公开(公告)号：JP2008261269A

公开(公告)日：2008-10-30

申请号：JP2007103897

申请日：2007-04-11

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

Inventor： ADACHI NORIYASU

IPC: F02D41/34 ,  F02D41/04 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To properly determine a fuel injection quantity by properly updating relation of an operation state and a fuel behavior parameter, in a fuel injection quantity control device based on a fuel behavior model.
SOLUTION: The fuel injection quantity control device has a fuel behavior parameter determining means for determining a fuel behavior parameter based on relation of an operation state parameter and the fuel behavior parameter. The relation is updated by calculating a value of the fuel behavior parameter based on an actually measured air-fuel ratio, obtaining a linear regression equation of the operation state parameter approximately expressing the fuel behavior parameter based on relation of the fuel behavior parameter and an operation state when the actually measured air-fuel ratio used for the calculation of the value is measured, obtaining difference between the value of the fuel behavior parameter obtained by the linear regression equation and a value of the fuel behavior parameter obtained based on the relation of the operation state parameter and the fuel behavior parameter before the update and changing the value of the fuel behavior parameter by a correction quantity calculated based on the difference.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：通过适当地更新操作状态和燃料行为参数的关系来适当地确定燃料喷射量，在燃料喷射量控制装置中基于燃料行为模型。 解决方案：燃料喷射量控制装置具有燃料行为参数确定装置，用于基于操作状态参数和燃料行为参数的关系来确定燃料行为参数。 通过基于实际测量的空燃比计算燃料行为参数的值来更新关系，基于燃料行为参数和操作的关系获得近似表示燃料行为参数的操作状态参数的线性回归方程 当测量用于计算该值的实际测量的空燃比时，获得通过线性回归方程获得的燃料行为参数的值与基于该关系的燃料行为参数的值之间的差异 操作状态参数和更新前的燃料行为参数，并且基于该差异来计算燃料行为参数的值。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2006257917A

公开(公告)日：2006-09-28

申请号：JP2005073735

申请日：2005-03-15

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

Inventor： KINOSHITA TAKEO ,  NAGAI TOSHINARI ,  ADACHI NORIYASU ,  KOJIMA KAZUNORI

IPC: F02D41/04 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To optimally control the fuel amount fed into a cylinder by raising the precision in a model calculation in consideration of a deposit adhering to an injector.
SOLUTION: The deposit amount of a cylinder injector 42 is calculated using a tip temperature Tdinj of the calculated cylinder injector 42 (step 102). The values of a cylinder adhesion ratio and a residual ratio are selected corresponding to the deposit amount (steps 106 and 108). The deposit amount of a port injector 40 is calculated using a tip temperature Tpinj of the calculated port injector 40 (step 112). The values of port and valve adhesion ratio and residual ratio are selected corresponding to the deposit. The fuel injection amounts of each injector 40 and 42 are calculated using selected each adhesion ratio and each residual ratio (step 122).
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：考虑到附着在喷射器上的沉积物，通过提高模型计算中的精度来最佳地控制进入气缸的燃料量。 解决方案：使用计算出的气缸喷射器42的尖端温度Tdinj计算气缸喷射器42的沉积量（步骤102）。 对应于沉积量选择气缸附着率和残留比的值（步骤106和108）。 使用所计算的端口喷射器40的尖端温度Tpinj计算端口喷射器40的沉积量（步骤112）。 根据沉积物选择端口和阀门附着率和残留率的值。 每个喷射器40和42的燃料喷射量使用选择的每个粘附比和每个残留比来计算（步骤122）。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2006090207A

公开(公告)日：2006-04-06

申请号：JP2004276448

申请日：2004-09-24

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： ADACHI NORIYASU ,  DEMURA TAKAYUKI ,  OI YASUHIRO ,  OTSUKA IKU ,  OKAZAKI SHUNTARO ,  KATO NAOTO ,  NAGATA TETSUJI

IPC: F02D41/14

Abstract: PROBLEM TO BE SOLVED: To provide an air fuel ratio control device for an internal combustion engine, capable of avoiding mutual interference between respective air fuel ratio feedback controls based on air fuel ratio sensors arranged in exhaust passages in upstream and downstream sides of a catalyst, respectively, and capable of maintaining stable air fuel ratio controls regardless of states of the air fuel ratio sensors. SOLUTION: This device performs upstream side feedback control based on a value obtained by high-pass filter (A12) processing of a value Dabyf on the basis of an output value of the air fuel ratio sensor on the upstream side, and performs downstream side feedback control based on a value obtained by low-pass filter (A7) processing of a value DVoxs on the basis of an output value of the air fuel ratio sensor on the downstream side. Due to this, control frequency bands of the respective feedback controls can be set so as not to overlap with each other, and mutual interference between the feedback controls can be avoided. In addition, in accordance with active states of the air fuel ratio sensors, responsiveness, change directions of output values and the like, gains and time constants of the filters are changed. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种内燃机的空燃比控制装置，其能够基于布置在上游侧和下游侧的排气通路中的空燃比传感器来避免各空燃比反馈控制之间的相互干扰 催化剂，并且能够维持稳定的空燃比控制，而与空燃比传感器的状态无关。 解决方案：该装置基于上游侧的空燃比传感器的输出值，基于由值Dabyf的高通滤波器（A12）处理获得的值执行上游侧反馈控制，并执行 基于由下游侧的空燃比传感器的输出值基于通过低通滤波器（A7）处理值DVox而获得的值的下游侧反馈控制。 由此，能够将各反馈控制的控制频带设定为不相互重叠，能够避免反馈控制之间的相互干扰。 此外，根据空燃比传感器的活动状态，响应性，输出值的变化方向等，改变滤波器的增益和时间常数。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2004044450A

公开(公告)日：2004-02-12

申请号：JP2002201544

申请日：2002-07-10

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

Inventor： KAMOTO AKIRA ,  NAGAI TOSHINARI ,  OI YASUHIRO ,  ADACHI NORIYASU ,  IDE KOJI ,  KOBAYASHI DAISUKE ,  OKAZAKI SHUNTARO ,  KATO NAOTO ,  UCHIDA TAKAHIRO

IPC: F02D45/00 ,  F01N3/00 ,  F01N3/20 ,  F01N3/24 ,  F01N7/00 ,  F01N11/00 ,  F02D41/14

CPC classification number: F01N3/101 ,  F01N11/00 ,  F01N11/007 ,  F01N13/009 ,  F01N13/0093 ,  F01N2550/02 ,  F02D2200/0816 ,  Y02T10/22 ,  Y02T10/47

Abstract: PROBLEM TO BE SOLVED: To provide a catalyst deterioration determination method capable of estimating the maximum occluded amount of oxygen necessary for a catalyst deterioration determination in a rather short period while minimizing the exhausted amount of harmful components. SOLUTION: This catalyst deterioration determination method controls the air/fuel ratio of an engine to a specified lean air/fuel ratio at times t1 to t3, and makes the oxygen occluding amounts of a first catalyst and a second catalyst on the downstream side of the first catalyst arrive at the maximum oxygen occluding amount. Next, until a time t4 when a first catalyst downstream air/fuel ratio sensor output Voxs1 changes to a rich air/fuel ratio, the air/fuel ratio is controlled to an air/fuel ratio slightly lower than the lower limit value of a window width obtained when a catalyst apparatus formed of the first and second catalysts is new, and the maximum oxygen occluding amount CSCmax of the first catalyst is estimated. Next, until a time t5 when a second catalyst downstream air/fuel ratio sensor output Voxs2 changes to the rich ratio, the air/fuel ratio is controlled to that near the lower limit value of the window width obtained at the present time of the catalyst device which is narrowed according to the degree of deterioration of the catalyst device, and the maximum oxygen occluding amount CSCmax of the first catalyst is estimated. COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2003301717A

公开(公告)日：2003-10-24

申请号：JP2002183164

申请日：2002-06-24

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

Inventor： KAMOTO AKIRA ,  NAGAI TOSHINARI ,  OI YASUHIRO ,  ADACHI NORIYASU ,  IDE KOJI ,  KOBAYASHI DAISUKE ,  OKAZAKI SHUNTARO ,  KATO NAOTO

IPC: F02D45/00 ,  F01N3/20 ,  F01N3/24 ,  F01N3/28 ,  F02D35/00 ,  F02D41/04 ,  F02D41/14

Abstract: PROBLEM TO BE SOLVED: To provide a catalytic deterioration determining method for accurately determining whether or not a first catalyst equipped in an exhaust passage and a second catalyst on the downstream side are respectively deteriorated. SOLUTION: This catalytic deterioration determining method respectively controls the air-fuel ration in the first and second lean air-fuel ratios in the time t1 to t2 and the time t2 to t3, and makes an oxygen storage quantity of the first and second catalysts reach a maximum quantity of oxygen storage, and next, controls the air-fuel ratio in the first rich air-fuel ratio up to the time t4 when first catalyst downstream air-fuel ratio sensor output Voxs1 changes to a rich state, and estimates a maximum quantity of oxygen storage CSCmax of the first catalyst. Next, the method controls the air fuel ratio to the second rich air-fuel ratio leaner than the first rich air-fuel ratio up to the time t5 when second catalyst downstream air-fuel ratio sensor output Voxs2 changes to a rich state, and estimates a maximum oxygen storage quantity CUFmax of the second catalyst, and determines whether or not the respective corresponding catalysts are deteriorated on the basis of the maximum oxygen storage quantities CSCmax, and CUFmax of the first and second catalysts. COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：提供一种催化劣化确定方法，用于精确地确定装在排气通道中的第一催化剂和下游侧的第二催化剂是否分别劣化。 解决方案：该催化劣化判定方法分别控制在时刻t1〜t2和时刻t2〜t3中的第一和第二稀空燃比中的空燃比，并且使第一和 第二催化剂达到最大量的储氧量，接下来，当第一催化剂下游空燃比传感器输出Voxs1变为浓状态时，控制第一浓空燃比直到时刻t4的空燃比， 估计第一催化剂的最大储氧量CSCmax。 接下来，在第二催化剂下游空燃比传感器输出Voxs2变为浓状态时，该方法将空燃比与比第一浓空燃比相比稀薄的第二浓空燃比控制直到时刻t5，并且估计 第二催化剂的最大储氧量CUFmax，并且基于第一和第二催化剂的最大储氧量CSCmax和CUFmax，确定各相应的催化剂是否劣化。 版权所有（C）2004，JPO

公开(公告)号：JP2014203120A

公开(公告)日：2014-10-27

申请号：JP2013076136

申请日：2013-04-01

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

Inventor： OKUWA YOSHIHIRO ,  KAGA TOMOYUKI ,  ADACHI NORIYASU ,  YAMAGUCHI TOMOYA

IPC: G06F11/28

Abstract: 【課題】プログラムを実行しても変数の値を取得できない場合でも実行されたフロー部分を表示することができるデバッグ装置を提供することを課題とする。【解決手段】プログラムで使用される変数の値を解析してプログラムに含まれる条件分岐における判定結果を判別し、プログラムのフロー構造のうち実行されたフロー部分を他のフロー部分よりも強調表示するデバッグ装置であって、プログラムを実行し、プログラムで使用される変数の値を取得し、プログラムに含まれる条件分岐における判定結果を判定するために必要な変数の値を取得できない場合には取得できた変数の値に基づいて条件分岐における判定結果を推定し、その推定した判定結果に基づいてプログラムのフロー構造のうち実行されたフロー部分を判別する。【選択図】図24

Abstract translation: 要解决的问题：提供一种调试装置，即使在执行程序后不能获得变量的值时也突出显示执行的流程部分。解调器：调试装置分析程序中要使用的变量的值，确定 在程序中包括的条件分支中的确定结果，并且与其他流程部分相比，突出显示程序的流程结构中的执行流程部分。 当执行程序时，获取在程序中使用的变量的值，并且不能获取用于确定程序中包括的条件分支的确定结果所需的变量的值，调试装置估计确定 基于获取的变量进行条件分支的结果，并且基于估计的确定结果确定程序的流程结构中的执行流程部分。

公开(公告)号：JP2008088940A

公开(公告)日：2008-04-17

申请号：JP2006273088

申请日：2006-10-04

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

Inventor： ADACHI NORIYASU

IPC: F02D29/02 ,  F02D17/00 ,  F02D41/04

Abstract: PROBLEM TO BE SOLVED: To satisfactorily avoid wrong learning of influence of friction caused by wrong judgment of a clutch engagement condition in the internal combustion engine employing control automatically stopping and re-starting the internal combustion engine in relation to a stop position control device for the internal combustion engine.
SOLUTION: This device is provided with an engine friction model 64 and a transmission friction model 65 as friction models for calculating friction which becomes input to a crankshaft of the internal combustion engine. The device is provided with a clutch switch 56 for discriminating the clutch engagement condition. If it is judged that the clutch is under engagement condition by the clutch switch 56, a second stop position error of a crank stop position is calculated by assuming a condition where the clutch is not engaged. Learning start timing of the friction model is determined based on the second stop position error and first stop position error separately calculated by assuming that the clutch is engaged.
COPYRIGHT: (C)2008,JPO&INPIT

Abstract translation: 要解决的问题：为了令人满意地避免错误地学习由于使用控制的内燃机中的离合器接合状态的错误判断引起的摩擦的影响，相对于停止位置控制自动停止和再起动内燃机 内燃机装置。 解决方案：该装置设置有作为计算摩擦的摩擦模型的发动机摩擦模型64和变速器摩擦模型65，该摩擦模型被输入到内燃机的曲轴。 该装置设置有用于区分离合器接合状态的离合器开关56。 如果通过离合器开关56判断离合器处于接合状态，则通过假设离合器未接合的状态来计算曲柄停止位置的第二停止位置误差。 基于通过假设离合器接合分别计算出的第二停止位置误差和第一停止位置误差来确定摩擦模型的学习开始时刻。 版权所有（C）2008，JPO＆INPIT

公开(公告)号：JP2007177646A

公开(公告)日：2007-07-12

申请号：JP2005374806

申请日：2005-12-27

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： SOEJIMA SHINICHI ,  ADACHI NORIYASU ,  KAYAMA RYUZO

IPC: F01N3/20

Abstract: PROBLEM TO BE SOLVED: To accurately obtain the temperature of an exhaust gas purifying catalyst even when a catalyst is disposed upstream of the exhaust gas purifying catalyst in an internal combustion engine in which a plurality of cylinder groups are operated at different air-fuel ratios, and the exhaust exhausted from the cylinder groups is merged into, then flowed into the exhaust gas purifying catalyst. SOLUTION: A catalyst temperature estimating apparatus of the internal combustion engine comprises a plurality of exhaust branch pipes connected to a plurality of the cylinder groups of the internal combustion engine respectively, a merging exhaust pipe to merge a plurality of the exhaust branch pipes, a first catalyst disposed in the merging exhaust pipe, and a second catalyst 12 disposed in the exhaust branch pipes of the cylinder groups which are operated at a rich air fuel ratio when performing air fuel ratio independent control to operate a part of a plurality of the cylinder groups at a rich air fuel ratio, while the other cylinder groups are operated at a lean air fuel ratio. In this case, a floor temperature Tcat2 of the first catalyst is estimated in consideration of an unburned fuel component quantity which reacts with the second catalyst (S106). COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：即使在其中多个气缸组在不同的空气 - 气体组合下操作的内燃机中，即使催化剂设置在排气净化催化剂的上游的催化剂也能够精确地获得排气净化催化剂的温度， 燃料比，并且从气缸组排出的排气合并，然后流入废气净化催化剂。 解决方案：内燃机的催化剂温度估计装置包括分别连接到内燃机的多个气缸组的多个排气支管，合流排气管，以将多个排气支管 设置在合流排气管中的第一催化剂，以及设置在气缸组的排气支管中的第二催化剂12，其在进行空燃比独立控制时以丰富的空燃比运转，以操作多个 气缸以较高的空燃比组合，而其它气缸组以贫空燃比运行。 在这种情况下，考虑到与第二催化剂反应的未燃烧燃料成分量来估计第一催化剂的底板温度Tcat2（S106）。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006118426A

公开(公告)日：2006-05-11

申请号：JP2004306935

申请日：2004-10-21

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： ADACHI NORIYASU ,  NAGATA TETSUJI

IPC: F02D41/14 ,  F02D41/34 ,  F02M63/00

CPC classification number: F02D41/3094 ,  F02D41/1473

Abstract: PROBLEM TO BE SOLVED: To optimize feed back correction quantity of each fuel injection valve in a case of feed back correction of fuel injection quantity based on output of a air fuel ratio sensor in an engine including a port injection valve and a cylinder injection valve. SOLUTION: Air fuel ratio deviation ΔAF is calculated by subtracting actual air fuel ratio AF detected by a first air fuel ratio sensor 22 from target air fuel ratio AFEEF. Excess and insufficient fuel ΔFI is calculated by dividing intake air quantity QA by air fuel ratio deviation ΔAF. Cylinder injection excess and insufficient fuel ΔFIC and port injection excess and insufficient fuel ΔFIP are calculated by multiplying cylinder injection ratio RC and port injection ratio RP to excess and insufficient fuel ΔFI. Cylinder injection feed back gain GC and injection feed back gain GP are determined from a map, and cylinder injection correction quantity FCORRC and port injection correction quantity FCORRP are calculated by multiplying cylinder injection feed back gain GC and injection feed back gain GP to cylinder injection excess and insufficient fuel ΔFIC and port injection excess and insufficient fuel ΔFIP respectively. Cylinder injection quantity FC and port injection quantity FP are calculated by adding standard cylinder injection quantity FCB and standard port injection quantity FPB to the same. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：在基于包括端口喷射阀和气缸的发动机中的空燃比传感器的输出的燃料喷射量的反馈校正的情况下，优化每个燃料喷射阀的反馈校正量的优化 注射阀。 解决方案：通过从第一空气燃料比传感器22检测的实际空燃比AF与目标空燃比AFEEF相减来计算空燃比偏差ΔAF。 通过将进气量QA除以空燃比偏差ΔAF来计算过量和不足的燃料ΔFI。 气缸喷射过量和不足的燃料ΔFIC和端口喷射过量和不足的燃料ΔFIP通过将气缸喷射比RC和喷射比RP乘以过量和不足的燃料ΔFI来计算。 圆柱喷射反馈增益GC和喷射反馈增益GP由地图确定，气缸喷射校正量FCORRC和喷射校正量FCORRP通过将气缸喷射反馈增益GC和喷射反馈增益GP乘以气缸喷射过量来计算 燃油不足ΔFIC和喷油量过多，油耗不足ΔFIP。 通过将标准气缸喷射量FCB和标准喷射量FPB相加来计算气缸喷射量FC和喷射量FP。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2004263614A

公开(公告)日：2004-09-24

申请号：JP2003054461

申请日：2003-02-28

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

Inventor： ADACHI NORIYASU ,  OI YASUHIRO ,  KOBAYASHI DAISUKE ,  KATO NAOTO ,  NAGAI TOSHINARI

IPC: F02P9/00 ,  F02D17/02 ,  F02D41/02 ,  F02D41/36 ,  F02D43/00 ,  F02D45/00 ,  F02P5/15

Abstract: PROBLEM TO BE SOLVED: To provide technique for suitably eliminating fouling of an ignition plug due to oil rising in a resting cylinder of a variable cylinder internal combustion engine by ignition of the spark plug, for preventing residues of the spark plug fouling due to the oil and excessive ignition and for realizing all of low power consumption, low fuel consumption and good ignitionability when all the cylinders are operated again.
SOLUTION: During a reduced cylinder operation, a degree of fouling of the spark plug of the resting cylinder by the oil rising is estimated at S503. An ignition period or the like of the spark plug of the resting cylinder during the reduced cylinder operation is changed at S504. The spark plug of the resting cylinder is ignited for a necessary and sufficient period to eliminate the fouling of the spark plug estimated at S509 through S514.
COPYRIGHT: (C)2004,JPO&NCIPI