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公开(公告)号：US06223730B1
公开(公告)日：2001-05-01
申请号：US09179203
申请日：1998-10-27
Applicant: Jun Hasegawa , Yukihiro Yamashita , Daiji Isobe , Wakichi Kondo
Inventor： Jun Hasegawa , Yukihiro Yamashita , Daiji Isobe , Wakichi Kondo
IPC: F02M5100
CPC classification number: F02D41/061 , F02D41/047 , F02D2041/225 , F02D2200/0614
Abstract: In a fuel injection control system for an internal combustion engine, a fuel atomization device is provided to atomize fuel injected at the time of engine starting. The fuel atomization device may be a type which increases fuel pressure to a higher value at the time of engine starting than after the engine starting. Alternatively, the fuel atomization device may be a type which supplies assist air to the injected fuel. An intake valve is opened for a longer period at the time of engine starting than after the engine starting, so that more fuel may be supplied to an engine cylinder. A fuel leakage which may occur during engine stop is estimated, and the amount of fuel to be injected at the time of next engine starting after the engine stop is corrected by the estimated amount of fuel leakage. Fuel injection timing at the time of engine starting is retarded relative to that of post-engine starting. The amount of injected fuel adhered to an intake port and not supplied into an engine cylinder after the closing of the intake valve is estimated, and the amount of fuel to be injected next is corrected thereby.
Abstract translation: 在用于内燃机的燃料喷射控制系统中，提供燃料雾化装置来雾化发动机起动时喷射的燃料。 燃料雾化装置可以是在发动机起动时将燃料压力提高到比发动机起动后更高的值。 或者，燃料雾化装置可以是向喷射的燃料供给辅助空气的类型。 在发动机启动时，进气阀在发动机起动之后打开较长时间，从而可以向发动机气缸供应更多的燃料。 估计在发动机停止期间可能发生的燃料泄漏，并且在发动机停止后的下一个发动机启动时要注入的燃料量通过估计的燃料泄漏量被校正。 发动机启动时的燃油喷射正时相对于发动机起动时间延迟。 估计在关闭进气门之后附着到进气口并且不供应到发动机气缸中的喷射燃料的量，并且由此修正接下来要喷射的燃料量。
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2.发明授权
公开(公告)号：US6085729A
公开(公告)日：2000-07-11
申请号：US167544
申请日：1998-10-07
Applicant: Wakichi Kondo , Daiji Isobe
Inventor： Wakichi Kondo , Daiji Isobe
CPC classification number: F02D41/32 , F02D41/04 , F02D41/345 , Y02T10/44
Abstract: In a fuel injection control for engines, a basic transient correction coefficient is calculated to be used for correcting a basic fuel injection amount calculated based on intake air pressure. This transient correction coefficient is itself corrected by a further correction coefficient which corresponds to a fuel injection timing variable so as to overlap with the opening of an intake valve. The basic fuel injection amount is then corrected by the corrected transient correction coefficient to determine a final fuel injection amount. Thus, air-fuel mixture is controlled to a desired air-fuel ratio even when the engine is in a transient condition, thereby improving drivability and exhaust emissions.
Abstract translation: 在发动机的燃料喷射控制中，计算基本瞬态校正系数，以用于校正基于进气压力计算的基本燃料喷射量。 该瞬态校正系数本身通过对应于燃料喷射正时变量的另一校正系数自身进行校正，以便与进气门的打开重叠。 然后通过校正的瞬态校正系数来校正基本燃料喷射量，以确定最终燃料喷射量。 因此，即使当发动机处于瞬态状态时，也将空气 - 燃料混合物控制到所需的空燃比，从而改善驾驶性能和废气排放。
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公开(公告)号：US07460947B2
公开(公告)日：2008-12-02
申请号：US11500469
申请日：2006-08-08
Applicant: Yukihiro Yamashita , Makoto Miwa , Daiji Isobe
Inventor： Yukihiro Yamashita , Makoto Miwa , Daiji Isobe
CPC classification number: H02P9/04 , F02B17/005 , F02B23/104 , F02B2075/125 , F02D29/06 , F02D41/3029 , F02D41/3076 , F02D2200/0625
Abstract: A control unit uses upper and lower limit guard values to limit a power generation quantity of a power generator and thereby to maintain the current combustion mode during power generation of the power generator. The control unit computes a remaining electric charge of a battery. When the remaining electric charge drops to a predetermined value or below, the control unit cancels a combustion mode maintaining operation, which maintains the current combustion mode, is cancelled, so that priority is given to the power generation of the power generator to recover the remaining electric charge of the battery. Also, when an electric power consumption in a vehicle is equal to or greater than a predetermined value, the combustion mode maintaining operation is cancelled, and the power generation quantity of the power generator is controlled in a manner that does not cause overdischarge of the battery.
Abstract translation: 控制单元使用上限和下限值来限制发电机的发电量，从而在发电机发电期间保持当前的燃烧模式。 控制单元计算电池的剩余电荷。 当剩余电量下降到预定值以下时，控制单元取消维持当前燃烧模式的燃烧模式保持操作被取消，从而优先考虑发电机的发电以恢复剩余电量 电池的电荷。 此外，当车辆的电力消耗等于或大于预定值时，消除燃烧模式保持操作，并且以不会导致电池过度放电的方式控制发电机的发电量 。
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4.发明授权
公开(公告)号：US5931136A
公开(公告)日：1999-08-03
申请号：US989006
申请日：1997-12-11
Applicant: Daiji Isobe , Shigenori Isomura
Inventor： Daiji Isobe , Shigenori Isomura
CPC classification number: F02D9/10 , F02D41/045 , F02D41/10 , F02D41/32 , F02D2200/0408
Abstract: Intake pressure is estimated for an engine load using an averaged accelerator depression position derived by smoothing sensed changes in accelerator depression position. Throttle valve opening angle is controlled based on the thus estimated intake pressure. A corresponding fuel injection value is calculated and supplied to the engine thus matching the estimated air and fuel amounts. Thus, deviation of the air-fuel mixture from a stoichiometric ratio can be reduced even with rapid and complicated accelerator operations.
Abstract translation: 使用通过平滑感测到的加速器凹陷位置的变化而导出的平均加速器下压位置来估计发动机负荷的进气压力。 基于这样估计的进气压力来控制节气门开度角。 计算相应的燃料喷射值并将其提供给发动机，从而与估计的空气和燃料量相匹配。 因此，即使采用快速且复杂的加速器操作，也可以降低空气 - 燃料混合物与化学计量比的偏差。
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公开(公告)号：US07805939B2
公开(公告)日：2010-10-05
申请号：US11907763
申请日：2007-10-17
Applicant: Kayoko Kimoto , Daiji Isobe
Inventor： Kayoko Kimoto , Daiji Isobe
IPC: F02B3/00
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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Patent Agency Ranking
公开(公告)号：US20080051976A1
公开(公告)日：2008-02-28
申请号：US11907763
申请日：2007-10-17
Applicant: Kayoko Kimoto , Daiji Isobe
Inventor： Kayoko Kimoto , Daiji Isobe
IPC: F02D28/00
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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公开(公告)号：US20070029800A1
公开(公告)日：2007-02-08
申请号：US11500469
申请日：2006-08-08
Applicant: Yukihiro Yamashita , Makoto Miwa , Daiji Isobe
Inventor： Yukihiro Yamashita , Makoto Miwa , Daiji Isobe
CPC classification number: H02P9/04 , F02B17/005 , F02B23/104 , F02B2075/125 , F02D29/06 , F02D41/3029 , F02D41/3076 , F02D2200/0625
Abstract: A control unit uses upper and lower limit guard values to limit a power generation quantity of a power generator and thereby to maintain the current combustion mode during power generation of the power generator. The control unit computes a remaining electric charge of a battery. When the remaining electric charge drops to a predetermined value or below, the control unit cancels a combustion mode maintaining operation, which maintains the current combustion mode, is cancelled, so that priority is given to the power generation of the power generator to recover the remaining electric charge of the battery. Also, when an electric power consumption in a vehicle is equal to or greater than a predetermined value, the combustion mode maintaining operation is cancelled, and the power generation quantity of the power generator is controlled in a manner that does not cause overdischarge of the battery.
Abstract translation: 控制单元使用上限和下限值来限制发电机的发电量，从而在发电机发电期间保持当前的燃烧模式。 控制单元计算电池的剩余电荷。 当剩余电量下降到预定值以下时，控制单元取消维持当前燃烧模式的燃烧模式保持操作被取消，从而优先考虑发电机的发电以恢复剩余电量 电池的电荷。 此外，当车辆的电力消耗等于或大于预定值时，消除燃烧模式保持操作，并且以不会导致电池过度放电的方式控制发电机的发电量 。
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公开(公告)号：US20060273591A1
公开(公告)日：2006-12-07
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：US6062201A
公开(公告)日：2000-05-16
申请号：US71498
申请日：1998-05-04
Applicant: Masaei Nozawa , Sigenori Isomura , Yukio Sawada , Daiji Isobe
Inventor： Masaei Nozawa , Sigenori Isomura , Yukio Sawada , Daiji Isobe
CPC classification number: F02D13/0219 , F02D13/0261 , F02D41/345 , F02D2013/0292 , Y02T10/18 , Y02T10/44
Abstract: A fuel injection control system for an engine enhances efficiency for charging suctioned air into a cylinder stabilizes a fuel combustion state. An engine intake pipe is provided with an air-assisted injector. Fuel injected by the injector flows into a combustion chamber within the cylinder via an intake valve. An ECU controls the injector drive so that injected fuel flows into the cylinder about 1/3 of the time at the beginning of the valve opening period. This arrangement allows a large amount of fuel supplied into the cylinder to be vaporized quickly and completely before the intake value is closed. At this time, because temperature of air drops due to heat of vaporization of the fuel, weight (density) of air suctioned into the cylinder per unit volume increases, thus enhancing the charging efficiency of suctioned air.
Abstract translation: 用于发动机的燃料喷射控制系统提高了将吸入的空气进入气缸的效率，从而稳定燃料燃烧状态。 发动机进气管设有空气辅助喷射器。 喷射器喷射的燃料经由进气阀流入汽缸内的燃烧室。 ECU控制喷射器驱动器，使得喷射燃料在阀开启时段开始时流入气缸约+ E，即1/3 + EE。 这种布置允许在进气值关闭之前，供应到气缸中的大量燃料快速且完全地蒸发。 此时，由于燃料的气化热量的空气温度下降，因此吸入到气缸中的空气的单位体积的重量（密度）增加，从而提高吸入空气的充气效率。
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10.发明授权公开(公告)号：US07329204B2
公开(公告)日：2008-02-12
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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