公开(公告)号：JP2012172608A

公开(公告)日：2012-09-10

申请号：JP2011036097

申请日：2011-02-22

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

Inventor： IWAOKA ATSUSHI ,  SUZUKI TAKASHI ,  SASAKI TOSHITAKE ,  ANDO IKUO

IPC: F01P7/16

Abstract: PROBLEM TO BE SOLVED: To provide a water-cooled engine control device capable of properly executing various controls based on the temperature of cooling water in accordance with changes in a discharge amount of a water pump.SOLUTION: The device includes a water pump that can vary a discharge amount. When the water pump is in an operation stop mode, the control device executes various controls based on an estimated water temperature VT (solid line) estimated by a first estimation mode (t1 to t2). When the water pump is in a suppressed operation mode or a full operation mode, the control device executes various controls based on a cooling water temperature RT (dashed-dotted line) estimated by a second estimation mode (t3 and thereafter). When the estimation mode for a cooling water temperature is switched from a first operation state to a second operation state, the control device calculates a gradually varying temperature Svt (dashed-two dotted line), which gradually decreases with lapse of time setting the estimated water temperature VT estimated by the first estimation mode as an initial value just prior to switching, for a predetermined period (time t2 to t3) immediately after switching, and executes various controls based on the gradually varying temperature Svt.

Abstract translation: 要解决的问题：提供一种水冷发动机控制装置，其能够根据水泵的排出量的变化，根据冷却水的温度适当地执行各种控制。

解决方案：该装置包括可以改变排出量的水泵。 当水泵处于运行停止模式时，控制装置基于通过第一估计模式（t1至t2）估计的估计水温VT（实线）执行各种控制。 当水泵处于抑制操作模式或全操作模式时，控制装置基于由第二估计模式（t3及其后）估计的冷却水温度RT（虚线）进行各种控制。 当冷却水温度的估计模式从第一操作状态切换到第二操作状态时，控制装置计算随着时间的推移而逐渐减小的逐渐变化的温度Svt（虚线二点） 在第一估计模式下估计的温度VT作为切换之前的初始值，在切换之后的预定时间段（时间t2至t3），并且基于逐渐变化的温度Svt执行各种控制。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2010179780A

公开(公告)日：2010-08-19

申请号：JP2009025076

申请日：2009-02-05

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

Inventor： ANDO IKUO ,  ANDO DAIGO

IPC: B60W10/06 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60K6/54 ,  B60L11/14 ,  B60W10/08 ,  B60W20/00 ,  F01N3/20 ,  F02D29/02

CPC classification number: B60W20/10 ,  B60K1/02 ,  B60K6/365 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60K6/547 ,  B60L2240/421 ,  B60L2240/423 ,  B60L2240/445 ,  B60L2240/486 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  B60W2510/068 ,  B60W2510/081 ,  B60W2520/10 ,  B60W2530/12 ,  B60W2540/10 ,  B60W2540/12 ,  B60W2540/16 ,  B60W2710/0644 ,  B60W2710/0666 ,  B60W2710/081 ,  B60W2710/083 ,  Y02T10/6239 ,  Y02T10/6243 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/642

Abstract: PROBLEM TO BE SOLVED: To permit travel by suppressing deterioration of emission to output traveling power even when the traveling power cannot be output from a battery in an uncompleted state of catalyst warming-up. SOLUTION: When the traveling power Pdrv is larger than battery output possible power (k×Wout) when catalyst warming-up is not completed, power obtained by subtracting the battery output possible power from the traveling power Pdrv is set as demand power Pe* to be output from an engine (S130). The demand power Pe* is output from the engine 22, and the engine 22 and motors MG1, MG2 are controlled to travel with the traveling power Pdrv (S160, S190-S230). Compared with the case of setting the traveling power Pdrv as the demand power Pe* to perform control, the traveling power Pdrv is thereby output while suppressing the deterioration of emission to permit travel. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：即使在催化剂预热的未完成状态下不能从电池输出行驶功率时，也可以通过抑制发射的劣化来输出行驶功率来行驶。 解决方案：当催化剂预热未完成时，当行驶功率Pdrv大于电池输出可能功率（k×Wout）时，将从行驶功率Pdrv中减去电池输出可能功率所获得的功率设定为需求功率 Pe *从发动机输出（S130）。 从发动机22输出需求功率Pe *，发动机22和电动机MG1，MG2被控制为以行驶动力Pdrv行驶（S160，S190〜S230）。 与将行驶功率Pdrv设定为需求功率Pe *进行控制的情况相比，由此输出行驶功率Pdrv，同时抑制发射的劣化以允许行驶。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2007077960A

公开(公告)日：2007-03-29

申请号：JP2005270209

申请日：2005-09-16

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

Inventor： TERATANI RYUTA ,  ANDO IKUO

IPC: F02D41/06 ,  F01N3/24 ,  F02D41/16

CPC classification number: Y02T10/47

Abstract: PROBLEM TO BE SOLVED: To provide an exhaust odor suppression device of an internal combustion engine capable of further promptly suppressing an exhaust odor becoming pronounced in an idle operation of the engine.
SOLUTION: An electronic control device 50 executes exhaust odor suppression control for making an air-fuel ratio in a preset period in an idle operation of the internal combustion engine 10 lean. In executing the exhaust odor suppression control, the electronic control device increases an idle revolving speed and thereby increases an exhaust air flow rate in the execution of the exhaust odor suppression control as compared with that in a non-execution time thereof.
COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供一种能够进一步迅速地抑制在发动机的怠速运转中变得显着的排气气味的内燃机的排气抑制装置。 解决方案：电子控制装置50执行排气恶化抑制控制，以在内燃机10的空转运行中使空燃比在预设时段内变稀。 在执行排气恶化抑制控制时，与不执行时间相比，电子控制装置增加怠速转速，从而增加排气味抑制控制的执行中的排气流量。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006057590A

公开(公告)日：2006-03-02

申请号：JP2004242515

申请日：2004-08-23

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

Inventor： ANDO DAIGO ,  ANDO IKUO ,  KOBAYASHI YUKIO ,  HARADA OSAMU

IPC: F02D29/02 ,  B60K6/445 ,  B60K6/448 ,  B60K6/52 ,  B60L11/14 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  F01N3/20 ,  F01N3/24 ,  F02D29/06 ,  F02D41/06 ,  F02D41/08 ,  F02D45/00 ,  F02N11/08

CPC classification number: Y02A50/2322 ,  Y02T10/48 ,  Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To provide an internal combustion engine control system and its method for improving emission at starting an internal combustion engine. SOLUTION: When engine starting conditions are established at a time t0, a motor MG1 monitors the engine. Then, at a time t1, fuel is injected in a fuel injection amount calculated in accordance with an intake air amount Q and a theoretical air-fuel ratio and a mixture is ignited for combustion. At this time, the amount of exhaust gas is less than in normal idling operation because the intake air amount Q is the minimum air amount Qmin such that a friction equivalent qfri is subtracted from an idling air amount Qidl and it is enough for combustion with no misfire. An idling speed cannot be sustained only by the engine and so it is sustained by the torque of the motor MG1. After a time t1, a catalyst floor temperature Tcat rises and gets to a floor temperature specified value Tcatref at a time t2. Then, an exhaust gas purifying catalyst develops sufficient purifying performance to make the engine into independent operation with the intake air amount Q as the idling air amount Qidl. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：提供一种内燃机控制系统及其改善起动内燃机排放的方法。

解决方案：当在时间t0建立发动机起动条件时，电动机MG1监视发动机。 然后，在时刻t1，以按照进气量Q和理论空燃比计算的燃料喷射量喷射燃料，并点燃燃烧混合物。 此时，由于吸入空气量Q为最小空气量Qmin，因此从空转空气量Qid1中减去摩擦当量qfri，因此排气量比正常怠速运转时要小 失火。 怠速不能仅由发动机维持，因此通过马达MG1的扭矩来维持。 在时间t1之后，催化剂底板温度Tcat在时间t2上升并达到地板温度指定值Tcatref。 然后，排气净化催化剂形成足够的净化性能，使得发动机作为空转量Qid1以进气量Q独立运转。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005256797A

公开(公告)日：2005-09-22

申请号：JP2004072506

申请日：2004-03-15

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

Inventor： ANDO IKUO ,  KOBAYASHI YUKIO

IPC: F02D45/00 ,  F01N3/24 ,  F02D41/06 ,  F02D41/14

CPC classification number: Y02A50/2322

Abstract: PROBLEM TO BE SOLVED: To enhance controllability, in an enriching control after a control for making an air-fuel ratio at the start of an internal combustion engine lean. SOLUTION: When a temperature of an exhaust catalyst 31 lowers below a predetermined range, an engine ECU 50 determines that a predetermined cold start condition is satisfied. After the start of the engine 20 and until an accumulated intake air amount becomes not less than a predetermined value A (determined in a range wherein an oxygen occlusion amount of the exhaust catalyst 31 is within a proper range), the engine ECU 50 controls so that the air-fuel ratio gets lean based on the output value of the main oxygen sensor 35. After the air-fuel ratio is made lean and until the accumulated intake air amount becomes not less than a predetermined value (determined in a range wherein an oxygen occlusion amount of the exhaust catalyst 31 is within a proper range), the engine ECU 50 corrects an output value of a sub oxygen sensor 36 to be close to a rich side and then controls the air-fuel ratio to be rich based on an output value of a main oxygen sensor 35 and the corrected output value of the sub oxygen sensor 36. Where, the output value of the sub oxygen sensor 36 is corrected to be a small value to make the air-fuel ratio close to the rich side. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：为了提高可控性，在内燃机的起动时使空燃比的控制变得稀薄之后的富集控制中。 解决方案：当排气催化剂31的温度低于预定范围时，发动机ECU 50确定满足预定的冷启动条件。 在发动机20起动之后，直到累积的进气量成为规定值A为止（在排气催化剂31的氧吸留量在适当范围内的范围内确定）时，发动机ECU50控制 基于主氧传感器35的输出值，空燃比变得稀薄。在空燃比变稀之后，直到累积进气量变得不小于预定值（在其中的 排气催化剂31的氧吸留量在适当的范围内），则发动机ECU50将副氧传感器36的输出值修正为接近浓侧，然后基于空燃比控制空燃比富 主氧传感器35的输出值和副氧传感器36的校正输出值。其中，将次氧传感器36的输出值校正为较小的值，使空燃比接近浓侧 。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005155357A

公开(公告)日：2005-06-16

申请号：JP2003391917

申请日：2003-11-21

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

Inventor： KANEKO SATOSHI ,  ABE TSUKASA ,  KUSADA MASAKI ,  SUZUKI NAOTO ,  ITAGAKI KENJI ,  ANDO IKUO ,  ANDO DAIGO ,  HASEGAWA KEIKO

IPC: F02N11/04 ,  B60L11/14 ,  F02D29/02 ,  F02D45/00 ,  F02N11/08

CPC classification number: Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To enable an internal combustion engine right after start to stably operate at idling speed. SOLUTION: A learning error Er is calculated by subtracting a sum of a friction torque base value Tb estimated from cooling water temperature THW of the engine at the time and friction torque learning collection value Gf which is precious value (Tc-Tb) under a temperature condition roughly same as cooling water temperature THW from cranking torqye Tc at a time of start of the engine(S106), water temperature learning flow rate Qthw as temperature dependent flow rate depending on cooling water temperature THW in idling rotation retaining flow rate Qisc is renewed (S112-S120) by the learning error Er, and ISCV opening is adjusted by adding the water temperature learning floe rate Qthw to a target idling rotation retaining quantity Qisc* (S122-S126). Consequently, a device can appropriately cope with a case that friction varies right after start of the engine with depending on type of filled lubricating oil, the engine can be stabilized at idling speed. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：使内燃机在启动后立即以怠速运行稳定运行。 解决方案：通过减去由该发动机的冷却水温度THW估计的摩擦转矩基值Tb和作为贵重值（Tc-Tb）的摩擦转矩学习收集值Gf的和来计算学习误差Er， 在与发动机起动时的起动转矩Tc的冷却水温度THW大致相同的温度条件下，作为与空转转速保持流量的冷却水温度THW相关的温度依赖流量的水温学习流量Qthw Qisc通过学习误差Er更新（S112-S120），并且通过将水温学习浮起率Qthw加到目标怠速旋转保持量Qisc *（S122-S126）来调节ISCV打开。 因此，装置可以适当地应对根据填充润滑油的种类而在发动机起动之后摩擦变化的情况，发动机可以以空转速度稳定。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2004162535A

公开(公告)日：2004-06-10

申请号：JP2002326470

申请日：2002-11-11

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

Inventor： ANDO IKUO

IPC: F02D45/00 ,  F01N3/24 ,  F02D41/04 ,  F02D41/06

Abstract: PROBLEM TO BE SOLVED: To purify all these three components at a further high purification rate by coping with the fact that self-contradiction originally exists in simultaneously purifying HC and CO requiring an oxidation atmosphere for purification and NOx requiring a reduction atmosphere by a three way catalyst.
SOLUTION: An oxygen storage quantity of an exhaust emission control catalyst is estimated when leanly operating an internal combustion engine for restraining exhaust of the HC and the CO, and exhaust of MOx is also restrained by performing engine lean operation until the oxygen storage quantity reaches a prescribed upper limit value. The engine may be richly operated until the oxygen storage quantity of the exhaust emission control catalyst reduces to a prescribed lower limit value in succession to this operation.
COPYRIGHT: (C)2004,JPO

公开(公告)号：JP2003343294A

公开(公告)日：2003-12-03

申请号：JP2002156347

申请日：2002-05-29

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

Inventor： ICHINOMOTO KAZUHIRO ,  ANDO IKUO ,  KAMIJO YUSUKE

IPC: F02D13/02 ,  F01L1/34 ,  F01L1/344

CPC classification number: F01L1/34 ,  F01L1/3442 ,  F01L2001/34453 ,  F01L2800/05 ,  Y10T74/2102

Abstract: PROBLEM TO BE SOLVED: To provide a valve opening/closing timing controller which improves the efficiency of an internal combustion engine and a drive performance. SOLUTION: This valve opening/closing timing controller comprises an electronic control unit ECU which calculates a period (T) from the starting time to the regulation starting time of the relative rotational angle, by a relative rotational angle regulating mechanism J in response to the fixing removing force of operation liquid FL operating at a locking mechanism L, when the mechanism L is in a fixed state and the internal combustion engine is started. COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：提供一种提高内燃机的效率和驱动性能的阀开/关定时控制器。 解决方案：该阀开/关定时控制器包括电子控制单元ECU，其通过相对旋转角度调节机构J响应地计算从起动时间到相对旋转角度的调节开始时间的周期（T） 对于在机构L处于固定状态并且内燃机起动时在操作于锁定机构L的操作液体FL的固定除去力。 版权所有（C）2004，JPO

公开(公告)号：JP2013112033A

公开(公告)日：2013-06-10

申请号：JP2011257367

申请日：2011-11-25

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社 ,  Denso Corp ,  株式会社デンソー

Inventor： ANDO IKUO ,  SASAKI TOSHITAKE ,  ABE TSUKASA ,  TERAJIMA MASATO ,  HAYASHI KOJI ,  HARADA HIROYASU ,  YAMAMOTO MASAKAZU

IPC: B60W10/06 ,  B60K6/445 ,  B60L11/14 ,  B60L11/18 ,  B60W10/08 ,  B60W10/26 ,  B60W20/00 ,  F02D17/00 ,  F02P5/15

CPC classification number: B60W20/1084 ,  B60K6/445 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  B60W10/30 ,  B60W20/16 ,  B60W20/17 ,  B60W30/18054 ,  B60W2510/068 ,  B60W2510/244 ,  B60W2530/12 ,  Y02T10/54 ,  Y02T10/6239 ,  Y02T10/6286 ,  Y10S903/93

Abstract: PROBLEM TO BE SOLVED: To provide proper catalyst warm-up control when forced charging is required in a state of low SOC.SOLUTION: A hybrid vehicle 10 includes: an internal combustion engine 20 in which a catalyst 27 flows through an exhaust passage; a first motor/generator MG1; a second motor/generator GM2; a battery (power storage device) 63; and power transmitting mechanisms (30, 50). When the temperature of cooling water in the internal combustion engine 20 is equal to or lower than a given temperature correlation threshold, the internal combustion engine 20 is started to execute a catalyst warm-up operation by which ignition timing is delayed by a given retardation amount. When the remaining capacity of the battery 63 is equal to or less than a given remaining capacity correlation threshold, the internal combustion engine 20 is started to execute a forced charging operation by which the first motor/generator MG1 is driven to charge the battery 63. During the forced charging operation, a load which the internal combustion engine 20 is required to bear is changed according to the remaining capacity of the battery 63. When the catalyst warm-up operation is executed during the forced charging operation, the retardation amount for accelerating warm-up of the catalyst is put under control so that the retardation amount gets smaller as the load of the internal combustion engine 20 gets larger.

Abstract translation: 要解决的问题：为了在低SOC的状态下需要强制充电时提供适当的催化剂预热控制。 解决方案：混合动力车辆10包括：内燃机20，其中催化剂27流过排气通道; 第一电动机/发电机MG1; 第二个电机/发电机GM2; 电池（蓄电装置）63; 和动力传递机构（30,50）。 当内燃机20的冷却水的温度等于或低于给定的温度相关阈值时，内燃机20开始执行催化剂预热操作，使点火正时延迟给定的延迟量 。 当电池63的剩余容量等于或小于给定的剩余容量相关阈值时，内燃机20开始执行强制充电操作，通过该强制充电操作驱动第一电动机/发电机MG1以对电池63充电。 在强制充电操作期间，根据电池63的剩余容量来改变内燃机20所需的负载。当在强制充电操作期间执行催化剂预热操作时，加速的延迟量 控制催化剂的预热，使得随着内燃机20的负荷变大，延迟量变小。 版权所有（C）2013，JPO＆INPIT

公开(公告)号：JP2011168124A

公开(公告)日：2011-09-01

申请号：JP2010032368

申请日：2010-02-17

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： ANDO IKUO ,  HARADA TSUYOSHI

IPC: B60W10/06 ,  B60K6/445 ,  B60L3/00 ,  B60L11/14 ,  B60W20/00 ,  F02D29/02 ,  F02D41/14

CPC classification number: Y02T10/6239 ,  Y02T10/7077 ,  Y02T10/7241 ,  Y02T90/121

Abstract: PROBLEM TO BE SOLVED: To secure the output controllability of an internal combustion engine while preventing a power to be charged in an electric storage device from exceeding a chargeable power in a hybrid vehicle configured to charge in the electric storage device, a power generated by a rotary electrical machine using the power of the internal combustion engine. SOLUTION: An ECU calculates a feedback value efb for making actual engine torque close to target engine torque, and reflects a value obtained by limiting the absolute value of the calculated feedback value dfb to an efb guard value or less on a throttle opening. The ECU sets the efb guard value to a value larger than "0" in a range R1 in which a battery temperature is lower than T1, and sets it to "0" in another range R3. Furthermore, the ECU gradually decreases the absolute value of the efb guard value from the maximum value to 0 according to an increase in the battery temperature in a range R2 in which the battery temperature is included between T2 and T1 degrees. COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 要解决的问题为了确保内燃机的输出可控性，同时防止在蓄电装置中充电的电力超过被配置为对蓄电装置充电的混合动力车辆的可充电电力，则功率 由使用内燃机的动力的旋转电机产生。 解决方案：ECU计算用于使实际发动机转矩接近目标发动机转矩的反馈值efb，并且将通过将计算出的反馈值dfb的绝对值限制为efb保护值而获得的值在节气门开度 。 在电池温度低于T1的范围R1中，ECU将efb保护值设定为大于“0”的值，并将其设定为“0”。 此外，根据在T2和T1度之间包括电池温度的范围R2中的电池温度的升高，ECU逐渐将efb保护值的绝对值从最大值降低到0。 版权所有（C）2011，JPO＆INPIT