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公开(公告)号：US07291935B2
公开(公告)日：2007-11-06
申请号：US11445185
申请日：2006-06-02
Applicant: Yukihiro Yamashita , Makoto Miwa , Daiji Isobe
Inventor： Yukihiro Yamashita , Makoto Miwa , Daiji Isobe
CPC classification number: H02J7/1446 , F02D29/06 , F02D41/021 , H02J7/1461 , Y02T10/7005
Abstract: A generator control device controls a generator that is driven by an engine to charge a battery and supply electric power to electric loads. In the generator control device the following steps are carried out: calculating a required electric power; calculating a difference rate that is a difference in an amount of a hazardous gas component of engine exhaust gas between a first case in which the generator generates the required electric power and a second case in which the generator does not generate an electric power divided by the electric power and controlling the generator to generate the required electric power if the difference is equal to or smaller than a first reference value.
Abstract translation: 发电机控制装置控制由发动机驱动的发电机对电池充电并向电负载供电。 在发电机控制装置中，执行以下步骤：计算所需电力; 计算作为发电机产生所需电力的第一壳体与发电机不产生除以所需电力的电力的第二壳体之间的发动机废气的有害气体成分量的差的差分率 电力，并且如果差值等于或小于第一参考值，则控制发电机产生所需的电力。
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公开(公告)号：US5974792A
公开(公告)日：1999-11-02
申请号：US168321
申请日：1998-10-08
Applicant: Daiji Isobe
Inventor： Daiji Isobe
IPC: F01N3/22 , F01N3/32 , F02B33/34 , F02B33/44 , F02D17/02 , F02D21/08 , F02D37/02 , F02D41/00 , F02D41/02 , F02D41/14 , F02D41/36 , F02M25/07 , F02P5/15 , F01N3/20 , F01N3/30
CPC classification number: F02P5/1506 , F01N3/22 , F01N3/32 , F02B33/34 , F02B33/446 , F02D17/02 , F02D37/02 , F02D41/0065 , F02D41/0087 , F02D41/024 , F02D41/0245 , F02D41/025 , F02D41/1408 , F02M26/36 , F02M26/71 , F01N2430/02 , F02D2200/0802 , F02D2200/0804 , F02M26/03 , F02M26/15 , Y02T10/26 , Y02T10/46 , Y02T10/47
Abstract: In an engine exhaust catalyst warm-up control, an ignition timing is delayed than normal first to raise the catalyst temperature, and then a fuel injection amount is dithered to increase and decrease alternately from a normal amount until the catalyst temperature reaches the catalyst activation completion temperature. In place of the ignition delay control, afterburning control may be employed in which fuel cut for a cylinder and fuel increase for the other cylinders are executed. Further, the catalyst warm-up control may be performed by controlling a supercharging operation and an exhaust gas recirculation operation cooperatively.
Abstract translation: 在发动机排气催化剂预热控制中，首先将点火正时延迟到正常，以提高催化剂温度，然后将燃料喷射量交替地从正常量增加和减少直到催化剂温度达到催化剂活化完成 温度。 代替点火延迟控制，可以采用后燃烧控制，其中执行用于其它气缸的气缸和燃油的燃料切断。 此外，催化剂预热控制可以通过协调地控制增压操作和排气再循环操作来执行。
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公开(公告)号：US5632144A
公开(公告)日：1997-05-27
申请号：US535937
申请日：1995-09-28
Applicant: Daiji Isobe
Inventor： Daiji Isobe
IPC: F02M25/07 , F01N3/24 , F02B3/06 , F02D21/08 , F02D21/10 , F02D31/00 , F02D41/00 , F02D41/02 , F01N3/28 , F02M25/06
CPC classification number: F02D41/005 , F02D31/005 , F02B3/06 , Y02T10/47
Abstract: An exhaust re-circulation control device for gasoline engines is provided, which realizes efficient reduction of NOx in the low-temperature idling ranges before the catalytic converter is activated while preventing deterioration of driveability and engine stalling. Normally, an exhaust re-circulation control device comprises a re-circulation passage which re-circulates a portion of exhaust gas from an engine to an intake system and an exhaust re-circulation valve which opens and closes the re-circulation passage. Also, the engine has a bypass passage which controls idling rpm and an idling rpm control valve. In the engine, the low-temperature idling range before the catalytic converter is activated is detected exhaust re-circulation ratio is obtained and based on a target idling speed during that time to prevent deterioration of driveability and engine stalling and to efficiently reduce NOx emissions, even when the catalytic converter is not active.
Abstract translation: 提供了一种用于汽油发动机的废气再循环控制装置，其在催化转化器启动之前实现了低温空转范围内的NOx的有效还原，同时防止了驾驶性能和发动机停转的恶化。 通常，废气再循环控制装置包括将排气的一部分重新循环到发动机到进气系统的再循环通道和打开和关闭再循环通道的排气再循环阀。 此外，发动机具有控制怠速转速的迂回通路和怠速转速控制阀。 在发动机中，催化转化器启动之前的低温空转范围是检测到的废气再循环比，并且基于该时间内的目标空转速度，以防止驾驶性能和发动机停转的恶化并且有效地减少NOx排放， 即使催化转化器没有活性。
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公开(公告)号：US5570673A
公开(公告)日：1996-11-05
申请号：US561385
申请日：1995-11-21
Applicant: Daiji Isobe
Inventor： Daiji Isobe
IPC: F02M25/07 , F01N3/20 , F01N3/24 , F02D21/08 , F02D41/00 , F02D41/06 , F02D41/14 , F02D43/00 , F02D45/00
CPC classification number: F02D41/005 , F02D41/068 , F02D41/148 , F02D41/1456 , Y02T10/47
Abstract: Internal combustion engine control apparatus determines activation status of the O.sub.2 sensor and feasibility of feedback control. If the O.sub.2 sensor is activated and the feedback control is feasible, the apparatus computes a corrected fuel injection duration TAU based on feedback control using detected O.sub.2 concentration. For EGR control, the apparatus selects one of the two maps to retrieve EGR valve opening data based on the feasibility of feedback control, thus achieving an EGR flow in accordance with the selected air-fuel ratio control mode. The combination of the air-fuel ratio control and the EGR control achieves reduction of harmful exhaust gas components and stabilization of engine operation during an initial period after the start of engine operation.
Abstract translation: 内燃机控制装置确定O2传感器的启动状态和反馈控制的可行性。 如果O2传感器被激活并且反馈控制是可行的，则该装置基于使用检测到的O2浓度的反馈控制来计算校正燃料喷射持续时间TAU。 对于EGR控制，根据反馈控制的可行性，该装置选择两个映射中的一个来检索EGR阀打开数据，从而根据所选择的空燃比控制模式实现EGR流量。 空燃比控制和EGR控制的组合实现了在发动机运转开始后的初始阶段减少有害排气成分和发动机运转的稳定性。
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15.发明授权
公开(公告)号：US5507262A
公开(公告)日：1996-04-16
申请号：US457970
申请日：1995-06-05
Applicant: Daiji Isobe , Kiyoji Tara
Inventor： Daiji Isobe , Kiyoji Tara
CPC classification number: F02D31/005 , F02D41/0065 , F02M26/55 , Y02T10/47
Abstract: In a mechanical type EGR apparatus, an EGR valve receives a negative pressure near a throttle valve and opens/closes an EGR path in response to the negative pressure. An EGR-VM is operated in response to an exhaust gas pressure to control a diaphragm back pressure to be introduced into the EGR valve. A CPU calculates a control amount of an ISC valve in order to obtain an optimum EGR ratio characteristic, depending upon engine operation conditions, and drives the ISC valve based on this control amount. The negative pressure at the negative pressure around the throttle valve is changed when the ISC valve is opened/closed and thus a portion of air into the engine flows through a bypass path, so that the diaphragm back pressure into the EGR valve is controlled to a desired value.
Abstract translation: 在机械式EGR装置中，EGR阀在节气门附近接收负压，并响应于负压而打开/关闭EGR通路。 响应于废气压力操作EGR-VM以控制将导入EGR阀的隔膜背压。 CPU根据发动机运转条件，计算ISC阀的控制量，以获得最佳EGR率特性，并根据该控制量驱动ISC阀。 当ISC阀打开/关闭时，在节气门周围的负压下的负压变化，因此进入发动机的空气的一部分流过旁通路径，使得进入EGR阀的隔膜背压被控制为 所需值。
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Patent Agency Ranking
公开(公告)号：US5133319A
公开(公告)日：1992-07-28
申请号：US735029
申请日：1991-07-24
Applicant: Hiroshi Ikeda , Daiji Isobe , Yasuhito Takasu
Inventor： Hiroshi Ikeda , Daiji Isobe , Yasuhito Takasu
CPC classification number: F02P5/1508 , F02D37/02 , F02D41/1401 , F02D2041/1415 , F02D2041/1416 , F02D2041/1433 , Y02T10/46
Abstract: An engine speed control apparatus comprises: a first detector for detecting an engine speed; a second detector for detecting idling condition of the engine; a first setting circuit responsive to the first detector for setting a target engine speed; a second setting circuit responsive to the first detector for setting target ignition timing; a first integrator for obtaining a first integrated value of deviation of the engine speed from the target engine speed; a second integrator for obtaining a second integrated value of deviation of ignition timing from the target ignition timing; a third detector for detecting a flow rate of intake air; a determining circuit for determining a value of a predetermined state variable, presenting an internal condition of the engine according to the engine speed, the ignition timing, the flow rate of intake air; a third setting circuit for determining the flow rate of intake air supplied to the engine according to the value of the predetermined state variable, the first and second integrated values; and a fourth setting circuit for setting the ignition timing according to the value of the predetermined state variable, and the first and second integrations.
Abstract translation: 发动机速度控制装置包括：用于检测发动机转速的第一检测器; 用于检测发动机的空转状态的第二检测器; 响应于第一检测器设置目标发动机转速的第一设定电路; 响应于所述第一检测器设置目标点火正时的第二设置电路; 第一积分器，用于获得发动机速度与目标发动机转速的偏差的第一积分值; 第二积分器，用于获得点火正时偏离目标点火正时的第二积分值; 用于检测进气的流量的第三检测器; 用于确定预定状态变量的值的确定电路，根据发动机转速，点火正时，进气流量呈现发动机的内部状态; 第三设定电路，用于根据预定状态变量的值，第一和第二积分值来确定供给到发动机的进气的流量; 以及第四设定电路，用于根据预定状态变量的值设定点火正时，以及第一和第二积分。
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公开(公告)号：US07827790B2
公开(公告)日：2010-11-09
申请号：US11364067
申请日：2006-03-01
Applicant: Kayoko Kimoto , Daiji Isobe
Inventor： Kayoko Kimoto , Daiji Isobe
IPC: F02B33/44
CPC classification number: F02D41/0007 , F02B33/44 , F02B37/10 , F02B37/14 , F02D2041/1433 , F02D2200/0406 , Y02T10/144
Abstract: A torque base control unit calculates target torque based on an accelerator position and engine speed. The control unit further executes calculation of target airflow rate, calculation of target intake pressure, and calculation of target boost pressure based on the target torque. Target throttle position is calculated based on the target airflow rate, target intake pressure, target boost pressure, actual boost pressure, and throttle passed intake temperature. An assist control unit calculates target turbine power based on the target airflow rate and the target boost pressure calculated by the torque base control unit and calculates actual turbine power based on exhaust information. Assist power of a motor attached to a turbocharger is calculated based on the power difference between the target turbine power and the actual turbine power.
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公开(公告)号：US20060207252A1
公开(公告)日：2006-09-21
申请号：US11365814
申请日：2006-03-02
Applicant: Daiji Isobe , Kayoko Kimoto
Inventor： Daiji Isobe , Kayoko Kimoto
CPC classification number: F02D23/02 , F02B33/34 , F02B37/00 , F02B37/04 , F02B39/04 , F02B2275/14 , F02D41/0007 , F02D2200/602 , F02D2200/703 , F02M26/08 , F02M26/15 , F02M26/23 , Y02T10/123 , Y02T10/144
Abstract: A torque base control unit calculates target torque on the basis of accelerator position and engine speed and, on the basis of the target torque, further executes calculation of a fuel injection amount and calculation of target boost pressure. An assist control unit calculates target compressor power on the basis of the target boost pressure calculated by the torque base control unit and target air volume calculated from the target torque and also calculates actual compressor power on the basis of exhaust information. On the basis of the power difference between the target compressor power and the actual compressor power, assist power of an auxiliary compressor provided upstream of a turbocharger is calculated.
Abstract translation: 扭矩基础控制单元基于加速器位置和发动机转速计算目标转矩，并且基于目标转矩进一步执行燃料喷射量的计算和目标增压压力的计算。 辅助控制单元基于由转矩基础控制单元计算的目标增压压力和从目标转矩计算的目标空气量来计算目标压缩机功率，并且还基于排气信息计算实际的压缩机功率。 基于目标压缩机功率与实际压缩机功率之间的功率差，计算设置在涡轮增压器上游的辅助压缩机的辅助动力。
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公开(公告)号：US20060196182A1
公开(公告)日：2006-09-07
申请号：US11364067
申请日：2006-03-01
Applicant: Kayoko Kimoto , Daiji Isobe
Inventor： Kayoko Kimoto , Daiji Isobe
IPC: F02B33/44
CPC classification number: F02D41/0007 , F02B33/44 , F02B37/10 , F02B37/14 , F02D2041/1433 , F02D2200/0406 , Y02T10/144
Abstract: A torque base control unit calculates target torque based on an accelerator position and engine speed. The control unit further executes calculation of target airflow rate, calculation of target intake pressure, and calculation of target boost pressure based on the target torque. Target throttle position is calculated based on the target airflow rate, target intake pressure, target boost pressure, actual boost pressure, and throttle passed intake temperature. An assist control unit calculates target turbine power based on the target airflow rate and the target boost pressure calculated by the torque base control unit and calculates actual turbine power based on exhaust information. Assist power of a motor attached to a turbocharger is calculated based on the power difference between the target turbine power and the actual turbine power.
Abstract translation: 转矩基础控制单元基于加速器位置和发动机转速来计算目标转矩。 控制单元进一步执行目标气流率的计算，目标进气压力的计算，以及基于目标转矩的目标增压压力的计算。 目标节气门位置是根据目标气流速度，目标进气压力，目标增压压力，实际增压压力和油门通过进气温度计算的。 辅助控制单元基于目标气流速度和由转矩基础控制单元计算的目标增压压力来计算目标涡轮机功率，并基于排气信息计算实际的涡轮机功率。 基于目标涡轮功率与实际涡轮功率之间的功率差来计算附接到涡轮增压器的马达的辅助功率。
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20.发明申请公开(公告)号：US20060142115A1
公开(公告)日：2006-06-29
申请号：US11316911
申请日：2005-12-27
Applicant: Takashi Senda , Daiji Isobe
Inventor： Takashi Senda , Daiji Isobe
IPC: B60W10/02
CPC classification number: B60W30/18127 , B60W10/02 , B60W10/026 , B60W10/08 , B60W10/11 , F16H61/143 , Y10T477/26 , Y10T477/27 , Y10T477/78
Abstract: For regenerative generation at deceleration of a vehicle, a regenerative control apparatus for vehicles equipped with a lock-up clutch comprises a control unit for controlling rotary electric machine and the lock-up clutch. When the clutch is in a complete disengagement state or a slipping state at deceleration, the control unit controls the rotary electric machine to execute regenerative generation at a partial generation level lower than a regenerative generation level in a complete engagement state. When the clutch is in a complete engagement state at regenerative generation, the control unit controls the clutch so that the coupling state is transferred to a slipping state or a complete disengagement state when the number of revolutions having correlation to engine speed becomes lower than a predetermined threshold. Thus, recovering efficiency of the regenerative braking energy can be enhanced, while suppressing engine stall due to drastic increase of engine load torque.
Abstract translation: 对于车辆减速时的再生发电，具备锁止离合器的车辆的再生控制装置具有控制旋转电机和锁止离合器的控制部。 当离合器处于完全脱离状态或减速时的滑动状态时，控制单元控制旋转电机在完全接合状态下在低于再生发电电平的部分发电电平下执行再生发电。 当离合器在再生发电时处于完全接合状态时，控制单元控制离合器，使得当与发动机转速相关的转数变得低于预定的转速时，联接状态转移到滑动状态或完全脱离状态 阈。 因此，能够提高再生制动能量的回收效率，同时由于发动机负载转矩急剧上升，抑制发动机失速。
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