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公开(公告)号：JP2001032732A
公开(公告)日：2001-02-06
申请号：JP20827699
申请日：1999-07-22
Applicant: TOYOTA MOTOR CORP
Inventor： MUTO HARUFUMI , FUJITA MASATO , KUSHI NAOTO
IPC: B60W10/04 , B60W10/06 , B60W10/10 , B60W10/11 , F02D9/02 , F02D11/10 , F02D29/00 , F02D29/02 , F02D41/06 , F02D41/20 , F02D43/00 , F02D45/00 , B60K41/06
Abstract: PROBLEM TO BE SOLVED: To prevent fixing of a throttle valve even if a freezing around the throttle valve is occurred. SOLUTION: It is decided that whether or not a throttle valve 4 is fixed based on a variation of driving current (duty) of a throttle actuator 5 and a true open degree ta of the throttle valve 4 and a difference of a present temporary target open degree t-tangle and the true open degree ta of the throttle valve 4. If it is fixed, an engine 1 is periodically and largely oscillated and a fixing of the throttle valve 4 is solved by periodically cutting a fuel injection by an injection 18 and changing a shift position.
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公开(公告)号：JP2000356152A
公开(公告)日：2000-12-26
申请号：JP16449499
申请日：1999-06-10
Applicant: TOYOTA MOTOR CORP
Inventor： MUTO HARUFUMI , FUJITA MASATO , KUSHI NAOTO
Abstract: PROBLEM TO BE SOLVED: To improve startability of internal combustion engine even when a voltage of a battery is reduced and even when a carbon is jammed into an intake/exhaust valve. SOLUTION: When a number of rotation of a real cranking enesm is low (step 103, No) or a real cranking time ecstart is short (step 104, No), control moves to the normal control of a throttle valve to terminate a processing (step 108). When the real cranking enesm is high (step 103, Yes) or the real cranking time ecstart is long (step 104, Yes), this control device determines that an engine can not be normally operated due to compression failure by a carbon jamming into an intake/exhaust valve, and carries out a valve opening control of the throttle valve by a throttle actuator (step 105). Accordingly, startability of the engine can be enhanced.
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公开(公告)号：JP2000320377A
公开(公告)日：2000-11-21
申请号：JP13203199
申请日：1999-05-12
Applicant: TOYOTA MOTOR CORP
Inventor： MUTO HARUFUMI , FUJITA MASATO , KUSHI NAOTO
Abstract: PROBLEM TO BE SOLVED: To prevent detection errors in a flow meter by correcting a target throttle opening to that within a dead opening area and on the outside of an error opening area associated with the measurement error of the flow meter, when the target throttle opening is within the dead opening area in which the change of an actual throttle opening has no influence on the intake air amount. SOLUTION: In compliance with the number of engine revolutions and opening/closing timing of an intake/exhaust valve, a dead throttle opening APMWOT, a drift suppressing throttle opening TAimin, and a pulsation suppressing throttle opening TAimax are found. A sensitive area 44, a dead area 45, a drift measurement error area 46 and a pulsation measurement error area 47 are determined. In setting of a target throttle opening TAtg inside the dead area 45, it is set on the outside the drift measurement error area 46 and the pulsation measurement error area 47. In this way, measurement errors in an air flow meter due to pressure pulsation/drift inside an intake pipe can be prevented with hardly change of the air intake amount, so that control based on the intake air amount measured by the air flow meter can be carried out precisely.
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公开(公告)号：JPH08303281A
公开(公告)日：1996-11-19
申请号：JP11195295
申请日：1995-05-10
Applicant: TOYOTA MOTOR CORP
Inventor： FUJITA MASATO
Abstract: PURPOSE: To prevent worsening of exhaust gas emission during rich abnormality of a fuel system by a method wherein at an idle operation period during cold operation, a guard is set at an idle leaning value and an engine operation state is stabilized, and during the occurrence of rich abnormality of a fuel system, it is prohibited that a guard is set at an idle learning value. CONSTITUTION: An ECU 54 computes a reference fuel injection amount based on output signals from an intake pressure sensor 14 and a rotation angle sensor 62 and by multiplying the reference fuel injection amount by an air-fuel ratio feedback correction factor and a learning value determined during feedback control of an air-fuel ratio, a fuel injection amount is determined. Correction based on a learning value is also executed during cold operation wherein feedback control of an air-fuel ratio is not executed but during the cold operation, a guard is set at a learning value used during idling. However, when it is detected that rich abnormality occurs to a fuel system, setting of the guard to an idle learning value is prohibited and this constitution realizes proper control of an air-fuel ratio through application of sufficient correction of fuel increase.
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公开(公告)号：JPH08291741A
公开(公告)日：1996-11-05
申请号：JP9557195
申请日：1995-04-20
Applicant: TOYOTA MOTOR CORP
Inventor： FUJITA MASATO
Abstract: PURPOSE: To improve precision of deterioration decision of a catalyst through prevention of the occurrence of erroneous decision when deterioration of a catalyst is decided based on the locus length of the output of an air-fuel ratio sensor situated downstream from a catalyst. CONSTITUTION: A downstream air-fuel ratio sensor 15 is arranged downstream from the catalyst converter 12 of an exhaust gas system. When the locus length of the output of the downstream air-fuel ratio is increased, it is decided that the catalyst is deteriorated. In such a state that an air-fuel ratio in a spot situated upper stream from the catalyst is oscillated more widely and longer to the rich side than a theoretical air-fuel ratio, even when the catalyst is deteriorated, the locus of the output of the downstream air-fuel ratio sensor 15 is shortened, whereby it is sometimes erroneously decided that a deteriorated catalyst is normal. It is decided by a control circuit 10 from a value of an air-fuel ratio correction amount (RSR), calculated based on the output of the downstream air-fuel ratio sensor, whether or not the air-fuel ratio of a spot situated upper stream from the catalyst is brought into a state to be widely oscillated to the rich side (a state wherein erroneous decision is apt to occur). When the air-fuel ratio is brought into such a state that erroneous decision is apt to occur, decision of deterioration of the catalyst is prohibited.
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Patent Agency Ranking
公开(公告)号：JPS62135631A
公开(公告)日：1987-06-18
申请号：JP27609485
申请日：1985-12-10
Applicant: TOYOTA MOTOR CORP
Inventor： FUJITA MASATO
Abstract: PURPOSE:To prevent the over-richness at starting of an engine and improve the startability, by gradually damping a duty ratio of an air flow control valve when a coupling water temperature is within a predetermined medium temperature range at starting of the engine, and an engine speed reaches a predetermined value. CONSTITUTION:The device includes a detecting means A for detecting an engine cooling water temperature and a detecting means B for detecting an engine speed. An air flow control valve C is provided in a bypass suction passage bypassing a throttle valve provided in a suction passage, and is duty-controlled by a duty control means D according to the cooling water temperature. A detecting means E is provided to detect that the cooling water temperature upon detection of starting of the engine is within a predetermined medium temperature range, and that the engine speed reaches a predetermined value. In receipt of an output from the detecting means E, a duty ratio damping means F controls to gradually damp a duty ratio of the control valve C. Thus, the over-richness at starting of the engine may be prevented by increasing the suction air quantity.
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公开(公告)号：JPS6123841A
公开(公告)日：1986-02-01
申请号：JP14199984
申请日：1984-07-09
Applicant: Toyota Motor Corp
Inventor： FUJITA MASATO
CPC classification number: F02D41/065
Abstract: PURPOSE:To improve a starting characteristic ever so better, by increasing a fuel injection quantity as much as commensurate to an engine speed if fuel temperature is more than the specified value in time of engine starting. CONSTITUTION:At a step P1, that whether an internal-combustion engine is in time of starting or not is discriminated. Then, at a step P2, that whether fuel temperature is more than the specified one or not is discriminated as well. If it is in time of starting and the fuel temperature is above the specified value, a fuel injection quantity is increased according to an engine speed at a step P3. With this constitution, a starting characteristic in the engine is improved.
Abstract translation: 目的：为了提高启动特性，如果燃油温度超过发动机启动时的指定值，则通过增加与发动机转速相当的燃油喷射量。 构成：在步骤P1中，判定内燃机是否在启动时。 然后，在步骤P2中，也判别燃料温度是否大于规定值。 如果是起动时间，燃料温度高于规定值，则在步骤P3，燃料喷射量根据发动机转速而增加。 利用该结构，能够提高发动机的起动特性。
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公开(公告)号：JPS60190668A
公开(公告)日：1985-09-28
申请号：JP4561584
申请日：1984-03-12
Applicant: Toyota Motor Corp
Inventor： FUJITA MASATO
CPC classification number: F02D41/1497 , F02P5/152 , Y02T10/46
Abstract: PURPOSE:To spread a margin of knocking in an engine when it is at a high temperature, by icreasing a basic injection-quantity corrective coefficient relating to the temperature of intake air if all signals of detection values are generated for a load, cooling water temperature, speed and the temperature of intake air in the engine exceeding each predetermined value. CONSTITUTION:A number of basic fuel injection pulses Tp is calculated by reading an updated intake air temperature THA stored in a RAM46 and obtaining a corrective coefficient F relating to this intake air temperature. Next, an engine is driven at a load higher than the predetermined load, that is, in a throttle value opening ADTH exceeding 70 deg., with a cooling water temperature THW higher than 100 deg.C and at a speed NE exceeding a predetermined value C2, and when the corrective coefficient F is smaller than 0.98, that is, an intake air temperature THA is higher than 30 deg.C, a corrective coefficient F', if it is obtained, relating to the updated intake air temperature THA stored in the RAM46 comes to be in a high value as compared with the coefficient F. And next, if an ignition advance angle theta is obtained from the Tps obtained by calculation and the updated speed NE, the ignition timing is controlled to a delay angle direction as the Tps increases in a high range of the speed NE, causing a margin of knocking to be increased.
Abstract translation: 目的：为了在发动机处于高温时扩大爆震边界，如果对负载产生检测值的所有信号，通过增加与进气温度相关的基本喷射量校正系数，冷却水温度 ，发动机中的进气的速度和温度超过每个预定值。 构成：通过读取存储在RAM46中的更新的进气温度THA并获得与该进气温度有关的校正系数F来计算多个基本燃料喷射脉冲Tp。 接下来，以比预定负荷高的负荷，即超过70度的节气门开度ADTH，冷却水温度THW高于100℃，速度NE超过规定值，驱动发动机 C2，并且当校正系数F小于0.98时，即进气温度THA高于30℃时，如果获得了与更新的进气温度THA相关的校正系数F' 与系数F相比，RAM46变得高值。接下来，如果从通过计算得到的Tps和更新速度NE获得点火提前角θ，则将点火正时控制为延迟角方向为 TPS在高速NE的高范围内增加，导致敲击边缘增加。
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公开(公告)号：JP2002227714A
公开(公告)日：2002-08-14
申请号：JP2001022124
申请日：2001-01-30
Applicant: TOYOTA MOTOR CORP
Inventor： FUJITA MASATO , YAMADA TOSHIO , OHATA AKIRA , OHASHI MICHIHIRO
Abstract: PROBLEM TO BE SOLVED: To provide vehicle vibration calculating system capable of easily calculating vehicle vibration. SOLUTION: The vehicle vibration calculating system 10 comprises a containing part 12 to contain a plurality of vehicle models describing a relation between engine torque responding to a plurality of respective vehicle attributes and vehicle vibration; a vehicle attribute input part 14 to input a vehicle attribute; a vehicle model extraction part 16 to extract a vehicle model responding to the vehicle attribute inputted by the vehicle attribute input part 14 from a plurality of the vehicle attributes contained in the containing part 12; a vehicle vibration calculating part 18 to calculate vehicle vibration, occurring when prescribed engine torque is inputted, by using a vehicle model extracted by the vehicle model extraction part 16; and a vehicle vibration output part 20 to output vehicle vibration calculated by the vehicle calculating part 18.
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公开(公告)号：JP2002161799A
公开(公告)日：2002-06-07
申请号：JP2000359490
申请日：2000-11-27
Applicant: TOYOTA MOTOR CORP
Inventor： FUJITA MASATO , YAMADA TOSHIO , OHATA AKIRA , OHASHI MICHIHIRO
Abstract: PROBLEM TO BE SOLVED: To provide a control model generation device capable of easily generating a highly accurate control model. SOLUTION: The control model generation device 10 is constituted by providing an input part 12 for inputting the three-dimensional figuration and boundary condition of an intake manifold or the like which is a component composing an air intake system, a physical phenomenon estimating part 14 for estimating air flow in the intake system based on the three-dimensional figuration and boundary condition inputted by the input part 12, a control model generation part 16 for generating an intake control model regulating the relation of the opening area of a throttle with an air flow rate passing through the throttle based on the air flow estimated by the physical phenomenon estimating part 14, and a control model output part 18 for outputting the intake control model generated by the control model generation part 16.
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