公开(公告)号：JP2010275888A

公开(公告)日：2010-12-09

申请号：JP2009127248

申请日：2009-05-27

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

Inventor： ASAMI YOSHIKAZU ,  INOUE TOSHIO ,  KOJIMA MASAKIYO ,  SUZUKI TAKASHI

IPC: F02D13/02

CPC classification number: F01L1/3442 ,  F01L2001/0537 ,  F01L2820/041 ,  F01L2820/042 ,  F02D13/0219 ,  Y02T10/18

Abstract: PROBLEM TO BE SOLVED: To provide a control device for a vehicular internal combustion engine optimizing overlap quantity control in an internal combustion engine equipped with a variable valve timing mechanism. SOLUTION: When the engine is gets in idling operation state, this device waits for stop of a vehicle. When the vehicle stops, the device sets overlap quantity of an intake valve and an exhaust valve small. Consequently, vibration of the engine in the vehicle stop state is reduced. Even if the engine is in idling operation, the overlap quantity is set greater than that in normal control if the vehicle is travelling. Consequently, engine load is increased by accelerator step-in action of a driver during vehicle travel or the like, and the overlap quantity is appropriately provided in a state where engine speed rises. COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 解决的问题：提供一种用于在配备有可变气门正时机构的内燃机中优化重叠量控制的车辆用内燃机的控制装置。

解决方案：当发动机处于空转运行状态时，该装置等待停车。 当车辆停止时，设备将进气门和排气门的重叠量设置得较小。 因此，发动机在车辆停止状态下的振动减小。 即使发动机处于怠速运转状态，如果车辆正在行驶，则重叠量设定为大于正常控制。 因此，通过驾驶员在车辆行驶等期间的加速器踏入动作来增加发动机负荷，并且在发动机转速上升的状态下适当地设置重叠量。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2002323070A

公开(公告)日：2002-11-08

申请号：JP2001124362

申请日：2001-04-23

Applicant: TOYOTA MOTOR CORP

Inventor： KOJIMA MASAKIYO ,  ENDO HIROATSU

IPC: B60W10/04 ,  B60K6/20 ,  B60K6/48 ,  B60K6/543 ,  B60W10/02 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F02D29/00 ,  F02D29/02 ,  F16D48/02 ,  B60K6/02 ,  B60K41/00 ,  B60K41/02

Abstract: PROBLEM TO BE SOLVED: To provide a vehicle control device having less release shock derived from a releasing operation of a power transmission opening and closing device disposed between a prime motor and a driving wheel in traveling. SOLUTION: When a hybrid control device determination 10 for a vehicle determines a release condition satisfactorily by a release condition satisfaction means 100 determines, a second clutch C2 is released by a release means 108 at the time when input torque to the second clutch (the power transmission opening and closing device) C2 becomes zero. Therefore, a vehicle in inertial travel has no change of drive torque derived from the release of the second clutch C2 so as to favorably control a release shock in a traveling vehicle.

公开(公告)号：JP2008231941A

公开(公告)日：2008-10-02

申请号：JP2007068704

申请日：2007-03-16

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

Inventor： KOJIMA MASAKIYO

IPC: F02M25/07 ,  F01P3/18

CPC classification number: Y02T10/121

Abstract: PROBLEM TO BE SOLVED: To efficiently cool recirculation gas flowing in an exhaust gas recirculation device while suppressing an increase in cost.
SOLUTION: This recirculation gas cooling device is provided in the exhaust gas recirculation device recirculating a part of exhaust gas in an engine again to the intake pipe of the engine by opening an EGR valve. The cooling device includes: EGR pipes 562, 564 connecting the exhaust pipe and intake pipe of the engine; and a radiator 550 composed of a plurality of cooling water pipes 552 in which cooling water circulating inside of the engine flows, and fins 554 abutting on the adjacent cooling water pipes 552 of the plurality of cooling water pipes 552. The EGR pipes 562, 564 are so formed that recirculation gas circulates by being brought into contact with a part of at least either the fin 554 or the cooling water pipe 552.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：为了有效地冷却在废气再循环装置中流动的再循环气体，同时抑制成本的增加。 解决方案：该再循环气体冷却装置设置在废气再循环装置中，通过打开EGR阀将再一次发动机中的废气的一部分再循环到发动机的进气管。 冷却装置包括：连接发动机的排气管和进气管的EGR管562,564; 以及由发动机内循环的冷却水流动的多个冷却水管552构成的散热器550以及与多个冷却水管552的相邻的冷却水管552抵接的散热片554.该EGR管562,564 被形成为使得再循环气体通过与翅片554或冷却水管552中的至少一个的一部分接触而循环。（C）2009年，JPO和INPIT

公开(公告)号：JP2003269168A

公开(公告)日：2003-09-25

申请号：JP2002070790

申请日：2002-03-14

Applicant: TOYOTA MOTOR CORP

Inventor： KOJIMA MASAKIYO

IPC: F01P7/16 ,  F01P3/20

Abstract: PROBLEM TO BE SOLVED: To provide a method of operating an engine cooling device for solving a problem of the engine cooling device with separate pumps for cooling a cylinder block and a cylinder head that a large energy loss may be caused as the pump for cooling the cylinder block is operated on the condition with a low energy efficiency. SOLUTION: In handling the increase of requests for cooling the cylinder block, the output of the pump for cooling the cylinder head is increased while the pump for cooling the cylinder block is stopped to cool down the cylinder head more intensively, and the cooling performance on the cylinder block is improved via the heat conduction between the cylinder block and the cylinder head. COPYRIGHT: (C)2003,JPO

公开(公告)号：JP2003166633A

公开(公告)日：2003-06-13

申请号：JP2001362148

申请日：2001-11-28

Applicant: TOYOTA MOTOR CORP

Inventor： KOJIMA MASAKIYO

IPC: B60K17/04 ,  B60K6/20 ,  B60K6/36 ,  B60K6/445 ,  B60K6/547 ,  B60L50/16 ,  B60W10/06 ,  B60W10/10 ,  B60W20/00 ,  F16H61/02 ,  F16H63/50 ,  B60K6/02 ,  B60L11/14

Abstract: PROBLEM TO BE SOLVED: To rationalize the operation of a transmission when an internal combustion engine separated from a wheel driving shaft by the transmission is connected again to the wheel driving shaft in operating a vehicle by a hybrid vehicle driving structure with the transmission. SOLUTION: In the hybrid vehicle driving structure, the output shaft of the internal combustion engine 1 is connected to a first motor generator 8 and the wheel driving shaft 11 via a power distribution mechanism 3, and a second motor generator 12 is connected to the wheel driving shaft. The hybrid vehicle driving structure has the transmission 100 on the side nearer to the internal combustion engine than to the connection part of the second motor generator in the middle of the wheel driving shaft. In operating the hybrid vehicle driving structure, the transmission is operated starting from a different optimal speed stage according to the vehicle speed or a required axle torque when the internal combustion engine separated from the wheel driving shaft by the transmission is connected again to the wheel driving shaft. COPYRIGHT: (C)2003,JPO

公开(公告)号：JP2003130202A

公开(公告)日：2003-05-08

申请号：JP2001323931

申请日：2001-10-22

Applicant: TOYOTA MOTOR CORP

Inventor： KOJIMA MASAKIYO

IPC: B60K17/04 ,  B60K6/20 ,  B60K6/36 ,  B60K6/445 ,  B60K6/547 ,  B60L50/16 ,  B60W10/08 ,  B60W10/10 ,  B60W20/00 ,  F16H59/74 ,  F16H61/02 ,  B60L11/14

Abstract: PROBLEM TO BE SOLVED: To renew a switching mode of a gear shift stage so that a characteristic of a hybrid vehicle driving structure is made the most of, when incorporating a transmission in mid-way of a wheel drive shaft to obtain a required speed to axle torque characteristic by keeping fuel economy of an internal combustion engine in an excellent state without increasing a second motor-generator in scale, in the hybrid vehicle driving structure connecting an output shaft of the internal combustion engine to a first motor-generator and the wheel drive shaft via a power distribution mechanism and connecting the second motor- generator to the wheel drive shaft. SOLUTION: A region corresponding to each gear shift stage is partitioned not according to a speed but according to the magnitude of axle torque from the viewpoint of a coordinate system of the speed to axle torque showing axle torque sharing by the internal combustion engine and the second motor- generator.

公开(公告)号：JP2002174328A

公开(公告)日：2002-06-21

申请号：JP2000368020

申请日：2000-12-04

Applicant: TOYOTA MOTOR CORP

Inventor： KOJIMA MASAKIYO

IPC: B60K6/20 ,  B60K6/445 ,  B60K6/48 ,  B60K6/543 ,  B60L9/18 ,  B60L15/20 ,  B60L50/16 ,  B60W10/08 ,  B60W10/10 ,  B60W10/26 ,  B60W10/30 ,  B60W20/00 ,  F16H57/04 ,  B60K6/02 ,  B60L11/14

Abstract: PROBLEM TO BE SOLVED: To reduce a power loss of a lower transmission mechanism caused by viscous resistance of lubricating oil when a temperature is low and an insufficient clearance, without separately providing a heating means such as a heater. SOLUTION: When a temperature THCVT of hydraulic fluid in a hydraulic control circuit controlling a gear shift or the like of a transmission is below a lower limit value THmin, a charge and discharge demand value spchg is set to the maximum value spchgmin on a charge side or the maximum value spchgmax on a discharge side in accordance with a power storage amount SOC to change an operation region of a 'direct connecting mode' and a 'motor running mode' in accordance with the value of the charge and discharge demand value spchg and control the power generation or the power operation of a motor generator when a vehicle runs at the 'direct connecting mode' so that the operation frequency (time) of the motor generator is increased, power generation torque and power operation torque are increased in accordance with the value of the charge and discharge demand value spchg, and an amount of heat generation in accordance with the operation of the motor generator is increased so as to quickly raise the temperature THCVT of hydraulic fluid used also in cooling the motor generator.

公开(公告)号：JP2002171601A

公开(公告)日：2002-06-14

申请号：JP2000364299

申请日：2000-11-30

Applicant: TOYOTA MOTOR CORP

Inventor： KOJIMA MASAKIYO

IPC: B60K25/00 ,  B60K6/20 ,  B60K6/36 ,  B60K6/48 ,  B60K6/50 ,  B60K6/543 ,  B60L7/10 ,  B60L50/16 ,  B60W10/02 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/10 ,  B60W10/101 ,  B60W10/105 ,  B60W20/00 ,  F16H3/72 ,  F16H9/18 ,  F16H59/54 ,  F16H61/04 ,  B60K41/00 ,  B60K41/14 ,  B60L11/14

Abstract: PROBLEM TO BE SOLVED: To obtain an excellent power generation efficiency even in a regenerative control while rotating an engine together, when charging up a battery exerting a predetermined brake force on a vehicle at the same time in the vehicle traveling. SOLUTION: A shaft control of a transmission is exercised according to different standards, in a connection state that the engine is rotated together (S3 is YES.) or in a cutoff state that the engine is cut off (S3 is No.). That is, the shift control is exercised in the cutoff state so that the power generation efficiency of the motor/generator at the step 8 is maximized under a predetermined conditions, on the other hand, the shift control is exercised in the connection state so that a rotation resistance of the engine at the step 5 is minimized under a predetermined condition. Even in the connection state, in cases where the regenerative control cannot be exercised due to a failure of the motor/ generator or the like, the shift control is exercised so that a predetermined brake force is obtained according to the rotation resistance of the engine at the step 7.

公开(公告)号：JP2000199420A

公开(公告)日：2000-07-18

申请号：JP37338598

申请日：1998-12-28

Applicant: TOYOTA MOTOR CORP

Inventor： KUSADA MASAKI ,  HIROSE KATSUHIKO ,  KANAI HIROSHI ,  TAKAOKA TOSHIBUMI ,  INOUE TOSHIO ,  NISHIGAKI TAKAHIRO ,  KOJIMA MASAKIYO

IPC: F01M11/10 ,  B60K6/20 ,  B60K6/445 ,  B60K8/00 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F02D17/00 ,  F02D29/02 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To accurately detect deterioration of engine related parts for a hybrid car. SOLUTION: This deterioration detection system comprises motors MG1, MG2 connected to the output shaft of an engine and a control device 180 which temporarily stops or runs the engine 100 under a predetermined driving condition and also controls the actuation of the motors MG1, MG2. The deterioration detection system further comprises an engine operating time counting device to count an engine operating time from a combustion operating time when a driving force generated by engine combustion energy is transmitted to an output shaft and a non-combustion operating time when the engine is not running and as a result no force is transmitted from the engine to the output shaft. The system is further equipped with a deterioration determination device to determine deterioration of engine related parts based on the engine operating times.

公开(公告)号：JPH10326115A

公开(公告)日：1998-12-08

申请号：JP29624697

申请日：1997-10-13

Applicant: TOYOTA MOTOR CORP

Inventor： TAKAOKA TOSHIBUMI ,  NISHIGAKI TAKAHIRO ,  KOJIMA MASAKIYO ,  KANAI HIROSHI ,  ABE SHINICHI ,  KOBAYASHI YUKIO ,  NAGASE KENICHI ,  HARADA OSAMU ,  YAMAGUCHI KATSUHIKO

IPC: F02D29/02 ,  B60K1/02 ,  B60K6/20 ,  B60K6/24 ,  B60K6/365 ,  B60K6/40 ,  B60K6/445 ,  B60K6/52 ,  B60K17/356 ,  B60L50/15 ,  B60L50/16 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  B60W20/00 ,  G05D17/00 ,  H02K7/18 ,  H02P5/747 ,  H02P9/04 ,  B60L11/14 ,  H02P7/747

Abstract: PROBLEM TO BE SOLVED: To prevent the lowering of efficiency due to the energy circulating to a power transmission path for a motive power output device which uses an engine as and a motor its power source. SOLUTION: This motive power output device consists of a generator MG1, a motor MG2 and an output shaft of an engine 150 which are connected to a sun gear shaft of a planetary gear 120, a ring gear shaft and the gear 120 respectively. In such a constitution, the motive power generated by the engine 150 is regenerated as electric power by the motor MG2. Then the circulation of energy of 'gear 120-motor MG2-generator MG1gear 120' that is caused when the generator MG1 is powered by the electric power can be prevented by the following control to evade the lowering of efficiency. That is, the torque command value of the motor MG2 is monitored, and the operation point of the engine is changed to a point of higher rotational frequency when the said torque command value is reduced less than its threshold Tref.