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71. 发明专利

JP2011131760A Power transmission device 有权
标题翻译：电力传输装置
公开(公告)号：JP2011131760A
公开(公告)日：2011-07-07
申请号：JP2009293672
申请日：2009-12-25
申请人： Toyota Central R&D Labs Inc , 株式会社豊田中央研究所
发明人： WATANABE TAKAO , TSUCHIYA EIJI
IPC分类号： B60W10/08 , B60K6/26 , B60K6/442 , B60K6/54 , B60L11/14 , B60W10/02 , B60W10/04 , B60W10/06 , B60W20/00 , F02D29/02 , F16D48/02 , H02K7/18 , H02K16/02
CPC分类号： B60L11/123 , B60L11/14 , B60L15/20 , B60L2210/10 , B60L2210/40 , B60L2220/14 , B60L2220/52 , B60L2240/12 , B60L2240/421 , B60L2240/423 , B60L2240/441 , B60L2240/443 , B60L2240/486 , B60L2270/145 , Y02T10/6217 , Y02T10/641 , Y02T10/645 , Y02T10/7077 , Y02T10/7216 , Y02T10/7241 , Y02T10/7275
摘要： PROBLEM TO BE SOLVED: To smoothly shift from a state in which power transmission is performed by use of torque by electromagnetic coupling between rotors to a state in which the power transmission is performed by engagement of an engagement device while suppressing reduction of drive torque. SOLUTION: When shifting from a state in which the power transmission is performed from an engine 36 to a driving axle 37 by torque acting between an input side rotor 28 and an output side rotor 18 to a state in which the power transmission is performed from the engine 36 to the driving axle 37 by the engagement of a clutch 48, an electronic control unit 50 controls power conversion performed by an inverter 40 to make torque act between a stator 16 and the output side rotor 18 by converting DC power from a power storage device 42 into AC by the inverter 40 and supplying it to a stator winding 20 while controlling a rotational speed of the engine 36 such that a rotational speed of the input side rotor 28 approaches to a rotational speed of the output side rotor 18. COPYRIGHT: (C)2011,JPO&INPIT
摘要翻译：要解决的问题：通过使用通过转子之间的电磁耦合的转矩来执行动力传递的状态到通过接合装置的接合执行动力传递的状态同时抑制驱动的减少的状态扭矩。解决方案：通过在输入侧转子28和输出侧转子18之间作用的转矩从发动机36向驱动轴37进行动力传递的状态转换到动力传递为电子控制单元50通过离合器48的接合从发动机36执行到驱动轴37，控制由逆变器40执行的功率转换，以通过将定子16和输出侧转子18之间的直流电力蓄电装置42通过逆变器40进行交流，并且在控制发动机36的转速的同时将其提供给定子绕组20，使得输入侧转子28的转速接近输出侧转子18的转速版权所有（C）2011，JPO＆INPIT

72. 发明专利

JP2011131759A Power transmission device 有权
标题翻译：电力传输装置
公开(公告)号：JP2011131759A
公开(公告)日：2011-07-07
申请号：JP2009293671
申请日：2009-12-25
申请人： Toyota Central R&D Labs Inc , 株式会社豊田中央研究所
发明人： WATANABE TAKAO , TSUCHIYA EIJI
IPC分类号： B60W10/08 , B60K6/26 , B60K6/442 , B60K6/547 , B60K17/02 , B60L11/14 , B60W10/06 , B60W10/10 , B60W20/00 , F02D29/00 , F02D29/02 , F02D29/06 , H02K7/18 , H02K16/02
CPC分类号： B60L11/14 , B60L11/123 , B60L15/20 , B60L2210/40 , B60L2220/14 , B60L2220/52 , B60L2240/12 , B60L2240/421 , B60L2240/423 , B60L2240/441 , B60L2240/443 , B60L2240/486 , B60L2270/145 , Y02T10/6217 , Y02T10/641 , Y02T10/645 , Y02T10/7077 , Y02T10/7241 , Y02T10/7275
摘要： PROBLEM TO BE SOLVED: To improve controllability of a rotational speed of an engine when executing fuel cut of the engine or when changing a shift step of a stepped transmission. SOLUTION: When a rotational speed ω d of a driving axle 37 is not less than a prescribed high rotational speed ω h in step S101 and when a request torque T req of the driving axle 37 is zero in step S103, the fuel cut of the engine 36 is executed in step S104. In step S107, electromagnetic coupling torque acting on between an input side rotor 28 and an output side rotor 18 is controlled by switching operation of an inverter 41 such that the rotational speed ω in of the engine 36 is lower than a rotational speed ω out of the output side rotor 18 and is controlled to a prescribed low rotational speed ω1 allowing generation of engine torque in return from the fuel cut. COPYRIGHT: (C)2011,JPO&INPIT
摘要翻译：要解决的问题：为了提高发动机的燃料切断或改变阶梯式变速器的换档步骤时提高发动机转速的可控性。解决方案：当步骤S101中驱动轴37的旋转速度ω d 不小于规定的高转速ω h 时，当请求扭矩T 在步骤S103中，驱动轴37的 req 为零，在步骤S104中执行发动机36的燃料切断。在步骤S107中，通过逆变器41的切换动作来控制作用在输入侧转子28和输出侧转子18之间的电磁耦合转矩，使得发动机36的中的转速ω较低与输出侧转子18的旋转速度ω输出相比，并且被控制到规定的低转速ω1，从而能够从燃料切断返回而产生发动机转矩。版权所有（C）2011，JPO＆INPIT

73. 发明专利

JP2009073472A Power transmission device 有权
标题翻译：电力传输装置
公开(公告)号：JP2009073472A
公开(公告)日：2009-04-09
申请号：JP2008126505
申请日：2008-05-13
申请人： Toyota Central R&D Labs Inc , 株式会社豊田中央研究所
发明人： WATANABE TAKAO , TSUCHIYA EIJI , NISHIZAWA HIROYUKI , KITAHATA TAKESHI
IPC分类号： B60K6/26 , B60K6/36 , B60K6/44 , B60K6/54 , B60L11/14 , H02K7/10 , H02K7/18 , H02K16/02
CPC分类号： B60W20/15 , B60K1/02 , B60K6/22 , B60K6/26 , B60K6/36 , B60K6/365 , B60K6/448 , B60K6/543 , B60K2006/262 , B60L11/123 , B60L11/14 , B60L15/2054 , B60L2210/10 , B60L2210/30 , B60L2210/40 , B60L2220/42 , B60L2220/52 , B60L2240/421 , B60L2240/423 , B60W10/06 , B60W10/08 , B60W10/10 , B60W20/00 , B60W20/30 , B60W2510/081 , B60W2710/083 , H02K7/006 , H02K7/116 , H02K16/00 , H02K16/025 , H02K17/36 , H02K47/00 , H02K51/00 , Y02T10/6217 , Y02T10/6243 , Y02T10/6286 , Y02T10/641 , Y02T10/642 , Y02T10/645 , Y02T10/646 , Y02T10/648 , Y02T10/7077 , Y02T10/7216 , Y02T10/7241 , Y02T10/7275
摘要： PROBLEM TO BE SOLVED: To improve a torque transmission capacity of a power transmission device. SOLUTION: A rotation difference is generated between a first and a second rotor 28, 78 and a third rotor 18, which causes a rotary magnetic field due to an induced current flowing in a first rotor winding 30. This causes a torque functioning between the first rotor 28 and the third rotor 18. The rotary magnetic field generated by the induction current flowing in a second rotor winding 80 functions on a second stator 66, which in turn generates an induced electromotive force in a second stator winding 70. The induced electromotive force is supplied via a phase adjustment circuit 43 to a first stator winding 20, which generates a rotary magnetic field and causes torque functioning between the first stator 16 and the third rotor 18. The rotary magnetic field generated by the second rotor winding (80) and the induced current flowing in the second stator winding (70) cause a torque functioning between the second stator (66) and the second rotor (78). COPYRIGHT: (C)2009,JPO&INPIT
摘要翻译：要解决的问题：提高动力传递装置的扭矩传递能力。解决方案：在第一和第二转子28,78和第三转子18之间产生旋转差异，其产生由于感应电流在第一转子绕组30中流动而产生的旋转磁场。这导致转矩功能在第一转子28和第三转子18之间。由在第二转子绕组80中流动的感应电流产生的旋转磁场在第二定子66上起作用，其又在第二定子绕组70中产生感应电动势。感应电动势通过相位调整电路43提供给产生旋转磁场的第一定子绕组20，并且在第一定子16和第三转子18之间产生转矩的作用。由第二转子绕组 80），并且在第二定子绕组（70）中流动的感应电流使得在第二定子（66）和第二转子（78）之间产生扭矩。版权所有（C）2009，JPO＆INPIT

74. 发明专利

JP2008105622A Driving device of hybrid vehicle 审中-公开
标题翻译：混合动力车辆的驱动装置
公开(公告)号：JP2008105622A
公开(公告)日：2008-05-08
申请号：JP2006292071
申请日：2006-10-27
申请人： Toyota Central R&D Labs Inc , 株式会社豊田中央研究所
发明人： WATANABE TAKAO
IPC分类号： B60W10/06 , B60K6/365 , B60K6/445 , B60K6/48 , B60K6/543 , B60L11/14 , B60W10/00 , B60W10/02 , B60W10/08 , B60W10/10 , B60W10/105 , B60W10/107 , B60W10/30 , B60W20/00 , F02D29/00 , F02D29/02 , F02N11/04 , F02N11/08 , F02N15/00 , F02N15/02 , F16D48/02 , F16H59/38 , F16H59/44 , F16H61/02 , F16H61/66 , F16H61/662 , F16H63/40 , F16H63/46 , F16H63/50
CPC分类号： Y02T10/48 , Y02T10/6221 , Y02T10/6239 , Y02T10/6286 , Y02T10/7077
摘要： PROBLEM TO BE SOLVED: To provide a driving device of a hybrid vehicle equipped with an internal combustion engine and an electric motor as a power engine that starts the internal combustion engine by the electric motor as a power engine at any speed including the stopped state. SOLUTION: The driving device of a hybrid vehicle 10 has a transmission 18 for changing the output of the internal combustion engine 14 or the electric motor 16, and sending it to a drive wheel 24. The transmission 18 is an IVT (Infinitely Variable Transmission) capable of continuously changing the transmission gear ratio up to infinity. A first clutch 28 is provided between the internal combustion engine and the electric motor, which transfers or cuts off the respective outputs. When the vehicle is in the stop state, the electric motor is driven with the transmission gear ratio at infinity, and the first clutch 28 is connected so as to crank the internal combustion engine. During low-speed running, the transmission gear ratio is set so as to obtain the necessary cranking rotational speed, and the internal combustion engine is started by the electric motor. COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题：提供一种配备有内燃机和电动机的混合动力车辆的驱动装置，作为动力发动机，其通过电动机作为动力发动机以任何速度启动内燃机，包括停止状态。解决方案：混合动力车辆10的驱动装置具有用于改变内燃机14或电动机16的输出并将其发送到驱动轮24的变速器18.变速器18是IVT（无限次可变传动装置），能够连续地将传动齿轮比变化到无穷大。第一离合器28设置在内燃机和电动机之间，其传送或切断相应的输出。当车辆处于停止状态时，电动机以无级变速传动比驱动，第一离合器28连接以使内燃机起动。在低速行驶期间，变速比被设定为获得所需的起动转速，内燃机由电动机起动。版权所有（C）2008，JPO＆INPIT

75. 发明专利

JP2008049819A Power transmission system 有权
标题翻译：电力传输系统
公开(公告)号：JP2008049819A
公开(公告)日：2008-03-06
申请号：JP2006227730
申请日：2006-08-24
申请人： Toyota Central R&D Labs Inc , 株式会社豊田中央研究所
发明人： WATANABE TAKAO , NISHIZAWA HIROYUKI , OSAWA MASATAKA
IPC分类号： B60K6/24 , B60K6/26 , B60K6/36 , B60K6/365 , B60K6/387 , B60K6/40 , B60K6/44 , B60K6/445 , B60K6/543 , B60W10/02 , B60W10/06 , B60W10/08 , B60W10/10 , B60W20/00 , F16H37/02 , F16H61/00 , F16H63/50
CPC分类号： Y02T10/623 , Y02T10/6239 , Y02T10/6243 , Y02T10/6286 , Y02T10/6295
摘要： PROBLEM TO BE SOLVED: To provide a power transmission system for transmitting power from an engine to a load that reduces the capacity of a transmission and improves the efficiency of power transmission. SOLUTION: A starter generator 16 generates electrical energy from the power from the engine 10. A planetary gear mechanism 20 parallel with the transmission 14 combines the torque from the engine 10 transmitted to a ring gear R and the torque from a motor generator 22 transmitted to a sun gear S in a predetermined torque ratio, and transmits the resultant from a carrier CR to driving wheels 40. For power transmission between the engine 10 and the driving wheels 40 via both transmission 14 and planetary gear mechanism 20, the control of the torque of the motor generator 22 and the torque of the starter generator 16 can actively control the distribution of power transmitted to the transmission 14 and power transmitted to the planetary gear mechanism 20. COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题：提供一种用于从发动机向负载发送功率的动力传输系统，其降低了变速器的容量并提高了动力传递的效率。起动机发电机16从发动机10的动力产生电能。与变速器14平行的行星齿轮机构20组合来自传递到齿圈R的发动机10的转矩和来自电动发电机的转矩 22以预定的扭矩比传递到太阳齿轮S，并将结果从运载器CR传递到驱动轮40.对于通过变速器14和行星齿轮机构20在发动机10和驱动轮40之间的动力传递，控制电动发电机22的转矩和起动发电机16的转矩可以主动地控制传递到变速器14的动力和传递到行星齿轮机构20的动力的分配。（C）2008，JPO＆INPIT

76. 发明专利

JP2006057757A Controller of belt type continuously variable transmission 有权
标题翻译：带式连续可变传动控制器
公开(公告)号：JP2006057757A
公开(公告)日：2006-03-02
申请号：JP2004241208
申请日：2004-08-20
申请人： Toyota Central Res & Dev Lab Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： WATANABE TAKAO , NISHIZAWA HIROYUKI , SUZUKI HIDEYUKI , OSAWA MASATAKA , SUGAYA MASAMI , ARAKAWA KAZUYA
IPC分类号： F16H61/00 , F16H9/00 , F16H59/40 , F16H59/42 , F16H59/68 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To adjust a change gear ratio without using the power of a pump for gear change. SOLUTION: One of a primary pulley oil chamber 30c and a secondary pulley oil chamber 32c which is smaller in pressure, is allowed to communicate with a low pressure line 66 by a pulley-side selector valve 64, and the other oil chamber which is larger in pressure is allowed to communicate with a high pressure line-side selector valve 70. By changing the high pressure line-side selector valve 70 into an open state, the pressure PL of the high pressure line 68 and the pressure Pd of the low pressure line 66 can be supplied to the primary pulley oil chamber 30c and the secondary pulley oil chamber 32c. Accordingly, even when the pump 60 for gear change is stopped, it is possible to control the change gear ratio by controlling the pressure PL of the high pressure line 68 and the pressure Pd of the low pressure ine 66. COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：在不使用变速泵的动力的情况下调整变速比。解决方案：允许较小压力的主滑轮油室30c和次滑轮油室32c中的一个通过滑轮侧选择阀64与低压管线66连通，另一个油室允许压力较大的压力与高压线路侧选择阀70连通。通过将高压线路侧选择阀70改变成打开状态，高压线68的压力PL和压力Pd 低压线66可以被供给到主带轮油室30c和次级带轮油室32c。因此，即使当变速用的泵60停止时，也可以通过控制高压管路68的压力PL和低压缸的压力Pd来控制变速比。COPYRIGHT :(（ C）2006，JPO＆NCIPI

77. 发明专利

JP2006090536A Control device of belt type continuously variable transmission 有权
标题翻译：带式连续可变传动的控制装置
公开(公告)号：JP2006090536A
公开(公告)日：2006-04-06
申请号：JP2004280750
申请日：2004-09-27
申请人： Toyota Central Res & Dev Lab Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： WATANABE TAKAO , NISHIZAWA HIROYUKI , SUZUKI HIDEYUKI , OSAWA MASATAKA , SUGAYA MASAMI , ARAKAWA KAZUYA
IPC分类号： F16H61/00 , F16H9/00 , F16H59/46 , F16H59/68 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To properly perform both of gear shift control and control of belt holding pressure. SOLUTION: A gear shift control command value calculating part 85 controls a gear shift control system 46 changing a change gear ratio by a gear shift pump, by outputting a gear shift control command value u2 based on a target change gear ratio γ ref and a detected change gear ratio γ. A belt holding pressure target value calculating part 94 determines a belt holding pressure target value Pdr on the basis of a rotating speed ωm of the gear change pump and the gear change control command value u2, besides input torque T in and the change gear ratio γ, to compensate the lowering of belt holding pressure generated in control by the gear change control system 46. A holding pressure control command value calculating part 95 controls a holding pressure control system 44 on which a belt holding pressure Pd is acted, by outputting a holding pressure control command value u1 based on the belt holding pressure target value Pdr and the detected belt holding pressure Pd. COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：适当地执行换档控制和皮带保持压力的控制。解决方案：变速控制指令值计算部85通过根据目标变速比γ'输出变速控制指令值u2来控制换挡控制系统46，通过变速泵来变更变速比， SB> ref 和检测到的变速比γ。带保持压力目标值计算部94除了之外，还基于变速泵的转速ωm和变速控制指令值u2来确定皮带保持压力目标值Pdr >和变速比γ，以补偿由变速控制系统46控制的带保持压力的下降。保持压力控制指令值计算部95控制保持压力控制系统44，在该保持压力控制系统44上，通过基于皮带保持压力目标值Pdr和检测到的皮带保持压力Pd输出保持压力控制指令值u1来起作用。版权所有（C）2006，JPO＆NCIPI

78. 发明专利

JP2005282694A Vehicle control device with continuously variable transmission 审中-公开
标题翻译：具有连续可变传动的车辆控制装置
公开(公告)号：JP2005282694A
公开(公告)日：2005-10-13
申请号：JP2004096619
申请日：2004-03-29
申请人： Toyota Central Res & Dev Lab Inc , Toyota Motor Corp , トヨタ自動車株式会社 , 株式会社豊田中央研究所
发明人： SUGAYA MASAMI , ARAKAWA KAZUYA , OKUDA SHOZO , NISHIZAWA HIROYUKI , WATANABE TAKAO , OSAWA MASATAKA
IPC分类号： F16H9/00 , F16H61/00 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To provide a device for controlling the supply of pressure oil to a continuously variable transmission to avoid a sense of slow action when starting an engine.
SOLUTION: The vehicle control device with the continuously variable transmission comprises the continuously variable transmission having a first hydraulic pressure chamber to which pressure oil is supplied to reduce a gear ratio and a second hydraulic pressure chamber in which pressure gets higher than in the hydraulic pressure chamber to increase the gear ratio, and a hydraulic pump to be driven by the power of a travel power source to generate hydraulic pressure. Herein, a branch means is provided for guiding at least part of the pressure oil fed from the hydraulic pump to the first hydraulic pressure chamber, from the first hydraulic pressure chamber to the side of the second hydraulic pressure chamber when starting the travel power source in the conditions of stopping the supply of the pressure oil to each hydraulic pressure chamber including the condition of stopping the hydraulic pump.
COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：提供一种用于控制向无级变速器供给压力油的装置，以避免起动发动机时的缓慢动作感。解决方案：具有无级变速器的车辆控制装置包括具有第一液压室的无级变速器，第一液压室供给压力油以减小齿轮比，第二液压室的压力高于液压室以增加齿轮比，以及液压泵由行驶电源的动力驱动以产生液压。这里，设置有分支装置，用于将从液压泵供给的压力油的至少一部分引导到第一液压室，从第一液压室到第二液压室侧启动行驶电源时停止向每个液压室供应压力油的条件，包括停止液压泵的状态。版权所有（C）2006，JPO＆NCIPI

79. 发明专利

JP2008025658A Starting device 有权
标题翻译：启动设备
公开(公告)号：JP2008025658A
公开(公告)日：2008-02-07
申请号：JP2006196732
申请日：2006-07-19
申请人： Toyota Central Res & Dev Lab Inc , 株式会社豊田中央研究所
发明人： WATANABE TAKAO , NISHIZAWA HIROYUKI
IPC分类号： F16D48/02
摘要： PROBLEM TO BE SOLVED: To downsize a starting device by reducing torque capacity of its clutch. SOLUTION: A planetary gear mechanism 18 includes a carrier C to which torque from an engine 12 is transmitted, and a ring gear R and a sun gear S to which the torque transmitted to the carrier C is distributed, and transmits the torque distributed to the sun gear S to a transmission 14. A friction clutch 20 includes a drive-side friction plate 26 connected to the ring gear R, and a driven side friction plate 28 connected to the sun gear S. By joining the drive-side friction plate 26 to the driven side friction plate 28, the torque of the engine 12 can be transmitted to a load 16 by distributing it to the torque transmitted through the friction clutch 20 and the torque transmitted through the sun gear S. COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题：通过减小离合器的扭矩能力来减小起动装置的尺寸。解决方案：行星齿轮机构18包括传递来自发动机12的转矩的行星架C和分配传递到载体C的转矩的环形齿轮R和太阳齿轮S，并传递扭矩分配到太阳齿轮S到变速器14.摩擦离合器20包括连接到齿圈R的驱动侧摩擦板26和连接到太阳齿轮S的从动侧摩擦板28.通过将驱动侧摩擦板26到从动侧摩擦板28，发动机12的扭矩可以通过将其分配到通过摩擦离合器20传递的扭矩和通过太阳齿轮传递的扭矩而传递到负载16.版权（C）2008，JPO＆INPIT

80. 发明专利

JP2008044517A Power transmission system 有权
标题翻译：电力传输系统
公开(公告)号：JP2008044517A
公开(公告)日：2008-02-28
申请号：JP2006221471
申请日：2006-08-15
申请人： Toyota Central Res & Dev Lab Inc , 株式会社豊田中央研究所
发明人： WATANABE TAKAO
IPC分类号： B60K6/40 , B60K6/24 , B60K6/26 , B60K6/36 , B60K6/365 , B60K6/387 , B60K6/445 , B60K6/543 , B60K17/04 , F16H37/02
CPC分类号： Y02T10/623 , Y02T10/6239 , Y02T10/6243 , Y02T10/6295
摘要： PROBLEM TO BE SOLVED: To provide a power transmission system for transmitting the power of an engine to a load via a transmission which is capable of reducing the capacity of the transmission and enhancing the power transmission efficiency.
SOLUTION: The power of an engine 10 is subjected to speed change by a transmission 14 and transmitted to a driving wheel 40, and a starter generator 16 generates the electric energy by using the power from the engine 10. A motor generator 22 generates the power by using the electric energy generated by the starter generator 16, and the power of the motor generator 22 is decelerated by a deceleration mechanism 20 and transmitted to the driving wheel 40. The center axis of rotation of a primary pulley 30 of the transmission 14 is matched with the center axis of rotation of the engine 10. Since the starter generator 16, the motor generator 22, and the deceleration mechanism 20 are arranged between the engine 10 and the primary pulley 30, the maximum torque of the starter generator 16 and that of the motor generator 22 can be increased.
COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：解决的问题：提供一种用于通过能够降低传输容量并提高传输效率的传输来将发动机的功率发送到负载的电力传输系统。解决方案：发动机10的动力通过变速器14进行变速并传递到驱动轮40，起动发电机16通过使用发动机10的动力来产生电能。电动发电机22 通过使用由起动发电机16产生的电能来产生电力，并且电动发电机22的动力由减速机构20减速并传递到驱动轮40.主带轮30的中心轴线变速器14与发动机10的中心旋转轴线匹配。由于起动发电机16，电动发电机22和减速机构20配置在发动机10与主带轮30之间，所以起动发电机的最大转矩可以增加电动发电机22的电压。版权所有（C）2008，JPO＆INPIT

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