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公开(公告)号：JP2004308599A
公开(公告)日：2004-11-04
申请号：JP2003105170
申请日：2003-04-09
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： NAKAE KOICHI
CPC classification number: Y02T10/18
Abstract: PROBLEM TO BE SOLVED: To provide a valve timing controller for an internal combustion engine capable of effectively reducing rotation reaction force of the internal combustion engine when the internal combustion engine is started and stopped.
SOLUTION: This electronic controller 20 estimates driving reaction force of a cam which becomes rotation reaction force of a crank shaft 12 when starting the internal combustion engine 10 and compression reaction force of the internal combustion engine 10 based on an engine temperature condition to determine whether the reaction force is large or not. It controls a variable valve timing mechanism 11 controlling valve timing of a suction valve when starting the internal combustion engine 10 so that the deviation amount between a phase in which driving reaction force of the cam becomes a peak and a phase in which compression reaction force of the internal combustion engine 10 becomes a peak becomes large when it is determined that the reaction force is large when compared with a case where the reaction force is not large.
COPYRIGHT: (C)2005,JPO&NCIPIAbstract translation: 要解决的问题：提供一种内燃机的气门正时控制器，能够在内燃机起动停止时有效地减小内燃机的旋转反作用力。 解决方案：该电子控制器20估计当起动内燃机10时变成曲柄轴12的旋转反作用力的凸轮的驱动反作用力和基于发动机温度条件的内燃机10的压缩反作用力 确定反作用力是否大。 控制可变气门正时机构11，其控制起动内燃机10时的吸气阀的正时，使得凸轮的驱动反作用力的相位相位之间的偏差量与压缩反作用力 当与反作用力不大的情况相比，当确定反作用力大时，内燃机10变为峰值变大。 版权所有（C）2005，JPO＆NCIPI
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公开(公告)号：JP2004316561A
公开(公告)日：2004-11-11
申请号：JP2003112083
申请日：2003-04-16
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： NAKAE KOICHI , YAMAGUCHI KATSUHIKO , HARADA OSAMU , KOBAYASHI YUKIO , KAMIOKA KIYOSHIRO , NISHIGAKI TAKAHIRO , TOMATSURI MAMORU
Abstract: PROBLEM TO BE SOLVED: To provide a start controller for an internal combustion engine capable of efficiently reducing rotary reaction force of an engine output shaft at the start of the engine. SOLUTION: An electronic control unit 20 retards the closing timing of an inlet valve through a variable valve timing mechanism 11 at restarting and reduces an actual compression ratio to reduce a load on a generator motor 17 unavoidable for rotating a crankshaft 12 at restarting. At the same time the electronic control unit 20 estimates the rotary reaction force during restarting, and when the estimated rotary reaction force is small, the closing timing of the inlet valve is prohibited from being retarded and a reducing amount of the actual compression ratio during restarting is set smaller comparing to the case of the large rotary reaction force. COPYRIGHT: (C)2005,JPO&NCIPI
Abstract translation: 要解决的问题：提供一种能够有效地降低发动机起动时的发动机输出轴的旋转反作用力的内燃机的启动控制器。 解决方案：电子控制单元20在重启时通过可变气门正时机构11阻止入口阀的关闭时机，并且减小实际压缩比，以减小在重启时不可避免地使曲轴12旋转的发电机电动机17上的负载 。 同时，电子控制单元20估计重新开始时的旋转反作用力，并且当估算的旋转反作用力小时，禁止入口阀的关闭正时被延迟，并且重新启动期间的实际压缩比的减小量 与大旋转反作用力的情况相比设定得较小。 版权所有（C）2005，JPO＆NCIPI
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公开(公告)号：JP2004308598A
公开(公告)日：2004-11-04
申请号：JP2003105169
申请日：2003-04-09
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： NAKAE KOICHI
CPC classification number: F01L2800/03 , Y02T10/18
Abstract: PROBLEM TO BE SOLVED: To provide a stop controller for an internal combustion engine capable of efficiently reducing vibration caused when the internal combustion engine is stopped.
SOLUTION: This electronic controller 20 estimates scale of compression pressure in a cylinder based on an engine temperature condition when the internal combustion engine 10 is stopped. It reduces an actual compression ratio by delay of closing timing of an intake valve only when the estimated compression pressure is large to suppress vibration based on compression reaction force of each cylinder. Consequently, the actual compression ratio is not reduced when vibration caused when the internal combustion engine 10 is stopped is small to avoid prolongation of unnecessary stop time accompanying the reduction of the actual compression ratio.
COPYRIGHT: (C)2005,JPO&NCIPI-
公开(公告)号：JP2004044460A
公开(公告)日：2004-02-12
申请号：JP2002202050
申请日：2002-07-11
Applicant: Toyota Motor Corp , トヨタ自動車株式会社
Inventor： NAKAE KOICHI , NAKAO HATSUO
CPC classification number: Y02T10/7077
Abstract: PROBLEM TO BE SOLVED: To provide a belt transmission device of an internal combustion engine which can suppress a tension of a belt itself to a low value while adopting a constitution for starting the engine and driving an auxiliary machine or the like by the same engine via a common belt. SOLUTION: In the belt transmission device of the internal combustion engine, an output shaft (pulley 7) of a motor generator is coupled to drive an output shaft (pulley 2) of the engine 1 via the belt 8. Here, particularly, the device includes an assisting means (air compressor 10 with a motor) disposed at a belt slacking side when the belt 8 is driven by the motor generator for assisting rotatably feeding of the belt 8 when the engine 1 is started. Incidentally, a pulley 6 is mounted at the compressor 10 with the motor via an electromagnetic clutch 10c. COPYRIGHT: (C)2004,JPO
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公开(公告)号：JPH10159613A
公开(公告)日：1998-06-16
申请号：JP33145496
申请日：1996-11-26
Applicant: TOYOTA MOTOR CORP
Inventor： NAKAE KOICHI , HIROSE KIYOO
IPC: B60K25/00 , B60K6/20 , B60K6/48 , B60K17/04 , B60L3/00 , B60L11/18 , B60L15/20 , B60W10/04 , B60W10/06 , B60W10/08 , B60W10/12 , B60W20/00 , F02D29/02 , F02D41/04
Abstract: PROBLEM TO BE SOLVED: To speedily turn a motor into an operating state in which a distributed load is outputted without deteriorating emission or operating characteristics in a power output apparatus for distributing required torque to the motor and an electric motor by outputting it to a drive shaft. SOLUTION: A maximum load change quantity Lmax of an engine is calculated based on a temperature WT of cooling water for the engine, an operation lapse time T, a property learning value F of fuel and a deposit learning value D of an intake system (step S110). A load change quantity L of the engine determined according to a pedaling quantity of an acceleration pedal is limited to not greater than the maximum load change quantity Lmax (step S114). An opening degree ST of a throttle valve is regulated according to the limited load change quantity L (step S116). Consequently, in the engine, an air-fuel ratio of mixture air to be supplied can be prevented from becoming markedly different from a target value, so that a load of the engine can be increased, thereby preventing deterioration of emission or operating characteristics.
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Patent Agency Ranking
公开(公告)号：JPH07208175A
公开(公告)日：1995-08-08
申请号：JP268494
申请日：1994-01-14
Applicant: TOYOTA MOTOR CORP
Inventor： NAKAE KOICHI
Abstract: PURPOSE:To provide the combustion chamber of a two-cycle direct injection diesel engine in which communication holes having their openings to the plane of a piston top face and to the recessed form combustion chamber are provided in order to exchange the burnt gas and a fresh air in the recessed combustion chamber in a good condition. CONSTITUTION:In the combustion chamber 2 of a two-cycle direct injection diesel engine in which a fresh air is led in form one side of a cylinder, while the burnt gas is exhausted form the other side, the combustion chamber is formed by making a part of the top face of a piston 1 in a recessed form, and communication holes 3a to 3f to communicate the top face of the piston 1 at the part the combustion chamber is not formed, and the combustion chamber, are provided, the openings 4a to 4f of the communication holes 3a to 3f at the top face side of the piston 1 are provided at the side to lead in the fresh air, more than at the side to exhaust the burnt gas.
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公开(公告)号：JPH06185403A
公开(公告)日：1994-07-05
申请号：JP34278292
申请日：1992-12-22
Applicant: TOYOTA MOTOR CORP
Inventor： ITO TOSHIO , NAKAE KOICHI
Abstract: PURPOSE:To allow cooling of an exhaust valve sheet ring part sufficiently even if forming a plenty of bolt holes for fixation. CONSTITUTION:A main jacket 10 is provided between an intake port 4 and an exhaust port 6, an intake side sub jacket 12 is provided under the intake port 4, and an exhaust side sub jacket 14 which is narrower than the main jacket 10 is provided under the exhaust port 6. An exhaust side sub supply path 15 for introducing cooling water of a cylinder block is so formed as to open to the exhaust side sub jacket 14. A communicating path 16 which communicates the exhaust side sub jacket 14 with the main jacket 10 is formed in a bolt boss part 9A located adjacent to an exhaust valve sheet ring 7. Though the exhaust sub jacket 14 has a complicated and intricate shape, cooling water in the exhaust side sub jacket 14 flows smoothly to the main jacket 10 via the communicating path 16 without any stagnation near the exhaust valve sheet ring 7.
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公开(公告)号：JPH05113120A
公开(公告)日：1993-05-07
申请号：JP27782591
申请日：1991-10-24
Applicant: TOYOTA MOTOR CORP
Inventor： UMEHANA TOYOICHI , FUKUYAMA TADASHI , SATO TAKESHI , NAKAE KOICHI
Abstract: PURPOSE:To provide good loop scavenge and good combustion with high air utilization rate in a two-cycle diesel engine with an auxiliary chamber. CONSTITUTION:A pair of first recessed parts 5 are formed on a flat cylinder head inner wall surface 3a, and an intake valve 6 which is disposed at the bottom part of the first recessed part 5 with an inclination to the cylinder head inner wall surface 3a. The second recessed pats 21 are formed in the top surface of a piston 2a which faces the respective first recessed parts 5, and a pair of cavities 23 which form a roughly cylindrical shape around the axial line of the intake valve 6 are formed from the first recessed part 5 and the second recessed part 21. The cavity 23 forms a main chamber. The nozzle hole of an auxiliary chamber is disposed above the surrounding part of the cylinder head inner wall surface 3a which is located between a pair of intake valves 6. A jet guide groove which extends to the cavities 23 from the lower part of the nozzle hole of the auxiliary chamber is formed on the top surface of the piston 2a, and the jet guide groove is connected to the inside of the cavities 23 in a tangential line. The inner peripheral wall surface part 5a of the first recessed part forms a mask wall which covers the opening of the intake valve 6 on an exhaust valve 7 side.
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公开(公告)号：JPH04339171A
公开(公告)日：1992-11-26
申请号：JP10744391
申请日：1991-05-13
Applicant: TOYOTA MOTOR CORP
Inventor： NAKAE KOICHI , UMEHANA TOYOICHI
Abstract: PURPOSE:To improve atomization by running a pillar-like spray against a mouth-piece part of a chamber at high temperature under low load. CONSTITUTION:Pillar-like sprays are formed as shown F1-F8 in the figure from the nozzles of a fuel injection valve 26 facing to a combustion chamber 16. The sprays F1, F2, F8 (sprays obtained from large bore nozzles 34) among the sprays F1-F8 from the fuel injection valve 26 formed from low load operation time, are arranged so as to point to a mouthpiece 14 part. Under the low load, the pillar-like sprays pointing to the mouthpiece 14 part at high temperature are formed, and favorable atomization of fuel can be realized by the collision and high temperature synergistically. A reflector 50 to promote atomization is formed on the surface of the combustion chamber wall against which the sprays run.
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公开(公告)号：JPH04124424A
公开(公告)日：1992-04-24
申请号：JP24389190
申请日：1990-09-17
Applicant: TOYOTA MOTOR CORP
Inventor： NAKAE KOICHI , UMEHANA TOYOICHI
Abstract: PURPOSE:To enhance an air utilization factor by covering an opening of an intake valve on an exhaust valve side with a mask wall, making an interval between a pair of intake valves larger than that between the exhaust valves, and forming an injection hole of an auxiliary chamber on the inner wall surface of a cylinder head most apart from the exhaust valve among the intake valves. CONSTITUTION:An exhaust valve 7 is opened and closed prior to an intake valve 5. The exhaust valve 7 is opened, and then, after gas combustion is exhausted into an exhaust port 8. Since an opening of the intake valve 5 positioned on the exhaust valve 7 side is covered with a mask wall 15, most of fresh air flows along a conical circumferential wall portion 16 on the side opposite to the mask wall 15, thus generating a loop scavenging air flow. Fuel is injected into an auxiliary chamber 9 from a fuel injection valve 11 in the final stage of a compression stroke, for ignition combustion. A pressure inside the auxiliary chamber 9 is increased, and unburned mixture and combustion flame injected from an injection port 10 are mixed with air staying inside a recessed groove 13, for ignition combustion. Meanwhile, since an interval between the intake valves 5 is large, the unburned mixture and combustion flame proceeding between the exhaust valves 7 without being inhibited by the mask walls 15 flows in a lower space 17 formed downward at the time of closing of the exhaust valves 7, for ignition combustion.
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