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71. 发明专利

JP2006037741A Control device of internal combustion engine 有权
标题翻译：内燃机控制装置
公开(公告)号：JP2006037741A
公开(公告)日：2006-02-09
申请号：JP2004214498
申请日：2004-07-22
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： F02D41/04 , F02D41/34 , F02D43/00 , F02M25/08 , F02M51/00 , F02M63/00
CPC分类号： F02D41/0042 , F02D41/3094
摘要： PROBLEM TO BE SOLVED: To prevent the occurrence of a trouble when performing purge processing of fuel vapor gas in an internal combustion engine equipped with injectors for cylinder injection and for intake passage injection. SOLUTION: An engine ECU 300 executes a program including a step (S410) for calculating an injection sharing ratio (DI ratio) r and a step (S420) for calculating basic injection amounts of injectors for cylinder injection and for intake passage injection when purge control execution flag is in an ON state (YES in S400), and a step (S480) for substituting 0 into purge reduction amount calculation value fpgd on the injector side for cylinder injection and substituting a purge reduction amount calculation value fpg into the purge reduction amount calculation value fpgp on the injector side for intake passage injection and a step (S490) for calculating the final injection amounts of the injectors for cylinder injection and for intake passage injection when the injection sharing ratio r is neither 0 (NO in S430) nor 1 (NO in S460). COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：为了防止在配备有用于气缸喷射的喷射器和进气通道喷射的内燃机中进行燃料蒸汽气体的吹扫处理时出现问题。发动机ECU300执行包括用于计算喷射共享比（DI比）r的步骤（S410）和用于计算用于气缸喷射和进气通道喷射的喷射器的基本喷射量的步骤（S420）的程序当清除控制执行标志处于ON状态时（S400中为“是”），以及将0替换为用于气缸喷射的喷射器侧的吹扫减少量计算值fpgd，并将清除量减少量计算值fpg代入用于进气通道喷射的喷射器侧的净化减少量计算值fpgp和当喷射共享比r既不为0时用于计算用于气缸喷射和进气通道喷射的喷射器的最终喷射量的步骤（S490）（S430中的否）也不1（S460中为否）。版权所有（C）2006，JPO＆NCIPI

72. 发明专利

JP2003201888A METHOD AND DEVICE FOR REDUCING EXHAUST EMISSION PURIFYING CATALYST OF INTERNAL COMBUSTION ENGINE 审中-公开
公开(公告)号：JP2003201888A
公开(公告)日：2003-07-18
申请号：JP2002002697
申请日：2002-01-09
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： F01N3/08 , B01D53/94 , F01N3/20 , F01N3/24 , F01N3/28 , F02D41/04
摘要： PROBLEM TO BE SOLVED: To prevent wasted use of fuel and deterioration of exhaust emission by controlling a rich spike in consideration of change of the maximum speed of NOx purification in the rich spike for a NOx occlusion-reduction catalyst provided in an exhaust system of an internal combustion engine. SOLUTION: The amount of reducer per unit of time that flows into a NOx occlusion-reduction catalyst is reduced (between t2 and t3) by bringing the correction factor of the rich spike ekrichs closer to '1.0' gradually after the maximum rich period of the rich spike Tmax has elapsed (from t2). When the average detected time difference βave (average of values of the detected time difference β that have been detected a plurality of times) that reflects the degree of deterioration of the NOx occlusion-reduction catalyst becomes smaller, the rate of the maximum rich period of NOx reduction b to a NOx reduction rich period d is made smaller. Accordingly, it becomes possible to supply the adequate amount of reducer to the NOx occlusion-reduction catalyst in consideration of reduction of the maximum NOx purification rate in the rich spike. COPYRIGHT: (C)2003,JPO

73. 发明专利

JP2003148199A METHOD FOR CONTROLLING FUEL INJECTION OF INTERNAL COMBUSTION ENGINE, AND METHOD AND DEVICE FOR DETERMINING DIFFERENCE IN INTERNAL EXHAUST GAS RECIRCULATION RATE BETWEEN CYLINDER 审中-公开
公开(公告)号：JP2003148199A
公开(公告)日：2003-05-21
申请号：JP2001342165
申请日：2001-11-07
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： F01L13/00 , F02D13/02 , F02D41/02 , F02D41/04 , F02D41/34 , F02D43/00 , F02D45/00
摘要： PROBLEM TO BE SOLVED: To inhibit the deterioration of the combustibility caused by the shape of a cam and the manufacturing tolerance of a shaft position adjusting mechanism by controlling the fuel consumption of an internal combustion engine which controls the internal exhaust air recirculation rate in a required state by adjusting the valve overlapping quantity. SOLUTION: When a cylinder whose combustibility is deteriorated is detected in the torque variation determining process at the time of stratified combustion ('YES' in S520), Fwinj(i) is 'ON' ('NO' in S530), and therefore, the operation condition is switched from a condition where the fuel is injected once in the latter period of the compression process (S540) to a condition where the fuel is injected twice in the intake process and in the latter period of the compression process (S550). As a result, the ignition is performed accurately inside a combustion chamber and the whole interior of the combustion chamber is surely and gently burned, so that the combustibility is improved without less misfires and the deterioration of the torque variation can be inhibited. Since the deterioration of the combustibility is not inhibited simply by the increase of the quantity of the fuel injection, the deterioration of the combustibility can be effectively inhibited with a relatively small quantity of the fuel.

74. 发明专利

JP2001082237A COMBUSTION CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE 失效
公开(公告)号：JP2001082237A
公开(公告)日：2001-03-27
申请号：JP25617199
申请日：1999-09-09
申请人： TOYOTA MOTOR CORP
发明人： MASUKI ZENICHIRO , MIZUNO HIROYUKI , SHIBAGAKI NOBUYUKI , TAKAGI NOBORU
IPC分类号： F02M25/07 , F02D41/04 , F02D43/00 , F02D45/00
摘要： PROBLEM TO BE SOLVED: To provide a combustion control device for an internal combustion engine to bring a learning value in a learning region, corresponding to an acceleration deceleration operation region, of an internal combustion engine into an unsuitable value and suppress worsening of fuel consumption and worsening of operability. SOLUTION: An EGR learning EG (i, j) to correct an EGR amount is updated so that a torque fluctuation amount dln is constrained to a given range based on the number of revolutions of engine and an engine load. Since an operation state is stabilized in the constant speed operation region of an engine 11, a torque fluctuation amount dln is not widely changed and the EGR learning valve EG (i, j) in learning regions (i, j) corresponding to the constant speed operation region is hardly updated to an unsuitable value. Further, the EGR learning values EG (i, j) of learning regions (i, j) corresponding to the acceleration deceleration operation region of the engine 11 are guarded (limited) based on the EGR learning vales EG (i, j), serving as a reference, of the learning regions (i, j) corresponding to the constant speed operation region.

75. 发明专利

JP2001050087A AIR-FUEL RATIO CONTROL UNIT FOR INTERNAL COMBUSTION ENGINE 失效
公开(公告)号：JP2001050087A
公开(公告)日：2001-02-23
申请号：JP2000214984
申请日：2000-07-14
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： F02D45/00 , F01N3/08 , F01N3/20 , F01N3/24 , F01N3/28 , F02D41/14
摘要： PROBLEM TO BE SOLVED: To emit NOx from an NOx absorber in a short period of time while maintaining an air-fuel ratio near the stoichiometry. SOLUTION: An absorber 18 is positioned in an exhaust passage of an engine by which NOx is absorbed when an air-fuel ratio of an in-flow exhaust gas is lean and the absorbed NOx is emitted when the air-fuel ratio of the in-flow exhaust gas is stoichiometric or rich. Feed-back control is performed so that an average value of the air-fuel ratio is slightly richer when the stoichiometric air-fuel ratio should be changed to rich.

76. 发明专利

JPH11351044A CONTROL SYSTEM FOR INTERNAL-COMBUSTION ENGINE 失效
公开(公告)号：JPH11351044A
公开(公告)日：1999-12-21
申请号：JP16364698
申请日：1998-06-11
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： F02D9/02 , F02D41/02 , F02D41/04 , F02D41/18 , F02D41/34 , F02D43/00 , F02D45/00
摘要： PROBLEM TO BE SOLVED: To avoid a misfire resulting from a deviation of the intake air quantity from an appropriate value when the combustion type is changed over by rich-spike control or the like. SOLUTION: When the fuel injection type of an engine 11 under rich-spike control is changed over to change its combustion type accordingly, the opening degree of a throttle valve 23 is changed suitable to the combustion type after the changeover, during which throttle-opening-angle adjustment a resultant change in intake air quantity involves a response delay depending on engine operating conditions, such as engine load and fuel injection quantity. The fuel- injection-type changeover according to the throttle-opening-opening change is however suspended or delayed until a delay counter that is set in dependence on the engine operation conditions or the fuel injection quantity and the like is counted down to zero.

77. 发明专利

JPH1191409A MOTIVE POWER TRANSMISSION CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE 失效
公开(公告)号：JPH1191409A
公开(公告)日：1999-04-06
申请号：JP25702997
申请日：1997-09-22
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： B60W10/02 , B60W10/04 , B60W10/06 , B60W10/10 , F02D29/00 , F02D41/14 , F02D45/00 , F16H61/14 , B60K41/02
摘要： PROBLEM TO BE SOLVED: To sufficiently reduce combustive specific consumption and NOx while maintaining excellent operability of a vehicle. SOLUTION: A torque variation quantity of respective cylinders is detected on the basis of angular velocity of a crankshaft, and the reference air-fuel ratio is corrected by a lean feedback correction factor FLLFB so that a detected torque variation quantity becomes a target torque variation quantity. Angular velocity of the crankshaft in a crank angle range set in a crank angle area up to the initial stage of an explosion stroke from the last stage of a compression stroke is detected, and a central value AMP of vehicle vibration is calculated on the basis of a variation in this angular velocity. When the FLLFB is larger than a first preset value F1 and the AMP is larger than a second preset value A1 when a lockup mechanism is turned on, a count value CSINP is increased, and when the CSINP becomes larger than a preset value CSINP1, the lockup mechanism is prohibited from being turned on.

78. 发明专利

JPH1182086A METHOD FOR CONTROLLING AIR-FUEL RATIO OF INTERNAL COMBUSTION ENGINE 失效
公开(公告)号：JPH1182086A
公开(公告)日：1999-03-26
申请号：JP24884397
申请日：1997-09-12
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： B60W10/02 , B60W10/04 , F02D29/00 , F02D41/04 , F02D41/14 , F02D45/00 , B60K41/02
摘要： PROBLEM TO BE SOLVED: To reduce the fuel consumption ratio and NOX generating quantity while preventing the deterioration of operability of a vehicle by detecting the slip quantity of a lockup clutch, and correcting a target output fluctuation on the basis of this slip quantity. SOLUTION: An automatic transmission 30 is provided with a torque converter 32 having a lockup mechanism 33. When the lockup is OFF, a slip quantity correction factor for correcting a basic target torque fluctuation according to the slip quantity of the difference between the rotating speed of a crank shaft and the input shaft 36 of the automatic transmission 30 or the rotating speed of a turbine runner 37 is kept zero, and when the lockup is ON, or the lockup clutch is slip controlled, the slip quantity correction factor is set so as to be larger the smaller the slip quantity is. Thus, the target torque fluctuation can be optimized regardless of in slip control or not. The slip quantity correction factor is stored preliminarily in a ROM 22 in the form of a map as a function of slip quantity.

79. 发明专利

JPH1136951A AIR-FUEL RATIO CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE 失效
公开(公告)号：JPH1136951A
公开(公告)日：1999-02-09
申请号：JP19612397
申请日：1997-07-22
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： F02D45/00 , F02D41/14
摘要： PROBLEM TO BE SOLVED: To improve the air-fuel ratio controllability by determining the basic output fluctuation of each cylinder on the basis of the first and second angular speeds within the specific range of the first and second crank angles, and correcting the air-fuel ratio on the basis of the output fluctuation of each cylinder determined by subtracting a set value on the basis of the engine speed, from the basic output fluctuation. SOLUTION: A crank angle sensor 15 which generates an output pulse every rotation of a crank shaft by 30 deg. crank angle at the compression top dead center of each cylinder, is installed. That is, in a case when the first crank angle range θ1 is set on an area of an crank angle from the end of the compression stroke to the initial period of the explosion stroke, and the second crank angle range θ2 is set on a crank angle area of an intermediate period of the explosion stroke separated from θ1 by a specific crank angle, the first and second angular speed ωa, ωb of the crank shafts in θ1, θ2 are detected. Then the basic output fluctuation of each cylinder is determined on the basis of ωa, ωb, and the output fluctuation of each cylinder is determined by subtracting the set value determined corresponding to the engine speed, from the basic output fluctuation, to perform the correction of the air fuel ratio.

80. 发明专利

JPH10331685A AIR-FUEL RATIO CONTROLLER FOR INTERNAL COMBUSTION ENGINE 失效
公开(公告)号：JPH10331685A
公开(公告)日：1998-12-15
申请号：JP14551497
申请日：1997-06-03
申请人： TOYOTA MOTOR CORP
发明人： SHIBAGAKI NOBUYUKI
IPC分类号： F02D45/00 , F02D41/04 , F02D41/14
摘要： PROBLEM TO BE SOLVED: To suppress output torque from changing when an engine is in a lean air-fuel ratio operating area again by correcting the air-fuel ratio in the lean air-fuel ratio operating area so as to be small when the air-fuel ratio is kept at a lower limit in a corresponding allowable changing range once in a certain lean air-fuel ratio operating area. SOLUTION: When it is discriminated that the operating state of an engine 1 is in a prescribed lean air-fuel operating area in a control unit 20, a lean correction coefficient is selected according to an engine operating state by referring to a lean correction coefficient map which is stored in a ROM 22 previously as a function of engine load and engine rotational speed in a map form. As a result, the air-fuel ratio is kept at a lean air-fuel ratio in the operating area. When the air-fuel ratio is kept at a lower limit in a allowable changing range in a lean air-fuel ratio operating area, it is controlled so that the air-fuel ratio in the lean air-fuel ratio operating area may be corrected so as to be smaller than the lower limit. The air-fuel ratio, however, is kept at a theoretical air-fuel ratio in any operating area other than the prescribed operating area.

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