公开(公告)号：JP2012082771A

公开(公告)日：2012-04-26

申请号：JP2010230568

申请日：2010-10-13

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

Inventor： MIWA KOJI ,  KAWAI TAKASHI ,  YAMAGUCHI TAKUYA

IPC: F02D45/00 ,  B60K6/445 ,  B60W10/06 ,  B60W20/00 ,  F02D43/00 ,  F02N11/08

CPC classification number: Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To properly start an internal combustion engine regardless of for example variations of each internal combustion engine, temperature or oil viscosity.SOLUTION: A starting device of the internal combustion engine is loaded on a vehicle (1) including: the internal combustion engine (11) and an electric motor (12) that can crank the internal combustion engine. The starting device performs a starting control of the internal combustion engine according to stroke cycles of the internal combustion engine from when cranking of the internal combustion engine is started by the electric motor.

Abstract translation: 要解决的问题：无论每个内燃机的变化，温度或油粘度如何，都能正确启动内燃机。 解决方案：内燃机的起动装置被装载在车辆（1）上，包括：内燃机（11）和能够使内燃机起动的电动机（12）。 起动装置根据内燃机的起动周期，通过电动马达开始内燃机的起动，进行内燃机的起动控制。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2012067646A

公开(公告)日：2012-04-05

申请号：JP2010211753

申请日：2010-09-22

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

Inventor： MIWA KOJI ,  KAWAI TAKASHI ,  NISHIGORI TAKASHI ,  NAKAGAWA NORIHISA

IPC: F02N11/08 ,  B60K6/445 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F02D13/02 ,  F02D29/02 ,  F02N11/04

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

Abstract: PROBLEM TO BE SOLVED: To suppress decrease in engine rotation speed when starting the engine.SOLUTION: A start control device (100) is mounted on a vehicle (1) including an engine (11) and a motor (12) capable of cranking the engine, and includes a control unit (20) for controlling the motor to crank the engine so as to start the engine. In particular, when the engine is cranked by the motor, the control unit controls at least one of an intake valve (112) and an exhaust valve (113) of the engine so as to continue an open valve state, cancels the open valve state of the at least one valve upon igniting an ignition plug (114) of the engine, and in a period after the open valve state of the at least one valve is canceled and until the initial compression is completed, the control unit controls the motor to increase a torque output.

Abstract translation: 要解决的问题：抑制起动发动机时发动机转速的降低。 解决方案：一种起动控制装置（100）安装在包括能够起动发动机的发动机（11）和发动机（12）的车辆（1）上，并且包括控制单元（20），用于控制电动机 以启动发动机以起动发动机。 特别地，当发动机由电动机起动时，控制单元控制发动机的进气门（112）和排气门（113）中的至少一个，以便继续打开阀状态，消除开阀状态 在点燃发动机的火花塞（114）时，在至少一个阀的打开阀状态被取消并且直到初始压缩完成之后的一段时间内，控制单元控制电动机 增加扭矩输出。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2011225025A

公开(公告)日：2011-11-10

申请号：JP2010094171

申请日：2010-04-15

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

Inventor： KAWAI TAKASHI

IPC: B60W10/06 ,  B60K6/445 ,  B60W20/00 ,  F02B75/04 ,  F02D15/04 ,  F02D29/02

CPC classification number: Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine, capable of suppressing deterioration of fuel consumption, when maintaining requested power to decrease occurrence torque in order to fully reduce rattle sound of a gear fixed to a rotary shaft of a motor generator in the internal combustion engine which includes a compression ratio variable mechanism and used for a hybrid vehicle.SOLUTION: The control device compares, as an operation condition after change, a high compression ratio side operation condition (step 102) chosen from each operation condition where the machine compression ratio is made into each optimal machine compression ratio where the thermal efficiency is made into maximum, and a low compression ratio side operation condition (step 103) chosen from each operation condition where the machine compression ratio is made smaller than each optimal machine compression ratio, and adopts the one where the thermal efficiency is larger (step 104).

Abstract translation: 要解决的问题：为了提供一种能够抑制燃料消耗的劣化的内燃机的控制装置，当保持要求的功率以减少发生扭矩时，为了充分减少固定在旋转轴上的齿轮的拨浪音 的内燃机中的电动发电机，其包括压缩比可变机构并用于混合动力车辆。 解决方案：控制装置将作为变更后的操作条件，将机器压缩比的每个操作条件选择为高效率侧操作条件（步骤102），将每个最佳机器压缩比设定为热效率 并且采用从机器压缩比小于每个最佳机器压缩比的每个操作条件选择的低压缩比侧操作条件（步骤103），并且采用热效率较大的操作条件（步骤104） ）。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2009234498A

公开(公告)日：2009-10-15

申请号：JP2008085265

申请日：2008-03-28

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

Inventor： KAWAI TAKASHI

IPC: B60K6/24 ,  B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60W10/10 ,  B60W20/00 ,  F16H59/14 ,  F16H61/02 ,  F16H63/50

CPC classification number: Y02T10/6239 ,  Y02T10/6295 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To improve the loading performance of a motor and its accessory facility on a vehicle by preventing the motor from being largely scaled in a hybrid car.
SOLUTION: In a hybrid driving mechanism 10A, two types of shift transmission modes, that is, an electric CVT mode and a fixed shift mode are achieved by the action of a first transmission 400 and a second transmission 500. Also, in each shift transmission mode, a plurality of shift transmission modes whose shift rates are different are achieved. In shift control, an ECU 100 selects the shift transmission mode according to an engine request output Pe. That is, when the engine request output Pe is less than a reference value Peth equivalent to the highest efficient point of an engine 200, the electric CVT mode is selected, and the operating point of the engine 200 is selected on an operation lien M passing a high efficient region, and a fixed shift transmission mode is selected in a region where an engine request output Pe becomes equal to or more than a reference value Peth, the fixed shift transmission model is selected, and the transmission efficiency of a driving force is improved.
COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：通过防止电动机在混合动力车中大幅度缩放来改善电动机及其配件在车辆上的负载性能。 解决方案：在混合动力驱动机构10A中，通过第一变速器400和第二变速器500的动作来实现两种类型的变速传动模式，即电动CVT模式和固定换档模式。另外，在 每个移位传输模式，实现了移位速率不同的多个移位传输模式。 在换档控制中，ECU100根据发动机请求输出Pe选择换档发送模式。 也就是说，当发动机请求输出Pe小于等于发动机200的最高效率点的参考值Peth时，选择电动CVT模式，并且在操作留置权M通过时选择发动机200的工作点 在发动机请求输出Pe变为等于或大于参考值Peth的区域中选择固定换档传动模式，选择固定档位传动模式，驱动力的传动效率为 改进。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009132188A

公开(公告)日：2009-06-18

申请号：JP2007307957

申请日：2007-11-28

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

Inventor： KAWAI TAKASHI

IPC: B60W10/10 ,  B60K6/365 ,  B60K6/445 ,  B60K6/54 ,  B60K6/547 ,  B60W10/06 ,  B60W20/00 ,  F02D29/02 ,  F16H59/78 ,  F16H61/02

CPC classification number: Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To provide a controller for a hybrid vehicle capable of selecting, depending on a warming-up request, a mode for controlling a power distribution device.
SOLUTION: The controller is provided for a hybrid vehicle having a power distribution device with an input member, a reaction member and an output member that are capable of differential rotation, an engine that generates power to be transmitted to the input member, and wheels to which the power outputted from the output member is transmitted. The power distribution device is configured to be capable of steplessly varying transmission ratio. The controller is capable of switching a mode for controlling the transmission ratio of the power distribution device between a fixed variable speed mode in which the transmission ratio is limited to less than one and a stepless variable speed mode in which both less than one and not less than one can be selected as the transmission ratio. The controller has a warm-up request determining means (step S1) for determining whether or not there is a request for warming up the engine, and a warming-up promotion means (step S4) for promoting the warming-up of the engine by selecting the fixed transmission mode if there is a request for warming up the engine.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 解决的问题：提供一种能够根据预热要求选择用于控制配电装置的模式的混合动力车辆的控制器。 解决方案：控制器被提供用于具有动力分配装置的混合动力车辆，该配电装置具有能够差速旋转的输入构件，反作用构件和输出构件，产生要被传递到输入构件的动力的发动机， 以及从输出构件输出的功率被发送到的车轮。 配电装置能够无级变速的传动比。 控制器能够切换用于控制配电装置在其变速比被限制在小于1的固定变速模式和小于1但不小于1的无级变速模式之间的变速比的模式 可以选择一个作为传动比。 控制器具有用于确定是否存在用于预热发动机的请求的预热请求确定装置（步骤S1），以及用于通过以下方式促进发动机的预热的预热促进装置（步骤S4） 如果有发动机预热的请求，选择固定传输模式。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009132187A

公开(公告)日：2009-06-18

申请号：JP2007307956

申请日：2007-11-28

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

Inventor： KAWAI TAKASHI ,  SUZUKI MAKOTO

IPC: B60W10/08 ,  B60K6/365 ,  B60K6/445 ,  B60K6/547 ,  B60L11/14 ,  B60W10/02 ,  B60W10/10 ,  B60W20/00

CPC classification number: Y02T10/6239 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide a controller for a hybrid vehicle capable of enhancing the efficiency of power generation when there is a request for power generation. SOLUTION: The controller is provided for a hybrid vehicle having a drive source connected to an input element of a power distribution device, wheels connected to an output element of the power distribution device, a first generator connected to another rotating member of the power distribution device, and a second generator connected to the output element, with the rotation speed ratio between the drive source and a driveshaft being steplessly variable. The controller is configured to be capable of switching a mode for controlling a rotation speed ratio between a fixed variable speed mode and a stepless variable speed mode. The controller has a power generation control means (step S7, S8) which, when the fixed variable speed mode is selected as the mode for controlling the rotation speed ratio, generates power using the generator with the higher efficiency of power transmission between the first and the second generators. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于当存在发电请求时能够提高发电效率的混合动力车辆的控制器。 解决方案：控制器被提供用于混合动力车辆，其具有连接到配电装置的输入元件的驱动源，连接到配电装置的输出元件的车轮，连接到配电装置的另一旋转构件的第一发电机 配电装置和连接到输出元件的第二发电机，驱动源和驱动轴之间的转速比是无级变化的。 控制器被配置为能够切换用于控制固定变速模式和无级变速模式之间的转速比的模式。 控制器具有发电控制装置（步骤S7，S8），当选择固定可变速度模式作为用于控制转速比的模式时，使用具有较高效率的发电效率的发电机在第一和 第二台发电机。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009126489A

公开(公告)日：2009-06-11

申请号：JP2007307154

申请日：2007-11-28

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

Inventor： KAWAI TAKASHI

IPC: B60K6/445 ,  B60K6/547 ,  B60W10/06 ,  B60W10/10 ,  B60W20/00 ,  F02D29/02 ,  F02D41/12 ,  F16H59/78 ,  F16H61/02 ,  F16H61/68 ,  F16H61/684 ,  F16H61/686

CPC classification number: Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To perform fuel cut control during deceleration in an excellent manner. SOLUTION: A hybrid vehicle 10 includes a power dividing mechanism 300 composed of two sets of a planetary gear mechanism. Two kinds of transmission modes, that is, a fixed transmission mode in which the transmission gear ratio is fixed, and a variable transmission mode in which the transmission gear ratio changes substantially in a variable manner depending on whether or not a brake 350 is in the engaged state, are achieved in the power dividing mechanism 300. An ECU 100 performs fuel cut control during deceleration. When performing fuel cut control, the ECU 100 acquires a catalyst temperature Tct. Normally, when fuel cut control is performed, the engine rotation speed is maintained at a minimum rotation speed NEll in the variable transmission mode, but if the catalyst temperature is higher than a standard value, the fixed transmission mode is selected for cooling the catalyst. The speed control in the fixed transmission mode is continued until the engine rotation speed NE reaches the predetermined minimum rotation speed NEll. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：在减速期间以优异的方式进行燃料切断控制。 解决方案：混合动力车辆10包括由两组行星齿轮机构构成的动力分配机构300。 两种传动模式，即传动传动比固定的固定传动方式，以及可变传动方式，其中变速传动比根据制动器350是否在 在动力分配机构300中实现接合状态.ECC 100在减速期间进行燃料切断控制。 在进行燃料切断控制时，ECU100取得催化剂温度Tct。 通常，当进行燃料切断控制时，发动机转速在可变变速箱模式下保持在最小转速NE11，但是如果催化剂温度高于标准值，则选择固定传动模式来冷却催化剂。 直到固定传动模式下的速度控制直到发动机转速NE达到预定的最小转速NE11。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009073221A

公开(公告)日：2009-04-09

申请号：JP2007241521

申请日：2007-09-18

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

Inventor： KAWAI TAKASHI ,  KOTANI TAKESHI ,  MIZUNO JUNYA

IPC: B60K6/365 ,  B60K6/445 ,  B60K6/547 ,  B60K17/04 ,  B60L11/14 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/11 ,  B60W20/00 ,  B60W30/00 ,  F02D29/00 ,  F02D29/02 ,  F16H3/72 ,  F16H59/42 ,  F16H59/74 ,  F16H61/02 ,  F16H61/68 ,  F16H63/40 ,  F16H63/50

CPC classification number: B60W20/15 ,  B60K1/02 ,  B60K6/365 ,  B60K6/445 ,  B60K6/547 ,  B60L2240/441 ,  B60W10/06 ,  B60W10/115 ,  B60W20/00 ,  B60W30/19 ,  B60W2510/06 ,  B60W2510/0638 ,  B60W2520/10 ,  B60W2540/10 ,  F16H3/728 ,  F16H2037/0873 ,  F16H2200/0039 ,  F16H2200/201 ,  F16H2200/2046 ,  F16H2200/2097 ,  Y02T10/6239 ,  Y10T477/23 ,  Y10T477/26

Abstract: PROBLEM TO BE SOLVED: To provide a control device for setting various operation modes, and for switching a mode without being constrained by engine speed. SOLUTION: The control device of a hybrid driving device is provided with a power dividing mechanism whose three elements perform differential rotation from each other; a transmission mechanism for setting a first transmission state for outputting a power transmitted from a second element connected to a first motor to an output member and a second transmission state for outputting a power transmitted from a third element connected to the second motor to the output member; and a first transmission control means (steps S7, S8) for temporarily putting an internal combustion engine in a non-operating state to the output member in the case of switching the transmission state by the transmission mechanism in an internal combustion engine direct transmission state for transmitting the power output by the internal combustion engine to the output member without converting it into a power by each motor, and for setting an EV running state for transmitting the power output by at least any motor to the output member instead of the power of the internal combustion engine. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于设置各种操作模式的控制装置，以及用于切换模式而不受发动机速度的限制。 解决方案：混合动力驱动装置的控制装置设有功率分配机构，其三个元件彼此进行差动旋转; 用于将从连接到第一电动机的第二元件发送的电力输出到输出构件的第一发送状态的传输机构和用于输出从连接到第二电动机的第三元件发送的电力到输出构件的第二发送状态 ; 以及第一变速器控制装置（步骤S7，S8），用于在内燃机直接传动状态下，在通过变速机构切换变速器状态的情况下，暂时将内燃机处于非运转状态的输出部件 将内燃机输出的功率输出到输出构件而不将其转换成每个电动机的电力，并且用于设置用于将至少任何电动机输出的功率发送到输出构件的EV行驶状态，而不是 内燃机。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2008002290A

公开(公告)日：2008-01-10

申请号：JP2006170238

申请日：2006-06-20

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

Inventor： HOSOKAWA YOHEI ,  KADOOKA TAKU ,  NAKASAKA YUKIHIRO ,  KAWAI TAKASHI

IPC: F02D13/02 ,  F02D41/06 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine capable of reducing compression work of cranking, while securing combustion stability, when starting the internal combustion engine, by properly setting an intake valve opening characteristic on the basis of a piston stopping position, after stopping the internal combustion engine.
SOLUTION: The intake valve opening characteristic is set to intake valve delay opening on one cylinder group where the piston stopping position acquired after stopping the internal combustion engine is before intake TDC (Step 104). Among the other cylinder group, a cylinder where the piston stopping position is nearest to compression TDC before the compression TDC is specified (Step 106). When the piston stopping position of a specific cylinder is not included in a valve opening period in intake valve delay closing, the specific cylinder is set to the intake valve delay opening, and the other cylinder group except for the specific cylinder is set to the intake valve delay closing (Step 112).
COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：提供一种内燃机的控制装置，其能够在启动内燃机的同时确保燃烧稳定性的同时，通过基于以下方式适当地设定进气门开度特性来减小起动的压缩作业 停止内燃机后的活塞停止位置。 解决方案：进气门打开特性被设定为在停止内燃机之后获取的活塞停止位置在进气TDC之前的一个气缸组上的进气门延迟开口（步骤104）。 在另一个气缸组中，指定在压缩TDC之前活塞停止位置最接近压缩TDC的气缸（步骤106）。 当特定气缸的活塞停止位置不包括在进气门延迟关闭的阀打开期间时，特定气缸设定为进气门延迟开度，而除特定气缸外的另一气缸组设定为进气口 阀延迟关闭（步骤112）。 版权所有（C）2008，JPO＆INPIT

公开(公告)号：JP2007321714A

公开(公告)日：2007-12-13

申请号：JP2006155705

申请日：2006-06-05

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

Inventor： KAWAI TAKASHI

IPC: F02M37/00 ,  F02D41/02 ,  F02D41/04 ,  F02D41/14 ,  F02D45/00 ,  F02M25/08

CPC classification number: Y02T10/123

Abstract: PROBLEM TO BE SOLVED: To provide a fuel supply device capable of quickly grasping composition of new fuel in a fuel tank is replaced by the new fuel. SOLUTION: The fuel supply device is provided with a main tank 61 storing fuel, a sub tank 62 communicating to the main tank 61, a delivery pipe 65 communicating to all of fuel supply valves, a fuel supply pipe 64 and a fuel return pipe 66 communicated to the sub tank and the delivery pipe. Then, fuel in the sub tank is supplied to an engine main body via the fuel supply pipe and the delivery pipe, and fuel in the main tank of quantity same as fuel supplied to the engine main body is supplied into the main tank from the sub tank. Part of fuel in the sub tank and the delivery pipe is circulated via the fuel supply pipe and the fuel return pipe. Consequently, mixing ratio of existing fuel and new fuel in fuel in the sub tank and the delivery pipe is roughly homogenized. COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：为了提供能够快速掌握燃料箱中的新燃料的组成的燃料供给装置被新燃料代替。 解决方案：燃料供应装置设置有储存燃料的主油箱61，与主油箱61连通的副油箱62，与所有燃料供给阀连通的输送管65，燃料供给管64和燃料 回流管66与副罐和输送管连通。 然后，通过燃料供给管和输送管将副罐中的燃料供给到发动机主体，并且主油箱中的燃料与供给发动机主体的燃料量相同，从副油箱供给到主油箱 坦克。 副罐和输送管中的燃料的一部分经由燃料供给管和燃料返回管循环。 因此，副罐中的燃料和输送管中的现有燃料和新燃料的混合比大致均匀化。 版权所有（C）2008，JPO＆INPIT