公开(公告)号：JP2011085030A

公开(公告)日：2011-04-28

申请号：JP2009236537

申请日：2009-10-13

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

Inventor： NISHIGAKI TAKAHIRO ,  MARUYAMA KIYONARI

IPC: F02M25/07 ,  F02D21/08

CPC classification number: Y02T10/121

Abstract: PROBLEM TO BE SOLVED: To accurately detect abnormality of an exhaust re-circulating device including a branch communication pipe for introducing exhaust to each intake pipe connected to each combustion chamber.
SOLUTION: When the pressure changed quantity ΔP as an absolute value of a difference between the pipe-inside pressure P1 of a main intake pipe 120a in the state of opening an EGR valve 154 and the pipe-inside pressure P2 in the state of closing the valve is less than a predetermined value ΔPref, a determination that abnormality occurs in an EGR device 150 is done. An EGR pipe 152 communicating an exhaust side and an intake side of an engine 22 with each other includes: a main EGR pipe 152a connected to an exhaust pipe 121; and a branch EGR pipe 152b divided from the main EGR pipe 152a. The total sum of cross sectional areas S of the branch EGR pipes 152b is less than a cross sectional area Sm of the main EGR pipe 152a.
COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 要解决的问题：为了精确地检测排气再循环装置的异常，该排气再循环装置包括用于将排气引入连接到每个燃烧室的每个进气管的分支连通管。 解决方案：当在打开EGR阀154的状态下的主进气管120a的管内压力P1和状态下的管内压力P2之间的压力变化量ΔP作为绝对值的绝对值时 关闭阀的值小于预定值ΔPref，判定在EGR装置150中发生异常。 将发动机22的排气侧和进气侧连通的EGR管152包括：连接到排气管121的主EGR管152a; 以及从主EGR管152a分开的分支EGR管152b。 分支EGR管152b的横截面积S的总和小于主EGR管152a的横截面面积Sm。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2010248923A

公开(公告)日：2010-11-04

申请号：JP2009096211

申请日：2009-04-10

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

Inventor： MARUYAMA KIYONARI

IPC: F02D41/12 ,  F02D21/08 ,  F02D29/02 ,  F02M25/07

CPC classification number: F02D21/08 ,  B60K1/02 ,  B60K6/365 ,  B60K6/445 ,  B60K6/547 ,  B60L11/123 ,  B60L11/14 ,  B60L15/20 ,  B60L2210/40 ,  B60L2220/14 ,  B60L2240/12 ,  B60L2240/421 ,  B60L2240/423 ,  B60L2240/441 ,  B60L2240/443 ,  B60L2240/445 ,  B60L2240/545 ,  B60L2240/547 ,  B60L2240/549 ,  B60L2260/28 ,  B60W10/06 ,  B60W2510/0619 ,  F02B47/08 ,  F02D41/0055 ,  F02D41/126 ,  F02D41/182 ,  F02D2200/0406 ,  F02M26/49 ,  Y02T10/47 ,  Y02T10/6217 ,  Y02T10/6239 ,  Y02T10/645 ,  Y02T10/7005 ,  Y02T10/7077 ,  Y02T10/7241 ,  Y02T10/7275

Abstract: PROBLEM TO BE SOLVED: To restart more adequate fuel injection into an internal combustion engine when the fuel injection into the internal combustion engine being operated is stopped. SOLUTION: This internal combustion engine device restarts fuel injection when the fuel injection into the internal combustion engine being operated is stopped. Herein, when a valve opening flag F has a value 1, namely, the opening of an EGR valve is an excessive air introduction opening EBref or greater, such an increase correcting amount α that a value α1 is multiplied by a correction coefficient k1 or a value α2 is multiplied by a correction coefficient k2 is set (S130, S150, S160, S180), such a target fuel injection amount Qf* that the increase correcting amount α is added to a basic intake air amount Qfb is set, and a fuel injection valve 126 is driven to perform fuel injection at the target fuel injection amount Qf* (S190). Thus, the more adequate fuel injection is restarted to start the self-independent operation or the load operation of the engine. COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 要解决的问题：当停止对正在操作的内燃机的燃料喷射时，重新启动更充足的燃料喷射到内燃机中。 解决方案：当内燃机正在操作的燃料喷射停止时，该内燃机装置重新启动燃油喷射。 这里，当阀开启标志F为1时，即EGR阀的开度为过大的空气导入口EBref以上时，将α1乘以校正系数k1或a 设定值α2乘以校正系数k2（S130，S150，S160，S180），将设定了增加校正量α的目标燃料喷射量Qf *设定为基本吸气量Qfb， 喷射阀126被驱动以以目标燃料喷射量Qf *执行燃料喷射（S190）。 因此，重新启动更充足的燃料喷射以开始发动机的自主运行或负载运行。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2006046119A

公开(公告)日：2006-02-16

申请号：JP2004226035

申请日：2004-08-02

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

Inventor： MARUYAMA KIYONARI

IPC: F02D41/34 ,  B60K31/00 ,  F02D29/00 ,  F02D29/02 ,  F02D41/02 ,  F02D41/10 ,  F02D41/12 ,  F02D41/30 ,  F02D45/00

CPC classification number: F02D41/10 ,  F02D41/023 ,  F02D41/3005 ,  F02D41/307 ,  F02D41/3094 ,  F02D2041/1412 ,  F02D2200/501

Abstract: PROBLEM TO BE SOLVED: To satisfactorily suppress deviation of a torque variation and an air-fuel ratio of an internal combustion engine from target values at the time of switch between injectors or at the time of largely varying a fuel injection ratio between the port injection injector and the cylinder injection injector. SOLUTION: The internal combustion engine 1 has the port injection injector 10p for injecting fuel into an intake port 4, the cylinder injection injector 10c for directly injecting fuel into a combustion chamber 2 and an ECU 20. The ECU 20 acquires a predictive load factor of the internal combustion engine 1 based on operation condition of the internal combustion engine 1 and calculates the fuel injection ratio between the port injection injector 10p and the cylinder injection injector 10c based on the predictive load factor when judging the operation condition of the internal combustion engine 1 to be a transient condition. COPYRIGHT: (C)2006,JPO&NCIPI

Abstract translation: 要解决的问题：为了令人满意地抑制内燃机的转矩变化和空燃比的偏离与在喷射器之间的切换时的目标值或大幅度地改变喷射器之间的燃料喷射比的时间 端口喷射器和气缸喷射器。 解决方案：内燃机1具有用于将燃料喷射到进气口4的端口喷射喷射器10p，用于将燃料直接喷射到燃烧室2和ECU20中的气缸喷射注射器10c。ECU 20获取预测 根据内燃机1的运转状态，根据内燃机1的运转状态，根据预测负荷率计算出内燃机1的内燃机1的负荷系数，并计算出喷射喷射阀10p与气缸喷射注射器10c之间的燃料喷射比 内燃机1成为瞬态。 版权所有（C）2006，JPO＆NCIPI

公开(公告)号：JP2012127262A

公开(公告)日：2012-07-05

申请号：JP2010279426

申请日：2010-12-15

Applicant: Aisan Industry Co Ltd ,  Toyota Motor Corp ,  トヨタ自動車株式会社 ,  愛三工業株式会社

Inventor： GOTO TSUGUMASA ,  MARUYAMA KIYONARI

IPC: F01P7/04 ,  F01P5/04 ,  F01P7/16

CPC classification number: F01P7/00 ,  F01P11/16 ,  F01P2005/125 ,  F01P2031/30

Abstract: PROBLEM TO BE SOLVED: To inhibit the degradation of a battery during the dead soak of an engine and improve restartability at high temperatures and idle rotation stability by efficiently cooling the engine.SOLUTION: A cooling device cools an engine body 2 by circulating cooling water between an engine body 2 and a radiator 3 using an electric motor 1 and by supplying cooling wind to the radiator 3 using an electric fan 4. A control unit 30 controls the operational states of the electric motor 1 and the electric fan 4 based on a cooling water temperature THW detected by a water temperature sensor 21, an outdoor air temperature THA detected by an outdoor air temperature sensor 22 and a battery voltage GBA during the dead soak after the engine is stopped. Specifically, the control unit 30 controls the electric motor 1 and the electric fan 4 when determining that the engine is at a high temperature based on the cooling water temperature THW and the outdoor air temperature THA at the stop of the engine.

Abstract translation: 要解决的问题：通过有效地冷却发动机来抑制发动机死水时电池的劣化，提高高温下的再启动能力和怠速转动的稳定性。 解决方案：冷却装置通过使用电动机1在发动机主体2和散热器3之间循环冷却水并且使用电风扇4向散热器3供给冷却风来冷却发动机主体2.控制单元30 基于由水温传感器21检测到的冷却水温度THW，室外空气温度传感器22检测到的室外温度THA和死亡时的电池电压GBA来控制电动机1和电动风扇4的运转状态 发动机停止后浸泡。 具体地说，控制单元30基于发动机停止时的冷却水温度THW和室外空气温度THA来判定发动机处于高温时，控制电动机1和电动风扇4。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2011144785A

公开(公告)日：2011-07-28

申请号：JP2010008348

申请日：2010-01-18

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

Inventor： MARUYAMA KIYONARI ,  NISHIGAKI TAKAHIRO ,  SASAKI TOSHITAKE

IPC: F02D45/00 ,  F02D41/22 ,  F02D41/36

CPC classification number: F02D41/0085 ,  F02D41/1454 ,  F02D41/1498

Abstract: PROBLEM TO BE SOLVED: To more simply judge the imbalance of air-fuel ratios among cylinders of an internal combustion engine. SOLUTION: When an operational status of an engine is in a given normal operational status, a gradient cumulated average value ΔAulsa is calculated which corresponds to the variation of an air-fuel ratio AF to the time taken from the time the air-fuel ratio AF detected by an air-fuel ratio sensor reaches an upper peak where the change direction of the air-fuel ratio reverses to the time the air-fuel ratio reaches a lower peak where the change direction of the air-fuel ratio next reverses (S100 to S160). When the gradient cumulated average value ΔAulsa thus calculated exceeds a threshold ΔAref1 preliminarily defined as an upper limit, being an absolute value within a range in which the air-fuel ratios among the cylinders of the engine can be judged to be balanced (S165 to S175), it is judged that the air-fuel ratios are imbalanced among the cylinders of the engine. COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 要解决的问题：为了更简单地判断内燃机的气缸之间的空燃比的不平衡。 解决方案：当发动机的操作状态处于给定的正常操作状态时，计算出与空燃比AF的变化相对应的空气 - 燃料比AF的变化时间的梯度累计平均值ΔAulsa， 由空燃比传感器检测到的燃料比AF达到上述空气燃料比的变化方向与空燃比达到下一个空气燃料比的变化方向相反的低峰值的时间相反的上限值 （S100〜S160）。 当这样计算的梯度累积平均值ΔAulsa超过预先定义为上限的阈值ΔAref1时，作为能够判断发动机的气缸中的空燃比被平衡的范围内的绝对值（S165〜S175 ），则判断出发动机的气缸之间的空燃比不平衡。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2011117341A

公开(公告)日：2011-06-16

申请号：JP2009274423

申请日：2009-12-02

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

Inventor： MARUYAMA KIYONARI

IPC: F02D45/00 ,  F02D41/14

Abstract: PROBLEM TO BE SOLVED: To restrain the deterioration of emission due to the occurrence of an air fuel ratio imbalance in which the air fuel ratio of emission discharged from at least one of a plurality of combustion chambers deviates from the air fuel ratio of emission discharged from the other combustion chambers. SOLUTION: When it is decided that the air fuel ratio imbalance does not occur, a sub-air fuel ratio correction amount qr, which is the correction amount for a fuel injection amount to a combustion chamber 23 is set to fall within a guard range defined by a value q0 and a value -q0 based on an after-catalyst air fuel ratio difference ▵AFr which is the difference between an after-catalyst air fuel ratio AFr and a target air fuel ratio AFtag (S300, S320). When the occurrence of air fuel ratio imbalance is decided, the sub-air fuel ratio correction amount qr is set based on an after-catalyst air fuel ratio learning value ▵AFrg while being allowed to be a value outside the guard range defined by the value q0 and the value -q0 (S330, S320). COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 解决的问题为了抑制由多个燃烧室中的至少一个排出的排放的空燃比与空燃比的空燃比不平衡发生的排放恶化， 从其他燃烧室排出的排放物。 解决方案：当确定不发生空燃比不平衡时，将作为燃烧室23的燃料喷射量的校正量的副空气燃料比校正量qr设定为 基于作为催化剂后空燃比AFr与目标空燃比AFtag的差的催化剂后空燃比差ΔAFr（S300，S320），由值q0和值-q0定义的保护范围。 当确定空燃比不平衡的发生时，基于催化剂后燃料比学习值▵AFrg设定副空燃比校正量qr，同时允许其为由值设定的保护范围之外的值 q0和值-q0（S330，S320）。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2009079518A

公开(公告)日：2009-04-16

申请号：JP2007248746

申请日：2007-09-26

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

Inventor： MARUYAMA KIYONARI

IPC: F02D41/06 ,  F01N3/08 ,  F01N3/24 ,  F02D41/18 ,  F02D45/00

CPC classification number: Y02A50/2322

Abstract: PROBLEM TO BE SOLVED: To inhibit the deterioration of emission in a system including a first emission control device including a first emission control catalyst purifying exhaust gas from an internal combustion engine, and a second emission control device including a second emission control catalyst purifying the exhaust gas from the internal combustion engine by keeping higher performance at least for a nitrogen oxide than the first emission control catalyst.
SOLUTION: When an integrated suction air quantity Sq which is an integrated value of a suction air quantity Qa after an engine start is smaller than a threshold Sref based on a start cooling water temperature Tws and a catalyst activation flag F2 (S160), the engine is controlled by using a target air-fuel ratio AF*(AF1) smaller than that in a state that the integrated suction air quantity Sq is not smaller than the threshold Sref (S170, S200). Consequently, when the second emission control catalyst cannot sufficiently exhibits its function, a quantity of a nitrogen oxide (NOx) discharged from the engine can be suppressed and the deterioration of emission can be inhibited.
COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 解决的问题：为了抑制包括第一排放控制装置的系统的排放的劣化，所述第一排放控制装置包括净化来自内燃机的废气的第一排放控制催化剂和包括第二排放控制催化剂的第二排放控制装置 通过至少对于氮氧化物保持比第一排放控制催化剂更高的性能来净化来自内燃机的废气。 解决方案：当基于开始冷却水温度Tws和催化剂启动标志F2（S160），作为发动机起动后的吸入空气量Qa的积分值的积分吸入空气量Sq小于阈值Sref时， 通过使用小于集成吸入空气量Sq不小于阈值Sref的状态的目标空燃比AF *（AF1）来控制发动机（S170，S200）。 因此，当第二排放控制催化剂不能充分发挥功能时，能够抑制从发动机排出的氮氧化物（NOx）的量，能够抑制发光劣化。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2004108180A

公开(公告)日：2004-04-08

申请号：JP2002269101

申请日：2002-09-13

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

Inventor： MARUYAMA KIYONARI

IPC: F02B23/08 ,  F01N3/20 ,  F01N3/22 ,  F01N3/32 ,  F01N3/34 ,  F02B31/00

CPC classification number: Y02T10/125 ,  Y02T10/146

Abstract: PROBLEM TO BE SOLVED: To provide a method to supply secondary air capable of promoting discharge of unburned components in a cylinder so as to improve exhaust emission control performance and catalyst warm-up performance.
SOLUTION: When gas is exhausted from the cylinder 14, secondary air is blown from nozzle holes 28a and 28b opened in an exhaust passage 6 outside the cylinder 14 through a gap between exhaust ports 15a and 15b during valve opening to reach a peripheral range 18 of a piston top surface 17a in the cylinder 14. Unburned components staying in a quenching zone 18 around the piston top surface are thus disturbed, so that discharge of the unburned components out of the cylinder 14 is promoted.
COPYRIGHT: (C)2004,JPO

Abstract translation: 要解决的问题：提供一种能够提供能够促进汽缸中的未燃烧部件的排出的二次空气的方法，以提高废气排放控制性能和催化剂预热性能。 解决方案：当气体从气缸14排出时，在打开阀门期间，通过排气口15a和15b之间的间隙，在气缸14外部的排气通道6中打开的喷嘴孔28a和28b吹送二次空气，以达到外围 气缸14中的活塞顶面17a的范围18因此被阻塞在活塞顶面周围的淬火区域18中的未燃烧部件，从而促进未燃烧部件从气缸14排出。 版权所有（C）2004，JPO

公开(公告)号：JP2012097671A

公开(公告)日：2012-05-24

申请号：JP2010246580

申请日：2010-11-02

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

Inventor： HONDA TOMOAKI ,  INOUE TOSHIO ,  ABE TSUKASA ,  MAMADA YUSUKE ,  MARUYAMA KIYONARI

IPC: F02D41/06 ,  F01N3/24 ,  F02D41/04 ,  F02D41/14 ,  F02D41/34 ,  F02D45/00

Abstract: PROBLEM TO BE SOLVED: To prevent degradation of emission by detecting excessive air-fuel ratio unevenness between cylinders, and to take measures to meet such the situation.SOLUTION: A fuel injection amount control device (control device) performs the feedback correction of the amount of the fuel to be injected from a fuel injection valve 33 based on the output value of an upstream side air-fuel ratio sensor 56 so that the air-fuel ratio of exhaust gas flowing into a three-element catalyst 43 is coincident with the target value. The control device 70 acquires the air-fuel ratio imbalance index value which is increased more as the degree of unevenness of the air-fuel ratio between cylinders is increased on the basis of the output value of the upstream side air-fuel ratio sensor, calculates an imbalance rich correction amount based on the air-fuel ratio imbalance index value, and corrects the air-fuel ratio of the engine to the rich side by the imbalance rich correction amount. However, during the predetermined period after starting the engine, since the air-fuel ratio of the engine is corrected to the rich side by the start correction amount, the control device performs reduction correction of the imbalance rich correction amount.

Abstract translation: 要解决的问题：通过检测气缸之间的空燃比不均匀性来防止排放物的劣化，并采取措施来满足这种情况。 解决方案：燃料喷射量控制装置（控制装置）基于上游侧空燃比传感器56的输出值对从燃料喷射阀33喷射的燃料量进行反馈校正，从而 流入三元件催化剂43的废气的空燃比与目标值一致。 控制装置70基于上游侧空燃比传感器的输出值，随着气缸之间的空燃比的不均匀度增加而获得空燃比不平衡指数值， 基于空燃比不平衡指数值的不平衡丰富校正量，并且通过不平衡丰富校正量来校正发动机对富侧的空燃比。 然而，在起动发动机之后的规定期间内，由于发动机的空燃比通过起动修正量被校正为浓侧，所以控制装置进行不平衡丰富校正量的减小校正。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2012057488A

公开(公告)日：2012-03-22

申请号：JP2010199005

申请日：2010-09-06

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

Inventor： YASUZAWA KO ,  MARUYAMA KIYONARI

IPC: F02D21/08 ,  F02M25/07 ,  F02M25/08 ,  F02P5/145

CPC classification number: Y02T10/121 ,  Y02T10/46

Abstract: PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine that properly controls an engine, regardless of reduction in an exhaust recirculating volume associated with performing a large number of purges.SOLUTION: An electronic control unit 22 calculates a base value of knocking limit at ignition timing on the basis of an engine speed and an engine load, and corrects the base value according to a purging air flow which is introduced in intake air to calculate the knocking limit at ignition timing.

Abstract translation: 要解决的问题：提供适当地控制发动机的内燃机的控制装置，而不管与执行大量清洗相关联的排气再循环量的减少。 解决方案：电子控制单元22基于发动机转速和发动机负荷来计算点火正时的爆震极限的基值，并根据在进气中引入的净化气流来校正基值 计算点火正时的爆震极限。 版权所有（C）2012，JPO＆INPIT