公开(公告)号：JPH06146990A

公开(公告)日：1994-05-27

申请号：JP30401892

申请日：1992-11-13

Applicant: TOYOTA MOTOR CORP

Inventor： NAGAI TOSHINARI

IPC: F02D41/04 ,  F02D41/06 ,  F02D41/18 ,  F02D45/00

Abstract: PURPOSE:To carry out reliable air density judgement without using an inlet-air temperature sensor in a device for judging air density by calculating the reference amount of inlet-air from throttle opening, and by comparing it with the actual amount of inlet-air. CONSTITUTION:When it is judged to be cold starting time (steps 101, 102), an update width alpha of a learned value KPA for air density is tripled compared with a case other than cold starting (step 103). Learning speed of the learned value KPA for air density during cold starting becomes faster compared with the case other than cold starting, and the air density during cold starting when the atmospheric temperature and the inlet-air temperature are almost the same, can thus be determined by active learning (steps 106-110).

公开(公告)号：JPH06129307A

公开(公告)日：1994-05-10

申请号：JP27752792

申请日：1992-10-15

Applicant: TOYOTA MOTOR CORP

Inventor： NAGAI TOSHINARI

IPC: F02D41/04 ,  F02D41/18 ,  F02D45/00 ,  F02M25/07 ,  F02M25/08

Abstract: PURPOSE:To judge altitude without an effect of additional intake air by comparing a reference inlet air quantity estimated from the throttle opening with the actual inlet air quantity. CONSTITUTION:When EGR (exhaust gas recirculation) is switched on, a correction factor DELTAGNEGR showing the air quantity passed through an air flow meter in all of the inlet air quantity is calculated on the basis of the rotational speed NE of the engine and the throttle opening TA (step 103). Then, this correction facter DELTAGNEGR and a correction coefficient KPA of the atmosperic pressure are multiplied by a map value GNTAB of the reference inlet air quantity respectively, which have been obtained in the (step 101) for estimating correction reference inlet air quantity GNAFM, and inlet air quantity GNTA' is estimated on the basis of the output signal of an air flow meter (atep 105). This GNAFM is compared with GNTA' for renewing the correction coefficient KPA of the atmosperic pressure (step 106,107).

公开(公告)号：JPH05240032A

公开(公告)日：1993-09-17

申请号：JP4395992

申请日：1992-02-28

Applicant: TOYOTA MOTOR CORP

Inventor： NAGAI TOSHINARI ,  SAWANO MASAYUKI

IPC: F01N3/18 ,  F01N3/22 ,  F02D41/14 ,  F02D41/34

Abstract: PURPOSE:To prevent an erroneous detection of abnormal condition in advance by eliminating influence of non-synchronous injection and fluctuation of the rotational number of an internal combustion engine just before detection of abnormal condition. CONSTITUTION:In an engine 1 provided with a secondary air supplying device 12 when setting up of abnormal detecting condition is judged by an ECU 30 on the basis of the value detected by each sensor, injectors 6A to 6D are driven so as to detect abnormal condition in the secondary air supplying device 12, and thereby, a base air fuel ratio is set in rich condition forcibly. In the ECU 30, abnormal or normal condition is judged on the basis of an exhaust air-fuel ratio at this time. In the ECU 30, when non-synchronous injection is carried out, the initial value of an erroneous diagnosis preventing counter is set, and count-down is started from the initial value. Judgement of abnormal or normal condition on the basis of the exhaust air fuel ratio is inhibited by the ECU 30 only for a period until the result of count-down is just going to reach a reference value. As a result, the exhaust air fuel ratio not be placed in rich condition by influence of non-cynchronous injection which is carried out just before, in the case when abnormal condition is detected.

公开(公告)号：JPH0579323A

公开(公告)日：1993-03-30

申请号：JP24142191

申请日：1991-09-20

Applicant: TOYOTA MOTOR CORP

Inventor： NAGAI TOSHINARI

IPC: F01N3/22 ,  F01N3/32

Abstract: PURPOSE:To provide an exhaust purifying device, which can shorten the time required for warming up catalytic during a period of a cold engine and which can prevent the aggravation of emission for the reduced speed operation after the warming up, by supplying secondary air. CONSTITUTION:A catalytic converter 14, which is installed in the exhaust pipe 13 of an engine 11, is supplied with secondary air by an electric air pump 5. An electronic controller 8 detects a difference of pressure between the inlet and the outlet of the pump 5 by means of pressure sensors 9, 11. In addition, the electronic controller 8 figures out the quantity of necessary, secondary air based on the output from an air-flow meter 1 and a fuel injection quantity of a fuel injection valve 2, and adjusts the voltage impressed to the pump 5 in response to the pressure difference of the pump 5, thereby controlling the quantity of the secondary air. The air/fuel ratio at the inlet of a catalytic converter 14 is controlled in such a way that it remains lean at the time of warming up catalytic and that it becomes leaner than that for the reduced speed operation after the warming up but richer than that for the warming up catalytic.

公开(公告)号：JPS62157254A

公开(公告)日：1987-07-13

申请号：JP29347785

申请日：1985-12-28

Applicant: TOYOTA MOTOR CORP

Inventor： NAGAI TOSHINARI ,  MASUI TAKATOSHI ,  KATSUNO TOSHIYASU

IPC: F02D41/14 ,  F02D41/00 ,  F02D41/22 ,  F02D45/00

Abstract: PURPOSE:To prevent exhaust property from deteriorating when an O2 sensor on the upstream side of a catalytic converter becomes temporarily abnormal by arranging a first and second air-fuel ratio sensors respectively on the upstream and downstream sides of the converter and, when the upstream side converter is abnormal, stopping air-fuel ratio control effected with the downstream side air-fuel ratio sensor. CONSTITUTION:A control circuit 10, based on O2 sensors 13 and 15 respectively arranged on the upstream and downstream sides of a catalytic converter 12, performs feedback control by compensating feedback control constants (lean skip, rich skip, lean side delay time, rich side delay time, and integral constant) by means of the downstream side O2 sensor 15. The control circuit 10 discriminates an inactive condition of the upstream side O2 sensor for more than a specified period of time as abnormal and stops air-fuel ratio control effected with the downstream side O2 sensor 15.

公开(公告)号：JPS6260956A

公开(公告)日：1987-03-17

申请号：JP19933885

申请日：1985-09-11

Applicant: TOYOTA MOTOR CORP

Inventor： NAGAI TOSHINARI ,  MASUI TAKATOSHI ,  SATO YASUSHI ,  KATSUNO TOSHIYASU

IPC: F02D41/14 ,  F02D41/00

Abstract: PURPOSE:To prevent the deterioration in fuel consumption, emission, drivability, etc. by prohibiting the air-fuel ratio feedback control due to an O2 sensor on the downstream when the air-fuel ratio variation quantity is large in ascending and descending a slope, and so on. CONSTITUTION:An air-fuel ratio correction quantity calculating means calculates the air-fuel ratio correction quantity according to the air-fuel ratio feedback control constant calculated by the output of an O2 sensor on the downstream side and the output v1 of an O2 sensor on the upstream side. When the air-fuel ratio variation quantity DELTAFAFAVX calculated according to the air-fuel ratio correction quantity FAF is larger than a prescribed value alpha, the calculation of the air-fuel ratio feedback constant due to the output of the O2 sensor on the downstream side is prohibited by a prohibiting means. In other words, since the air-fuel ratio feedback control by the O2 sensor on the downstream side for the distribution of the output characteristic of the O2 sensor, distribution of the injection of fuel injection valves, etc. is prohibited, when the variation speed of the air-fuel ratio in ascending and descending a slope is large, the excessive correction of air-fuel ratio is suppressed, and the deterioration of fuel consumption is prevented.

公开(公告)号：JPS60195350A

公开(公告)日：1985-10-03

申请号：JP5018184

申请日：1984-03-17

Applicant: Toyota Motor Corp

Inventor： NAGAI TOSHINARI ,  WATANABE SHIYOUJI

IPC: F02D41/00 ,  F02D41/04 ,  F02D41/06 ,  F02D41/34

CPC classification number: F02D41/34 ,  F02D41/0085 ,  F02D41/3094 ,  Y02T10/44

Abstract: PURPOSE:To sufficiently exhibit the cooling effect of intake-air to practically improve the distribution of air-fuel ratio among engine cylinders, accordingly, so that the output performance of an engine is enhanced, by making the ratio of fuel injection of main and auxiliary injection valves variable in accordance with the rotational speed of the engine. CONSTITUTION:An optimum fuel injection rate alpha of an auxiliary injection valve is beforehand obtained from a two-dimensional map which is based upon the relationship between the load of an engine, such as, for example, the amount of intake-air, and the rotational speed Ne of the engine, as shown in the drawing, in accordance with the relationship among the injection rate alpha of the auxiliary injection valve (=injection amount of auxiliary injection valve/(fuel injection amount of auxiliary injection valve + fuel injection amount of main fuel injection valve), output torque Ti, variations in output torque Ti, emission HC, CO, NOX and the distribution of air-fuel ratio DELTAA/F, and the cooling effect of intake-air may be satisfactorily exhibited. Accordingly, the amount (q) of fuel injection is computed in accordance with predetermined operating condition parameters of the engine, and therefore, a fuel injection amount of q(1-alpha), where is obtained as mentioned above, of fuel is injected from a main fuel injection amount, and as well a fuel injection amount qalpha of fuel is injected from the auxiliary fuel injection valve.

Abstract translation: 目的：为了充分发挥进气的冷却效果，实际上提高发动机气缸之间的空燃比分配，从而通过使主辅的燃油喷射比例提高发动机的输出性能 喷射阀根据发动机转速而变化。 构成：辅助喷射阀的最佳燃料喷射速率α是从二维图预先得到的，二维图基于发动机的负荷（例如进气量）和 发动机的转速Ne，如图所示，根据辅助喷射阀的喷射速率α（=辅助喷射阀的喷射量/（辅助喷射阀的燃料喷射量+燃料喷射量的燃料喷射量） 主燃油喷射阀），输出转矩Ti，输出转矩Ti，排放HC，CO，NOX的变化和空燃比DELTAA / F的分布，以及进气的冷却效果可以令人满意地显示出来，因此， 根据发动机的预定操作条件参数计算燃料喷射量（q），因此，如上所述获得的燃料的q（1-α）燃料喷射量为 从辅助燃料喷射阀喷射从主燃料喷射量喷射的燃料喷射量qalpha和燃料的燃料喷射量qalpha。

公开(公告)号：JPS60195348A

公开(公告)日：1985-10-03

申请号：JP5017984

申请日：1984-03-17

Applicant: Toyota Motor Corp

Inventor： NAGAI TOSHINARI ,  WATANABE SHIYOUJI

IPC: F02D41/00 ,  F02D41/14 ,  F02D41/34 ,  F02D41/36

CPC classification number: F02D41/0085 ,  F02D41/2454

Abstract: PURPOSE:To improve the distribution of air-fuel ratio among engine cylinders to improve the output performance of an engine, by discriminating whether the air-fuel ratio of mixture is rich or lean for every engine cylinder in accordance with the concentration of O2 component in exhaust gas to compensate the amount of fuel injection from an auxiliary injection valve for each cylinder. CONSTITUTION:The output of an O2 sensor is composed of a low frequency component due to feed-back control and a high frequency component which varies discontinuously in accordance with the exhaust strokes of engine cylinders. Accordingly, the output of the O2 sensor indicates the air-fuel ratio of each cylinder for each cycle period of the high frequency component. The output of a band path filter (BPF) which is a high frequency component extracted from the output of the band path filter is compared with the averaged value VR of the O2 sensor to discriminate whether the mixture is rich or lean. The timing of the high frequency component of output of the O2 sensor varies relative to the timing of a crank angle sensor, depending upon the time during which exhaust gas flows from an exhaust valve to the attachment section of the O2 sensor. The air-fuel ratio for each engine is determined for each timing of the output of the exhaust valve, thereby the amount of fuel injection from an auxiliary injection valve is compensated.

Abstract translation: 目的：提高发动机气缸空燃比分布，提高发动机的输出性能，通过对每个发动机气缸的混合气体的空燃比是否丰富或浓缩，根据O2分量的浓度， 排气用于补偿来自每个气缸的辅助喷射阀的燃料喷射量。 构成：O2传感器的输出由反馈控制的低频分量和根据发动机气缸的排气冲程而不连续变化的高频分量组成。 因此，O2传感器的输出表示高频分量的每个周期的每个气缸的空燃比。 将从带通滤波器的输出提取的高频分量的带通滤波器（BPF）的输出与O2传感器的平均值VR进行比较，以区分混合浓度或浓度。 O2传感器输出的高频分量的定时相对于曲柄角传感器的定时而变化，这取决于废气从排气阀流到O 2传感器的附着部分的时间。 对于排气门的输出的每个定时确定每个发动机的空燃比，从而补偿来自辅助喷射阀的燃料喷射量。

公开(公告)号：JP2006322404A

公开(公告)日：2006-11-30

申请号：JP2005147140

申请日：2005-05-19

Applicant: TOYOTA MOTOR CORP

Inventor： KOJIMA KAZUNORI ,  NAGAI TOSHINARI ,  ADACHI NORIYASU ,  KINOSHITA TAKEO

IPC: F02D41/34 ,  F02D41/02 ,  F02D41/04 ,  F02D45/00 ,  F02M45/02 ,  F02M63/00

Abstract: PROBLEM TO BE SOLVED: To accurately estimate parameter value indicating fuel behavior and make air-fuel ratio appropriately conform to a target in a dual injection system. SOLUTION: A fuel injection quantity control device is applied to an internal combustion engine provided with a dual injection system provided with a port injection valve and a cylinder injection valve in each cylinder. The device accurately determines parameter Pp, Rp, Pv, Rv values indicating fuel behavior in an intake air passage by multiplying values obtained from a base table by correction coefficients KPp, KRp, KPv, KRv based on port injection ratio R which is an element greatly affecting fuel behavior. Fuel adhesion quantity on an intake passage component member is accurately estimated by using the parameter values and fuel quantity injected from the port injection valve is determined based on the estimated fuel adhesion quantity. Consequently, air-fuel ratio of air fuel mixture supplied to the engine can be made to appropriately conform to the target value. COPYRIGHT: (C)2007,JPO&INPIT

公开(公告)号：JP2003097334A

公开(公告)日：2003-04-03

申请号：JP2001285885

申请日：2001-09-19

Applicant: TOYOTA MOTOR CORP

Inventor： UCHIDA TAKAHIRO ,  SAWADA YUTAKA ,  NAGAI TOSHINARI ,  KATAYAMA AKIHIRO ,  KUZE YASUHIRO ,  KATO NAOTO

IPC: F02D45/00 ,  B01D53/86 ,  F01N3/20 ,  F01N3/24 ,  F01N3/28 ,  F02D41/04 ,  F02D41/12 ,  F02D41/14

Abstract: PROBLEM TO BE SOLVED: To determine deterioration of catalysts without largely worsening of exhaust emission by a device for detecting deterioration of the catalyst for purifying exhaust gas of an internal combustion engine. SOLUTION: An upstream side catalyst 32 and a downstream side catalyst 34 are arranged in an exhaust passage and a first O2 sensor 38 is arranged between both the catalysts, and a second O2 sensor 40 is arranged in the downstream of the downstream side catalyst 34. An air-fuel ratio is forcedly oscillated and an oxygen storage capacity OSC of the upstream side catalyst 32 is detected, and deterioration of the upstream side catalyst 32 is detected basing whether the capacity OSC is larger than a predetermined value or not. Forced oscillation of the air-fuel ratio is performed only when an oxygen storage state of the downstream side catalyst 34 is optimal.