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    • 4. 发明专利
    • Exhaust emission control device
    • 排气排放控制装置
    • JP2006077608A
    • 2006-03-23
    • JP2004260167
    • 2004-09-07
    • Toyota Motor Corpトヨタ自動車株式会社
    • SUZUKI MAKOTOKUROKI RENTARO
    • F02D25/00B01D53/94F01N3/20F01N3/24F02D29/02F02D41/04F02D43/00F02D45/00
    • Y02A50/2322Y02T10/47
    • PROBLEM TO BE SOLVED: To provide an exhaust emission control device capable of restraining the deterioration in emission, by properly maintaining the catalyst temperature, in a vehicle equipped with a plurality of internal combustion engines. SOLUTION: This exhaust emission control device 1 is an exhaust emission control device of the internal combustion engine having a main engine 10, a sub-engine 20, an exhaust pipe 170 having a gathering part 180 for gathering exhaust gas of the main engine 10 and exhaust gas of the sub-engine 20, and an exhaust emission control catalyst 40 arranged downstream of the gathering part 180; and has a catalyst temperature sensor 41 for detecting the temperature of the exhaust emission control catalyst 40, an air-fuel ratio sensor 42 for detecting the air-fuel ratio of the main engine 10, and an engine ECU 50 for controlling the air-fuel ratio of the sub-engine 20 so as to oscilate between rich and lean when the air-fuel ratio of the main engine 10 is stoichiometric when the catalyst temperature Tc is the activation temperature Ta or more and the first predetermined temperature T1 or less. COPYRIGHT: (C)2006,JPO&NCIPI
    • 解决的问题:提供一种能够通过适当地保持催化剂温度来限制在配备有多个内燃机的车辆中的排放劣化的废气排放控制装置。 解决方案:该废气排放控制装置1是具有主发动机10,副发动机20,排气管170的内燃机的废气排放控制装置,排气管170具有用于收集主体的废气的聚集部分180 发动机10和副发动机20的废气,排气排放控制催化剂40配置在聚集部分180的下游; 并具有用于检测废气排放控制催化剂40的温度的催化剂温度传感器41,用于检测主发动机10的空燃比的空燃比传感器42以及用于控制空气燃料的发动机ECU 50 当催化剂温度Tc为活化温度Ta以上且第一规定温度T1以下时,当主发动机10的空燃比为化学计量比时,副发动机20的比例便在丰富和稀薄之间振荡。 版权所有(C)2006,JPO&NCIPI
    • 5. 发明专利
    • Engine starter
    • 发动机起动器
    • JP2005325821A
    • 2005-11-24
    • JP2004146843
    • 2004-05-17
    • Toyota Motor Corpトヨタ自動車株式会社
    • MAEDA TOMOHARU
    • F02N7/10F02D25/00
    • PROBLEM TO BE SOLVED: To provide an engine starter capable of shortening start time of a main engine with a configuration for starting the main engine by an auxiliary engine. SOLUTION: When an ignition switch 80 is operated to an ACC position from a LOCK position by a driver, a starter motor 21 is driven to start a subengine 20. When the ignition switch 80 is operated to a START position from an IG ON position, an electromagnetic clutch 13 is engaged and the main engine 10 is started by driving force of the subengine 20. When the ignition switch 80 is operated to the START position to start the main engine 10, the subengine 20 is already started. For this reason, when the ignition switch 80 is operated to the START position, the main engine 10 can be quickly started. COPYRIGHT: (C)2006,JPO&NCIPI
    • 要解决的问题:提供一种能够通过辅助发动机起动主发动机的构造来缩短主机的起动时间的发动机起动器。 解决方案:当点火开关80由驾驶员从LOCK位置操作到ACC位置时,起动马达21被驱动以起动副发动机20.当点火开关80从IG运行到START位置时 接通位置时,电磁离合器13被接合并且主发动机10通过副发动机20的驱动力起动。当点火开关80操作到起动位置以起动主发动机10时,副发动机20已经起动。 为此,当点火开关80被操作到起始位置时,可以快速启动主发动机10。 版权所有(C)2006,JPO&NCIPI
    • 6. 发明专利
    • Accessory driving device for vehicle
    • 车辆辅助驾驶装置
    • JP2005113802A
    • 2005-04-28
    • JP2003349755
    • 2003-10-08
    • Toyota Motor Corpトヨタ自動車株式会社
    • SUZUKI MAKOTO
    • F02D25/00B60K5/08F02B73/00F02D29/02
    • F02B73/00Y10T477/20
    • PROBLEM TO BE SOLVED: To provide an accessory driving device for a vehicle, for reducing fuel consumption of the whole vehicle. SOLUTION: The accessory driving device 1 for a vehicle comprises: a main engine 5; a sub engine 6; vehicular accessories 8a to 8d driven by either the main engine 5 or the sub engine 6; a fuel consumption estimating part 40b for estimating a fuel amount consumed for driving the vehicular accessories 8a to 8d by the main engine 5 when the main engine 5 is operated, and the fuel consumption when the vehicular accessories 8a to 8d are driven by the sub engine 6; and an electromagnetic clutch 30 for switching driving force sources so that the vehicular accessories 8a to 8d are driven by the sub engine 6 if the estimated fuel consumption of the main engine 5 is more than a fuel consumption of the sub engine 6, and vehicular accessories 8a to 8d are driven by the main engine 5 when the fuel consumption of the main engine 5 is not more than the fuel consumption of the sub engine 6. COPYRIGHT: (C)2005,JPO&NCIPI
    • 要解决的问题:提供一种用于车辆的附件驱动装置,用于降低整车的燃料消耗。 解决方案:用于车辆的附件驱动装置1包括:主发动机5; 副发动机6; 由主发动机5或副发动机6驱动的车辆附件8a至8d; 燃料消耗量推定部40b,用于在主机5运转时,估计由主机5驱动车辆用配件8a〜8d所消耗的燃料量,当车辆用配件8a〜8d由副发动机驱动时的燃料消耗 6; 以及用于切换驱动力源的电磁离合器30,如果主发动机5的估计燃料消耗大于副发动机6的燃料消耗量,车辆附件8a至8d由副发动机6驱动,车辆附件 当主发动机5的燃料消耗量不大于副发动机6的燃料消耗量时,由主发动机5驱动8a至8d。(C)2005,JPO&NCIPI
    • 7. 发明专利
    • Exhaust gas recirculation system
    • 排气回收系统
    • JP2005098221A
    • 2005-04-14
    • JP2003333668
    • 2003-09-25
    • Toyota Motor Corpトヨタ自動車株式会社
    • KUROKI RENTAROIWASHITA YOSHIHIRO
    • F02M25/07F02D21/08F02D25/00F02D41/02
    • Y02T10/47
    • PROBLEM TO BE SOLVED: To provide an exhaust gas recirculation system capable of improving a combustion state etc. of an auxiliary engine by supplying required recirculated gas with excellent controllability, regardless of an operating state of the auxiliary engine.
      SOLUTION: The exhaust gas recirculation system 1 is provided with a main EGR pipe 30M recirculating part of exhaust gas exhausted from a main engine 10 to an intake pipe 220 of a subengine 20 and a main EGR valve 31M adjusting amount of exhaust gas recirculated by the main EGR pipe 30M. The main EGR valve 31M adjusts the amount of exhaust gas recirculated in accordance with an operating state of the main engine 10 and an operating state of the subengine 20.
      COPYRIGHT: (C)2005,JPO&NCIPI
    • 要解决的问题:提供一种排气再循环系统,其能够通过提供具有优异可控性的所需再循环气体来改善辅助发动机的燃烧状态等,而不管辅助发动机的运行状态如何。 解决方案:排气再循环系统1设置有从主发动机10排出的排气的主EGR管30M再循环到副发动机20的进气管220和主EGR阀31M排气的调节量 由主EGR管30M再循环。 主EGR阀31M根据主发动机10的运转状态和副发动机20的运转状态来调节再循环的排气量。(C)2005,JPO&NCIPI
    • 8. 发明专利
    • Exhaust emission control device
    • 排气排放控制装置
    • JP2005054664A
    • 2005-03-03
    • JP2003286130
    • 2003-08-04
    • Toyota Motor Corpトヨタ自動車株式会社
    • SUZUKI MAKOTOKUROKI RENTARO
    • F02D45/00F01N3/24F02D25/00F02D41/14
    • PROBLEM TO BE SOLVED: To provide an exhaust emission control device capable of purifying exhaust emission discharged from an auxiliary engine without affecting the purification of the exhaust emission discharged from a main engine.
      SOLUTION: This exhaust emission control device 1 comprises an O
      2 sensor 40A disposed on the downstream side of a collecting part 180 collecting the exhaust emission from the main engine 10 and the exhaust emission from the auxiliary engine 20 and detecting the air-fuel ratio of the collected exhaust emission, an exhaust emission purification catalyst 30 disposed on the downstream side of the O
      2 sensor 40A and purifying the collected exhaust emission, and an electronic control device 50 controlling the air-fuel ratios of the main engine 10 and the auxiliary engine 20. When both the main engine 10 and the auxiliary engine 20 are operated, the electronic control device 50 controls the air-fuel ratio of the auxiliary engine 20 to a stoichimetric state or a rich state and, based on the air-fuel ratio of the exhaust emission detected by the O
      2 sensor 40A, controls the air-fuel ratio of the main engine 10 by feedback.
      COPYRIGHT: (C)2005,JPO&NCIPI
    • 解决的问题:提供一种能够净化从辅助发动机排出的废气排放而不影响从主发动机排出的废气排放的净化的废气排放控制装置。 解决方案:该废气排放控制装置1包括设置在收集部分180的下游侧的O 2传感器40A,其收集来自主发动机10的废气排放和来自辅助发动机的废气排放 发动机20,检测所收集的废气排放的空燃比;排气净化催化剂30,其配置在O 2 SB 3传感器40A的下游侧,净化收集的废气排放;电子控制 控制主发动机10和辅助发动机20的空燃比的装置50.当主发动机10和辅助发动机20都动作时,电子控制装置50将辅助发动机20的空燃比控制为 基于由O 2 传感器40A检测出的废气排放的空燃比,通过反馈来控制主机10的空燃比。 版权所有(C)2005,JPO&NCIPI
    • 9. 发明专利
    • Engine system
    • 发动机系统
    • JP2004239179A
    • 2004-08-26
    • JP2003030010
    • 2003-02-06
    • Toyota Motor Corpトヨタ自動車株式会社
    • TAKAOKA TOSHIBUMI
    • F02B61/00F01N3/20F01N3/24F02D25/00F02D29/02F02D29/06F02D41/06F02D41/14F02D41/18F02D41/22F02D45/00
    • Y02T10/40
    • PROBLEM TO BE SOLVED: To enable both improvement of energy recovery efficiency and reduction of emission. SOLUTION: An air-fuel ratio of a primary engine 1 is controlled to become lean. The efficiency is therefore improved, though NOx is contained in exhaust gas. On the other hand, in a secondary engine 2, combustion therein is controlled so that an air-fuel ratio of an entire engine system agrees to a theoretical air-fuel ratio. Exhaust gas of the secondary engine thus has the theoretical air-fuel ratio. Since a three-way catalyst 7 purifies NOx, HC and CO, etc. in the vicinity of the theoretical air-fuel ratio, according to this engine system, both the improvement of energy recovery efficiency and the reduction of emission can be realized at the same time. COPYRIGHT: (C)2004,JPO&NCIPI
    • 要解决的问题:能够提高能量回收效率和减少排放。 解决方案:主发动机1的空燃比被控制为变稀。 因此,废气中含有NOx,因此效率得到改善。 另一方面,在二次发动机2中,其中的燃烧被控制,使得整个发动机系统的空燃比与理论空燃比一致。 因此,二次发动机的排气具有理论空燃比。 由于三元催化剂7根据该发动机系统净化理论空燃比附近的NOx,HC和CO等,所以能够在能量回收效率的提高和排放的减少两者中实现 同时。 版权所有(C)2004,JPO&NCIPI