公开(公告)号：JP2005139921A

公开(公告)日：2005-06-02

申请号：JP2003374580

申请日：2003-11-04

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

Inventor： AOYAMA TARO ,  NISHIOKA HIROMASA

IPC: F02M25/07 ,  B01D53/94 ,  F01N3/08 ,  F01N3/10 ,  F01N3/20 ,  F01N3/24 ,  F01N3/28 ,  F02D9/02 ,  F02D21/08 ,  F02D41/02 ,  F02D41/04 ,  F02D43/00 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To suppress deterioration of emission when NOx and SOx occluded into a NOx catalyst provided in an exhaust gas passage are discharged, and reduce the capacity of an oxidation catalyst provided on the downstream side of the NOx catalyst. SOLUTION: This exhaust emission control system for the internal combustion engine, which is equipped with the NOx catalyst having oxygen occlusion capability and an oxygen occlusion capability estimating device for estimating the level of the oxygen occlusion capability of the NOx catalyst. For an air-fuel ratio L1 of exhaust flowing out from the NOx catalyst to be an air-fuel ratio near stoichiometric, when occluded NOx is reduced and emitted or occluded SOx is emitted in the NOx catalyst, an air-fuel ratio L2 of the exhaust flowing into the NOx catalyst is changed alternately between a rich-side air-fuel ratio and a lean-side air-fuel ratio in a prescribed air-fuel ratio range (AFT to AFB) near stoichiometric AFO which is determined based on the oxygen occlusion capability of the NOx catalyst estimated by the oxygen occlusion capability estimating device. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：为了抑制NOx和SO x吸留在排气通路中设置的NOx催化剂中的排出的劣化，并且降低了设置在NOx催化剂下游侧的氧化催化剂的容量。 解决方案：用于内燃机的排气排放控制系统，其配备有具有吸氧能力的NOx催化剂和用于估计NOx催化剂的吸氧能力水平的阻氧能力估计装置。 为了将从NOx催化剂流出的废气的空燃比L1设为接近化学计量的空燃比，在NOx吸收剂中被吸入的NOx还原并发生或吸入SO x的情况下，空燃比 流入NOx催化剂的排气在基于氧气测定的化学计量比AFO附近的规定空燃比范围（AFT〜AFB）中的富侧空燃比与稀空燃比之间交替变化 由氧吸留能力推定装置估计的NOx催化剂的吸留能力。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005133560A

公开(公告)日：2005-05-26

申请号：JP2003367320

申请日：2003-10-28

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

Inventor： AOYAMA TARO ,  NISHIOKA HIROMASA

IPC: F02D45/00 ,  B01D46/42 ,  F01N3/02 ,  F01N3/24

Abstract: PROBLEM TO BE SOLVED: To accurately infer amount of particulate matter caught by a filter carrying oxidation catalyst based on pressure loss of exhaust gas by the filter in an exhaust emission control device for an internal combustion engine provided with the filter. SOLUTION: In this exhaust emission control device for the internal combustion engine provided with the filter provided in an exhaust passage of the internal combustion engine, carrying catalyst having oxidation function, and catching particulate matter in exhaust gas and a pressure loss detection means for detecting pressure loss of exhaust gas by the filter, it is inferred that amount of particulate matter caught by the filter is zero (S103) in a period of time until pressure loss detected by the pressure loss detection means reaches a pressure loss saturation condition, and after pressure loss reaches the pressure loss saturation condition, amount of particulate matter caught by the filter is inferred based on an operation condition of the internal combustion engine (S104, S105). COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：在具有过滤器的内燃机的废气排放控制装置中，基于过滤器基于废气的压力损失，准确地推测携带氧化催化剂的过滤器捕获的颗粒物质的量。 解决方案：在该内燃机废气排放控制装置中，在内燃机的排气通道中设置有过滤器，具有氧化功能的载体催化剂和排气中的颗粒物质以及压力损失检测装置 为了检测由过滤器排出的废气的压力损失，推测在由压力损失检测装置检测到的压力损失达到压力损失饱和状态的时间段内，由过滤器捕获的颗粒物质的量为零（S103） 并且在压力损失达到压力损失饱和状态之后，基于内燃机的运转状况推断由过滤器捕获的颗粒物质的量（S104，S105）。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005102365A

公开(公告)日：2005-04-14

申请号：JP2003330295

申请日：2003-09-22

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

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

IPC: B60K6/48 ,  B60K6/547 ,  B60L7/12 ,  B60L11/14 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W10/18 ,  B60W20/00 ,  F16H59/04 ,  F16H59/74 ,  F16H61/02 ,  F16H61/21 ,  F16H63/50 ,  B60K6/04 ,  B60K41/00 ,  B60K41/08

CPC classification number: Y02T10/6221 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To materialize efficient energy recovery by regeneration while maintaining the deceleration feeling that a driver requests. SOLUTION: The objective quantity of regeneration is computed (step S12), being tinged with car speed and accelerator opening, so that the quantity of regeneration by a motor generator may increase more the lower the stage is, based on the shift stage of a multimode manual transmission (MMT) at request for deceleration and besides at fuel cut(step S10-YES and Step 11-YES), and the regeneration control of the motor generator is executed so that it may be the objective quantity of regeneration in question, whereby pseudo engine brake feeling is generated (step S13). In this case, the actual speed change stage of the above MMT is not shifted. On the other hand, in case that fuel is not cut (step S11)at deceleration(step11-NO), the regeneration control of the motor generator is inhibited (step S14). COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：通过再生实现有效的能量回收，同时保持驾驶员要求的减速感。

解决方案：计算目标再生次数（步骤S12），由轿厢速度和加速器开度计算，使得电动发电机的再生次数可以根据转换阶段而增加更多的阶段 的多模手动变速器（MMT），并且除了在燃料切断（步骤S10-YES和步骤11-YES）的情况下，执行电动发电机的再生控制，使得其可以是目标再生次数 产生伪发动机制动感（步骤S13）。 在这种情况下，上述MMT的实际转速阶段不变。 另一方面，在减速时不进行燃料（步骤S11）（步骤11-NO）的情况下，禁止电动发电机的再生控制（步骤S14）。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005083284A

公开(公告)日：2005-03-31

申请号：JP2003317317

申请日：2003-09-09

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 ,  INAGAKI KAZUHISA

IPC: F02D45/00 ,  F02D21/08 ,  F02D41/04 ,  F02D41/40

CPC classification number: Y02T10/44

Abstract: PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine capable of a stabilizing engine combustion state even if characteristics of a gas in an engine combustion chamber excessively vary.
SOLUTION: In an electronic control unit 32 for a centralized control of an operating condition of an engine 1, the temperature T1 of the gas in a combustion chamber 2 at a prescribed time CA1 prior to fuel injection timing is calculated as a function of a cylinder internal pressure PS1, volume V1 and weight G1 at the time CA1. On the basis of the temperature T1 at the prescribed time CA1, the optimum fuel injection timing for stabilizing the combustion state of the engine 1 is determined. As a result, the characteristics of the gas filled in the combustion chamber 2 is immediately grasped. The characteristics can be reflected to the fuel injection timing adopted immediately thereafter (for example, in the same combustion cycle).
COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：即使发动机燃烧室中的气体的特性过度变化，也能够提供能够稳定发动机燃烧状态的内燃机的控制装置。 解决方案：在用于集中控制发动机1的运行状态的电子控制单元32中，计算在燃料喷射正时之前的规定时间CA1的燃烧室2中的气体的温度T1作为功能 气缸内压PS1，体积V1和重量G1在时间CA1。 基于规定时间CA1的温度T1，确定用于稳定发动机1的燃烧状态的最佳燃料喷射正时。 结果，立即掌握填充在燃烧室2中的气体的特性。 特性可以反映在紧接其后采用的燃料喷射正时（例如，在相同的燃烧循环中）。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005061239A

公开(公告)日：2005-03-10

申请号：JP2003207488

申请日：2003-08-13

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

Inventor： AOYAMA TARO ,  SASAKI SHIZUO ,  INAGAKI KAZUHISA

IPC: F02D45/00 ,  F02D35/00 ,  F02D41/04 ,  F02D41/34 ,  F02D41/38

CPC classification number: F02D41/403 ,  F02D35/023 ,  Y02T10/44

Abstract: PROBLEM TO BE SOLVED: To provide a fuel injection control device capable of quickly and surely controlling the injection quantity of pilot fuel to an optimum value. SOLUTION: This invented fuel injection control device for an internal combustion engine executing pilot fuel injection before main fuel injection comprises an in-cylinder pressure sensor 29 detecting pressure in a combustion chamber and a heat release parameter calculation means calculating heat release parameter relating to in-cylinder heat release quantity generated in the combustion chamber using actual pressure in the combustion chamber detected by the in-cylinder pressure sensor 29 and an engine crank angle. Fuel injection quantity of the next and later pilot fuel injection is controlled on the basis of the heat release parameter calculated by the heat release parameter calculation means at pilot injection fuel combustion completion timing when most of fuel of pilot fuel injection has burned and most of fuel of main fuel injection has not burned. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：提供能够快速且可靠地将先导燃料的喷射量控制到最佳值的燃料喷射控制装置。 解决方案：本发明的燃料喷射控制装置，用于在主燃料喷射之前执行先导燃料喷射的内燃机，其包括检测燃烧室中的压力的​​缸内压力传感器29和计算散热参数的散热参数计算装置 使用由缸内压力传感器29检测的燃烧室中的实际压力和发动机曲柄角在燃烧室中产生的缸内散热量。 基于由导热燃料喷射完成时刻的导热喷射燃料完成时刻由散热参数计算装置计算出的散热参数来控制下一个及后续的先导燃油喷射的燃料喷射量， 主燃油喷射没有燃烧。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2004324678A

公开(公告)日：2004-11-18

申请号：JP2003116528

申请日：2003-04-22

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

Inventor： HASHIMOTO YOSHINOBU ,  AOYAMA TARO ,  MURATA HIROKI

IPC: B60W10/04 ,  B60K6/48 ,  B60K6/547 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W20/00 ,  F02D29/00 ,  F02D29/02 ,  F02D41/04 ,  F16H59/18 ,  F16H61/02 ,  F16H61/68 ,  F16H61/682 ,  F16H63/40 ,  B60K41/00 ,  B60K41/06

CPC classification number: Y02T10/6221 ,  Y02T10/6286

Abstract: PROBLEM TO BE SOLVED: To provide a method for controlling a vehicle in speed changing, by which method, the speed changing suitable for a driver's intention is achieved by carrying out a speed changing operation by a driver's operation for an accelerator pedal when a multi-mode transmission is shifted. SOLUTION: A diesel hybrid vehicle 10 has a diesel engine 11, the multi-mode transmission 12, and a clutch 12a for automatically carrying out the connection and disconnection of the power transmission between the engine 11 and the multi-mode transmission 12. In the method for controlling the diesel hybrid vehicle 10 in speed changing, when the accelerator pedal has been returned by a specified amount during running, the multi-mode transmission 12 is shifted up to the higher stage by only one step. When the accelerator pedal has not been operated within a specified time after the shifting-up, the speed changing is carried out based on an ordinary speed changing diagram. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种用于控制车辆变速的方法，通过该方法，通过驾驶员对加速器踏板的操作执行变速操作来实现适合于驾驶员的意图的速度变化，当 多模式传输被移动。 柴油混合动力车辆10具有柴油机11，多模变速器12和用于自动地进行发动机11与多模变速器12之间的动力传递的连接和断开的离合器12a 在用于控制柴油混合动力车辆10变速的方法中，当在行驶期间加速踏板返回指定量时，多模式变速器12仅通过一步移动到较高级。 当加速踏板在变速后的指定时间内没有运转时，基于普通变速图进行变速。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2012246791A

公开(公告)日：2012-12-13

申请号：JP2011117222

申请日：2011-05-25

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

Inventor： TAKASE KOHEI ,  OYAGI HIROSHI ,  OHASHI NOBUMOTO ,  FUJIWARA KIYOSHI ,  AOYAMA TARO

IPC: F02M25/07

CPC classification number: Y02T10/121

Abstract: PROBLEM TO BE SOLVED: To provide an exhaust gas recirculation system for an internal combustion engine that can prevent a wet exhaust gas from flowing into an exhaust reflux passage following an exhaust pulse, and can effectively prevent the corrosion caused by condensed water of an EGR cooler or a main part comprising an intake air system.SOLUTION: The exhaust gas recirculation system for the internal combustion engine includes: an LPL-EGR valve 72 provided at a low-pressure side exhaust reflux passage 71w; and an exhaust throttle valve 43 that varies the pressure of the exhaust in an upstream exhaust passage 42wa which communicates with the exhaust reflux passage 71w. An ECU 50 includes: a determination processing unit 51 that determines whether the condensed water is generated in the exhaust reflux passage 71w in a state that the LPL-EGR valve 72 is opened, and an exhaust pressure control unit 52 that periodically varies an opening degree of the exhaust throttle valve 43 relative to the exhaust pulse on condition that the LPL-EGR valve 72 is opened and the condensed water is determined to be generated in the exhaust reflux passage 71w so as to regulate pressure variations of the exhaust which exists closer to the exhaust passage 42w than the LPL-EGR valve 72.

Abstract translation: 要解决的问题：提供一种用于内燃机的排气再循环系统，其可以防止湿排气在排气脉冲之后流入排气回流通道，并且可以有效地防止冷凝水引起的腐蚀 EGR冷却器或包括进气系统的主要部件。 解决方案：用于内燃机的废气再循环系统包括：设置在低压侧排气回流通道71w的LPL-EGR阀72; 以及排气节流阀43，其改变与排气回流通道71w连通的上游排气通路42wa中的排气的压力。 ECU50包括：确定处理单元51，其确定在LPL-EGR阀72打开的状态下在排气回流通道71w中是否产生冷凝水;以及排气压力控制单元52，周期性地改变开度 在LPL-EGR阀72打开的条件下，排气节流阀43相对于排气脉冲，并且确定在排气回流通道71w中产生冷凝水，以便调节靠近 排气通道42w比LPL-EGR阀72.版权所有（C）2013，JPO＆INPIT

公开(公告)号：JP2010190054A

公开(公告)日：2010-09-02

申请号：JP2009032608

申请日：2009-02-16

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

Inventor： YAMASHITA YOSHIO ,  AOYAMA TARO ,  OYAGI HIROSHI ,  IWATANI KAZUKI

IPC: F02D21/08 ,  F02B37/00 ,  F02B37/007 ,  F02B37/02 ,  F02B37/16 ,  F02M25/07

CPC classification number: Y02T10/121 ,  Y02T10/144

Abstract: PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine capable of balancing suppression of increase of NOx and suppression of torque level difference. SOLUTION: The control device of the internal combustion engine includes first and second superchargers arranged in an intake air passage and an exhaust gas passage, an intake air switch valve and an exhaust gas switch valve for regulating the quantities of intake air and exhaust gas supplied to the second supercharger, an EGR passage for circulating EGR gas from the exhaust gas passage to the intake air passage and an EGR valve arranged in the EGR passage. The control device of the internal combustion engine includes an EGR control means for calculating a feedback quantity based on deviation of an actual air quantity and a target air quantity and setting a value calculated by correcting a basic opening by using the feedback quantity as an opening of the EGR valve. In this case, the EGR control means changes the feedback quantity on switching a turbo mode between the feedback quantity when using the single turbo mode and the feedback quantity when using the twin turbo mode. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：提供能够平衡抑制NOx增加的抑制和扭矩水平差的抑制的内燃机的控制装置。 解决方案：内燃机的控制装置包括布置在进气通道和排气通道中的第一和第二增压器，用于调节进气量和排气量的进气切换阀和排气开关阀 提供给第二增压器的气体，用于将EGR气体从废气通道循环到进气通道的EGR通道和布置在EGR通道中的EGR阀。 内燃机的控制装置具有：EGR控制单元，其基于实际空气量和目标空气量的偏差来计算反馈量，并且通过使用反馈量设定通过校正基本开度而计算出的值作为开度 EGR阀。 在这种情况下，EGR控制装置在使用单涡轮模式时的反馈量与使用双涡轮模式时的反馈量之间切换涡轮模式时的反馈量变化。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2010180828A

公开(公告)日：2010-08-19

申请号：JP2009026520

申请日：2009-02-06

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

Inventor： TAHIRA SHINYA ,  NAKAMURA YOSHITAKA ,  AOYAMA TARO

IPC: F01M13/00 ,  F02D21/08

Abstract: PROBLEM TO BE SOLVED: To accurately determine existence or nonexistence of abnormality in a blow-by gas processing system used for an internal combustion engine including an EGR system.
SOLUTION: This device is used for an internal combustion engine including an air-flow meter, an EGR system and a blow-by gas processing system. Real EGR rate is obtained based on the quantity of gas sucked into a combustion chamber of the internal combustion engine and a detection valve of the air-flow meter, and target EGR rate is obtained based on the operating condition of the internal combustion engine, and feedback control of EGR opening VR is performed so that the real EGR rate and the target EGR rate coincide with each other. A reference opening VB about EGR opening VR is obtained based on the operating condition of the internal combustion engine (S202), and existence of abnormality in the blow-by gas processing system is determined based on the relation between the reference opening VB and the EGR opening VR (S203-S205).
COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：精确地确定用于包括EGR系统的内燃机的窜气处理系统中的异常的存在或不存在。 解决方案：该装置用于包括空气流量计，EGR系统和窜气处理系统的内燃机。 基于吸入内燃机的燃烧室的气体量和空气流量计的检测阀获得实际EGR率，并且基于内燃机的运转状态获得目标EGR率， 执行EGR开口VR的反馈控制，使得实际EGR率和目标EGR率彼此一致。 基于内燃机的运转状态获得关于EGR开度VR的基准开度VB（S202），并且基于基准开度VB与EGR之间的关系确定窜气处理系统的异常的存在 打开VR（S203-S205）。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2010151102A

公开(公告)日：2010-07-08

申请号：JP2008332938

申请日：2008-12-26

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

Inventor： IWATANI KAZUKI ,  YAMASHITA YOSHIO ,  AOYAMA TARO ,  OYAGI HIROSHI

IPC: F02B37/007 ,  F02B37/12

CPC classification number: Y02T10/144

Abstract: PROBLEM TO BE SOLVED: To improve startability of an internal combustion engine with a superchargers including two superchargers. SOLUTION: The internal combustion engine with the superchargers includes first and second turbochargers connected in parallel with an exhaust gas passage, an exhaust gas change over valve disposed in the exhaust gas passage at an upstream of the second turbocharger and changing over flow of exhaust gas to make exhaust gas flow to only the first turbocharger or both of the first and the second turbochargers by opening and closing, an exhaust gas change over valve control means controlling the exhaust gas change over valve, and a generated torque estimation means estimating torque generated by the engine. The generated torque estimation means estimates torque generated by the engine at start of the engine, and the exhaust gas change over valve control means controls the opening of the exhaust gas change over valve based on the estimated torque generated by the engine. For example, the exhaust gas change over valve control means controls the exhaust gas change over valve to an open side when the estimated torque generated by the engine is smaller than a predetermined torque. Consequently, back pressure is quickly dropped at start of the engine and startability of the engine is improved. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：提高具有包括两个增压器的增压器的内燃机的启动性。 解决方案：具有增压器的内燃机包括与废气通道并联连接的第一和第二涡轮增压器，设置在第二涡轮增压器上游的废气通道中的排气换向阀， 废气通过打开和关闭使废气仅流过第一涡轮增压器或第一涡轮增压器两者，排气改变阀控制装置控制排气在阀上的切换，以及产生的扭矩估计装置估计扭矩 由发动机产生。 所产生的转矩估计装置估计发动机起动时由发动机产生的转矩，并且排气转换阀控制装置根据由发动机产生的估计转矩来控制排气的换向。 例如，当发动机产生的估计转矩小于预定转矩时，排气变化超过阀门控制装置，控制排气在阀门之间的切换。 因此，在发动机起动时背压急剧下降，发动机的起动性提高。 版权所有（C）2010，JPO＆INPIT