公开(公告)号：JP2007309329A

公开(公告)日：2007-11-29

申请号：JP2007191272

申请日：2007-07-23

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

Inventor： KATO YUICHIRO ,  SUGIYAMA TATSUMASA

IPC: F02M55/02 ,  F02M47/02 ,  F02M51/00

Abstract: PROBLEM TO BE SOLVED: To provide a fuel pressure control device for a high pressure fuel injection system to surely decrease a fuel pressure in pressure accumulating piping while avoiding adverse influence on the high pressure fuel injection system. SOLUTION: Injectors 12 for injecting fuel to combustion chambers of respective cylinders #1-#4 of an engine 10 are connected to a common rail 20, and high pressure fuel is fed from the common rail 20. A relief valve 22 consisting of a solenoid valve is arranged at the common rail 20. An electronic control device (ECU) 60 detects fuel pressure in the common rail 20, and when the fuel pressure is higher than a target fuel pressure and a difference therebetween is large, a fuel pressure in the common rail 20 is reduced through opening drive of the relief valve 22. The ECU 60 sets an opening timing of the relief valve 22 such that the opening timing is prevented from overlapping with the opening period of the injector 12, a detecting timing of the fuel pressure, and the fuel pressure feed period of a fuel pump 30. COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：提供一种用于高压燃料喷射系统的燃料压力控制装置，以确保降低蓄压管道中的燃料压力，同时避免对高压燃料喷射系统的不利影响。 解决方案：用于将燃料喷射到发动机10的各个气缸＃1-＃4的燃烧室的喷射器12连接到共轨20，并且高压燃料从共轨20进给。安全阀22包括 电子控制装置（ECU）60检测共轨20中的燃料压力，并且当燃料压力高于目标燃料压力且其间的差异大时，燃料 共同导轨20中的压力通过开启安全阀22的开启而减小.ECC60设定安全阀22的打开正时，从而防止打开正时与喷射器12的打开周期重叠，检测定时 燃料压力的燃料压力和燃料压力进给周期。（C）2008年，JPO和INPIT

公开(公告)号：JP2005155500A

公开(公告)日：2005-06-16

申请号：JP2003396166

申请日：2003-11-26

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

Inventor： TOMITA TETSUJI ,  SUGIYAMA TATSUMASA ,  TAWARA ATSUSHI

IPC: F02M25/07 ,  F01N3/02 ,  F01N3/023 ,  F01N3/24 ,  F02D9/02 ,  F02D21/08 ,  F02D35/00 ,  F02D41/00 ,  F02D41/02 ,  F02D41/12 ,  F02D45/00

CPC classification number: F01N9/002 ,  F01N13/009 ,  F01N13/0093 ,  F01N13/0097 ,  F02B29/0406 ,  F02B37/00 ,  F02D35/0023 ,  F02D41/029 ,  F02D2041/0017 ,  F02D2200/0802 ,  F02D2200/0812 ,  F02M26/05 ,  F02M26/23 ,  F02M26/35 ,  Y02T10/47

Abstract: PROBLEM TO BE SOLVED: To suppress impairment of the exhaust gas control function of exhaust gas controlling catalyst by excessive rise of the catalyst temperature even when the engine speed of an internal combustion engine is reduced in a state of much deposition of particulate matters while recycling the catalyst. SOLUTION: An exhaust gas control apparatus includes a second catalyst converter 35 having an exhaust gas control function in an exhaust passage 14 in an engine 10. The second catalyst converter 35 is recovered by burning and removing particulate matters deposited in the second catalyst converter 35. In the exhaust gas control apparatus, when the engine 10 (a vehicle) is decelerated while an amount of the deposited particulate matters is large during recovery of the catalyst, an increase in the amount of intake air in a combustion chamber 13 over the small amount of the deposited particulate matters is suppressed by operating an intake throttle valve 18 to the closing side or the like. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：为了抑制排气控制催化剂的排气控制功能的损害，即使当内燃机的发动机转速在颗粒物沉积的情况下减少时，催化剂温度过高 同时回收催化剂。 解决方案：排气控制装置包括在发动机10中的排气通道14中具有排气控制功能的第二催化剂转化器35.通过燃烧和除去沉积在第二催化剂中的颗粒物质来回收第二催化剂转化器35 在废气控制装置中，当在催化剂回收期间发动机10（车辆）减速而沉积的颗粒物质的量大时，燃烧室13中的进气量增加 通过将进气节流阀18操作到关闭侧等来抑制少量沉积的颗粒物质。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005090254A

公开(公告)日：2005-04-07

申请号：JP2003321409

申请日：2003-09-12

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

Inventor： ITO TAKEKAZU ,  SUGIYAMA TATSUMASA

IPC: F02M25/07 ,  F02D21/08 ,  F02D41/00 ,  F02D41/02 ,  F02D41/04 ,  F02D41/30 ,  F02D41/38 ,  F02D45/00

CPC classification number: F02D41/307 ,  F02D41/0057 ,  F02D41/3064 ,  F02M26/05 ,  F02M26/35 ,  Y02T10/47

Abstract: PROBLEM TO BE SOLVED: To provide a fuel injection control device of a diesel engine, capable of reducing a torque fluctuation, when switching a combustion mode, without having influence on the other control system. SOLUTION: After changing a request value of an intake system/EGR system control quantity (the air-fuel ratio, an EGR ratio, and a suction air quantity) to a value of a combustion mode after switching together with updating of a request combustion mode mdcb, an injection combustion mode mdcbd is updated by waiting for a lapse of a delay period. A request value of target injection pressure pc and the main injection timing ainjm, and a request value of a torque correction quantity qdm, a waviness correction quantity qdi, and a cylinder internal pressure correction quantity qdp being an injection quantity correction quantity to a main injection quantity command value qfinm, are updated to the value of the combustion mode after switching. Until a gradually changing period passes, the target injection pressure pc, the main injection timing ainjm, the torque correction quantity qdm, the waviness correction quantity qdi, and the cylinder internal pressure correction quantity qdp, are gradually changed, while uniformly keeping these gradually changing degrees toward the respective request values of the combustion mode after switching. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种柴油发动机的燃料喷射控制装置，能够在切换燃烧模式时减小转矩波动，而不会对其他控制系统产生影响。 解决方案：将进气系统/ EGR系统控制量（空燃比，EGR率和吸入空气量）的请求值改变为与燃烧模式的值一起切换，同时更新 请求燃烧模式mdcb，通过等待经过延迟时间来更新喷射燃烧模式mdcbd。 目标喷射压力pc的请求值和主喷射正时ainjm以及扭矩校正量qdm，波纹修正量qdi和作为喷射量校正量的气缸内压校正量qdp的要求值与主喷射 数量指令值qfinm在切换后更新为燃烧模式的值。 直到逐渐变化的时间过去，目标喷射压力pc，主喷射正时ainjm，扭矩校正量qdm，波纹修正量qdi和气缸内压校正量qdp逐渐变化，同时均匀地保持这些逐渐变化 转向后的燃烧模式的各个请求值。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005076506A

公开(公告)日：2005-03-24

申请号：JP2003306765

申请日：2003-08-29

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

Inventor： SUGIYAMA TATSUMASA ,  ISHIKAWA MASAHIKO

IPC: F02M25/07 ,  F02D21/08 ,  F02D41/02 ,  F02D41/04 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To prevent deterioration of combustibility at low operating temperatures in an internal combustion engine performing low temperature combustion.
SOLUTION: Implementation of low temperature combustion is prohibited (S108) when cooling water temperature is blow cooling water determination temperature (NO in S104). In addition, the cooling water determination temperature is set higher as intake air temperature becomes lower, Therefore, since both the cooling water determination temperature and the intake air temperature can be considered, operating temperature conditions determining whether or not combustibility is deteriorated during low temperature combustion is accurately judged only by comparing the cooling water temperature with the cooling water determination temperature. This can effectively prevent deterioration of the combustibility of the engine.
COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：为了防止在执行低温燃烧的内燃机中在低操作温度下的可燃性的劣化。

解决方案：冷却水温度为冷却水测定温度时（S104中为“否”），禁止实施低温燃烧（S108）。 此外，随着进气温度变低，冷却水的测定温度设定得更高，因此，由于可以考虑冷却水判定温度和进气温度两者，因此在低温燃烧时判定燃烧性是否劣化的运转温度条件 仅通过将冷却水温度与冷却水测定温度进行比较来精确地判断。 这可以有效地防止发动机的可燃性的劣化。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2004346787A

公开(公告)日：2004-12-09

申请号：JP2003143121

申请日：2003-05-21

Applicant: Toyota Industries Corp ,  Toyota Motor Corp ,  トヨタ自動車株式会社 ,  株式会社豊田自動織機

Inventor： SUGIYAMA TATSUMASA ,  TSUZUKI MASAHITO ,  ISHIKAWA MASAHIKO ,  KOBAYASHI NOBUKI ,  TAWARA ATSUSHI ,  KATO HIDENAGA

IPC: F02M25/07 ,  F02D21/08 ,  F02D41/00 ,  F02D41/04 ,  F02D41/06 ,  F02D41/14 ,  F02D41/24 ,  F02D41/30 ,  F02D41/38 ,  F02D41/40 ,  F02D43/00

CPC classification number: F02B29/0406 ,  F02D41/0007 ,  F02D41/064 ,  F02D41/1441 ,  F02D41/1446 ,  F02D41/187 ,  F02D41/2422 ,  F02D41/3035 ,  F02D41/3827 ,  F02D2200/0406 ,  F02D2200/0602 ,  F02D2250/38 ,  F02M26/05 ,  F02M26/23 ,  F02M26/47 ,  Y02T10/146

Abstract: PROBLEM TO BE SOLVED: To provide technology capable of controlling emission of smoke and providing acceleration matching with driver's demand in an internal combustion engine selectively switching between a low temperature combustion condition and a normal combustion condition. SOLUTION: In the internal combustion engine selectively switching between the low temperature combustion condition and the normal combustion condition, MAP for calculating the maximum fuel injection quantity that is an upper limit value of quantity of fuel that can be injected into a combustion chamber is separately provided as a MAP for low temperature combustion and a MAP for normal combustion respectively (S103, S104). COPYRIGHT: (C)2005,JPO&NCIPI

公开(公告)号：JP2004257319A

公开(公告)日：2004-09-16

申请号：JP2003049486

申请日：2003-02-26

Applicant: TOYOTA MOTOR CORP

Inventor： ISHIKAWA MASAHIKO ,  TSUZUKI MASAHITO ,  SUGIYAMA TATSUMASA ,  KOBAYASHI NOBUKI ,  TAWARA ATSUSHI

IPC: F02M25/07 ,  F02D21/08 ,  F02D41/02 ,  F02D41/40 ,  F02D43/00

Abstract: PROBLEM TO BE SOLVED: To properly remove HC in an exhaust gas recirculating gas while the temperature rise of the exhaust gas recirculating gas is suppressed in an oxidization catalyst. SOLUTION: An engine intake passage and an engine exhaust passage are connected to each other by an EGR passage, and the oxidization catalyst is disposed in the EGR passage. The platinum carrying amount Q (Pt) of the oxidization catalyst is set so that the CO removal rate PR (CO) of the oxidization catalyst does not exceed an allowable upper limit value UL and the HC removal rate PR (HC) is not lower than an allowable lower limit value LL. The allowable upper limit value UL is preferably substantially 10%, and the allowable lower limit value LL is preferably substantially 40%. COPYRIGHT: (C)2004,JPO&NCIPI

公开(公告)号：JP2004144072A

公开(公告)日：2004-05-20

申请号：JP2003065370

申请日：2003-03-11

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

Inventor： ISHIKAWA MASAHIKO ,  TSUZUKI MASAHITO ,  SUGIYAMA TATSUMASA ,  KOBAYASHI NOBUKI ,  TAWARA ATSUSHI ,  NAKATANI KOICHIRO

IPC: F01N3/02 ,  B01D53/94 ,  F01N3/08 ,  F01N3/20 ,  F01N3/24 ,  F01N3/28

Abstract: PROBLEM TO BE SOLVED: To reduce the volume of sulfate emitted into the atmosphere. SOLUTION: A particulate filter is arranged in the exhaust passage of an internal combustion engine where the air-fuel ratio of air fuel mixture burnt in a combustion chamber is kept lean, and an NOx catalyst is supported on a particulate filter. If engine back pressure P representing the volume of fine particles accumulated on the particulate filter becomes higher than a first threshold P1, the temperature of the particulate filter is increased to a targeted temperature TPM, and the oxidation of the fine particles is performed to hold them at the targeted temperature TPM for a targeted time tPM, while keeping lean the air-fuel ratio of exhaust gas flowing into the particulate filter. The volume of SOx that has been accumulated in the NOx catalyst without forming sulfate is determined. When the volume of SOx that has been accumulated in the NOx catalyst without forming sulfate is large, the targeted temperature TPM is made to be lower, whereas the targeted time tPM is made to be longer compared to that when it is small. COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2003314337A

公开(公告)日：2003-11-06

申请号：JP2002330439

申请日：2002-11-14

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： OKI MAMORU ,  SUGIYAMA TATSUMASA

IPC: F02M45/04 ,  F02D41/38 ,  F02D41/40 ,  F02M47/00 ,  F02M47/02 ,  F02M63/02

CPC classification number: F02D41/3809 ,  F02D41/402 ,  F02D2250/04 ,  F02M45/04 ,  F02M47/027 ,  F02M63/0225 ,  Y02T10/44

Abstract: PROBLEM TO BE SOLVED: To realize accurate correction (correction of main injection quantity and main injection timing) independently of a change of an operating condition and environmental condition of a diesel engine. SOLUTION: In injection quantity correction control for correcting main injection quantity to be fluctuated by the influence of pressure pulsation generated with pilot injection, an injection interval from the pilot injection to the main injection is divided with a cycle of the pressure pulsation to compute a dimension-free interval. Correction quantity (injection quantity and injection timing) in relation to a dimension-free interval is obtained on the basis of a correction map, and the correction quantity is added to the main injection quantity and the main injection timing computed on the basis of operating condition of the diesel engine to decide the final main injection quantity and the final main injection timing. In this injection quantity correction control, since the correction map formed in consideration of transmitting speed of the pressure pulsation is used when obtaining correction quantity of the main injection, the main injection is accurately corrected independently of a change of operating condition and environmental condition. COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：独立于柴油发动机的运行状态和环境条件的变化来实现精确校正（主喷射量和主喷射正时的校正）。 解决方案：在通过引燃喷射产生的压力脉动的影响来校正主喷射量的波动的喷射量校正控制中，从先导喷射到主喷射的喷射间隔被分压成压力脉动的周期 计算一个无维度的间隔。 基于校正图获得与无尺寸间隔相关的校正量（喷射量和喷射正时），并且将校正量与基于操作条件计算的主喷射量和主喷射正时相加 的柴油发动机，以决定最终的主喷射量和最终主喷射正时。 在该喷射量校正控制中，由于在获得主喷射的校正量时使用考虑到压力脉动的传递速度而形成的校正图，因此主喷射被独立于操作条件和环境条件的变化而被精确地校正。 版权所有（C）2004，JPO

公开(公告)号：JP2003148142A

公开(公告)日：2003-05-21

申请号：JP2001341585

申请日：2001-11-07

Applicant: TOYOTA MOTOR CORP

Inventor： TAWARA ATSUSHI ,  MATSUOKA HIROKI ,  SUGIYAMA TATSUMASA ,  OTSUBO YASUHIKO ,  AOYAMA TARO ,  ITO TAKEKAZU

IPC: F01N3/36 ,  F01N3/08 ,  F01N3/28

Abstract: PROBLEM TO BE SOLVED: To provide a technique for eliminating a difference between the quantity of a reducing agent required for reducing NOX occluded in a NOX occlusion agent and that of a reducing agent actually supplied, whereby precisely controlling an air-fuel ratio at the time of reducing NOX. SOLUTION: This device comprises a NOX occlusion agent 20; a driving condition detecting means 33; a target temperature rise amount deciding means 35 for deciding the temperature rise amount of the NOX occlusion agent 20; a reducing agent supply means 28; a temperature rise means 28 for rising the temperature of the NOX occlusion agent 20 by supplying the reducing agent; a temperature rise amount estimation means 24 for estimating the actual temperature rise amount of the NOX occlusion agent; a correction coefficient calculation means 35 for calculating the ratio of the target temperature rise amount and the estimated temperature rise amount; and a reducing agent supply quantity correction means 35 for correcting the quantity of the reducing agent based on the value calculated by the correction coefficient calculation means 35.

公开(公告)号：JP2002303193A

公开(公告)日：2002-10-18

申请号：JP2001106913

申请日：2001-04-05

Applicant: TOYOTA MOTOR CORP ,  DENSO CORP

Inventor： ITO YOSHIYASU ,  SUGIYAMA TATSUMASA ,  MORI HIROKI

IPC: F02M37/00 ,  F02D41/20 ,  F02D41/38 ,  F02D41/40 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To increase the controllability of an injection pressure control while maintaining an excellent controllability of fuel injection amount control. SOLUTION: A fuel injection controller comprises a rail pressure sensor 43 and an electronic control unit(ECU) 52. The ECU 52 converts a common rail pressure (analog signal) detected by a rail pressure sensor 43 into a digital signal through A/D converters 53 and 55, and controls an injection amount and an injection pressure based on the rail pressure after the conversion. The ECU 52, when controlling the injection amount, calculates an injection interval based on an injection amount instruction value and the rail pressure, and injects fuel from an injector 23 for that period. In the injection pressure control, a supply pump 27 is controlled so that the rail pressure is converged to a target pressure. In addition, an A/D conversion for calculating the rail pressure for injection amount control and an A/D conversion for calculating the rail pressure for injection pressure control are performed at different times.