Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Kabushiki Kaisha Toyota Chuo Kenkyusho

Yukio Kinugasa

Takaaki Itou

Takehisa Yaegashi

Kouhei Igarashi

Naoto Suzuki

Toshifumi Takaoka

Koichi Hoshi

Koichi Takeuchi

Toru Kidokoro

Hiroshi Tanaka

Toshiaki Tanaka

Naohide Fuwa

Yoshihiko Hyodo

Hiroki Matsuoka

Koji Yokota

Kouichi Takeuchi

Toshio Tanahashi

Akinori Osanai

Hiroatsu Endo

Kazuhiro Sakurai

Kouji Yoshizaki

Kenji Katoh

Naoya Takagi

Naoto Miyoshi

Kazumi Hoshiya

Hiroki Ichinose

Tatsuya Ozeki

Takayuki Otsuka

Michihiro Ohashi

Takaaki Kanazawa

Yasuhiro Kuze

Yasutaka Nagai

Yuji Kageyama

Yoshiaki Taga, Deceased

Takahiro Hayashi

Akihiro Takahashi

By Shigeo Taga, Heir

Koichi Takeuti

Tooru Hanafusa

By Takiko Taga, Heiress

An engine system with a thermal storage device is capable of efficiently supplying heat from a thermal storage device to an internal combustion engine. The engine system equipped with the thermal storage tank supplies the hot water stored in the thermal storage tank to a cylinder head of the internal combustion engine before the starting thereof. At this time, an electronic control unit sets a target value of the temperature of the internal combustion engine at the start of the hot water supply in such a manner that the lower the temperature of the internal combustion engine, the lower the target value becomes. As a result, a variation in combustion states between cylinders can be suppressed at the starting of the internal combustion engine.

Engine system with a thermal storage device, and engine temperature raising method

A control apparatus for a drive system, in which a power source is activated to output a torque by an energy fed from an energy source so that the torque is transmitted to rotary members through a torque transmission element having a variable transmission torque capacity. The stop of the power source due to the exhaustion of energy is predicted to increase the transmission torque capacity of the torque transmission element.

Control apparatus for drive system

The exhaust gas purification device according to the present invention utilizes two NO absorbents in order to remove NO from the exhaust gas of an engine operated at a lean air-fuel ratio. The NO absorbents are disposed, in series, in the exhaust passage of the engine and a nozzle for supplying a reducing agent is disposed in the exhaust passage at a position between the two NO absorbents. Further, the device includes switching valves for changing the direction of the exhaust gas flow in the exhaust gas passage. When the switching valves are set to direct the exhaust gas flow to one direction, the exhaust gas first flows through one of the NO absorbents (first NO absorbent), and after passing through the first NO absorbent, the reducing agent is supplied to the exhaust gas before it flows into the other NO absorbent (second NO absorbent). Thus, the first NO absorbent absorbs NO in the exhaust gas, and the NO absorbed by the second NOabsorbent is released from the second NO absorbent. When the switching valves are switched, the exhaust gas flows in the opposite direction, and flows through the second NO absorbent and the first NO absorbent in this order. In this case, the second NO absorbent absorbs NO in the exhaust gas, and the NO absorbed by the first NO absorbent is released and reduced to N . Therefore, by reversing the direction of the exhaust gas periodically, the absorbing operation of NO and releasing/reducing operation of NO are performed by two NO absorbents alternately. Thus, it becomes possible to remove NO in the exhaust gas continuously while the NO absorbents are prevented from being saturated by the absorbed NO .

Exhaust gas purification device for an engine

An exhaust manifold ( ) of an engine ( ) is connected to a three way (TW) catalyst ( ), and the TW catalyst ( ) is connected to an NH adsorbing and oxidizing (NH -AO) catalyst ( ). The engine ( ) performs the lean and the rich engine operations alternately and repeatedly. When the engine ( ) performs the rich operation and thereby the exhaust gas air-fuel ratio of the exhaust gas flowing into the TW catalyst ( ) is made rich, NO in the inflowing exhaust gas is converted to NH in the TW catalyst ( ). The NH is then adsorbed in the NH -AO catalyst ( ). Next, when the engine ( ) performs the lean operation and thereby the exhaust gas air-fuel ratio of the exhaust gas flowing into the TW catalyst ( ) is made lean, NO in the exhausted gas passes through the TW catalyst ( ), and flows into the NH -AO catalyst ( ). At this time, NH adsorbed in the catalyst ( ) is desorbed therefrom, and reduces the inflowing NO .

Method and device for purifying exhaust gas of an engine

An NOx occluding and reducing catalyst is disposed in an exhaust gas passage of an internal combustion engine that operates at a lean air-fuel ratio. When the engine is operating at a lean air-fuel ratio, the NOx occluding and reducing catalyst absorbs NOx in the exhaust gas. To release NOx, the engine is operated at a rich air-fuel ratio so that the exhaust gas flowing into the NOx occluding and reducing catalyst acquires a rich air-fuel ratio. While the engine is operated in a region of moderate lean air-fuel ratios of from the stoichiometric air-fuel ratio to an air-fuel ratio of about 20 at the time when the engine operating air-fuel ratio is changing from a lean air-fuel ratio operation to a rich air-fuel ratio operation, an electronic control unit (ECU) of the engine injects secondary fuel, that does not contribute to combustion, into the cylinders of the engine through the direct cylinder fuel injection valves in the expansion stroke or the exhaust stroke of the cylinders, so that the exhaust gas flowing into the NOx occluding and reducing catalyst acquires a rich air-fuel ratio. This prevents unpurified NOx from flowing out of the NOx occluding and reducing catalyst at the time when the engine operating air-fuel ratio is changed.

Exhaust gas purification device for an internal combustion engine

A mean vehicle speed Va and a mean variation .DELTA.Va are factors reflecting a current driving condition and an expected driving condition of a vehicle, which relate to a charge-discharge amount of a battery. A target state SOC* of the battery is calculated from the mean vehicle speed Va and the mean variation .DELTA.Va. The charge-discharge amount of the battery increases with an increase in mean vehicle speed Va and mean variation .DELTA.Va. The lower charging state of the battery results in the higher charge-discharge efficiency. The structure of the present invention sets the target state SOC* of the battery and controls the actual state of the battery to the target state SOC*, thereby enhancing the charge-discharge efficiency of the battery and ensuring a sufficient supply of electric power required for driving the vehicle.

Power output apparatus having a battery with a high charge-discharge

An exhaust gas purifying catalyst, for reducing nitrogen oxides and ammonia in an exhaust gas of an internal combustion engine, in an oxidizing atmosphere, is provided. The exhaust gas purifying catalyst comprises a first catalyst having zeolite carrying platinum and copper thereon. Preferably, the exhaust gas purifying catalyst further comprises a second catalyst having zeolite carrying copper thereon. Preferably, the second catalyst is arranged upstream of the first catalyst, with respect to the exhaust gas flow.

Exhaust gas purifying catalyst

Disclosed is a technology of diagnosing an exhaust gas purifying apparatus about a fault in its temperature control function of controlling a temperature of an exhaust gas purifying catalyst. The exhaust gas purifying apparatus for an internal combustion engine includes the exhaust gas purifying catalyst, and a temperature control means for controlling the temperature of this exhaust gas purifying catalyst. The exhaust gas purifying apparatus is judged to be faulted, wherein at least one of a state of the temperature control means and a state of the exhaust gas purifying catalyst serves as a parameter.

Exhaust gas purifying apparatus for internal combustion engine

An exhaust purifying apparatus purifies an unburnt gas component, such as unburnt hydrocarbon (HC), discharged from an internal combustion engine without fail and prevents the unburnt hydrocarbon from being discharged into the atmosphere. In order to achieve this, the exhaust gas purifying apparatus is provided with a plurality of exhaust passages connected to the internal combustion engine. A joint exhaust passage is formed by merging the exhaust passages and an exhaust gas flows through the joint exhaust passage. An adsorption/desorption unit is provided in each of the exhaust passages for adsorbing an unburnt gas component contained in the exhaust gas that flows through each of the exhaust passages at a temperature lower than a predetermined temperature. The adsorption/desorption unit desorbs the adsorbed unburnt gas component at a temperature equal to or higher than the predetermined temperature. A desorption/adjustment mechanism synchronizes timing of the unburnt gas component desorbed from the adsorption/desorption units into the exhaust purifying units.

Exhaust gas purifying apparatus for an internal combustion engine

Device for purifying exhaust gas of internal combustion engine

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.

Method and device for purifying exhaust gas of engine

Exhaust emission control apparatus for 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.

Growing community of inventors

Susono, Japan

Yukio Kinugasa