公开(公告)号：JP2000240429A

公开(公告)日：2000-09-05

申请号：JP4618199

申请日：1999-02-24

Applicant: TOYOTA MOTOR CORP

Inventor： ISHIYAMA SHINOBU ,  TSUKASAKI YUKIHIRO ,  TAWARA ATSUSHI ,  KOBAYASHI MASAAKI

IPC: F01N3/08 ,  F01N3/20 ,  F01N3/28 ,  F01N3/36

Abstract: PROBLEM TO BE SOLVED: To perform efficient regeneration of an NOX occlusion reduction catalyst regardless of an exhaust gas temperature. SOLUTION: An NOX occlusion reduction catalyst 7 is arranged in the exhaust passage 3 of an engine 1 and absorbs NOX contained in exhaust gas from an engine under lean air-fuel ratio operation. When an NOX occlusion amount of the catalyst 7 is increased, a liquid reducing agent (diesel oil) is injected in an exhaust passage on the upper stream side of the catalyst 7 through a reducing agent injection valve 91 and NOX is emitted from the catalyst 7 for reduction purification. An electronic control unit(ECU) 30 calculates the temperature of exhaust gas flowing in the catalyst 7 based on an engine running state and the more a calculated exhaust gas temperature is lower, the more an injection pressure of the reducing agent injection valve is increased and the grain size of injected reducing agent particles is decreased. By decreasing the grain size, the injected reducing agent particles are easily evaporated even at a low exhaust gas temperature. Since liquid reducing agent particles are prevented from reaching the catalyst 7, the reduction agent supplied to the catalyst 7 is effectively utilized.

公开(公告)号：JP2000213332A

公开(公告)日：2000-08-02

申请号：JP1683999

申请日：1999-01-26

Applicant: TOYOTA MOTOR CORP

Inventor： TAWARA ATSUSHI ,  SUGIYAMA TOSHIHISA

IPC: F02M25/07 ,  F01N3/02

Abstract: PROBLEM TO BE SOLVED: To reliably regenerate a particulate filter while highly maintaining energy efficiency. SOLUTION: Engine operating state range is divided into a plurality of ranges I to V, and first to fourth regenerating methods are respectively set to the ranges I to IV. The range AFRQ to which the engine operating state belongs most frequently is found, and the range AFRQ and the range in which a regeneration method having the lower specific fuel consumption lower than the regeneration method set to the range AFRQ are taken as a selective range ASLCT. When the particulate collection amount SP exceeds an upper limit threshold value SPU, if the actual range DOCA is not in conformity with the selective range ASLCT, the regenerating action of a particulate filter is inhibited (at the time (a)). Next, when the actual range DOCA is in conformity with the selective range ASLCT (at the time (b)), the regenerating action is started with a regeneration method set in relation to the actual range DOCA.

公开(公告)号：JP2000204940A

公开(公告)日：2000-07-25

申请号：JP528599

申请日：1999-01-12

Applicant: TOYOTA MOTOR CORP

Inventor： SUGIYAMA TOSHIHISA ,  TAWARA ATSUSHI

IPC: F01N3/08 ,  F01N3/24 ,  F01N3/36 ,  F02D41/04 ,  F02D41/40

Abstract: PROBLEM TO BE SOLVED: To reduce a reducing agent consumption amount. SOLUTION: A particulate filter 16 to collect particles in exhaust gas is arranged in an engine exhaust passage. An NOx absorbent 19 to absorb NOx when an air-fuel ratio of inflow exhaust gas is lean, and to discharge absorbed NOx when oxygen concentration in inflow exhaust gas is reduced is arranged in an exhaust passage, situated downstream from the particulate filter 16, separately from the particulate filter 16. A reducing agent feed valve 22 to feed a reducing agent to the NOx absorbent 19 is arranged in an exhaust passage running between the particulate filter 16 and the NOx adsorbent 19. During regenerating operation of the particulate filter, the reducing agent is fed from the reducing agent feed valve 22 to the NOx absorbent 19.

公开(公告)号：JPH11303660A

公开(公告)日：1999-11-02

申请号：JP11576498

申请日：1998-04-24

Applicant: TOYOTA MOTOR CORP

Inventor： TAWARA ATSUSHI

IPC: F01N3/08 ,  F01N3/20 ,  F01N3/24 ,  F01N3/28 ,  F02D41/02 ,  F02D41/04

Abstract: PROBLEM TO BE SOLVED: To prevent unpurified NOx after regeneration operation is started from being emitted out of an operating condition when an air fuel ratio in exhaust air is kept at a lean condition. SOLUTION: This internal combustion engine has NOx absorbent 16 disposed to the exhaust passage of an internal combustion engine, and has a control unit 30 controlling the quantity of fuel injection of the engine. The control unit 30 is equipped with a first operating condition repeating a regeneration operation for emitting and reducing NOx, and with a second operating condition which keeps continuing a lean condition, when the second operating condition is changed over to the first operating condition, at least one of parameters of the frequency that an air-fuel ratio in the first operating condition is made to be rich, the period of time that an air-fuel ratio is kept rich, and of the extent that an air-fuel ratio is kept rich, is corrected in such a way as to be shifted to the increasing side. As a result, HC, CO constituent and the like are increase, and these increments are reacted to oxygen absorbed in NOx so as to be oxidized, so that timing for regeneration operations can thereby be accurately computed, and the whole of NOx absorbed in NOx absorbent can be emitted so as to be reduced.

公开(公告)号：JP2012140919A

公开(公告)日：2012-07-26

申请号：JP2011000568

申请日：2011-01-05

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

Inventor： TAWARA ATSUSHI

IPC: F02D45/00 ,  F02D41/16 ,  F02D41/22

CPC classification number: Y02T10/40

Abstract: PROBLEM TO BE SOLVED: To provide a failure diagnosis device for an internal combustion engine adapted to enhance its failure diagnosis accuracy for each cylinder.SOLUTION: An ECU, upon calculating a work volume equivalent value Sneflt (#k) for each cylinder (step S1), compares it with a determination threshold th1 (step S3), and if it is determined to be less than the determination threshold th1 (YES in step S3), performs continuation time calculation processing after normal return (step S4) to calculate continuation time Txr (#k) after normal return. Then, the ECU, if the continuation time Txr (#k) after normal return is a predetermined value or more, performs summation of an abnormal continuation time counter ecrhidl (#k) (step 6), and if the abnormal continuation time counter ecrhidl (#k) is determined to be two seconds or more (YES in step S9), turns on an abnormal cylinder flag exdcyl (#k) (step S10).

Abstract translation: 要解决的问题：提供一种内燃机的故障诊断装置，其适于提高每个气缸的故障诊断精度。 解决方案：ECU在计算每个气缸的工作量等效值Sneflt（#k）（步骤S1）时将其与确定阈值th1进行比较（步骤S3），如果确定小于 确定阈值th1（步骤S3中的“是”），在正常返回后进行连续时间计算处理（步骤S4），以计算正常返回后的持续时间Txr（#k）。 然后，如果正常返回之后的持续时间Txr（#k）为预定值以上，则ECU执行异常持续时间计数器ecrhid1（#k）（步骤6）的求和，如果异常持续时间计数器ecrhidl （#k）被确定为两秒以上（步骤S9中为“是”），打开异常气缸标志exdcyl（#k）（步骤S10）。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2011236848A

公开(公告)日：2011-11-24

申请号：JP2010110200

申请日：2010-05-12

Applicant: Denso Corp ,  Toyota Motor Corp ,  トヨタ自動車株式会社 ,  株式会社デンソー

Inventor： TAWARA ATSUSHI ,  KODA AKINORI

IPC: F02D41/22 ,  F02D43/00 ,  F02D45/00

CPC classification number: Y02T10/40

Abstract: PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine capable of shortening a time required for starting the internal combustion engine more than a conventional time by accurately discriminating a cylinder even if discriminating the cylinder based on only a cam angle signal outputted from a cam angle sensor.SOLUTION: An ECU detects a rotating speed Ne of an engine based on the cam angle signal in a fail-safe state of not normally acquiring a crank angle signal (Step S21), stops combustion in the engine when the rotating speed Ne of the engine is less than a second stopping rotating speed Nes2 preset higher than the case of a normal state (Step S26), and stops the discrimination of the cylinder when the rotating speed Ne of the engine is lower than a second discriminating rotating speed Ned2 preset higher than the case of the normal state and higher than the second stopping rotating speed Nes2(Step 25).

Abstract translation: 要解决的问题：为了提供一种内燃机的控制装置，其能够通过精确地识别气缸来缩短启动内燃机所需的时间，即使仅基于凸轮识别气缸 从凸轮角度传感器输出的角度信号。 解决方案：ECU在不正常获取曲柄角信号的故障安全状态下，根据凸轮角度信号，检测发动机的转速Ne（步骤S21），当转速Ne 发动机的转速低于第二判定转速Ned2以下的预先设定为高于正常状态的第二停止转速Nes2（步骤S26），并且当发动机的转速Ne低于第二判别转速Ned2时停止对气缸的识别 预设高于正常状态并高于第二停止转速Nes2（步骤25）。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2009074493A

公开(公告)日：2009-04-09

申请号：JP2007245693

申请日：2007-09-21

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

Inventor： TAWARA ATSUSHI ,  NADA MITSUHIRO ,  KINUHATA HIROO

IPC: F02D45/00 ,  F02D41/22

CPC classification number: F02D31/009 ,  F02D41/22 ,  F02D2041/227 ,  F02D2250/26 ,  Y02T10/40

Abstract: PROBLEM TO BE SOLVED: To provide a device for limiting the output of an internal combustion engine during abnormality, capable of preventing uncomfortable feeling for a driver when an abnormality occurs in an internal combustion engine drive force outputting system and of carrying out retreat travel. SOLUTION: At initial abnormal time in an abnormal level 3 (No in S108, Yes in S110), an accelerator opening limit value Aaccp is converged to an initial limit value INIaccp (S114). Thus, since an output allowable range of the engine is limited in a first limit region, this can prevent the engine from being stopped for a short time immediately after occurrence of the abnormality. Then, the accelerator opening limit value Aaccp is shifted from the initial limit value INIaccp to a final limit value ENDaccp, in accordance with an engine operation history. Thus, while the region of high engine output is used as much as possible, the engine output is shifted to a second limit region preferable to retreat travel finally. As a result, a certain level of engine output can be secured immediately after occurrence of the abnormality, uncomfortable feeling for the driver can be prevented when the abnormality occurs, and the retreat travel can be carried out. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于在异常期间限制内燃机的输出的装置，其能够防止在内燃机驱动力输出系统中发生异常并且执行撤退时驾驶员的不适感 旅行。 解决方案：在异常等级3的初始异常时间（S108中为否，S110为“是”）时，加速器开度极限值Aaccp收敛于初始极限值INIaccp（S114）。 因此，由于发动机的输出允许范围被限制在第一极限区域，这可以防止发动机在发生异常之后立即短时间停止。 然后，根据发动机运转历史，加速器开度极限值Aaccp从初始极限值INIaccp移动到最终极限值ENDaccp。 因此，虽然尽可能地使用高发动机输出区域，但是发动机输出转移到优选地最后退回行驶的第二极限区域。 结果，在发生异常之后可以立即确保一定水平的发动机输出，当异常发生时可以防止驾驶员的不适感，并且可以执行后退行驶。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009024557A

公开(公告)日：2009-02-05

申请号：JP2007187204

申请日：2007-07-18

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

Inventor： UCHIDA TAKAHIRO ,  TAWARA ATSUSHI

IPC: F01N3/20 ,  B01D53/94 ,  F01N3/08 ,  F01N3/36 ,  F02D41/04 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To provide an exhaust emission purifier for an internal combustion engine capable of preventing the erroneous determination of the deterioration of an exhaust purifier catalyst caused by an exhaust gas flow rate that causes the lowering of the correlation degree of an exhaust gas temperature sensed by an exhaust temperature sensor and the deterioration degree of the exhaust purifier catalyst. SOLUTION: When a fuel adding process of adding fuel to exhaust gas is carried out by executing post-injection, an electronic control device 50 executes a deterioration determination process for determing the deterioration degree of the exhaust purifier catalyst based on the magnitude of deviation between a virtual catalyst floor temperature of a catalyst converter 41 calculated on the assumption that the exhaust purifier catalyst is deteriorated to a predetermined deterioration degree and the exhaust gas temperature sensed by a first exhaust temperature sensor 55. The electronic control device 50 estimates the exhaust gas flow rate in the vicinity of the first exhaust temperature sensor 55. When the estimated exhaust gas flow rate is lower than a lower limit flow rate value, the deterioration determination process is inhibited. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于内燃机的排气净化器，其能够防止由排气流量引起的排气净化器催化剂的劣化的错误确定，所述废气流量导致相关程度降低 废气温度传感器检测出的废气温度和排气净化器催化剂的劣化程度。 解决方案：当通过执行后喷射来执行向废气中添加燃料的燃料添加过程时，电子控制装置50执行用于根据排气净化器催化剂的大小来确定排气净化器催化剂的劣化程度的劣化判定处理 假设排气净化器催化剂劣化到预定的劣化程度而计算出的催化剂转化器41的虚拟催化剂底板温度与由第一排气温度传感器55检测的排气温度之间的偏差。电子控制装置50估计排气 在第一排气温度传感器55附近的气体流量。当估计废气流量低于下限流量值时，劣化判定处理被禁止。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009013893A

公开(公告)日：2009-01-22

申请号：JP2007177365

申请日：2007-07-05

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

Inventor： TAWARA ATSUSHI ,  ITO YOSHIYASU ,  YASUDA IKUO ,  YAMAMOTO TOSHIYUKI

IPC: F02D45/00 ,  F02D41/22

CPC classification number: Y02T10/40

Abstract: PROBLEM TO BE SOLVED: To finely control output when an engine has abnormality according to a kind of the abnormality.
SOLUTION: ECU executes a program including a step S106 setting reduction quantity of an upper limit value of command value used for control of output according to the kind of the abnormality when the abnormality of the engine is detected (Yes in S100), a step S108 reducing the upper limit value by the set reduction quantity, a step S116 setting actual accelerator opening to a command value when the actual accelerator opening detected by an accelerator opening sensor is not greater than the upper limit value (Yes in S114), a step S118 setting the upper limit value to the command value when the actual accelerator opening is greater than the upper limit value (No in S114), and a step S120 controlling output of the engine according to the command value.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：根据异常的种类，当发动机发生异常时精细地控制输出。 解决方案：当检测到发动机的异常时，ECU执行包括用于控制输出的命令值的上限值的步骤S106设定减少量的程序（在S100中为是）的程序， 步骤S108，将上限值减小设定的减少量;步骤S116，当由加速器开度传感器检测到的实际加速器开度不大于上限值时，将实际加速器开度设定为指令值（S114为“是”）， 步骤S118，当实际加速器开度大于上限值时，将上限值设定为指令值（S114中为否）;以及根据指令值控制发动机的输出的步骤S120。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2008169770A

公开(公告)日：2008-07-24

申请号：JP2007004507

申请日：2007-01-12

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

Inventor： UCHIDA TAKAHIRO ,  TAWARA ATSUSHI

IPC: F01N3/20 ,  B01D53/86 ,  F01N3/08 ,  F01N3/36 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To provide an internal combustion engine reducer adding valve diagnostic device preventing a situation that open fixed condition of an adding valve is determined as normal by executing accurate normal determination of the adding valve irrespective of existence of fuel adding process. SOLUTION: If it is determined that possibility of adhesion of reducer on an exhaust system is high, a normal determination requirement A is not satisfied (no in S102) and normal determination (S110) is not given. Normal determination (S110) of the adding valve based on actual measured air fuel ratio A/F is prohibited under such a condition where possibility of adhesion of reducer on the exhaust system is high. Consequently, normal determination is not given although the adding valve is under the open fixed condition. A condition where it is determined that possibility of adhesion of reducer is low is set as an essential requirement for normal determination of the adding valve determined based on the actual measured air fuel ratio A/F. Consequently, reliability of normal determination becomes very high and normal determination of the adding valve is accurately executed. COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：提供一种内燃机减速器添加阀诊断装置，通过执行添加阀的精确正常确定来防止添加阀的开启固定状态正常的情况，而不管燃料添加过程是否存在 。 解决方案：如果确定减速器在排气系统上的附着可能性高，则不满足正常确定要求A（S102中为否），并且未给出正常确定（S110）。 减速机在排气系统附着的可能性高的情况下，禁止基于实际测定的空燃比A / F的加法阀的正常判定（S110）。 因此，尽管添加阀处于打开的固定状态，但是没有给出正常的确定。 确定减速机附着的可能性低的条件被设定为基于实际测量的空气燃料比A / F确定的添加阀的正常确定的基本要求。 因此，正常判定的可靠性变得非常高，并且准确地执行添加阀的正常确定。 版权所有（C）2008，JPO＆INPIT