Toyota Jidosha Kabushiki Kaisha

Koichi Takeuchi

Takaaki Itou

Yukio Kinugasa

Naoto Suzuki

Koichi Hoshi

Hiroshi Isono

Hiroshi Tanaka

Naohide Fuwa

Yoshihiko Hyodo

Yasuji Mizutani

Takehisa Yaegashi

Kouhei Igarashi

Hidekazu Sasaki

Natsuhiko Katahira

Toshimi Murai

Yasuyuki Iida

A pressure container has an inner shell with a pair of fittings and a reinforcement layer formed around the inner shell, and is configured so that a reinforcement member is attachable to the pair of fittings in a process of forming the reinforcement layer and a functional component which performs a predetermined function is also attachable to the fittings. This can allow the reinforcement member to prevent expanding deformation of the pressure container in production of the pressure container, and can ensure effective use of openings after removal of the reinforcement member.

Pressure container and method of producing the same

A control system includes a risk management control unit, an input unit, an execution system unit, and an evaluation unit. The evaluation unit detects gain in line with expected target characteristic and risk contrary to the target characteristic as a result of control. The detected gain and risk are processed in the probability dimension, and histograms indicating occurrence probabilities are generated. By grasping the gain and risk in the probability dimension as the system reliability, the risk management control unit determines the risk and decides a cyclic, growth process. The risk management control unit carries out risk management by detecting a sign of abnormality or the like, based on the system reliability with the gain and risk detected by the evaluation unit being taken in the probability dimension.

Control system for movable body

A fuel vapor control apparatus determines whether the concentration of fuel vapor in a space above the surface of liquid fuel in the fuel tank is less than a predetermined concentration. When the concentration of fuel vapor is less than the predetermined concentration, the concentration of fuel vapor in the fuel tank is increased and, when the concentration of fuel vapor exceeds the predetermined concentration, the increase of the concentration of fuel vapor is stopped. Therefore, an amount of fuel flowing out of the fuel tank can be reduced while using a reduced amount of energy.

Fuel vapor control apparatus

In an exhaust gas purification device, a three-way catalyst, an NO.sub.x absorbing-reducing catalyst and an NH.sub.3 adsorbing-denitrating catalyst are disposed in an exhaust gas passage of the internal combustion engine. The engine is provided with direct cylinder injection valves which inject fuel directly into the respective cylinders. A control circuit controls the amount of fuel injected from the injection valve so that the air-fuel ratio of the combustion in the cylinders becomes a lean air-fuel ratio during the normal operation of the engine. Therefore, a lean air-fuel ratio exhaust gas is discharged from the cylinders during the normal operation and NO.sub.x, in the exhaust gas is absorbed by the NO.sub.x absorbing-reducing catalyst. When the amount of NO.sub.x absorbed in the NO.sub.x absorbing-reducing catalyst increases to a predetermined level, the control circuit performs an additional fuel injection during the expansion stroke or exhaust stroke of cylinders in order to adjust the air-fuel ratio of the exhaust gas leaving the cylinders to a rich air-fuel ratio. The rich air-fuel ratio exhaust gas leaving the cylinders flows into the three-way catalyst and NO.sub.x in the exhaust gas is converted into NH.sub.3 at the three-way catalyst. When the rich air-fuel ratio exhaust gas flows through the NO.sub.x absorbing-reducing catalyst, NO.sub.x is released from the NO.sub.x absorbing-reducing catalyst and is reduced to N.sub.2 by NH.sub.3 in the exhaust gas.

Exhaust gas purification device for an internal combustion engine

A device for purifying exhaust gas includes an HC adsorbent and an exhaust gas purifying catalyst disposed in an exhaust gas passage in this order from the upstream side. The exhaust gas purifying catalyst is provided with an O.sub.2 storage capability, i.e., the exhaust gas purifying catalyst is capable of absorbing oxygen in the exhaust gas when the air-fuel ratio of the exhaust gas is lean, and is capable of releasing the absorbed oxygen when the air-fuel ratio of the exhaust gas becomes rich. When the engine starts, the HC adsorbent adsorbs HC in the exhaust gas. When the temperature of the exhaust gas becomes high, the HC adsorbent releases the adsorbed HC. The device also includes an engine control unit which operates the engine at a lean air-fuel ratio during a predetermined period before the releasing of the HC from the HC adsorbent occurs. Therefore, oxygen is absorbed and stored in the exhaust gas purifying catalyst before the releasing of HC occurs. When the releasing of HC from the HC adsorbent occurs, the air-fuel ratio of the exhaust gas flowing into the exhaust gas purifying catalyst becomes rich due to the HC released from the HC adsorbent. This causes the exhaust gas purifying catalyst to release the absorbed oxygen, and the HC in the exhaust gas is purified by the exhaust gas purifying catalyst using the released oxygen.

Method and a device for purifying exhaust gas of an internal combustion

In an exhaust gas purification device, a No. 1 cylinder of the engine is operated at a rich air-fuel ratio and other cylinders (No. 2 to No. 4) are operated at a lean air-fuel ratio. The exhaust gases from the No. 1 and No. 2 cylinders are mixed with each other to form a rich air-fuel ratio exhaust gas mixture. Further, since the air-fuel ratio of the No. 2 cylinder is lean, the exhaust gas from the No. 2 cylinder contains a relatively large amount of NO.sub.x. This rich air-fuel ratio exhaust gas mixture which contains a relatively large amount of NO.sub.X is supplied to a three-way catalyst. At the three-way catalyst, part of the NO.sub.X in the exhaust gas mixture is converted to NH.sub.3. The exhaust gas mixture flowing out from the three-way catalyst and the lean exhaust gas from the No. 3 and No. 4 flow into a common exhaust gas passage where they mix with each other to form a lean exhaust gas containing NH.sub.3 from the three-way catalyst and NO.sub.X from the No. 3 and No. 4 cylinders. This lean exhaust gas flows into a denitrating catalyst disposed on the common exhaust gas passage in which NO.sub.X in the exhaust gas is reduced by the NH.sub.3.

A device for purifying the exhaust gas of an engine having a plurality of cylinders divided into first and second cylinder groups, the first and the second cylinder groups being connected to first and second exhaust passage, respectively, and performing a lean operation, comprises an NH.sub.3 synthesizing catalyst arranged in the first exhaust passage, and an exhaust gas purifying catalyst arranged in an interconnecting passage, which interconnects the first passage downstream of the NH.sub.3 synthesizing catalyst and the second exhaust passage, for purifying the inflowing NO.sub.X and NH.sub.3. An additional engine performing a rich operation is provided and the exhaust gas thereof is fed to the first exhaust gas passage upstream of the NH.sub.3 synthesizing catalyst to make the exhaust gas air-fuel ratio of the exhaust gas flowing into the NH.sub.3 synthesizing catalyst rich, to thereby synthesize NH.sub.3 therein. An amount of NH.sub.3 or NO.sub.X flowing into the exhaust gas purifying catalyst is obtained, and the additional engine is controlled in accordance with the obtained NH.sub.3 or NO.sub.X amount to control the amount of the reducing agent flowing to the exhaust gas purifying catalyst.

Growing community of inventors

Susono, Japan

Koichi Takeuchi