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公开(公告)号：US07946951B2
公开(公告)日：2011-05-24
申请号：US12071229
申请日：2008-02-19
Applicant: Akihiro Kimura , Toshiya Hashimoto , Shunsuke Oyama , Masaya Yamamoto , Kiyoshiro Ueoka , Noriaki Ikemoto , Masaki Nomura
Inventor： Akihiro Kimura , Toshiya Hashimoto , Shunsuke Oyama , Masaya Yamamoto , Kiyoshiro Ueoka , Noriaki Ikemoto , Masaki Nomura
CPC classification number: B60W20/10 , B60K1/02 , B60K6/365 , B60K6/40 , B60K6/445 , B60K6/448 , B60W10/06 , B60W10/08 , B60W20/00 , B60W40/105 , B60W2520/10 , B60W2710/065 , Y02T10/6239 , Y02T10/6243 , Y02T10/6286 , Y10S903/903 , Y10S903/93 , Y10S903/96 , Y10T477/23 , Y10T477/30
Abstract: During a standstill, a prescribed rotation speed N3, which is lower than a prescribed rotation speed N2 used during a travel at a low vehicle speed, is set as a minimum rotation speed Nemin (S410), and when a demand for an idle operation has been made (S490), the minimum rotation speed Nemin is set as a target rotation speed Ne* and the value 0 is set as a target torque Te* (S500), whereby an engine is controlled. As a result of this, it is possible to improve the fuel consumption of a vehicle when the engine is operated at idle at standstill compared to a case where the engine is operated at idle at the minimum rotation speed Nemin for which the prescribed rotation speed N2 is set regardless of whether or not the vehicle is at a standstill.
Abstract translation: 在停止状态下，将低于在低速行驶期间使用的规定转速N2的规定转速N3设定为最小转速Nemin（S410），当空转动作的要求为 （S490），将最小转速Nemin设定为目标转速Ne *，将值0设定为目标转矩Te *（S500），由此控制发动机。 其结果是，与发动机以规定的转速N2为最小的转速Nemin处于怠速状态的情况相比，发动机在静止怠速运转时能够提高车辆的燃料消耗 不管车辆是否处于停车状态。
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公开(公告)号：US20080227590A1
公开(公告)日：2008-09-18
申请号：US12071229
申请日：2008-02-19
Applicant: Akihiro Kimura , Toshiya Hashimoto , Shunsuke Oyama , Masaya Yamamoto , Kiyoshiro Ueoka , Noriaki Ikemoto , Masaki Nomura
Inventor： Akihiro Kimura , Toshiya Hashimoto , Shunsuke Oyama , Masaya Yamamoto , Kiyoshiro Ueoka , Noriaki Ikemoto , Masaki Nomura
CPC classification number: B60W20/10 , B60K1/02 , B60K6/365 , B60K6/40 , B60K6/445 , B60K6/448 , B60W10/06 , B60W10/08 , B60W20/00 , B60W40/105 , B60W2520/10 , B60W2710/065 , Y02T10/6239 , Y02T10/6243 , Y02T10/6286 , Y10S903/903 , Y10S903/93 , Y10S903/96 , Y10T477/23 , Y10T477/30
Abstract: During a standstill, a prescribed rotation speed N3, which is lower than a prescribed rotation speed N2 used during a travel at a low vehicle speed, is set as a minimum rotation speed Nemin (S410), and when a demand for an idle operation has been made (S490), the minimum rotation speed Nemin is set as a target rotation speed Ne* and the value 0 is set as a target torque Te* (S500), whereby an engine is controlled. As a result of this, it is possible to improve the fuel consumption of a vehicle when the engine is operated at idle at standstill compared to a case where the engine is operated at idle at the minimum rotation speed Nemin for which the prescribed rotation speed N2 is set regardless of whether or not the vehicle is at a standstill.
Abstract translation: 在静止期间，将低于在低车速行驶中使用的规定转速N 2的规定转速N 3设定为最小转速Nemin（S 410），当对 已经进行了空转操作（S 490），将最小转速Nemin设定为目标转速Ne *，将值0设定为目标转矩Te *（S 500），由此控制发动机。 其结果是，与在发动机以规定转速N的最小转速Nemin处于怠速状态的情况相比，发动机在静止怠速运转时能够提高车辆的燃料消耗 无论车辆是否处于停车状态，都设定2。
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公开(公告)号：US07921943B2
公开(公告)日：2011-04-12
申请号：US12073752
申请日：2008-03-10
Applicant: Kiyoshiro Ueoka , Noriaki Ikemoto
Inventor： Kiyoshiro Ueoka , Noriaki Ikemoto
IPC: B60K6/20
CPC classification number: F16H61/0213 , B60K1/02 , B60K6/26 , B60K6/365 , B60K6/445 , B60K6/52 , B60K6/547 , B60L2240/421 , B60L2240/423 , B60L2240/486 , B60W10/06 , B60W10/08 , B60W10/115 , B60W2510/081 , B60W2520/10 , B60W2540/10 , B60W2540/16 , B60W2710/0644 , B60W2710/083 , F16H2037/0866 , F16H2061/0216 , F16H2061/6615 , F16H2061/6616 , Y02T10/6239 , Y02T10/6265 , Y02T10/6286 , Y02T10/642 , Y10T74/1926
Abstract: In a hybrid vehicle according to the invention, upon satisfaction of a predetermined condition with regard to a gearshift position or a drive mode, a virtual gearshift position according to a driving condition is set to a tentative target gearshift position SPtmp (steps S471 and S472). An object gearshift position SP* is set based on the tentative target gearshift position SPtmp and a boundary value Srt to have a gentle change with a variation of smaller than 1 (step S473). A torque demand Tr* and a target rotation speed Ne* of an engine corresponding to the object gearshift position SP* are then set based on tentative torque demands Tra and Trb and tentative rotation speeds Nea and Neb in correlation to virtual gearshift positions immediately below and immediately above the object gearshift position SP* (steps S474 to S476)
Abstract translation: 在根据本发明的混合动力车辆中，在满足换档位置或驱动模式的预定条件时，根据驾驶条件的虚拟换档位置被设定为暂定目标换档位置SPtmp（步骤S471和S472） 。 基于临时目标换档位置SPtmp和边界值Srt设定具有小于1的变化的平缓变化的目标换档位置SP *（步骤S473）。 然后根据临时转矩要求Tra和Trb以及临时转速Nea和Neb，相应于与目标变速位置SP *相对应的发动机的转矩需求Tr *和目标转速Ne *，与下面的虚拟换档位置相关， 紧接在物体换档位置SP *上方（步骤S474〜S476）
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公开(公告)号：US20080236912A1
公开(公告)日：2008-10-02
申请号：US12073752
申请日：2008-03-10
Applicant: Kiyoshiro Ueoka , Noriaki Ikemoto
Inventor： Kiyoshiro Ueoka , Noriaki Ikemoto
CPC classification number: F16H61/0213 , B60K1/02 , B60K6/26 , B60K6/365 , B60K6/445 , B60K6/52 , B60K6/547 , B60L2240/421 , B60L2240/423 , B60L2240/486 , B60W10/06 , B60W10/08 , B60W10/115 , B60W2510/081 , B60W2520/10 , B60W2540/10 , B60W2540/16 , B60W2710/0644 , B60W2710/083 , F16H2037/0866 , F16H2061/0216 , F16H2061/6615 , F16H2061/6616 , Y02T10/6239 , Y02T10/6265 , Y02T10/6286 , Y02T10/642 , Y10T74/1926
Abstract: In a hybrid vehicle according to the invention, upon satisfaction of a predetermined condition with regard to a gearshift position or a drive mode, a virtual gearshift position according to a driving condition is set to a tentative target gearshift position SPtmp (steps S471 and S472). An object gearshift position SP* is set based on the tentative target gearshift position SPtmp and a boundary value Srt to have a gentle change with a variation of smaller than 1 (step S473). A torque demand Tr* and a target rotation speed Ne* of an engine corresponding to the object gearshift position SP* are then set based on tentative torque demands Tra and Trb and tentative rotation speeds Nea and Neb in correlation to virtual gearshift positions immediately below and immediately above the object gearshift position SP* (steps S474 to S476)
Abstract translation: 在根据本发明的混合动力车辆中，在满足关于换档位置或驱动模式的预定条件时，根据驾驶条件的虚拟换档位置被设定为临时目标换档位置SPtmp（步骤S471和S 472）。 基于临时目标换档位置SPtmp和边界值Srt设定具有小于1的变化的平缓变化的对象换档位置SP *（步骤S473）。 然后根据临时转矩要求Tra和Trb以及临时转速Nea和Neb，相应于与目标变速位置SP *相对应的发动机的转矩需求Tr *和目标转速Ne *，与下面的虚拟换档位置相关， 紧接在物体换档位置SP *上方（步骤S474至S476）
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5.发明授权公开(公告)号：US08775051B2
公开(公告)日：2014-07-08
申请号：US13096344
申请日：2011-04-28
Applicant: Taro Hirai , Noriaki Ikemoto , Takeshi Harada , Naoyuki Kamiya , Hisashi Iida
Inventor： Taro Hirai , Noriaki Ikemoto , Takeshi Harada , Naoyuki Kamiya , Hisashi Iida
CPC classification number: F01N11/005 , F01N3/101 , F01N3/2026 , F01N9/00 , F01N13/009 , F01N2550/22 , F01N2900/0602 , F01N2900/1602 , F23G5/50 , F23G7/07 , Y02T10/22 , Y02T10/26 , Y02T10/47
Abstract: An apparatus is used for diagnosing the temperature state of a catalyst converter. The catalyst converter includes a catalyst for cleaning an emission, and a conductive carrier for carrying the catalyst. The conductive carrier is energized for temperature rise of the catalyst, and the conductive carrier has a characteristic in which resistance drops with temperature increase. In the apparatus, a first obtaining unit obtains a first parameter having a first correlation with supply power to the conductive carrier for energization of the conductive carrier. A second obtaining unit obtains a second parameter having a second correlation with a temperature of the conductive carrier. A diagnosing unit diagnoses the temperature state of the conductive carrier based on a comparison between the first parameter and the second parameter.
Abstract translation: 一种装置用于诊断催化转化器的温度状态。 催化剂转化器包括用于清洁发射的催化剂和用于承载催化剂的导电载体。 导电载体通电用于催化剂的升温，并且导电载体具有其中电阻随温度升高而下降的特性。 在该装置中，第一获取单元获得与导电载体具有与供电功率的第一相关性的第一参数，以对导电载体通电。 第二获取单元获得与导电载体的温度具有第二相关性的第二参数。 诊断单元基于第一参数和第二参数之间的比较来诊断导电载体的温度状态。
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Patent Agency Ranking
公开(公告)号：US20110083426A1
公开(公告)日：2011-04-14
申请号：US12902498
申请日：2010-10-12
Applicant: Noriaki Ikemoto , Tubasa Sakuishi , Hisashi Iida , Naoyuki Kamiya
Inventor： Noriaki Ikemoto , Tubasa Sakuishi , Hisashi Iida , Naoyuki Kamiya
CPC classification number: F01N3/0807 , F01N3/043 , F01N3/0814 , F01N3/0835 , F01N2410/02 , F01N2410/12 , F01N2510/063 , F01P7/165 , F01P2025/44 , F01P2060/08 , F01P2060/16
Abstract: In an emission control system, an absorbent in exhaust-emission passage absorbs a particular component in the emission with a temperature thereof being lower than a first temperature, and desorbs therefrom the absorbed particular component with the temperature thereof being equal to or higher than the first temperature. A catalyst in the exhaust-emission passage converts the particular component desorbed from the absorbent into another component with a temperature thereof being equal to or higher than a second temperature higher than the first temperature. A heat recovery device is disposed in the exhaust-emission passage upstream of the absorbent and recovers heat from the exhaust emission by heat exchange between a heat-transfer medium and the exhaust emission. An adjusting unit adjusts an amount of heat to be recovered by the heat recovery device to thereby adjust a temperature state of the exhaust emission.
Abstract translation: 在排放控制系统中，废气排放通道中的吸收剂在其温度低于第一温度的情况下吸收发射中的特定组分，并将吸收的特定组分解吸其温度等于或高于第一温度 温度。 废气排放通道中的催化剂将从吸收剂解吸的特定组分转化为另一组分，其温度等于或高于高于第一温度的第二温度。 热回收装置设置在吸收剂上游的废气排放通道中，并且通过传热介质与废气排放之间的热交换从废气排放中回收热量。 调节单元调节由热回收装置回收的热量，从而调节废气排放的温度状态。
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公开(公告)号：US20090308059A1
公开(公告)日：2009-12-17
申请号：US12484289
申请日：2009-06-15
Applicant: Noriaki Ikemoto
Inventor： Noriaki Ikemoto
Abstract: A catalyst is provided in an exhaust passage of an engine and an evaporating section of a heat recovery device is provided upstream of the catalyst in the exhaust passage. An ECU performs an operation for compulsorily oscillating an air-fuel ratio between a lean state and a rich state as compared to a theoretical air-fuel ratio when temperature of the catalyst reaches temperature at which the catalyst has a predetermined purification capacity after the engine is started. The ECU restricts a flow of a working fluid in the heat recovery device until the temperature of the catalyst reaches the temperature at which the catalyst has the predetermined purification capacity after the engine is started.
Abstract translation: 在发动机的排气通道中设置有催化剂，并且在排气通道中的催化剂的上游设置有热回收装置的蒸发部。 在发动机为催化剂的温度时，催化剂的温度达到预定的净化能力的温度之后，执行与理论空燃比相比，强制地使稀空燃比和富状态之间的空燃比振荡的操作 开始了 ECU限制热回收装置内的工作流体的流动，直到催化剂的温度达到发动机启动后催化剂具有预定净化能力的温度。
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公开(公告)号：US07248960B2
公开(公告)日：2007-07-24
申请号：US11520812
申请日：2006-09-14
Applicant: Noriaki Ikemoto , Naoki Yoshiume , Yukihiro Yamashita
Inventor： Noriaki Ikemoto , Naoki Yoshiume , Yukihiro Yamashita
CPC classification number: F02D41/1495 , F02D41/1456
Abstract: An air-fuel ratio sensor monitor is provided which is designed to monitor reactive characteristics or response rates of an air-fuel ratio sensor when an air-fuel ratio of a mixture to an internal combustion engine is changing to a rich side and to a lean side. The monitored response rates are used in determining whether the sensor is failing or not, in determining the air-fuel ratio of the mixture accurately, or in air-fuel ratio control of the engine.
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9.发明申请公开(公告)号：US20050121010A1
公开(公告)日：2005-06-09
申请号：US11000950
申请日：2004-12-02
Applicant: Masayuki Kita , Noriaki Ikemoto
Inventor： Masayuki Kita , Noriaki Ikemoto
CPC classification number: F02D41/008 , F02D41/1401 , F02D41/1439 , F02D41/1458 , F02D2041/1416 , F02D2041/1431 , F02D2250/14
Abstract: An air-fuel ratio sensor detects an air-fuel ratio of an exhaust gas at a confluent portion of an exhaust gas. An air-fuel ratios in each cylinder are estimated to be controlled based on an output of the air-fuel ratio sensor. A computer determines whether an air-fuel detecting timing deviates according to a dispersion of the estimated air-fuel ratio among cylinders. When the deviation is detected, the air-fuel ratio detecting timing is varied to estimate an air-fuel ratio before and after correcting amount of fuel. The air-fuel ratio detecting timing is adapted as a proper timing when the variation amount of the estimated air-fuel ratio before and after the correction of fuel amount corresponds to the correct amount of fuel.
Abstract translation: 空燃比传感器检测排气的汇合部分的排气的空燃比。 估计每个气缸中的空燃比基于空燃比传感器的输出进行控制。 计算机确定空气燃料检测定时是否根据气缸之间的估计空燃比的偏差而偏离。 当检测到偏差时，改变空燃比检测定时，以估计燃料校正量之前和之后的空燃比。 当燃料量校正之前和之后的估计空燃比的变化量对应于正确的燃料量时，空燃比检测定时被适配为适当的定时。
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10.发明申请公开(公告)号：US20050022797A1
公开(公告)日：2005-02-03
申请号：US10901087
申请日：2004-07-29
Applicant: Noriaki Ikemoto , Hisashi Iida
Inventor： Noriaki Ikemoto , Hisashi Iida
CPC classification number: F02D41/008 , F02D41/0032 , F02D41/1454 , F02D41/1456 , F02D41/1458 , F02D41/1479 , F02D41/1481 , F02D41/2454 , F02D41/2477 , F02D2041/1433 , F02D2041/1437 , F02D2041/2027 , F02D2200/0402
Abstract: An air-fuel ratio deviation calculated by an air-fuel ratio deviation calculation part is inputted to a cylinder-by-cylinder air-fuel ratio estimation part. A cylinder-by-cylinder air-fuel ratio is estimated in the cylinder-by-cylinder air-fuel ratio estimation part. In the cylinder-by-cylinder air-fuel ratio estimation part, attention is paid to gas exchange in an exhaust collective part of an exhaust manifold, and a model is created. In this model, a detection value of an A/F sensor is obtained by multiplying histories of the cylinder-by-cylinder air-fuel ratio of an inflow gas in the exhaust collective part and histories of the detection value of the A/F sensor by specified weights respectively and by adding them. The cylinder-by-cylinder air-fuel ratio is estimated on the basis of the model.
Abstract translation: 由空燃比偏差计算部计算的空燃比偏差被输入到逐缸空燃比估计部。 在逐个缸缸空燃比估计部中估计出逐缸空燃比。 在气缸缸空燃比推定部中，关注排气歧管的排气集合部中的气体交换，形成模型。 在该模型中，A / F传感器的检测值通过乘以排气集合部中的流入气体的逐缸空燃比的历史和A / F传感器的检测值的历史 分别通过加入它们。 以汽缸为单位的空燃比是根据模型估算的。
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