公开(公告)号：JP2013056565A

公开(公告)日：2013-03-28

申请号：JP2011194582

申请日：2011-09-07

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

Inventor： KOBAYASHI YUKIO

IPC: B60W10/08 ,  B60K6/445 ,  B60L11/14 ,  B60W20/00

CPC classification number: Y02T10/6239 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To further accurately grasp whether "backlash elimination" by an output of press-push torque in an electric motor for suppressing a "gear noise" of a gear mechanism in a hybrid vehicle having a constitution that an internal combustion engine and the electric motor are connected to an axle via the gear mechanism is performed.SOLUTION: A backlash elimination determination means determines whether the backlash elimination in a power transmission mechanism in the stop of a vehicle and in an operation of the internal combustion engine is performed by using a backlash elimination determination reference value which is set according to a lapse time after the start of the operation of the internal combustion engine.

Abstract translation: 要解决的问题为了进一步准确地掌握在用于抑制混合动力车辆中的齿轮机构的“齿轮噪声”的电动机中通过按压转矩输出的“间隙消除”是否具有内部 内燃机和电动机通过齿轮机构连接到车轴。 空隙消除确定装置确定在车辆停止和内燃机的动作中的动力传递机构中的齿隙消除是否通过使用根据以下设定的齿隙消除判定基准值来进行 在内燃机的运转开始后的经过时间。 版权所有（C）2013，JPO＆INPIT

公开(公告)号：JP2011098695A

公开(公告)日：2011-05-19

申请号：JP2009256155

申请日：2009-11-09

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

Inventor： KOBAYASHI YUKIO

IPC: B60W10/06 ,  B60K6/445 ,  B60L11/14 ,  B60W10/08 ,  B60W20/00 ,  F02D29/02 ,  F02D41/08 ,  F02D41/10 ,  F02D41/14 ,  F02D41/16 ,  F02D45/00

CPC classification number: Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To accurately control engine output even when throttle opening is feedback-controlled in a method that is changed depending on an engine control mode in a hybrid vehicle. SOLUTION: An ECU feedback-controls the throttle opening by ISC (Idle Speed Control) control during autonomous operation of an engine, and by Pe-F/B control different from the ISC control during load operation of the engine. During the Pe-F/B control, the throttle opening is controlled by using feedback amount eqi during the ISC control and feedback amount efb during the Pe-F/B control stored in the ECU. When a total value of the eqi and an ISC learning value eqg is changed, the ECU performs offset correction for offsetting the amount equivalent to the change amount of the total value from the efb when there is an execution history of the Pe feedback control, and does not perform the offset correction when there is no execution history of the Pe feedback control. COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 要解决的问题：即使在根据混合动力车辆中的发动机控制模式而改变的方法来反馈控制节气门开度时，也能精确地控制发动机输出。

解决方案：ECU在发动机自主运行期间通过ISC（空转速度控制）控制控制油门开度，并且通过与发动机负载运行期间的ISC控制不同的Pe-F / B控制来控制油门开度。 在Pe-F / B控制期间，通过在ISC控制期间使用反馈量eqi和在存储在ECU中的Pe-F / B控制期间的反馈量efb来控制节气门开度。 当eqi和ISC学习值eqg的总值改变时，当执行Pe反馈控制的执行历史时，ECU执行偏移校正，以抵消与efb的总值的变化量相当的量，并且 当没有Pe反馈控制的执行历史时，不执行偏移校正。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2010052450A

公开(公告)日：2010-03-11

申请号：JP2008216426

申请日：2008-08-26

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

Inventor： KINOMURA SHIGEKI ,  AMANO TAKASHI ,  KOBAYASHI YUKIO ,  YUMIZASHI NAOTO ,  KAMESHIMA TAMOTSU

IPC: B60H1/00 ,  B60H1/22 ,  B60L3/00 ,  B60L11/18 ,  H01M10/60

CPC classification number: Y02T10/7005 ,  Y02T10/7022

Abstract: PROBLEM TO BE SOLVED: To provide a battery temperature control apparatus capable of properly warming up a battery without using a dedicated humidity sensor.
SOLUTION: The battery temperature control apparatus warms up the battery by feeding the air in a cabin to the battery, and determines whether or not to warm up the battery based on the temperature of the air in the cabin. Specifically, a battery warming-up determination means determines whether or not to warm up the battery according to the setting of conditioning in the cabin. Accordingly, the apparatus can properly determine whether or not to warm up the battery without using the dedicated humidity sensor for detecting the humidity in the cabin. Thus, the cost can be reduced in comparison to using the dedicated humidity sensor or the like. Further, the opportunity of warming up the battery can be increased in comparison to determining whether or not to warm up the battery based on the saturated vapor density without using the dedicated humidity sensor.
COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：提供一种能够在不使用专用湿度传感器的情况下适当地预热电池的电池温度控制装置。 解决方案：电池温度控制装置通过将机舱中的空气馈送到电池来加热电池，并且基于机舱中的空气的温度来确定是否预热电池。 具体而言，电池预热判定单元根据机舱内的调节设定来判断是否预热电池。 因此，该装置可以在不使用用于检测机舱内的湿度的专用湿度传感器的情况下，适当地确定是否预热电池。 因此，与使用专用湿度传感器等相比，可以降低成本。 此外，与不使用专用湿度传感器相比，确定是否基于饱和蒸气密度来预热电池可以增加电池预热的机会。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2010047100A

公开(公告)日：2010-03-04

申请号：JP2008212564

申请日：2008-08-21

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

Inventor： KOBAYASHI YUKIO ,  AMANO TAKASHI ,  KINOMURA SHIGEKI ,  YUMIZASHI NAOTO ,  KAMESHIMA TAMOTSU

IPC: B60H1/08

Abstract: PROBLEM TO BE SOLVED: To appropriately prevent relatively low-temperature air from being blown from a heater blower after the circulation of cooling water is started as requested by a heater.
SOLUTION: A heating device of a vehicle includes a pump to circulate the cooling water, a heater core to exchange heat between the cooling water and air, and the heater blower to cause the air to flow from the heater core. A control means starts blowing out air from the heater blower when the temperature of the cooling water reaches or exceeds a first prescribed temperature after changed to an increase from a decrease after the circulation of the cooling water is started as requested by the heater. This appropriately suppresses the heater blower from blowing out air, for example, when the cooling water temperature is lowered. The heating device can therefore appropriately prevent deterioration in air conditioning performance caused by the blowing of the relatively low-temperature air into a vehicle interior from the heater blower after the start of the circulation of the cooling water requested by the heater.
COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：根据加热器的要求，在冷却水的循环开始后，适当地防止相对低温的空气从加热器鼓风机吹出。 解决方案：车辆的加热装置包括使冷却水循环的泵，用于在冷却水和空气之间交换热量的加热器芯和加热器鼓风机，以使空气从加热器芯流出。 当冷却水的温度达到或超过第一规定温度时，控制装置开始吹出来自加热器鼓风机的空气，在从加热器所要求的冷却水循环开始之后的降低变为升高之后。 这适当地抑制加热器鼓风机吹出空气，例如当冷却水温度降低时。 因此，加热装置因此可以适当地防止在加热器所要求的冷却水的循环开始之后，从加热鼓风机将相对低温空气吹入车内而引起的空气调节性能的劣化。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009079549A

公开(公告)日：2009-04-16

申请号：JP2007249593

申请日：2007-09-26

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

Inventor： KOBAYASHI YUKIO

IPC: F02D21/08 ,  B60K6/445 ,  B60K11/02 ,  B60W10/06 ,  B60W10/08 ,  B60W10/30 ,  B60W20/00 ,  F01P7/14 ,  F01P7/16 ,  F02D9/02 ,  F02D29/02 ,  F02D41/04 ,  F02M25/07

CPC classification number: Y02T10/6239 ,  Y02T10/6286

Abstract: PROBLEM TO BE SOLVED: To accurately suppress a temperature rise of recirculation gas when a recirculation valve is abnormal and suppress deterioration of peripheral components of an intake pipe due to overheat in a vehicle using an internal combustion engine that recirculates exhaust gas and a rotary electric machine as power sources. SOLUTION: When an opening abnormality occurs in an EGR valve, an ECU controls a water pump to maximize the flow rate of engine cooling water distributed inside an EGR cooler. When the cooling water is maximized by the water pump (YES at S202), and when engine water temperature exceeds a threshold value α (YES at S204), the ECU limits engine request power to a prescribed upper limit value (S206), calculates the target engine rotational speed based on the engine request power (S208), and controls the rotational speed of MG (1) to match the target engine rotational speed. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：为了精确地抑制再循环阀异常时的再循环气体的温度上升，并且抑制由于使用再循环废气的内燃机而导致的车辆过热导致的进气管的周边部件的劣化， 旋转电机作为电源。 解决方案：当在EGR阀中发生开启异常时，ECU控制水泵以最大化分配在EGR冷却器内的发动机冷却水的流量。 当水泵达到最大水位时（S202为“是”），当发动机水温超过阈值α时（S204为“是”），ECU将发动机请求功率限制在规定的上限值（S206），计算出 基于发动机请求功率的目标发动机转速（S208），并控制MG（1）的转速与目标发动机转速相匹配。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2005307815A

公开(公告)日：2005-11-04

申请号：JP2004124210

申请日：2004-04-20

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

Inventor： ICHIMOTO KAZUHIRO ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  ANDO DAIGO ,  NISHIGAKI TAKAHIRO ,  ANDO IKUO ,  HASEGAWA KEIKO ,  TOMATSURI MAMORU

IPC: B60W20/00 ,  B60K6/445 ,  B60W10/06 ,  F02D9/02 ,  F02D11/10 ,  F02D17/00 ,  F02D29/02 ,  F02D41/00 ,  F02D41/04 ,  F02D41/06 ,  F02N15/00 ,  F02N99/00 ,  B60K6/04 ,  F02N17/00

CPC classification number: B60W10/06 ,  B60K6/445 ,  F02D11/105 ,  F02D41/0002 ,  F02D41/062 ,  F02D2200/602 ,  Y02T10/42 ,  Y02T10/48 ,  Y02T10/6239

Abstract: PROBLEM TO BE SOLVED: To promptly output power based on demands of a driver while suppressing vibration upon starting of an internal combustion engine.
SOLUTION: When automatically starting an engine, upon a normal engine start, the amount of intake air is reduced by tightening the opening of a throttle valve (S140). When the driver presses down hard on the accelerator pedal, and an engine request power Pe* is a threshold value Pref or more, the throttle valve opening is an opening according to the request engine power Pe* (normal opening) and the amount of intake air is an amount corresponding to the engine demand power Pe* (S150). Cranking is performed to start the engine. Thereby, on a normal start of the engine, vibration at initial explosion can be suppressed, and when the requested engine power Pe* is large, driving power from the engine can be promptly outputted.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：在内燃机起动时抑制振动的同时，根据驾驶员的需要及时输出动力。 解决方案：当自动起动发动机时，在正常的发动机起动时，通过拧紧节流阀的开度来减少进气量（S140）。 当驾驶员在加速踏板上压下时，发动机请求力Pe *为阈值Pref以上时，节气门开度是根据要求发动机功率Pe *（正常开度）和进气量的开度 空气是对应于发动机需求功率Pe *的量（S150）。 执行起动以启动发动机。 因此，在发动机的正常启动时，可以抑制初始爆炸时的振动，并且当要求的发动机功率Pe *大时，能够迅速地输出来自发动机的动力。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005282368A

公开(公告)日：2005-10-13

申请号：JP2004092869

申请日：2004-03-26

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

Inventor： ANDO DAIGO ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  YAMAGUCHI KATSUHIKO ,  ICHIMOTO KAZUHIRO

IPC: F02D45/00 ,  F02D17/00 ,  F02D29/02

Abstract: PROBLEM TO BE SOLVED: To restrain degradation in an engine from proceeding even though automatic start and stop of the engine are repeated.
SOLUTION: Automatic stop time-period T of the engine 20 is not substantially limited before the number of times N of starting in an oil-film runout state (the number of times of starting the engine 20 in an oil-film runout state) reaches N1, but after the number of times N of starting in an oil-film runout state has reached N1, the automatic stop time-period is limited. Particularly when the number of times N of starting in an oil-film runout state has reached a threshold Nthr, the stop permissible time Tp is set at oil-film runout time limit Tlim. As a result, when the automatic stop time-period T exceeds the Tlim, the engine 20 is automatically started. When the number of times N of starting in an oil-film runout state has reached the threshold Nthr, even though the engine 20 has automatically stopped, the engine is not started in the runout oil-film state, so the engine degradation hardly proceeds.
COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：即使重复发动机的自动启动和停止，也可以抑制发动机的劣化。

解决方案：在油膜跳动状态下启动次数N（油膜跳动中启动发动机20的次数）之后，发动机20的自动停止时间段T基本上不受限制 状态）达到N1，但是在油膜跳动状态起动次数N达到N1以后，自动停止时间段受到限制。 特别是当在油膜跳动状态下启动的次数N达到阈值Nthr时，停止允许时间Tp被设定为油膜跳动时间限制Tlim。 结果，当自动停止时间段T超过Tlim时，发动机20自动启动。 当油膜跳动状态下的起动次数N达到阈值Nthr时，即使发动机20自动停止，发动机也不会在跳动油膜状态下起动，所以发动机劣化几乎不进行。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2005269705A

公开(公告)日：2005-09-29

申请号：JP2004074769

申请日：2004-03-16

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

Inventor： YAMAGUCHI KATSUHIKO ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  ICHIMOTO KAZUHIRO ,  NISHIGAKI TAKAHIRO ,  TOMATSURI MAMORU

IPC: B60K6/445 ,  B60K6/448 ,  B60K6/46 ,  B60K6/48 ,  B60K6/52 ,  B60K6/54 ,  B60L11/14 ,  B60W10/04 ,  B60W10/06 ,  B60W10/08 ,  B60W10/18 ,  B60W10/184 ,  B60W10/26 ,  B60W20/00 ,  F02D29/02 ,  F02D45/00 ,  B60K6/04 ,  B60K41/00 ,  B60K41/20

CPC classification number: Y02T10/6217 ,  Y02T10/6221 ,  Y02T10/6239 ,  Y02T10/6265 ,  Y02T10/7077

Abstract: PROBLEM TO BE SOLVED: To restrain the adjustment, accompanied with operation of an internal combustion engine from being interrupted, by enabling excessive power generated by execution of adjustment to be charged in a battery 50, and to quickly perform the adjustment by securing the opportunity of executing the adjustment. SOLUTION: When executing adjustment accompanying by operation of an engine 22, auxiliary equipment 68 is driven at its maximum possible (S205), and also at braking, the torque Tb* of mechanical brakes 64a and 64b is increased, to suppress the regenerative control of a motor MG2 (S214 and S230); the engine 22 is driven at an operation point required for adjustment (S200). COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：为了抑制内燃机的运转伴随着中断的调节，通过执行通过执行在电池50中的充电的调节而产生的过多的电力，并且通过固定来快速地进行调整 执行调整的机会。 解决方案：当执行伴随发动机22的调节的调节时，辅助设备68以最大可能的速度被驱动（S205），并且在制动时，机械制动器64a和64b的转矩Tb *增加，以抑制 电动机MG2的再生控制（S214和S230）; 发动机22在调整所需的操作点被驱动（S200）。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2005256671A

公开(公告)日：2005-09-22

申请号：JP2004067453

申请日：2004-03-10

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

Inventor： NISHIGAKI TAKAHIRO ,  KOBAYASHI YUKIO

IPC: F02D45/00 ,  F01N3/20 ,  F02D41/22

CPC classification number: Y02A50/2322 ,  Y02T10/40

Abstract: PROBLEM TO BE SOLVED: To detect abnormality of a rear exhaust gas sensor arranged in a downstream of a catalytic converter with sufficient accuracy. SOLUTION: An engine ECU 50 performs control alternately setting target air fuel ratio to a predetermined lean air fuel ratio until an output value of the rear exhaust gas sensor 36 indicates lean and to a predetermined rich air fuel ratio until an output value of the rear exhaust gas sensor 36 indicates rich. Oxygen occlusion quantity of an exhaust emission control catalyst 31 is calculated based on output value of the rear exhaust gas sensor 36. Oxygen consumption quantity of oxygen consumption composition included in the catalytic converter 30 is corrected based on temperature of the exhaust emission control catalyst 31. Oxygen occlusion quantity is corrected based on corrected oxygen consumption quantity and temperature of the exhaust emission control catalyst 31. It is determined whether oxygen occlusion quantity exceeds a predetermined value (value adding margin to the maximum oxygen occlusion quantity calculated beforehand) or not. If the value exceeds the predetermined value, abnormality of the rear exhaust gas sensor 36 is detected. COPYRIGHT: (C)2005,JPO&NCIPI

Abstract translation: 要解决的问题：以足够的精度检测布置在催化转化器下游的后排气传感器的异常。 发动机ECU50执行控制，将目标空燃比交替地设定为预定的稀薄空燃比，直到后排气传感器36的输出值指示为稀，并且达到预定的浓空燃比直到输出值 后排气传感器36表示浓。 基于后排气传感器36的输出值计算废气排放控制催化剂31的氧吸留量。根据废气排放控制催化剂31的温度来校正催化转化器30中所含的耗氧量组合物的耗氧量。 基于废气排放控制催化剂31的校正氧消耗量和温度校正氧气阻塞量。确定氧吸留量是否超过预定值（预先计算的最大氧气阻塞量的附加裕度）。 如果该值超过预定值，则检测到后排气传感器36的异常。 版权所有（C）2005，JPO＆NCIPI

公开(公告)号：JP2004156581A

公开(公告)日：2004-06-03

申请号：JP2003114240

申请日：2003-04-18

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

Inventor： YAMAGUCHI KATSUHIKO ,  HARADA OSAMU ,  KOBAYASHI YUKIO ,  KAMIOKA KIYOSHIRO ,  NISHIGAKI TAKAHIRO ,  TOMATSURI MAMORU ,  MUTA KOICHIRO

IPC: B60W20/00 ,  B60K6/445 ,  B60K6/448 ,  B60W10/06 ,  B60W10/08 ,  B60W10/26 ,  F02D29/02 ,  F02D29/06 ,  F02D45/00 ,  F02N11/04 ,  F02N11/08 ,  F02N19/10 ,  B60K6/04 ,  F02N17/06

CPC classification number: B60W20/10 ,  B60K6/20 ,  B60K6/445 ,  B60K6/46 ,  B60L1/003 ,  B60L1/02 ,  B60L3/0023 ,  B60L11/123 ,  B60L15/2072 ,  B60L2240/12 ,  B60L2240/14 ,  B60L2240/36 ,  B60L2240/445 ,  B60L2240/486 ,  B60L2240/80 ,  B60L2250/12 ,  B60L2250/26 ,  B60L2260/22 ,  B60L2260/26 ,  B60L2270/12 ,  B60W10/06 ,  B60W10/08 ,  B60W20/00 ,  B60W30/18027 ,  B60W2510/0676 ,  B60W2510/244 ,  B60W2540/10 ,  B60W2710/105 ,  Y02T10/6217 ,  Y02T10/6239 ,  Y02T10/6286 ,  Y02T10/645 ,  Y02T10/7005 ,  Y02T10/7077 ,  Y02T10/72 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To make the control simple even when there are a plurality of elements which should be prepared for starting up an internal combustion engine. SOLUTION: A delay time Tset in a normal state is set to a predetermined time Ts1 based on an engine coolant temperature Tw and a state of an air conditioner switch. The predetermined time Tsl is determined based on a time necessary for completing preheating of an engine 22 by a preheating device, preparations of sensors such as an air/fuel ratio sensor, and warming-up of an exhaust gas clean-up device (S100, S110). When it is determined that the vehicle can run using a motor based on a required torque Td*, a required power P* and the remaining capacity (SOC) of a battery (S120 to S150); the engine is started after the delay time Tset has elapsed. As a result, it is possible to efficiently perform start of the engine and operation immediately after the engine starts, and to make control at the time of starting the engine simple compared with the case where the engine is started after making determinations as to whether various preparations have been completed. COPYRIGHT: (C)2004,JPO