as it is even though a knock occurs in a lean control period, and to improve the fuel consumption and the output, by stopping the fuel increase depending on the delay angle control of the ignition time while the air-fuel ratio is being lean-controlled. CONSTITUTION:A lean control device B to exercise the lean control to make the air-fuel ratio equal to the output air-fuel ratio, when the exhaust gas temperature detected by an exhaust gas temperature sensor A is below a specific value, is provided. And an ignition time delay angle device D to delay the angle of the ignition time, when a knock is detected by a knock sensor C, is provided. Responding to the delay angle amount of the ignition time delay angle device D, the fuel is increased by a fuel increase device E. In this case, when the lean control is being performed by the lean control device B, the fuel increase by the fuel increase device E is stopped by an increase stop device F. Thereby, while the air-fuel ratio is lean-controlled, the fuel increase is stopped even though a knock occurs, and the fuel consumption is reduced.
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公开(公告)号：JPS6345444A
公开(公告)日：1988-02-26
申请号：JP18785186
申请日：1986-08-12
Applicant: TOYOTA MOTOR CORP
Inventor： SUEMATSU TOSHIO , HARADA OSAMU
Abstract: PURPOSE:To prevent the temperature in an exhaust system from increasing to high level, by incrementing fuel when the exhaust gas temperature is higher than a target level which is set to be higher for high speed area or heave load area. CONSTITUTION:A control circuit 10 operates a basic fuel injection based on an intake air flow fed from an air flow meter 3 and rotations fed from crank angle sensors 5, 6. Then said basic fuel injection is corrected in many ways based on the values detected through a water temperature sensor 13, an O2 sensor 14, etc. so as to control a fuel injection valve 11. The control circuit 10 reads out a target exhaust temperature from a data map corresponding to the basic fuel injection and the rotation and makes comparison with a value detected through an exhaust temperature sensor 18. When the temperature detected through the exhaust temperature sensor 18 is higher than the target exhaust temperature, fuel being injected from a fuel injection valve 11 is incremented.
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公开(公告)号：JPS62170754A
公开(公告)日：1987-07-27
申请号：JP1217886
申请日：1986-01-24
Applicant: TOYOTA MOTOR CORP
Inventor： ANZAI KATSUSHI , SUEMATSU TOSHIO , TAKEDA YUJI , HARADA OSAMU
Abstract: PURPOSE:To make it possible to maintain low the required ignition voltage, in a fuel cut condition for performing a fuel supply stop in order to prevent a over-revolution, by correcting an ignition timing set by means of an ignition timing setting means to an advance side. CONSTITUTION:A desired ignition timing corresponding to an operating condition of an internal combustion engine is set by a ignition timing setting means 2 and the ignition is performed by an ignition control means 1. Further, fuel corresponding to the operating condition is supplied to the internal combustion engine by a fuel supply control means 3. In this way, a fuel cut condition for performing the stop of the fuel supply in order to prevent the over-revolution by the fuel supply control means 3, is judged by a fuel cut condition judging means 4. Thus, in the fuel cut condition, an ignition timing set by the ignition timing setting means 2 is corrected to an advance side by an ignition timing advance correcting means 5. Therefore, it is possible to maintain low the required ignition voltage so as to prevent the leak in the ignition circuit.
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公开(公告)号：JPS62118044A
公开(公告)日：1987-05-29
申请号：JP25782785
申请日：1985-11-19
Applicant: TOYOTA MOTOR CORP
Inventor： ANZAI KATSUSHI , TAKEDA YUJI , SUEMATSU TOSHIO , HARADA OSAMU
IPC: F02D45/00
Abstract: PURPOSE:To compute a proper fuel injection time and an ignition timing, by providing a means, limiting a load to a given maximum value in an acceleration area in a range of a given time, and a means, changing the given time and/or the given maximum value. CONSTITUTION:An airflow meter 3 measures an intake air amount of an internal-combustion engine 1, and an output signal is inputted to a control device 50. The rotation speed of an engine from a rotation angle sensor 7 is stored in the control device 50. The control device 50 is provided with a means, limiting a load to a given maximum value in an acceleration area in a range of a given time, and a means, changing the given time and/or the given maximum value according to the rotation speed of an engine. This constitution enables computation of a proper fuel injection time and ignition timing.
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公开(公告)号：JPS6291658A
公开(公告)日：1987-04-27
申请号：JP22969385
申请日：1985-10-15
Applicant: TOYOTA MOTOR CORP
Inventor： TAKEDA YUJI , SUEMATSU TOSHIO , ANZAI KATSUSHI , HARADA OSAMU
IPC: F02P5/15
Abstract: PURPOSE:To improve the responsiveness to acceleration by allowing an ignition timing to be retarded by a corrected lag angular value which is smaller than a lag angle determined by engine temperature, when a car speed detected by a car speed detecting means is low. CONSTITUTION:The titled device includes an operating condition detecting means M2 which detects load, speed, and temperature of an internal combustion engine M1, and computes a lag angular value for in ignition timing by a lag angular value computing means M3 based on engine temperature detected by the above said means M2. And then a reference ignition timing is computed by an ignition control means M4 based on the engine load and speed, besides, the actual ignition if effected by a timing where the reference ignition timing is retarded by the computed lag angular value. In this case, a lag angular value computing means M6 is provided so as to compute a correction value for the lag angular value which is made smaller as a car speed is low, in accordance with the car speed detected by a car speed detecting means M5. And then the corrected lag angular value is outputted to the ignition control means M4 in place of the above said lag angular value.
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