公开(公告)号：JP2011247197A

公开(公告)日：2011-12-08

申请号：JP2010122120

申请日：2010-05-27

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

Inventor： YOSHIZAKI SATOSHI ,  KADOOKA TAKU ,  MITANI SHINICHI

IPC: F02D41/06 ,  F02D41/02 ,  F02D41/34 ,  F02D45/00 ,  F02M63/00

CPC classification number: F02D41/3094 ,  F02D41/062 ,  F02D41/3029 ,  F02D41/3076 ,  F02D2200/0602

Abstract: PROBLEM TO BE SOLVED: To provide a fuel injector capable of suppressing delay of the start time of an internal combustion engine.SOLUTION: The fuel injector 100 includes a fuel pressure acquisition unit 18 for acquiring an actual fuel pressure, a storage unit 42 for storing a first fuel pressure PR1 which is set so that the amount of exhaust emission is below the predetermined value HC1 and is the reference fuel pressure for carrying out the stratified start of an internal combustion engine, and a second fuel pressure PR2 which is capable of generating torque for starting the internal combustion engine, and is smaller than the first fuel pressure PR1, and a control unit 42 for carrying out the stratified start of the internal combustion engine when the actual fuel pressure is equal to or higher than the first fuel pressure PR1. The control unit 42 changes the reference fuel pressure from the first fuel pressure PR1 to the second fuel pressure PR2 when the actual fuel pressure is below the first fuel pressure PR1 when the predetermined first period T1 elapses from the start of the cranking of the internal combustion engine, and carries out the stratified start of the internal combustion engine when the actual fuel pressure is equal to or higher than the second fuel pressure PR2.

Abstract translation: 要解决的问题：提供一种能够抑制内燃机的起动时间的延迟的燃料喷射器。 解决方案：燃料喷射器100包括用于获取实际燃料压力的燃料压力获取单元18，用于存储第一燃料压力PR1的存储单元42，第一燃料压力PR1被设置为使得废气排放量低于预定值HC1 是用于进行内燃机的分层起动的基准燃料压力和能够产生起动内燃机的转矩并且小于第一燃料压力PR1的第二燃料压力PR2，以及控制 单元42，用于当实际燃料压力等于或高于第一燃料压力PR1时执行内燃机的分层起动。 当从内燃机起动开始经过规定的第一期间T1时，控制单元42将基准燃料压力从第一燃料压力PR1改变为第二燃料压力PR2，当实际燃料压力低于第一燃料压力PR1时 并且当实际燃料压力等于或高于第二燃料压力PR2时，执行内燃机的分层起动。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2010164008A

公开(公告)日：2010-07-29

申请号：JP2009008200

申请日：2009-01-16

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

Inventor： MITANI SHINICHI ,  HIROOKA SHIGEMASA ,  KADOOKA TAKU ,  YOSHIZAKI SATOSHI

IPC: F01N3/02 ,  F01P3/12 ,  F02D17/02 ,  F02D41/04

Abstract: PROBLEM TO BE SOLVED: To provide an internal combustion engine control device capable of determining the state of a cooling medium in cooling devices which cool exhaust gas. SOLUTION: The internal combustion engine control device includes the cooling devices 40L, 40R provided on a passage where cooling water distributes, for cooling exhaust gas from an engine 10 with the cooling water distributing therein, and ECUs 7L, 7R for estimating the state of the cooling water receiving heat from the exhaust gas and determining the state of the cooling water distributing in the cooling devices 40L, 40R in accordance with the estimation result. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 解决的问题：提供能够确定冷却废气的冷却装置中的冷却介质的状态的内燃机控制装置。 解决方案：内燃机控制装置包括设置在冷却水分配的通道上的冷却装置40L，40R，用于冷却分配有冷却水的发动机10的排气;以及ECU 7L，7R，用于估计 冷却水从废气接收热量的状态，并根据估计结果确定冷却装置40L，40R中的冷却水分配状态。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009085072A

公开(公告)日：2009-04-23

申请号：JP2007254748

申请日：2007-09-28

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

Inventor： HOSOKAWA YOHEI ,  KADOOKA TAKU ,  SHINAGAWA TOMOHIRO

IPC: F02D41/06 ,  F02D9/02 ,  F02D11/10 ,  F02D13/02 ,  F02D41/02 ,  F02D43/00 ,  F02D45/00 ,  F02N99/00

Abstract: PROBLEM TO BE SOLVED: To improve startability when low evaporation characteristic fuel is used.
SOLUTION: The control device (electronic control device 1) for the internal combustion engine for performing combustion operation by ignition operation with respect to fuel F supplied to inside of a combustion chamber CC is provided with an engine start control means for increasing intake air amount to inside of the combustion chamber CC at start of the engine as the evaporation characteristics of the fuel F inside the combustion chamber CC are worse. The engine start control means is constituted to increase the intake air amount by performing at least one of reduction control of cranking frequency, valve opening control of a throttle valve 24, or valve opening time expansion control or lift amount increase control of an intake valve 31.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：为了提高使用低蒸发特性燃料时的启动性。 解决方案：用于通过点火操作进行燃烧操作的内燃机的控制装置（电子控制装置1）相对于供应到燃烧室CC内部的燃料F设置有用于增加进气量的发动机起动控制装置 在燃烧室CC内的燃料F的蒸发特性变差的情况下，在发动机起动时的燃烧室CC内部的空气量变差。 发动机启动控制装置通过执行起动频率的减小控制，节气门24的开阀控制或进气门31的开阀时间膨胀控制或升程量增加控制中的至少一个而构成为增加进气量 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009052480A

公开(公告)日：2009-03-12

申请号：JP2007220171

申请日：2007-08-27

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

Inventor： KADOOKA TAKU

IPC: F02D41/06 ,  F02D17/00 ,  F02D45/00

CPC classification number: Y02T10/166

Abstract: PROBLEM TO BE SOLVED: To materialize low temperature startability improvement effect by heated fuel. SOLUTION: A fuel injection control device (electronic control device 1) for an internal combustion engine capable of injecting fuel F heated after being fed out from a fuel pump (field pump 52) from a fuel injection valve 54 (first to fourth fuel injection valve 54a-54d) of each cylinder connected to a fuel delivery pipe 53, is provided with a first operation fuel injection valve setting means setting a first operation fuel injection valve suitable for improving low temperature startability out of each fuel injection valve 54 (first to fourth fuel injection valve 54a-54d), and a fuel injection control means carrying out control to start fuel injection from the set first operation fuel injection valve. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：通过加热燃料来实现低温启动性改进效果。 解决方案：一种用于内燃机的燃料喷射控制装置（电子控制装置1），其能够在从燃料喷射阀54（第一至第四）从燃料泵（现场泵52）送出之后喷射被加热的燃料F 连接到燃料输送管53的每个气缸的燃料喷射阀54a-54d）设置有第一操作燃料喷射阀设置装置，其设置适合于提高每个燃料喷射阀54的低温启动性的第一操作燃料喷射阀（ 第一至第四燃料喷射阀54a-54d）和执行从设定的第一操作燃料喷射阀开始燃料喷射的控制的燃料喷射控制装置。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2009024612A

公开(公告)日：2009-02-05

申请号：JP2007188893

申请日：2007-07-19

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

Inventor： KADOOKA TAKU

IPC: F02M25/08 ,  F01N3/24 ,  F02D13/02 ,  F02D29/02

CPC classification number: Y02A50/2322 ,  Y02T10/6221

Abstract: PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle appropriately treating evaporated fuel formed in a fuel tank during stop of an engine in the hybrid vehicle. SOLUTION: Evaporated fuel formed in the fuel tank 42 is stored in a canister 32 and is supplied to an upstream of an exhaust emission control catalyst 13 when combustion is not carried out in the engine. At that time, valve open times of an intake valve 26 and an exhaust valve 27 are overlapped, the engine 11 is driven by power of a motor 33, and intake air of an intake pipe 24 is supplied to the exhaust emission control catalyst 13. Consequently, evaporated fuel can be converted by the exhaust emission control catalyst 13 during engine stop. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 解决的问题：提供一种用于混合动力车辆的控制装置，其适当地处理在混合动力车辆中的发动机停止期间在燃料箱中形成的蒸发燃料。 解决方案：在燃料箱42中形成的蒸发燃料储存在罐32中，并且当在发动机中不进行燃烧时，被供给到废气排放控制催化剂13的上游。 此时，进气阀26和排气阀27的阀打开时间重叠，发动机11由马达33的动力驱动，进气管24的进气被供给到废气排放控制催化剂13。 因此，在发动机停止期间，蒸发的燃料可以被废气排放控制催化剂13转化。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2008032027A

公开(公告)日：2008-02-14

申请号：JP2007273329

申请日：2007-10-22

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： HEIKO KEIZO ,  HASHIZUME AKIRA ,  KADOOKA TAKU ,  YAMADA HIROHIKO ,  YAMADA MASAKAZU

IPC: F02D41/36 ,  F02D43/00 ,  F02D45/00

CPC classification number: Y02T10/146 ,  Y02T10/18 ,  Y02T10/46

Abstract: PROBLEM TO BE SOLVED: To materialize both control of a difference in an air-fuel ratio between cylinders and control of torque fluctuation. SOLUTION: Respective combustion conditions of a plurality of cylinders with which an internal combustion engine is equipped are set by the following control executed in accordance with respective intake quantities of the plurality of cylinders. The cylinder having minimum intake quantity is taken as a reference cylinder. In the reference cylinder, fuel injection quantity is set which materializes a theoretical air-fuel ratio. In the other cylinders, an air-fuel ratio for generating the same torque as reference torque emitted by the reference cylinder is set in accordance with intake quantity of respective cylinders. In this setting, the air-fuel ratio in the specified area outside the theoretical air-fuel ratio (the air-fuel ratio belonging to an evasion area) is excluded. With respect to a cylinder unable to materialize a reference torque only by the air fuel ratio setting, ignition timing is corrected so as to control the difference with the reference torque. By doing so, both control of a difference in an air-fuel ratio between cylinders and control of torque fluctuation can be materialized even though there exists the difference between cylinders in the intake quantity. COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：为了实现气缸之间的空燃比的差异的控制和扭矩波动的控制。 解决方案：通过根据多个气缸的相应进气量执行的以下控制来设定配备有内燃机的多个气缸的各燃烧条件。 将具有最小进气量的气缸作为参考气缸。 在参考气缸中，设定实现理论空燃比的燃料喷射量。 在其他气缸中，根据各气缸的进气量设定用于产生与基准气缸发出的基准转矩相同的转矩的空燃比。 在该设定中，除了理论空燃比以外的特定区域（属于逃避区域的空燃比）的空燃比。 对于仅通过空燃比设定不能实现基准转矩的气缸，校正点火正时，以便控制与参考转矩的差。 通过这样做，即使存在进气量的气缸之间的差异，也可以实现气缸之间的空燃比的差异的控制和扭矩波动的控制。 版权所有（C）2008，JPO＆INPIT

公开(公告)号：JP2007309208A

公开(公告)日：2007-11-29

申请号：JP2006139014

申请日：2006-05-18

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

Inventor： HOSOKAWA YOHEI ,  KADOOKA TAKU ,  WATANABE TAKESHI ,  KAWAI TAKASHI

IPC: F02D45/00 ,  F01N3/24 ,  F02D13/02 ,  F02D29/02

CPC classification number: Y02A50/2322

Abstract: PROBLEM TO BE SOLVED: To improve accuracy in estimation of catalyst temperature during stop in an internal combustion engine including a charge and exhaust mechanism capable of materializing valve overlap.
SOLUTION: Temperature of the catalyst is estimated based on elapsed time after previous stop and overlap quantity at a time of previous stop. Part of air fuel mixture introduced into a cylinder from an intake port is discharged to an exhaust port without staying in the cylinder when overlap is being executed. Consequently, it is thought that exhaust gas temperature in this case is lower than a case that overlap is not executed, and that it is lower as overlap quantity is large. Consequently, accuracy of estimation can be improved by taking overlap quantity into account.
COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：提高包括能够实现阀重叠的充气和排气机构的内燃机的停止期间的催化剂温度的估计精度。 解决方案：催化剂的温度基于先前停止后的经过时间和先前停止时的重叠量来估计。 当进行重叠时，从进气口引入气缸的空气燃料混合物的一部分被排放到排气口，而不会停留在气缸中。 因此，认为在这种情况下的废气温度低于不执行重叠的情况，并且随着重叠量的增加而降低。 因此，通过考虑重叠数量可以提高估计精度。 版权所有（C）2008，JPO＆INPIT

公开(公告)号：JP2006214327A

公开(公告)日：2006-08-17

申请号：JP2005027217

申请日：2005-02-03

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

Inventor： HAKARIYA MASAFUMI ,  KADOOKA TAKU

IPC: F02D45/00 ,  F02D41/18

CPC classification number: F02D41/008 ,  F02D41/182 ,  F02D2200/0406 ,  F02D2200/0408

Abstract: PROBLEM TO BE SOLVED: To accurately calculate a cylinder filled air quantity by computing an intake pressure drop quantity of each corresponding cylinder from a respective upward peak pressure and downward peak pressure.
SOLUTION: The control device calculates a differential value of intake pressure while successively detecting the intake pressure by a pressure sensor 40, sets a peak pressure detection range of each cylinder on the basis of the intake pressure differential value, detects the upward peak pressure and downward peak pressure of the intake pressure included within the peak pressure detection range of each cylinder respectively, and computes the intake pressure drop quantity of the corresponding cylinder from the respective upward peak pressure and downward peak pressure. A cylinder filled air quantity is calculated on the basis of the intake pressure drop quantity.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：通过从相应的上升峰值压力和下降的峰值压力计算每个对应的气缸的进气压力下降量来精确地计算气缸填充空气量。 解决方案：控制装置在通过压力传感器40连续检测进气压力的同时，计算进气压力的微分值，根据进气压力差值设定各气缸的峰值压力检测范围，检测上升峰值 进气压力的压力和下降峰值压力分别包括在每个气缸的峰值压力检测范围内，并根据各自的上升峰值压力和下降峰值压力计算相应气缸的进气压力下降量。 基于进气压降量计算气缸填充空气量。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2006063910A

公开(公告)日：2006-03-09

申请号：JP2004248655

申请日：2004-08-27

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

Inventor： KADOOKA TAKU

IPC: F01L13/00 ,  F01L1/18 ,  F02D13/02 ,  F02D45/00

CPC classification number: F01L13/0063 ,  F01L2800/09 ,  F01L2800/14

Abstract: PROBLEM TO BE SOLVED: To provide a linear motion mechanism learning a reference position of a movable member with good reproducibility without providing a stopper mechanism regulating motion of a movable member.
SOLUTION: The linear motion mechanism makes a control shaft move linearly and is provided with an electronic control device 7 learning the reference position in relation to moving position of the control shaft 46, and is provided with a first link mechanism 80 converting rotary motion from a drive motor 51 to reciprocating linear motion and transmitting the same to the control shaft 46 and an approximation linear motion mechanism 90. A reverse position (point C) where motion direction of the reciprocating linear motion is reversed is established as a stroke end of the liner motion of the control shaft 46 and the electronic control device 7 learns the reverse position as the reference position in relation to moving position of the control shaft 46.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种线性运动机构，其可以在不设置限制可动件的运动的止动机构的情况下以良好的再现性学习可移动部件的基准位置。 解决方案：线性运动机构使控制轴线性移动，并设置有电子控制装置7，其学习与控制轴46的移动位置相关的基准位置，并且设置有第一连杆机构80，其将旋转 从驱动马达51到往复直线运动的运动，并将其传送到控制轴46和近似线性运动机构90.将往复直线运动的运动方向反转的反向位置（点C）确定为行程末端 控制轴46和电子控制装置7的内衬运动学习相对于控制轴46的运动位置的参考位置的反向位置。（C）2006，JPO和NCIPI

公开(公告)号：JP2005009417A

公开(公告)日：2005-01-13

申请号：JP2003175089

申请日：2003-06-19

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： KADOOKA TAKU ,  HEIKO KEIZO ,  KANAI HIROSHI ,  FUWA NAOHIDE ,  DODA HISAYO

IPC: F02D45/00 ,  F02D13/02 ,  F02D41/04

Abstract: PROBLEM TO BE SOLVED: To accurately determine an air intake considering a characteristic of each air intake amount adjusting mechanism in an internal combustion engine having a plurality of the mechanisms.
SOLUTION: An air intake amount estimating part 14 estimates the air intake amount at the end of air intake to a combustion chamber before the end of air suction. An air intake amount adjusting mechanism control part 18 respectively outputs a command value to the each air intake amount adjusting mechanism for starting operation of the each mechanism after prescribed operation delay time DL lapses based on change in a load demand value to the internal combustion engine. The each air intake amount adjusting mechanism respectively has time delay δ1, δ2 between the start of operation of the each mechanism and the time when the air intake amount starts to change. The air intake amount estimating part 14 calculates the air intake based on the predetermined command value to be output to the each mechanism at the end of the air suction and the time delay δ1, δ2 of the each mechanism.
COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：考虑到具有多个机构的内燃机中的每个进气量调节机构的特性，准确地确定进气。 解决方案：进气量估计部14估计在空气抽吸结束之前进入燃烧室的进气结束时的进气量。 进气量调节机构控制部18基于对内燃机的负荷需求值的变化，分别在规定的运转延迟时间DL经过之后，向每个进气量调节机构输出指令值，以启动各机构的运转。 每个进气量调节机构分别具有每个机构的运行开始与进气量开始变化的时间之间的时间延迟δ1，δ2。 进气量估计部14基于在空气吸入结束时输出到各机构的预定指令值和各机构的时间延迟δ1，δ2来计算进气量。 版权所有（C）2005，JPO＆NCIPI