Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Toyota Jidosha Kogyo Kabushiki Kaisha

Tadashi Nakagawa

Hideaki Yaguchi

Kunihiko Jinno

Masahiko Maeda

Toshio Murata

Hiroki Nakamura

Toshinobu Homan

Noboru Takagi

Hiroshi Kishita

Mitsuyo Oomura

Takeshi Wakisaka

Takayoshi Matsuno

Masaki Morita

Naoshi Sugesawa

Yoshio Hasegawa

Yuji Takeo

Manabu Orihashi

Shigemichi Yamada

Yasuhiro Kaya

Kazunari Matsuura

Kenji Miura

Mitsuyuki Noguchi

Yasuhide Kanbe

An exhaust heat recovery device includes: a first pipe through which exhaust gas from an engine flows; a second pipe that communicates with the first pipe and bypasses the first pipe; a heat recovery unit that is disposed at an interior of the second pipe, and that exchanges heat between the exhaust gas and cooling water that circulates at an interior of the heat recovery unit, and that recovers heat of the exhaust gas; and a heat transfer suppressing mechanism that is provided at a portion connecting the first pipe with the second pipe, and that suppresses transfer of heat from the first pipe to the second pipe.

Exhaust heat recovery device

The present disclosure provides an engine control device including: an adjustment section that adjusts a flow amount per unit time of exhaust gas from an engine; and a control section that, in a case in which a temperature below freezing point is detected by a temperature detection section that detects an external air temperature or an intake air temperature, a preceding engine operation duration is shorter than a first duration, and a value in a predetermined range in which water in an exhaust pipe can be drained by the flow amount being raised by a certain amount is detected by a value detection section that detects a value representing an acceleration, an accelerator opening or an engine rotation speed, controls the adjustment section so as to raise the flow amount by the certain amount until a second duration has passed from starting of the engine.

Engine control device

There is provided an exhaust heat recovery structure that may suppress boiling of coolant in a heat exchanger. The exhaust heat recovery structure includes a first pipe, a second pipe, a valve and a thermostat. Exhaust gas from an engine flows in the first pipe. The second pipe branches from the first pipe and a heat exchanger that exchanges heat between the coolant and exhaust gas is provided at the second pipe. The valve is provided at the first pipe or the second pipe. The valve adjusts a flow amount of exhaust gas flowing into the second pipe by opening and closing. The thermostat is equipped with a heat-sensing portion that is disposed inside the heat exchanger. When the temperature of the heat-sensing portion is high, the thermostat opens or closes the valve to reduce the flow amount of exhaust gas flowing into the second pipe.

Exhaust heat recovery structure

An engine and an electronic control unit perform cooling capacity increase control for compensating for a insufficiency of the cooling capacity of a cooling device. The electronic control unit performs a variety of control for a vehicle, including control of the cooling device. At that time, the electronic control unit calculates the target value of the cooling capacity of the cooling device, calculates the estimate value of the cooling capacity that will be able to be exerted in the future under the current control, compares the target value and the estimate value, and when it is determined from the result of the comparison that the cooling capacity will be insufficient, performs the cooling capacity increase control. The electronic control unit changes the contents of the cooling capacity increase control according to the degree of insufficiency of the estimate value with respect to the target value.

Control device for vehicle

By employing a heat source control section that controls the operating state of an internal combustion engine mounted in a vehicle, a necessary heat calculating section that calculates the engine coolant temperature needed by a heater core, which consumes the heat supplied from the engine through engine coolant water, and the time at which this engine coolant temperature becomes necessary, a heat supply estimating section that estimates engine coolant temperature at the aforementioned time in a case in which the engine is operated continuously in the current operating state, and a heat generation increase requesting section that requests the heat source control section to increase heat generation quantity of the engine when the engine coolant temperature estimated by the heat supply estimating section is less than the engine coolant temperature calculated by the necessary heat calculating section, the heat necessary for the heater core is supplied more efficiently and adequately.

In a hybrid vehicle, when the ECO switchis turned on, Step Sdetermines whether or not a driving state is an economy driving state based on an ECO mode driving state determination map having a tendency not to regard the driving state as the economy driving state in comparison with a normal driving state determination map. A determination result of Step Sis displayed on a meter display unitin the form of an illumination or an extinction of an ECO markso as to inform the driving state is the economy driving state or not (Step S).

Vehicle and control method thereof

An exhaust heat recovery system () includes: an exhaust heat exchanger () that is communicated with a catalytic converter () through an exhaust gas pipe (A), and that recovers exhaust heat into a coolant; and heat transfer restriction means () provided between the catalytic converter () and the exhaust heat exchanger (). The heat transfer restriction means () includes a heat insulator () disposed between a first exhaust gas pipe () and a second exhaust gas pipe () that constitute the exhaust gas pipe (A), and. restrains a released heat from the catalytic converter () from reaching the exhaust heat exchanger ().

Exhaust heat recovery system

When determined that a driver's accelerator operation is rough during the turn-on condition of an ECO switchwhile a hybrid vehicleis driven without an operation of an engine(Step S), a threshold value Pref with respect to a power demand P* is set to a value Pthat is larger than a value Pof the turn-off condition of the ECO switchso as to give priority to fuel consumption of the engine(Step S). Then, the engine, motors MGand MGare controlled with a start of the engineas necessary so as to ensure torque equivalent to a torque demand Tr* (Steps S-S).

Hybrid vehicle and control method thereof

In a hybrid vehicle, when an ECO switchis 'on' when a brake demand operation is performed by a driver, a target regeneration distribution rate d is set using an ECO mode regeneration distribution rate setting map that gives priority to energy efficiency in comparison to a normal regeneration distribution rate setting map that is used when the ECO switchis 'off' and a braking force demand BF* that is based on the brake demand operation of the driver (S), and a motor MGand a brake unitare controlled so that the braking force demand BF* is obtained based on the target regeneration distribution rate d (Sto S).

In a hybrid vehicle, an engine, motors MGand MGare controlled so that the engineis operated at a target operation point set at Stepbased on a torque demand Tr* and the motor MGoutputs lower power for driving in comparison with a turn-off condition of an ECO switchwhen the ECO switchis turned on upon driving with power from both the engineand the motor MG(Steps S-Sand S-S).

In a hybrid vehicle, when the ECO switchis turned on, an intermittent permissive ceiling speed Vref for permitting an intermittent operation of an engineis set to a second vehicle speed more than a first vehicle speed used on a turn-off condition of the ECO switch(S). The engineand a motor MGare controlled so that a driving power equivalent to a torque demand Tr* is ensured with the intermittent operation of the enginewhen a vehicle speed V is not more than the intermittent permissive ceiling speed Vref (S,S,S-S).

In a hybrid vehicle, when an ECO switchis turned off while an intermittent operation of an engineis prohibited in response to a warm-up demand of the engineaccording to a cooling water temperature Tw or a heating demand, the engineis autonomously operated at a target rotational speed Ne* derived and set from a normal autonomous rotational speed setting map (Steps, S). When the ECO switchis turned on while the warm-up is demanded, the engineis autonomously operated at the target rotational speed Ne* set based on an ECO mode autonomous rotational speed setting map so as to be not more than the value derived from the normal autonomous rotational speed setting map (Steps, S).

During the period of deceleration of a vehicle, an air conditioning control unit modifies a target cooling temperature (TEO) of an evaporator to a temperature lower than that before the deceleration by &#x3b3; &#xb0; C. in order to store cold in the evaporator (step S). When the vehicle comes to rest, the air conditioning control unit sets an upwardly-modified target temperature TEOK, which is a temperature modified toward more or less higher temperatures from the target cooling temperature TEO, and brings a compressor to rest and keeps the resting state of the compressor until a detected temperature TE of an evaporator discharge temperature sensor exceeds TEOK (step S). Therefore, it is possible to effectively utilize the cold heat stored in the evaporatorduring the period of deceleration of the vehicle with a good feeling of passengers being maintained while the vehicle is at rest.

Air conditioner for vehicle capable of recovering vehicle deceleration energy

In a vehicle air conditioner having a variable displacement compressor, a control unit calculates a target cooling temperature of air to be cooled by an evaporator, and controls a discharge capacity of the compressor such that a detected air temperature of the evaporator approaches the target cooling temperature. When a deceleration running state of the vehicle is detected, the control unit sets a corrected target cooling temperature lower than the target cooling temperature by a predetermined temperature, and controls the discharge capacity of the compressor such that the detected air temperature approaches the corrected target cooling temperature when the detected air temperature is lower than the corrected target cooling temperature, or controls the discharge capacity of the compressor approximately at the maximum capacity regardless of the corrected target cooling temperature when the detected air temperature is not lower than the corrected target cooling temperature.

Vehicle air conditioner with discharge capacity control of compressor

An air conditioner for a vehicle having a passenger compartment has an electric-powered hot water pump in addition to a mechanical hot water pump driven by an engine mounted on the vehicle. The electric-powered hot water pump is activated while the engine is stopped. However, the electric-powered hot water pump is kept in a non-activation state while an air mix door is positioned in a low temperature side as compared to a predetermined value and an elapsed time after the engine is stopped is within a predetermined time so that power consumption by the electric-powered hot water pump can be decreased suitable for a hybrid vehicle having a driving motor in addition to the engine.

Growing community of inventors

Nishikamo-gun, Japan

Tadashi Nakagawa