Toyota Jidosha Kabushiki Kaisha

Toyota Motor Engineering & Manufacturing North America, Inc.

Takayoshi Tanaka

Debasish Banerjee

Yusuke Suzuki

Yuji Nishi

Tenghua Shieh

Yoshihisa Shinoda

Masahiko Masubuchi

Satoko Tofukuji

Gaohua Zhu

Swetha Minupuri

Evan B Fleming

Ryuta Sugiura

Tomoaki Koshikawa

A thermal management system to cool one or more battery packs of a battery system may include a heat pipe arrangement that includes a plurality of heat pipes, having a planar configuration, in thermal contact with the one or more battery packs to draw heat therefrom, and a heat sink arrangement that includes a plurality of heat sinks, in thermal contact with two or more edges of the heat pipe arrangement, to dissipate heat away from the heat pipe arrangement.

Battery thermal management with large area planar heat pipes

In vehicle platooning, when road surface information is received from a preceding vehicle, an ECU determines whether a specific spot on a road included in the road surface information can be avoided. That is, the ECU determines whether avoidance control can be performed. When it is determined that the avoidance control can be performed, the ECU transmits the road surface information received from the preceding vehicle to a following vehicle, and performs the avoidance control to avoid the specific spot on the road. In contrast, when it is determined that the avoidance control cannot be performed, the ECU ends a process without performing the avoidance control.

Vehicle

An exhaust purification system of an internal combustion engine provided with a heat and hydrogen generation device () and an exhaust purification catalyst () comprised of the three way catalyst. Heat and hydrogen generated in the heat and hydrogen generation device () is fed to the exhaust purification catalyst (). When an air-fuel ratio of the air and fuel made to burn in the heat and hydrogen generation device () is made a predetermined target set air-fuel ratio, the air-fuel ratio of the exhaust gas discharged from the engine is controlled to the target adjusted air-fuel ratio required for making the air-fuel ratio of the gas flowing into the exhaust purification catalyst () the stoichiometric air-fuel ratio.

Exhaust purification system of internal combustion engine

A control apparatus is applicable to an internal combustion engine having an exhaust passage arranged with an NSR catalyst and an SCR catalyst, wherein when it is necessary to decrease NHadsorbed to the SCR catalyst, then an air-fuel ratio of an air-fuel mixture to be combusted in the internal combustion engine is controlled to a predetermined lean air-fuel ratio which is higher than a theoretical air-fuel ratio if a temperature of the SCR catalyst is not less than a lower limit temperature at which NHcan be oxidized, while the air-fuel ratio of the air-fuel mixture to be combusted in the internal combustion engine is controlled to a predetermined weak lean air-fuel ratio which is lower than the predetermined lean air-fuel ratio and which is higher than the theoretical air-fuel ratio if the temperature of the SCR catalyst is less than the lower limit temperature.

Control apparatus for internal combustion engine

In a control system for an internal combustion engine in which an exhaust gas purification catalyst having a lower catalyst layer and an upper catalyst layer disposed at the upper side of the lower catalyst layer is arranged in an exhaust passage of the internal combustion engine, when an operation at a rich air fuel ratio is switched to an operation at a target lean air fuel ratio, switching is made through a first operation in which the air fuel ratio of exhaust gas is temporarily made into a lean air fuel ratio, and a second operation which is carried out after the first operation and in which the air fuel ratio of the exhaust gas is made to change alternately between the rich air fuel ratio and the lean air fuel ratio a plurality of times, whereby the HC poisoning of the catalyst can be recovered at an early stage.

Control system for an internal combustion engine

In an exhaust gas control system for an internal combustion engine operable at a lean air-fuel ratio, after a request to stop the internal combustion engine has been issued, the internal combustion engine is operated at a stoichiometric air-fuel ratio or lower until an air-fuel ratio in an SCR catalyst becomes lower than or equal to the stoichiometric air-fuel ratio, and then supply of fuel to the internal combustion engine is stopped.

Exhaust gas control system for internal combustion engine

A PCV valve that ventilates a crankcase is provided. A three-way catalyst and a NOx storage/reduction catalyst are provided in an exhaust passage. An electronic control unit performs a stoichiometric control and a lean control. When a crankcase ventilation request is issued, a relationship between a ventilation amount of ventilation achieved by the PCV valve and a fuel consumption resulting from the ventilation is calculated. Furthermore, an operational condition under which the ventilation amount meets a required ventilation amount and the fuel consumption is minimized is calculated. The operational condition is calculated so that a constant engine torque is maintained and the air-fuel ratio falls within a range that ensures purification.

Controller for internal combustion engine

An abnormality detection device for detecting abnormalities in an EGR device for an internal combustion engine with a supercharger. The abnormality detection device includes an Osensor which is installed in an EGR path and disposed on the exhaust path side relative to the EGR valve, and an A/F sensor which is installed in the exhaust path and disposed downstream of a connecting portion between the exhaust path and the EGR path.

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Susono, Japan

Takayoshi Tanaka