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公开(公告)号：US08051641B2
公开(公告)日：2011-11-08
申请号：US11991740
申请日：2006-10-13
申请人： Junichi Kako , Shinichi Soejima , Ryozo Kayama
发明人： Junichi Kako , Shinichi Soejima , Ryozo Kayama
IPC分类号： F01N3/00
CPC分类号： B01D53/9495 , F01N11/002 , F01N11/005 , F01N2560/06 , F02D41/0235 , F02D41/1446 , F02D2200/0804 , Y02T10/47
摘要： The present invention has an object to provide an exhaust gas purifying apparatus for an internal combustion engine capable of obtaining accurate temperature information relating to a catalyst placed in an exhaust passage of the internal combustion engine. The degree of influence emthc of a catalyst inlet gas temperature and catalyst rear end temperature ethuf[end] is calculated (Step 102). An estimated value ethco of an outlet gas temperature is calculated by weighted averaging the inlet gas temperature and the catalyst rear end temperature ethuf[end] considering the degree of influence emthc (Step 104). A temperature correction coefficient ekthuf[x] for each region of the catalyst is calculated as a function f(emthc) of the degree of influence emthc (Step 108). A deviation between the outlet gas temperature estimated value ethco and a measured value of the outlet gas temperature is multiplied by the temperature correction coefficient ekthuf[x] to calculate an estimated value correction amount ecthuf[x] (Step 110). The estimated value correction amount ecthuf[x] is added to a catalyst temperature estimated value (Step 114).
摘要翻译： 本发明的目的是提供一种内燃机的排气净化装置，其能够获得与内燃机的排气通道中的催化剂有关的精确的温度信息。 计算催化剂入口气体温度和催化剂后端温度流速的影响程度（结束）（步骤102）。 考虑到影响程度（步骤104），对入口气体温度和催化剂后端温度等级进行加权平均，计算出口气体温度的估计值。 计算催化剂的每个区域的温度校正系数ekthuf [x]作为影响程度的函数f（emthc）（步骤108）。 出口气体温度估计值ethco与出口气体温度的测量值之间的偏差乘以温度校正系数ekthuf [x]，以计算估计值校正量ecthuf [x]（步骤110）。 将估计值校正量ecthuf [x]加到催化剂温度估计值（步骤114）。
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公开(公告)号：US20100047133A1
公开(公告)日：2010-02-25
申请号：US11991740
申请日：2006-10-13
申请人： Junichi Kako , Shinichi Soejima , Ryozo Kayama
发明人： Junichi Kako , Shinichi Soejima , Ryozo Kayama
CPC分类号： B01D53/9495 , F01N11/002 , F01N11/005 , F01N2560/06 , F02D41/0235 , F02D41/1446 , F02D2200/0804 , Y02T10/47
摘要： The present invention has an object to provide an exhaust gas purifying apparatus for an internal combustion engine capable of obtaining accurate temperature information relating to a catalyst placed in an exhaust passage of the internal combustion engine. The degree of influence emthc of a catalyst inlet gas temperature and catalyst rear end temperature ethuf[end] is calculated (Step 102). An estimated value ethco of an outlet gas temperature is calculated by weighted averaging the inlet gas temperature and the catalyst rear end temperature ethuf[end] considering the degree of influence emthc (Step 104). A temperature correction coefficient ekthuf[x] for each region of the catalyst is calculated as a function f(emthc) of the degree of influence emthc (Step 108). A deviation between the outlet gas temperature estimated value ethco and a measured value of the outlet gas temperature is multiplied by the temperature correction coefficient ekthuf[x] to calculate an estimated value correction amount ecthuf[x] (Step 110). The estimated value correction amount ecthuf[x] is added to a catalyst temperature estimated value (Step 114).
摘要翻译： 本发明的目的是提供一种内燃机的排气净化装置，其能够获得与内燃机的排气通道中的催化剂有关的精确的温度信息。 计算催化剂入口气体温度和催化剂后端温度流速的影响程度（结束）（步骤102）。 考虑到影响程度（步骤104），对入口气体温度和催化剂后端温度等级进行加权平均，计算出口气体温度的估计值。 计算催化剂的每个区域的温度校正系数ekthuf [x]作为影响程度的函数f（emthc）（步骤108）。 出口气体温度估计值ethco与出口气体温度的测量值之间的偏差乘以温度校正系数ekthuf [x]，以计算估计值校正量ecthuf [x]（步骤110）。 将估计值校正量ecthuf [x]加到催化剂温度估计值（步骤114）。
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公开(公告)号：US08332122B2
公开(公告)日：2012-12-11
申请号：US12669902
申请日：2008-07-08
申请人： Hiroyuki Tanaka , Junichi Kako , Kaoru Ohtsuka , Shinichi Soejima , Keisuke Kawai , Naoto Kato , Hayato Nakada
发明人： Hiroyuki Tanaka , Junichi Kako , Kaoru Ohtsuka , Shinichi Soejima , Keisuke Kawai , Naoto Kato , Hayato Nakada
IPC分类号： G06F17/00
CPC分类号： F02D41/1401 , F02D37/02 , F02D41/1497 , F02D2041/1418 , F02D2200/1004 , F02D2250/18
摘要： A control apparatus for a vehicle drive unit including a control structure of a hierarchical type having a demand generation level, a mediation level, and a control variable setting level and a signal is transmitted in one direction from a higher level of hierarchy to a lower level of hierarchy. The demand generation level includes demand output elements for each capability. The mediation level includes mediation elements, each corresponding to a classified category of demands. Each of the mediation elements collects demand values of the category of which the mediation elements are in charge and performs mediation according to a rule to arrive at a single demand value. The control variable setting level includes an adjuster portion adjusting each of the mediated demand values based on a relationship between each other and control variable calculation elements calculating a control variable of each of a plurality of actuators based on the adjusted demand value.
摘要翻译： 一种用于车辆驱动单元的控制装置，其包括具有需求生成级别，中介级别和控制变量设定级别以及信号的分级类型的控制结构，在一个方向上从较高层次到较低级别 的层次结构。 需求生成级别包括每种能力的需求输出元素。 调解级别包括调解元素，每个调解元素对应于分类的需求类别。 每个调解元件收集调解元素负责的类别的需求值，并根据规则执行调解以获得单个需求值。 控制变量设定水平包括基于彼此之间的关系和基于经调整的需求值计算多个致动器中的每一个的控制变量的控制变量计算元件来调整每个中介要求值的调节器部分。
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公开(公告)号：US20100268436A1
公开(公告)日：2010-10-21
申请号：US12670746
申请日：2008-10-01
CPC分类号： F02D41/10 , B60W2710/0616 , F02D11/105 , F02D37/02 , F02D41/0085 , F02D41/307 , F02D2200/602 , F02D2200/701 , F02D2250/18 , F02D2250/22 , F02N11/04 , F02N2200/046 , F02P5/1504 , Y02T10/46 , Y10T477/677
摘要： This invention is intended to ensure that a control device for a vehicle drive unit is capable of realizing desired torque by making the main-actuator and sub-actuator collaborate adequately while holding the interposition of the sub-actuator as low as possible. For this end, a future target of torque that is going to be output from the engine and a realization timing of the future target are taken as reservation information for reserving engine torque regulation. Next, the required period, which is required to realize the future target when a main-actuator (a throttle) is operated to regulate the torque, is computed from a current engine operating condition. Then, the operation of the main-actuator is started at the timing preceding the realization timing by the required period for realizing the future target. In parallel with that, a sub-actuator (an ignition system) is operated to cancel out a torque change induced by the operation of the main-actuator during the period from the start timing of the operation of the main-actuator to the realization timing.
摘要翻译： 本发明旨在确保用于车辆驱动单元的控制装置能够通过使主致动器和副致动器协调一致地实现期望的扭矩，同时保持副致动器的插入尽可能低。 为此，将要从发动机输出的扭矩的未来目标和未来目标的实现定时作为用于保留发动机转矩调节的预约信息。 接下来，根据当前的发动机工作条件计算当主执行器（节气门）操作以调节转矩时实现未来目标所需的期间。 然后，在实现定时之前的时刻开始主执行器的操作达到实现未来目标的所需时间段。 与此同时，副致动器（点火系统）被操作以抵消在从主致动器的操作的开始定时到实现定时的期间由主致动器的操作引起的转矩变化 。
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公开(公告)号：US08209104B2
公开(公告)日：2012-06-26
申请号：US12670746
申请日：2008-10-01
CPC分类号： F02D41/10 , B60W2710/0616 , F02D11/105 , F02D37/02 , F02D41/0085 , F02D41/307 , F02D2200/602 , F02D2200/701 , F02D2250/18 , F02D2250/22 , F02N11/04 , F02N2200/046 , F02P5/1504 , Y02T10/46 , Y10T477/677
摘要： This invention is intended to ensure that a control device for a vehicle drive unit is capable of realizing desired torque by making the main-actuator and sub-actuator collaborate adequately while holding the interposition of the sub-actuator as low as possible. For this end, a future target of torque that is going to be output from the engine and a realization timing of the future target are taken as reservation information for reserving engine torque regulation. Next, the required period, which is required to realize the future target when a main-actuator (a throttle) is operated to regulate the torque, is computed from a current engine operating condition. Then, the operation of the main-actuator is started at the timing preceding the realization timing by the required period for realizing the future target. In parallel with that, a sub-actuator (an ignition system) is operated to cancel out a torque change induced by the operation of the main-actuator during the period from the start timing of the operation of the main-actuator to the realization timing.
摘要翻译： 本发明旨在确保用于车辆驱动单元的控制装置能够通过使主致动器和副致动器协调一致地实现期望的扭矩，同时保持副致动器的插入尽可能低。 为此，将要从发动机输出的扭矩的未来目标和未来目标的实现定时作为用于保留发动机转矩调节的预约信息。 接下来，根据当前的发动机工作条件计算当主执行器（节气门）操作以调节转矩时实现未来目标所需的期间。 然后，在实现定时之前的时刻开始主执行器的操作达到实现未来目标的所需时间段。 与此同时，副致动器（点火系统）被操作以抵消在从主致动器的操作的开始定时到实现定时的期间由主致动器的操作引起的转矩变化 。
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公开(公告)号：US20100191406A1
公开(公告)日：2010-07-29
申请号：US12669902
申请日：2008-07-08
申请人： Hiroyuki Tanaka , Junichi Kako , Kaoru Ohtsuka , Shinichi Soejima , Keisuke Kawai , Naoto Kato , Hayato Nakada
发明人： Hiroyuki Tanaka , Junichi Kako , Kaoru Ohtsuka , Shinichi Soejima , Keisuke Kawai , Naoto Kato , Hayato Nakada
IPC分类号： F02D43/00
CPC分类号： F02D41/1401 , F02D37/02 , F02D41/1497 , F02D2041/1418 , F02D2200/1004 , F02D2250/18
摘要： A control apparatus for a vehicle drive unit including a control structure of a hierarchical type having a demand generation level, a mediation level, and a control variable setting level and a signal is transmitted in one direction from a higher level of hierarchy to a lower level of hierarchy. The demand generation level includes demand output elements for each capability. The mediation level includes mediation elements, each corresponding to a classified category of demands. Each of the mediation elements collects demand values of the category of which the mediation elements are in charge and performs mediation according to a rule to arrive at a single demand value. The control variable setting level includes an adjuster portion adjusting each of the mediated demand values based on a relationship between each other and control variable calculation elements calculating a control variable of each of a plurality of actuators based on the adjusted demand value.
摘要翻译： 一种用于车辆驱动单元的控制装置，其包括具有需求生成级别，中介级别和控制变量设定级别以及信号的分级类型的控制结构，在一个方向上从较高层次到较低级别 的层次结构。 需求生成级别包括每种能力的需求输出元素。 调解级别包括调解元素，每个调解元素对应于分类的需求类别。 每个调解元件收集调解元素负责的类别的需求值，并根据规则执行调解以获得单个需求值。 控制变量设定水平包括基于彼此之间的关系和基于经调整的需求值计算多个致动器中的每一个的控制变量的控制变量计算元件来调整每个中介要求值的调节器部分。
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公开(公告)号：US10202924B2
公开(公告)日：2019-02-12
申请号：US14416355
申请日：2012-07-25
申请人： Shinichi Soejima , Akira Eiraku , Satoru Tanaka , Satoshi Yoshizaki , Kiyonori Takahashi , Yoshihiro Sakayanagi
发明人： Shinichi Soejima , Akira Eiraku , Satoru Tanaka , Satoshi Yoshizaki , Kiyonori Takahashi , Yoshihiro Sakayanagi
摘要： It is an object of the invention to enhance the possibility of realizing a required torque in a supercharging region where scavenging occurs in a control apparatus for a supercharged engine. In order to achieve this object, the control apparatus for the supercharged engine according to the invention determines an operation amount of an intake valve driving device from a target in-cylinder air amount that is calculated from a required torque, and determines an operation amount of a throttle from a target intake valve passing air amount that is obtained by adding an amount of air blowing through an interior of a cylinder to the target in-cylinder air amount.
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公开(公告)号：US20140076278A1
公开(公告)日：2014-03-20
申请号：US13885606
申请日：2011-06-08
IPC分类号： F02B37/12
CPC分类号： F02B37/12 , F02D23/00 , F02D41/0007 , F02D2250/21 , Y02T10/144
摘要： The present invention is a proposal relating to cooperative manipulation of an actuator which actively changes a supercharging pressure and a throttle in the case of application of torque demand control to an internal combustion engine with a supercharger. A control device provided by the present invention separately determines a target air quantity for manipulation of the throttle, and a target air quantity for manipulation of the actuator. In more detail, driver required torque which is included in required torque is converted into an air quantity in accordance with a predetermined conversion rule, and the air quantity which is obtained by the conversion is determined by calculation as a reference target air quantity. The reference target air quantity is used as a target air quantity for throttle manipulation, and is also used as a target air quantity for actuator manipulation at a normal time. When a change occurs to the required torque, and the change cannot be realized under the reference target air quantity, a correction target air quantity capable of realizing the change is determined by calculation, and is used as the target air quantity for throttle manipulation.
摘要翻译： 本发明是关于在对具有增压器的内燃机应用扭矩需求控制的情况下主动地改变增压压力和节气门的致动器的协同操作的方案。 由本发明提供的控制装置分别确定用于操纵节气门的目标空气量和用于操纵致动器的目标空气量。 更详细地说，根据预定的转换规则将包含在所需转矩中的驾驶员所要求的转矩转换成空气量，并且通过计算得到的转换中获得的空气量作为基准目标空气量来确定。 参考目标空气量用作节气门操纵的目标空气量，并且也用作正常时间的致动器操纵的目标空气量。 当所需转矩发生变化时，在参考目标空气量下不能实现变化时，通过计算确定能够实现变化的校正对象空气量，并将其用作节气门操作的目标空气量。
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公开(公告)号：US08566008B2
公开(公告)日：2013-10-22
申请号：US12993922
申请日：2009-05-29
申请人： Shinichi Soejima , Ken Koibuchi , Hirotada Otake , Keisuke Kawai
发明人： Shinichi Soejima , Ken Koibuchi , Hirotada Otake , Keisuke Kawai
IPC分类号： G06F19/00
CPC分类号： F02D41/1497 , F02D41/0002 , F02D2011/102 , F02D2041/1431 , F02D2041/1432 , F02D2041/1434 , F02D2200/0402 , F02D2200/0404 , F02D2250/18 , F02D2250/21 , Y02T10/42
摘要： A control device for an internal-combustion engine designed to ensure that required responsiveness is obtained as actual torque responsiveness with respect to a torque demand even when the torque responsiveness with respect to the actuation of a particular actuator is affected by the operating conditions. A response compensating filter is provided at a preceding stage to an air inverse model, and the target torque which has been corrected by the response compensating filter is converted by the air inverse model to obtain a target opening degree of a throttle. A time constant of the response compensating filter is set on the basis of the operating conditions of the internal-combustion engine so that the responsiveness of actual torque with respect to the torque demand reaches a preset standard responsiveness.
摘要翻译： 用于内燃机的控制装置被设计成即使当相对于特定致动器的致动的转矩响应性受到操作条件的影响时，也可以确保获得相对于转矩需求的实际转矩响应性所需的响应性。 在空气逆模型的前级提供响应补偿滤波器，并且由空气逆模型转换由响应补偿滤波器校正的目标转矩，以获得节气门的目标开度。 响应补偿滤波器的时间常数基于内燃机的运行条件设定，使得实际转矩相对于转矩需求的响应性达到预设的标准响应度。
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公开(公告)号：US08051835B2
公开(公告)日：2011-11-08
申请号：US12514320
申请日：2007-11-09
CPC分类号： F02D41/0007 , F01N3/0814 , F01N3/0842 , F01N11/005 , F01N13/009 , F01N13/011 , F01N13/107 , F02B37/007 , F02B37/16 , F02B37/18 , F02B39/16 , F02D23/02 , F02D37/02 , F02D41/307 , F02P5/1504 , F02P5/1516 , Y02T10/144 , Y02T10/46
摘要： In a V-type six-cylinder engine, turbo-superchargers are provided for compressing intake air and feeding the compressed air into combustion chambers, and an ECU is operable to switch the combustion mode from a non-supercharged stoichiometric combustion mode to a supercharged lean combustion mode, depending on the engine operating conditions. When switching from the non-supercharged stoichiometric combustion mode to the supercharged lean combustion mode, the ECU retards the ignition timing, and keeps the retard amount of the ignition timing at a constant value if the increasing actual boost pressure becomes equal to or higher than a pre-set target boost pressure.
摘要翻译： 在V型六缸发动机中，提供涡轮增压器用于压缩进气并将压缩空气送入燃烧室，并且ECU可操作以将燃烧模式从非增压化学计量燃烧模式切换到增压稀薄 燃烧模式，取决于发动机的运行条件。 当从非增压化学计量燃烧模式切换到增压稀燃燃烧模式时，ECU延迟点火正时，并且如果增加的实际增压压力等于或高于一个，则点火正时的延迟量保持在恒定值 预设目标增压压力。
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