公开(公告)号：JP2002053005A

公开(公告)日：2002-02-19

申请号：JP2000240097

申请日：2000-08-08

Applicant: TOYOTA MOTOR CORP ,  TOYODA GOSEI KK

Inventor： ONO MITSUYOSHI ,  YAMAMOTO TAKASHI

IPC: B60R21/20 ,  B60R21/213 ,  B60R21/22

Abstract: PROBLEM TO BE SOLVED: To stabilize the expanding direction of an air bag body and improve the impact absorbing performance. SOLUTION: The air bag body 16 is expanded toward the inside of a cabin while guided by a guide wall 42A of a slide having the strength enough to not easily deformed by expanding force of the air bag body 16 in expanding the air bag body 16. As a result, the expanding direction of the air bag body 16 is stabilized. In the case when the impact load acts toward the guide wall 42A of the slide base 42 from the cabin inside direction, the guide wall 42A is easily plastically deformed by a cutout part 60 formed on the guide wall 42A to effectively absorb the impact load.

公开(公告)号：JP2000087782A

公开(公告)日：2000-03-28

申请号：JP25894398

申请日：1998-09-11

Applicant: TOYOTA MOTOR CORP

Inventor： KIBE KAZUYA ,  GOTO ISAMU ,  ISHIGAKI HIROTATSU ,  YAMAMOTO TAKASHI ,  KANEKO TOMOHIRO

IPC: F02B37/00 ,  F02B37/12 ,  F02B37/24 ,  F02D9/02 ,  F02D21/08 ,  F02D23/00 ,  F02D41/02 ,  F02D41/14 ,  F02D41/18 ,  F02D43/00 ,  F02D45/00 ,  F02M25/07

Abstract: PROBLEM TO BE SOLVED: To improve driveability without increasing exhaust emission by controlling exhaust gas recirculation means and a centrifugal supercharger of variable nozzle type using the intake air amount as a parameter while in the range for performing exhaust gas recirculation. SOLUTION: When a running condition of an internal combustion engine 1 is in the range for performing the exhaust gas recirculation(EGR), an electronic control unit(ECU) 100 controls an EGR valve 19 constituting the exhaust gas recirculation means and a centrifugal supercharger of variable nozzle type 7 using the intake air amount as a parameter. That is, the target intake air amount per rotation of a crank shaft is calculated using an engine speed and accelerator opening degree as parameters, and the actual intake air amount and the target intake air amount are compared for controlling. With this control mechanism, when the actual intake air amount is smaller than the target one, for example, a boost pressure from the centrifugal supercharger of variable nozzle type 7 is raised while decreasing the opening degree of the EGR valve 19, thus reducing EGR gas supplied to a combustion chamber of each cylinder 1a to 1d, and increasing the intake air amount.

公开(公告)号：JPH11321684A

公开(公告)日：1999-11-24

申请号：JP13554098

申请日：1998-05-18

Applicant: TOYOTA MOTOR CORP

Inventor： YAMAMOTO TAKASHI ,  KOSHIRO TAKAHIRO

IPC: B62D5/00 ,  B62D5/04 ,  B62D6/00 ,  B62D101/00 ,  B62D113/00 ,  B62D119/00

Abstract: PROBLEM TO BE SOLVED: To sufficiently suppress the circumferential vibration of a steering handle even in no-hands state by providing a second control means for controlling the generating torque of an actuator to control deviation to a small value, compared with a first control means when the no-hands state is judged. SOLUTION: On the basis of the transmission ratio G get by a transmission ratio setting part 71 and the input angle θ h detected by an input angle sensor 21, an output angle target value θ pm forming a target rotating angle of an output shaft is set by calculation with θ pm=G.θ h. The deviation (e) between the set output angle target value θ pm and the output angle θp detected by an output angle sensor 41 is imparted to a switching part 72. The switching part 72 switches the designation of the input deviation (e) to either one of compensators 74, 75 on the basis of the judgment result of a no-hands state judging part 73. In a general steering state, which is not the no-hands state, the compensator 74 having the higher gain is used, and in the no-hands state, the compensator 75 having a gain set small is used.

公开(公告)号：JPH11281672A

公开(公告)日：1999-10-15

申请号：JP8730298

申请日：1998-03-31

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

Inventor： YAMAMOTO TAKASHI ,  YAMASHITA KATSUJI ,  OBA MITSURU ,  SUZUKI KOICHI

IPC: B60G17/00 ,  B60G17/018 ,  B60K17/348 ,  B60W40/06 ,  B60W40/109 ,  B62D7/14 ,  G01P15/00 ,  G01P15/18 ,  G01P21/00

Abstract: PROBLEM TO BE SOLVED: To provide an output corrector of acceleration sensor for vehicle in which drift error of acceleration sensor can be corrected more accurately. SOLUTION: When an engine output decision means 166 makes a decision that the output from an engine 10 falls within a specified range, an acceleration correcting means 168 corrects the outputs from acceleration sensors 90, 92 based on the outputs therefrom. Alternatively, outputs from the acceleration sensors 90, 92 are corrected based on the pavement inclination θ in the longitudinal direction estimated by a pavement inclination estimating means 166. Furthermore, outputs from the acceleration sensors 90, 92 are corrected based on the outputs therefrom when flat road constant speed straight traveling is determined by the means 166. Output from the acceleration sensor can be corrected accurately as compared with a conventional corrector where a decision is made that a vehicle is traveling straight if the difference between left and right rotational speeds falls with a specified range and the outputs from the acceleration sensors 90, 92 are employed as a drift error.

Abstract translation: 要解决的问题：提供可以更精确地校正加速度传感器的漂移误差的车辆用加速度传感器的输出校正器。 解决方案：当发动机输出判定装置166判定发动机10的输出落在指定范围内时，加速度校正装置168根据加速度传感器90,92的输出校正加速度传感器90,92的输出。 或者，来自加速度传感器90,92的输出根据由路面倾斜估计单元166所估计的纵向的路面倾斜度θ进行修正。此外，来自加速度传感器90,92的输出根据平面 与传统的校正器相比，加速度传感器的输出可以被精确地校正，因此如果左右转速之间的差值与 来自加速度传感器90,92的输出被用作漂移误差。

公开(公告)号：JPH11278082A

公开(公告)日：1999-10-12

申请号：JP8730798

申请日：1998-03-31

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

Inventor： OBA MITSURU ,  SUZUKI KOICHI ,  YAMAMOTO TAKASHI ,  YAMASHITA KATSUJI ,  IKEDA AKIHIKO ,  IGAKI MUNEYOSHI ,  TAKADA MANABU ,  SAKAI TAKESHI

IPC: B60K17/348

Abstract: PROBLEM TO BE SOLVED: To provide a control device of a torque distribution clutch for a vehicle capable of improving fuel consumption of the vehicle and durability of the torque distribution clutch.
SOLUTION: Fuel consumption of a vehicle and durability of a torque distribution clutch are improved as transmission torque t
r (=t
ref ) of an electromagnetic clutch 30 is controlled in accordance with a map value M
tindf (V) which is traveling resistance relational quantity computed by a traveling resistance relational quantity computing means 276 by a torque distribution clutch control means 120. That is, as the torque distribution clutch control means 120 decreases the transmission torque t
r (=t
ref ) of the electromagnetic clutch 30 toward zero as input torque t
in of the electromagnetic clutch 30 decreases, large torque is distributed and accelerating performance is improved through the electromagnetic clutch 30 in the case when the input torque t
in is larger than the map value M
tindf (V), while an engagement load on the electromagnetic clutch 30 is restrained and fuel consumption of the vehicle and durability of the torque distribution clutch are further improved in the case when the input torque t
in is smaller than the map value M
tindf (V).
COPYRIGHT: (C)1999,JPO

Abstract translation: 要解决的问题：提供一种用于车辆的扭矩分配离合器的控制装置，其能够改善车辆的燃料消耗和扭矩分配离合器的耐久性。 解决方案：根据由a值计算的行驶阻力关系量的映射值Mtindf（V）来控制电磁离合器30的传动扭矩tr（= tref），从而改善了车辆的燃料消耗和扭矩分配离合器的耐久性。 即，转矩分配离合器控制机构120将电磁离合器30的传递转矩tr（= tref）减小为零，作为电磁离合器的输入转矩tin 在输入转矩锡大于地图值Mtindf（V）的情况下，通过电磁离合器30，离合器30减小，分力大，并且通过电磁离合器30提高加速性能，同时抑制电磁离合器30的接合负荷，燃料 在这种情况下，进一步提高了车辆的消耗和扭矩分配离合器的耐久性 输入转矩锡小于地图值Mtindf（V）。

公开(公告)号：JPH11278081A

公开(公告)日：1999-10-12

申请号：JP8730398

申请日：1998-03-31

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

Inventor： YAMAMOTO TAKASHI ,  YAMASHITA KATSUJI ,  OBA MITSURU ,  SUZUKI KOICHI

IPC: B60K17/348

Abstract: PROBLEM TO BE SOLVED: To provide a turn traveling control device capable of deciding a target yaw rate by using acceleration in the horizontal direction free to comparatively easily detect without using a road surface friction coefficient μ.
SOLUTION: It is possible to decide a target yaw rate r° by using acceleration in the horizontal direction free to comparatively easily detect and to realize a natural turning behavior of a vehicle without always directly detecting a road surface friction coefficient μ as the target yaw rate r° is decided so that it is reduced in accordance with increase of longitudinal acceleration Gx and increased according to an increase in composite acceleration Gxy in a target yaw rate decision means 184.
COPYRIGHT: (C)1999,JPO

Abstract translation: 要解决的问题：提供一种能够在不使用路面摩擦系数μ的情况下通过使用在水平方向上的加速度来自由地相对容易地检测来判定目标横摆率的转弯行驶控制装置。 解决方案：可以确定目标横摆率r deg。 通过在水平方向上的加速度自由地相对容易地检测并且实现车辆的自然转弯行为，而不必总是直接检测作为目标横摆角速度r deg的路面摩擦系数μ。 被确定为根据纵向加速度Gx的增加而减小，并且根据目标横摆率判定装置184中的复合加速度Gxy的增加而增加。

公开(公告)号：JPH11278080A

公开(公告)日：1999-10-12

申请号：JP8730198

申请日：1998-03-31

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

Inventor： YAMAMOTO TAKASHI ,  YAMASHITA KATSUJI ,  OBA MITSURU ,  SUZUKI KOICHI ,  IKEDA AKIHIKO

IPC: B60K17/348 ,  B60K17/346

Abstract: PROBLEM TO BE SOLVED: To provide a control device of a torque distribution clutch for a vehicle to provide transmission torque in a size to correspond with a command value to the torque distribution clutch regardless of slippage of relation between the command value and actual transmission torque due to a mechanical or electrical primary factor. SOLUTION: It is possible to provide transmission torque tr in size corresponding to a command value tref for an electromagnetic clutch 30 regardless of slippage of relation between the command value tref actual transmission torque tr due to a mechanical or electric primary factor as a correction value Δtref is computed in accordance with a rotational speed difference ΔNav of the electromagnetic clutch 30 and input torque tinav of the electromagnetic clutch 30 in a command value correction means 128. Shortage torque Δtref which is a difference between the command value (command torque) tref found from an equation of motion of a driving system rotor in a motive power transmission route of a vehicle and the actual transmission torque tr is a function of input torque tin of the electromagnetic clutch 30 and a rotational speed difference ΔN.

Abstract translation: 要解决的问题：提供一种用于车辆的扭矩分配离合器的控制装置，以提供与扭矩分配离合器的指令值相对应的尺寸的传动扭矩，而与指令值与实际传动扭矩之间的关系的滑动无关 到机械或电气的主要因素。 解决方案：可以提供与电磁离合器30的指令值tref对应的传输扭矩tr，而不管由于作为校正值Δtref的由机械或电主要因素引起的指令值tref实际传动转矩tr之间的关系的滑动 根据电磁离合器30的转速差ΔNav和电磁离合器30在指令值修正单元128中的输入转矩tinav计算。短路转矩Δtref是由指令值（指令转矩）tref 车辆的动力传递路径中的驱动系统转子的运动方程和实际的传递转矩tr是电磁离合器30的输入转矩tin和转速差ΔN的函数。

公开(公告)号：JPH11257165A

公开(公告)日：1999-09-21

申请号：JP5848598

申请日：1998-03-10

Applicant: TOYOTA MOTOR CORP ,  TOYODA AUTOMATIC LOOM WORKS

Inventor： YAMAMOTO TAKASHI ,  IKEDA YUZURU

IPC: F02M25/07 ,  F01P3/12 ,  F01P3/20 ,  F01P7/14 ,  F01P7/16

Abstract: PROBLEM TO BE SOLVED: To cool exhaust gases, to reduce pressure, and to feed the inside of a cylinder with a large quantity of the exhaust gases by means of a route for a cooling medium, a flowing means for making this cooling medium flow in this route, and an opening means to open the route only when engine speed comes to be more than the specified one. SOLUTION: A first circulating route mainly passes the inside of an engine body 1 via a water pump 3, a second circulating route passes the engine body 1 and a radiator 2 via the water pump 3 and a thermostat 5, and a third circulating route goes past a cooler 4 and the radiator 2 annularly via the water pump 3 and the thermostat 5 plus a pressure valve 6, respectively. When engine speed comes into a high speed range, discharge pressure in the pump 3 goes up and since cooling water becomes more than the specified pressure, the pressure valve 6 opens the third circulating route, whereby the cooling water circulates both these second and third circulating routes. With this, exhaust gas is cooled and the pressure is reduced, and thus a large quantity of exhaust gas is can be supplied to the inner part of a cylinder.

公开(公告)号：JPH11154416A

公开(公告)日：1999-06-08

申请号：JP32127097

申请日：1997-11-21

Applicant: TOYOTA MOTOR CORP

Inventor： NAKAJIMA TAKEHIKO ,  YAMAMOTO TAKASHI

IPC: C08F8/30 ,  H01B1/12 ,  H01M10/05 ,  H01M10/0565 ,  H01M10/40

Abstract: PROBLEM TO BE SOLVED: To provide an Li ion with respective monomer units, to form a principal chain structure having high electron attractivity, and to enhance ion conductivity by constituting it of a specific monomer unit. SOLUTION: A solid electrolyte is composed of a monomer unit expressed by the formula. In the formula, X represents an electron attractive group, and is not particularly limited, but CF3 , SO2 CF3 , F, Cl, Br, I, SO3 CF3 , SO2 C2 F5 , SO3 CH3 and S03 C2 H5 are desirable. This high polymer solid electrolyte can be synthesized by using, for example, polyacrylonitrile as a starting material by an ordinary organic synthesizing method. A polymerization degree of the high polymer solid electrolyte is desirably 10 to 1,000,000. When the polymerization degree is less than 100, this solid electrolyte is a gel shape, and shows rubber like elasticity, and adhesion of a positive electrode and a negative electrode is enhanced, and contact. resistance of an electrolyte and an electrode is reduced. Even it is a complete solid having a polymerization degree not less than 100, it is gelatinized by swelling by an electrolyte solvent.

公开(公告)号：JPH11105729A

公开(公告)日：1999-04-20

申请号：JP27625297

申请日：1997-10-08

Applicant: TOYOTA MOTOR CORP

Inventor： YAMAMOTO TAKASHI ,  IKEDA KOICHI

IPC: B62D6/00 ,  B62D5/04 ,  B62D101/00 ,  B62D117/00 ,  B62D119/00

Abstract: PROBLEM TO BE SOLVED: To reduce a delay in response by detecting the steering torque generated by the rotation of a steering wheel, for generating the steering assist force, and correcting the steering assist force by removing a low frequency component from a differential value. SOLUTION: A torque sensor 12 detects the steering torque T-generated by the rotation of a steering wheel 11. An output of the torque sensor 12 is supplied to an electronic control unit(ECU) 13. The ECU 13 supplies the electric current I to a motor 14 corresponding to the steering torque T-detected by the torque sensor 12. A motor 14 is driven corresponding to the electric current I, to give the assist torque to an output shaft 10b through a pinion gear 16 and a ring gear 17. The motor 14 rotates so that it generates the steering assist force corresponding to the steering torque T-. An inertia compensation control part removes a low frequency component from a differential value T--of the steering torque, to generate a target value Ii - of the inertia compensation control current. Whereby the delay in response caused by the friction and inertia can be reduced.