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公开(公告)号：JP2008175186A
公开(公告)日：2008-07-31
申请号：JP2007011403
申请日：2007-01-22
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： DEMURA TAKAYUKI , YAMAMOTO MASAKAZU
IPC: F02D45/00
Abstract: PROBLEM TO BE SOLVED: To accurately detect alcohol concentration in an internal combustion engine using alcohol mixed fuel. SOLUTION: In an engine system 10 with the engine 200 having a direct-injection injector 220 directly injecting fuel into a cylinder 201, ethanol concentration estimation is carried out by an ECU 100. An ethanol concentration estimation section 104 functioning as one function block of the ECU 100 acquires a fuel pressure feedback correction coefficient FBP by which a basic demand charge quantity of a high-pressure pump 217 is multiplied in a fuel pressure feedback control to be executed to maintain the fuel pressure in a common rail 218 for supplying high-pressure fuel to the direct-injection injector 220 at a target level. The fuel pressure feedback correction coefficient FBP is set at 1 in the case where fuel is gasoline, and the ethanol concentration estimation section 104 estimates the ethanol concentration DE on the basis of the calculation of (FBP-1)×100/0.64. COPYRIGHT: (C)2008,JPO&INPIT
Abstract translation: 要解决的问题：使用醇混合燃料精确检测内燃机中的酒精浓度。 解决方案：在发动机系统10中，发动机200具有将燃料直接喷射到气缸201中的直接喷射喷射器220，由ECU100执行乙醇浓度估计。作为一个功能的乙醇浓度估计部104 ECU100的块被获取燃料压力反馈校正系数FBP，在该燃料压力反馈校正系数FBP中，要执行的燃料压力反馈控制中高压泵217的基本需要充电量相乘以将燃料压力维持在用于供给的共轨218中 高压燃料到目标水平的直接喷射器220。 在燃料为汽油的情况下，燃料压力反馈校正系数FBP设定为1，乙醇浓度推定部104基于（FBP-1）×100 / 0.64的计算来估计乙醇浓度DE。 版权所有（C）2008，JPO＆INPIT
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公开(公告)号：JP2008144735A
公开(公告)日：2008-06-26
申请号：JP2006335948
申请日：2006-12-13
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： DEMURA TAKAYUKI , YAMAMOTO MASAKAZU
IPC: F02B31/00
CPC classification number: Y02T10/146
Abstract: PROBLEM TO BE SOLVED: To provide an intake air flow control device for an internal combustion engine performing proper handling to prepare for start of an engine, when there is a possibility of fixing of an intake air flow control valve.
SOLUTION: In the intake air flow control device for an internal combustion engine 20, an intake air flow control valve 7 controlling an intake air flow AR is disposed in an intake passage 2. The intake air flow control device comprises: a valve temperature detection means 15 detecting a temperature of the intake air flow control valve 7; and a valve opening change means 10 changing opening of the intake air flow control valve based on the valve temperature detected by the valve temperature detection means. Since the valve opening change means changes the opening of the intake air flow control valve based on the valve temperature detected by the valve temperature detection means, the control device can perform needed response to a possibility of the fixing of the intake air flow control valve, and can secure output after the start of the internal combustion engine even if the intake air flow control valve is fixed. On the other hand, the control device can respond to improvement in combustion and emission when a possibility of the fixing is low.
COPYRIGHT: (C)2008,JPO&INPITAbstract translation: 要解决的问题：为了提供一种执行适当处理以准备起动发动机的内燃机的进气流量控制装置，当存在进气流量控制阀的固定的可能性时。 解决方案：在用于内燃机20的进气流量控制装置中，控制进气流量AR的进气流量控制阀7设置在进气通道2中。进气流量控制装置包括：阀 检测进气流量控制阀7的温度的温度检测单元15; 以及阀开度变更单元10，其基于由阀温度检测单元检测出的阀温度来改变进气流量控制阀的开度。 由于阀开度改变装置基于由阀温度检测装置检测的阀温度改变进气流量控制阀的开度，所以控制装置可以执行对进气流量控制阀的固定的可能性的所需响应， 并且即使进气流量控制阀固定，也能够在内燃机启动后保证输出。 另一方面，当固定的可能性低时，控制装置可以响应燃烧和排放的改善。 版权所有（C）2008，JPO＆INPIT
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公开(公告)号：JP2007327445A
公开(公告)日：2007-12-20
申请号：JP2006160302
申请日：2006-06-08
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： OTSUKA IKU , OI YASUHIRO , IDE KOJI , YAMAMOTO MASAKAZU
Abstract: PROBLEM TO BE SOLVED: To provide a control device of a negative pressure generator capable of suitably securing controllability of feedback control on ISC control. SOLUTION: This control device of the negative pressure generator comprises an ejector for generating negative pressure larger than negative pressure tried to be taken out of an intake passage of an intake system of an internal combustion engine, and a state changing means for making the ejector function or stopping the function, and controls the negative pressure generator arranged in a passage independent of an idle flow rate adjusting means for adjusting an intake flow rate when idling the internal combustion engine, and has a controllability securing control means for controlling VSV 1 to stop the function of the ejector 30 when a feedback control quantity for controlling an electric throttle 13 by making a feedback process to restrain a variation in the intake flow rate, is a predetermined quantity α or less. COPYRIGHT: (C)2008,JPO&INPIT
Abstract translation: 要解决的问题：提供能够适当地确保对ISC控制的反馈控制的可控性的负压发生器的控制装置。 解决方案：负压发生器的该控制装置包括用于产生大于负压的负压的喷射器，该压力试图从内燃机的进气系统的进气通道中取出;以及状态改变装置， 喷射器功能或停止功能，并且控制负压发生器，其设置在独立于怠速流量调节装置的通道中，用于在空转内燃机时调节进气流量，并且具有用于控制VSV 1的可控性确保控制装置 当通过进行抑制进气流量的变化的反馈处理来控制电动节气门13的反馈控制量为预定量α以下时，停止喷射器30的功能。 版权所有（C）2008，JPO＆INPIT
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公开(公告)号：JP2007009797A
公开(公告)日：2007-01-18
申请号：JP2005191160
申请日：2005-06-30
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： MIYASHITA SHIGEKI , YAMAMOTO MASAKAZU
Abstract: PROBLEM TO BE SOLVED: To provide an air fuel ratio control device for an internal combustion engine capable of defining a relation between output value of an air fuel ratio sensor and an actual air fuel ratio even if output values of the air fuel ratio sensor are dispersed, namely even if output value of the air fuel ratio sensor is a unique output value different from one another of the air fuel ratio sensors.
SOLUTION: Air fuel ratio sensors 9, 13 generating output value I proportional to air fuel ratio are used. At first, air fuel ratio is fed back to theoretical air fuel ratio and the theoretical air fuel ratio is controlled, output value I is corrected to keep corrected output value I-ΔI defined by correcting the output value I of the air fuel ratio sensors 9, 13 to a reference value 0.0 at that time. The corrected output value I-ΔI in relation to a target air fuel ratio is determined when control is transferred from feed back control to open loop control, and the relation between output value I and air fuel ratio is determined based on the corrected output value I-ΔI and the reference value 0.0.
COPYRIGHT: (C)2007,JPO&INPITAbstract translation: 要解决的问题：为了提供一种能够定义空燃比传感器的输出值与实际空燃比之间的关系的内燃机的空燃比控制装置，即使空燃比的输出值 传感器分散，即使空燃比传感器的输出值是空燃比传感器彼此不同的唯一输出值。
解决方案：使用产生与空燃比成比例的输出值I的空燃比传感器9,13。 首先，将空燃比反馈到理论空燃比并控制理论空燃比，校正输出值I，以保持通过校正空燃比传感器9的输出值I而定义的校正输出值I-ΔI ，13为此时的基准值0.0。 当控制从反馈控制转移到开环控制时，确定相对于目标空燃比的校正输出值I-ΔI，并且基于校正输出值I确定输出值I和空燃比之间的关系 -ΔI和参考值0.0。 版权所有（C）2007，JPO＆INPIT
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公开(公告)号：JP2007127064A
公开(公告)日：2007-05-24
申请号：JP2005320785
申请日：2005-11-04
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： MIYASHITA SHIGEKI , YAMAMOTO MASAKAZU
CPC classification number: F01N3/20 , F01N3/101 , F01N3/106 , F01N3/108 , F01N13/009 , F01N13/0093 , F01N13/011 , F01N13/107 , F01N2340/00 , F01N2340/02 , F02D17/023 , Y02T10/22
Abstract: PROBLEM TO BE SOLVED: To improve deterioration of exhaust emission at a time of engine start and deterioration of fuel consumption during partial cylinder operation in an exhaust emission control device for an internal combustion engine separating all cylinders of a multiple cylinder internal combustion engine into two cylinder groups, provided with exhaust passages to each cylinder group from an exhaust manifold to an exhaust merging part, and provided with a main catalyst device on a downstream side of the exhaust merging part.
SOLUTION: A first auxiliary catalyst device 9a is arranged in one 6a of two exhaust passages on an upstream side of the exhaust merging part 7, a second auxiliary catalyst device 9b is arranged in another 6b of two exhaust passages. Quantity of catalyst carried by the second auxiliary catalyst device is kept smaller than quantity of catalyst carried by the first auxiliary catalyst device. The engine is operated by only one cylinder group 1a corresponding to one exhaust passage at a time of engine start.
COPYRIGHT: (C)2007,JPO&INPITAbstract translation: 要解决的问题：为了改善发动机起动时废气排放的劣化和在用于分离多气缸内燃机的所有汽缸的内燃机排气排放控制装置中的部分气缸操作期间的燃料消耗的劣化 设置在从排气歧管到排气合流部的每个气缸组的排气通路的两个气缸组中，在排气合流部的下游侧设置有主催化剂装置。 解决方案：第一辅助催化剂装置9a布置在排气合流部分7的上游侧的两个排气通道的一个6a中，第二辅助催化剂装置9b布置在两个排气通道的另一个6b中。 由第二辅助催化剂装置承载的催化剂的量保持小于由第一辅助催化剂装置承载的催化剂的量。 在发动机起动时，发动机仅由对应于一个排气通道的一个气缸组1a操作。 版权所有（C）2007，JPO＆INPIT
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Patent Agency Ranking
公开(公告)号：JP2004116320A
公开(公告)日：2004-04-15
申请号：JP2002277827
申请日：2002-09-24
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： MIYASHITA SHIGEKI , TANAKA HIROSHI , HASEGAWA JUN , YAMAMOTO MASAKAZU
Abstract: PROBLEM TO BE SOLVED: To minimize an H 2 S discharge even though an engine is started when a catalyst temperature is high. SOLUTION: This device is provided with an NO x occluding catalyst 34 for purifying exhaust gas in an internal combustion engine, and a water temperature sensor 42 for detecting the temperature of the NO x occluding catalyst 34. When in starting an engine, if the temperature of the NO x occluding catalyst 34 is above a predetermined value (T), a high temperature restarting determination flag is started, so that an exhaust gas air-fuel ratio is controlled to be set to a leaner side than usual. Thereby, an H 2 S amount discharged in high temperature restarting can be reduced. COPYRIGHT: (C)2004,JPO
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公开(公告)号：JP2004108176A
公开(公告)日：2004-04-08
申请号：JP2002268982
申请日：2002-09-13
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： MIYASHITA SHIGEKI , TANAKA HIROSHI , HASEGAWA JUN , YAMAMOTO MASAKAZU
CPC classification number: Y02T10/47
Abstract: PROBLEM TO BE SOLVED: To minimize the emission of H 2 S in sulfur poisoning regeneration control, and securely dissociate sulfur components from an NO X catalyst. SOLUTION: This exhaust emission control device is provided with an exhaust purifying catalyst 34 to purify exhaust from an internal combustion engine, a sulfur component attached quantity detecting means to detect a sulfur component attached quantity on the exhaust purifying catalyst 34, an air-fuel ratio fuel-enriching means to control the air-fuel ratio of exhaust to be fuel-rich, a lean spike executing means to execute a lean spike to the fuel-enriched air-fuel ratio of exhaust, and a lean spike control means to set factors for the lean spike based on the sulfur component attached quantity. COPYRIGHT: (C)2004,JPO
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公开(公告)号：JP2011099356A
公开(公告)日：2011-05-19
申请号：JP2009253419
申请日：2009-11-04
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： YAMAMOTO MASAKAZU , SOEJIMA SHINICHI , KATO NAOTO
Abstract: PROBLEM TO BE SOLVED: To suppress overshoot of actual intake air quantity with respect to required intake air quantity while securing the responsiveness of intake air quantity control of an internal combustion engine.
SOLUTION: The required intake air quantity Mt is converted to a model after required intake air quantity Mtsm by a normative model 31, and an intake air quantity achievement required opening θk (throttle opening for achieving the model after required intake air quantity Mtsm) is calculated by a response delay compensation means 32 from the model after required intake air quantity Mtsm using an inverse model of an intake system model considering response delay of an intake system, etc. A convergence opening θs (throttle opening for making the actual intake air quantity converge to the required intake air quantity Mt) is calculated by a convergence opening calculation means 33 from the required intake air quantity Mt. Then, a higher response opening for increasing change in the actual intake air quantity out of the intake air quantity achievement required opening θk and the convergence opening θs is selected as a target throttle opening θt by a high response opening selection means 34.
COPYRIGHT: (C)2011,JPO&INPITAbstract translation: 要解决的问题：在确保内燃机的进气量控制的响应性的同时，抑制实际进气量相对于所需进气量的过冲。 解决方案：通过规范模型31将所需的进气量Mt转换为所需进气量Mtsm后的模型，并且所需进气量完成所需的进气量达到要求的开度θk（在所需进气量Mtsm之后实现模型的节气门开度 ）通过考虑到进气系统的响应延迟等的进气系统模型的逆模型的所需进气量Mtsm之后的模型的响应延迟补偿装置32计算。会聚开度θs（用于进行实际进气的节气门开度 通过会聚开度计算单元33根据所需进气量Mt计算收敛到所需进气量Mt的空气量。 然后，通过高响应开度选择装置34将用于增加进气量实现所需开度θk和会聚开度θs的实际进气量的变化的较高响应开度选择为目标节气门开度θt。 版权所有（C）2011，JPO＆INPIT
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公开(公告)号：JP2011099355A
公开(公告)日：2011-05-19
申请号：JP2009253418
申请日：2009-11-04
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： YAMAMOTO MASAKAZU , SOEJIMA SHINICHI , KATO NAOTO
CPC classification number: F02D41/0002 , F02D9/105 , F02D11/105 , F02D41/045 , F02D2009/0235 , F02D2009/0294 , F02D2041/1431 , F02D2041/1434 , Y02T10/42
Abstract: PROBLEM TO BE SOLVED: To suppress the vibration of a target throttle opening while setting the target throttle opening compensating response delay of an intake system even during transient operation of an internal combustion engine. SOLUTION: Required intake air quantity Mt is converted to a model after required intake air quantity BMtsm by a normative model 31 of a base system, and to achieve the model after required intake air quantity BMtsm, a required throttle opening BTA of the base system is calculated using an invert model of an intake system model. On the other hand, the required intake air quantity Mt is converted to a model after required intake air quantity HMtsm by a normative model 33 of a high response system, and to achieve the model after required intake air quantity HMtsm, a required throttle opening HTA of the high response system is calculated using the inverse model of the intake system model. Then, a target throttle opening TAt is set within a range from the required throttle opening BTA of the base system to the required throttle opening HTA of the high response system so as to reduce an operation amount. COPYRIGHT: (C)2011,JPO&INPIT
Abstract translation: 要解决的问题：即使在内燃机的过渡操作期间，也可以设定进气系统的目标节气门开度补偿响应延迟，来抑制目标节气门开度的振动。 解决方案：通过基本系统的规范模型31将所需进气量Mt转换为所需进气量BMtsm之后的模型，并且在所需进气量BMtsm之后实现模型，所需的进气量BMTA将所需的节气门开度BTA 使用进气系统模型的反转模型计算基础系统。 另一方面，通过高响应系统的标准模型33将所需的进气量Mt转换为所需进气量HMtsm后的模型，并且在所需进气量HMtsm之后实现模型，所需的节气门开度HTA 使用进气系统模型的逆模型计算高响应系统。 然后，将目标节气门开度TAt设定在从基座系统的所需节气门开度BTA到高响应系统的要求节气门开度HTA的范围内，以减少操作量。 版权所有（C）2011，JPO＆INPIT
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公开(公告)号：JP2011099354A
公开(公告)日：2011-05-19
申请号：JP2009253417
申请日：2009-11-04
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： YAMAMOTO MASAKAZU , SOEJIMA SHINICHI , KATO NAOTO
CPC classification number: Y02T10/18
Abstract: PROBLEM TO BE SOLVED: To suppress overshoot of actual intake air quantity with respect to required intake air quantity while securing the responsiveness of intake air quantity control of an internal combustion engine. SOLUTION: The required intake air quantity Mt is converted to a model after required intake air quantity Mtsm by a normative model 31, and a target throttle opening θt for achieving the model after required intake air quantity Mtsm is calculated using an inverse model of an intake system model considering a response delay of an intake system, etc. Then, the target throttle opening θt and its change speed are restricted by a guard value and a final target throttle opening θtt is set. When the change speed of the target throttle opening θt is guarded by the guard value, a previous value Mtsm.old of the model after required intake air quantity used when the model after required intake air quantity Mtsm is calculated by the normative model 31 is replaced with virtual intake air quantity Mvt (actual intake air quantity estimated based on the previous final target throttle opening θtt) so as to temporarily lower the responsiveness of the model after required intake air quantity Mt. COPYRIGHT: (C)2011,JPO&INPIT
Abstract translation: 要解决的问题：在确保内燃机的进气量控制的响应性的同时，抑制实际进气量相对于所需进气量的过冲。
解决方案：通过规范模型31将所需进气量Mt转换为所需进气量Mtsm后的模型，并且使用逆模型计算用于在所需进气量Mtsm之后实现模型的目标节气门开度θt 考虑到进气系统的响应延迟等的进气系统模型。然后，目标节气门开度θt及其变化速度被保护值限制，并且设定最终目标节气门开度θtt。 当目标节气门开度θt的变化速度受到保护值的保护时，由规范模型31计算出所需进气量Mtsm后的模型所使用的所需进气量之后的模型的先前值Mtsm.old 具有虚拟进气量Mvt（基于先前的最终目标节气门开度θtt估计的实际进气量），以暂时降低所需进气量Mt后的模型的响应性。 版权所有（C）2011，JPO＆INPIT
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