Patents by Inventor Shinichiro Nogawa
Shinichiro Nogawa has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Publication number: 20130047949Abstract: A piston 1 is employed in an engine 50 where a tumble flow is generated within a combustion chamber 53. The piston 1 includes: a top ring channel 3; and a portion 10 of an outer circumferential portion of a top surface, the portion 10 positioned opposite to an adjacent cylinder of the engine 50, the portion 10 having a raised shape so as not to expose a position P, of a bore wall surface, facing the top ring channel 3 face in the top dead center during at least a period from a time when the piston 1 is positioned at a compression top dead center to a time when a quantity of heat transfer in the combustion chamber 53 is the highest.Type: ApplicationFiled: April 30, 2010Publication date: February 28, 2013Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shinichiro Nogawa, Daichi Okumura
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Publication number: 20120266827Abstract: A cooling apparatus 1A includes an engine 50A having a cylinder head 52A having a head side W/J 521A equipped with partial W/J 521aA through 521dA individually incorporated into four different cooling systems, first recess/projection portions P capable of generating a flow separation of cooling water in accordance with a change of the flow rate within a range of a maximum flow rate of the cooling water being provided to the head side W/J 521A, and control means for executing a control of changing the flow rate of the cooling water that flows through the first cooling medium passageway in accordance with operating conditions of the engine including a case where the control means partially changes in each of the plurality of the partial cooling medium passageways.Type: ApplicationFiled: December 1, 2009Publication date: October 25, 2012Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shinichiro Nogawa, Daishi Takahashi
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Publication number: 20120240877Abstract: The cooling device is provided with an engine including a cylinder block, a cylinder head, and a W/J which is a single system as a whole and which causes coolant to flow from the cylinder block to the cylinder head. The W/J branches into first and second inner paths within the cylinder block, and joints together within the cylinder head. The first inner path is provided with an opening and closing valve for permitting and prohibiting the flow of the coolant based on the pressure of the coolant.Type: ApplicationFiled: December 4, 2009Publication date: September 27, 2012Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Daishi Takahashi, Shinichiro Nogawa
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Publication number: 20120216761Abstract: A cooling apparatus includes an engine equipped with a cylinder block and a cylinder head, a flow rate control valve capable of suppressing a cooling capacity of the cylinder head without suppressing a cooling capacity of the cylinder block, and control means that performs a control to suppress the cooling capacity of the cylinder head by controlling the flow rate control valve. The flow rate control valve is cooling capacity control means that controls the cooling capacity of the cylinder head by controlling the flow rate of cooling water that flows through a head side W/J formed in the cylinder head.Type: ApplicationFiled: October 19, 2009Publication date: August 30, 2012Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Daishi Takahashi, Shinichiro Nogawa
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Publication number: 20120210956Abstract: The cooling device 1 includes the engine 50 having a cylinder block 51 provided with a partial W/J 511a circulating a coolant in a periphery of a cylinder 51a. In the cooling device 1, an outer wall portion W2 of a wall portion forming the partial W/J is made of a material having a heat conductivity lower than a material of an inner wall portion of the wall portion, the inner wall portion W1 facing the outer wall portion W2 and being located in the cylinder 51a side.Type: ApplicationFiled: November 4, 2009Publication date: August 23, 2012Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Nozomi Sasaki, Shinichiro Nogawa, Daishi Takahashi
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Publication number: 20120204820Abstract: The cooling apparatus 1 includes the engine 50 having a cylinder block 51 provided with a partial W/J 511a circulating a coolant in the periphery of a cylinder 53a, and a cylinder head 52. In the cooling apparatus 1, the cylinder 53a is formed with a cylinder liner 53, and the cylinder liner 53 is configured with a functionally graded material such that a heat conductivity of a top dead center side is larger than that of a bottom dead center side.Type: ApplicationFiled: November 4, 2009Publication date: August 16, 2012Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Nozomi Sasaki, Shinichiro Nogawa, Daishi Takahashi
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Patent number: 8127742Abstract: An intake control device for an internal combustion engine having a first intake passage (5); a second intake passage (8); an intake passage length-changing valve (11); a partition (14) that partitions the intake passage into two partitioned intake passages (12, 13); and a tumble control valve (17). When one of the partitioned intake passages (12) is closed by the tumble control valve (17), air drawn into a combustion chamber through the open partitioned intake passage (13) forms a tumble flow. The length of the second intake passage (8) is longer than the length of the first intake passage (5) from a surge tank (1) to the connection point (S) between the second intake passage (8) and the first intake passage (5), and the passage cross-sectional area of the second intake passage (8) is smaller than the passage cross-sectional area of the first intake passage (5) from the surge tank to the connection point (S).Type: GrantFiled: May 4, 2007Date of Patent: March 6, 2012Assignee: Toyota Jidosha Kabushiki KaishaInventor: Shinichiro Nogawa
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Patent number: 8056337Abstract: In a V-type six cylinder engine, cylinder groups are provided in which a plurality of cylinders are arranged divided into left and right first and second banks. An intake pipe, a first exhaust pipe, and a second exhaust pipe are connected to the cylinder groups of the banks. A first upstream three-way catalyst and a first control valve are provided in one exhaust pipe while a second upstream three-way catalyst and a second control valve are provided in the other exhaust pipe. The exhaust pipes are communicated together upstream of the upstream three-way catalysts and the control valves by a communicating pipe. A third control valve that adjusts the flowrate of exhaust gas is provided in the communicating pipe.Type: GrantFiled: September 13, 2007Date of Patent: November 15, 2011Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hiroyuki Hokuto, Shigeki Miyashita, Shinichiro Nogawa, Kenji Harima
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Patent number: 8051835Abstract: In a V-type six-cylinder engine, turbo-superchargers are provided for compressing intake air and feeding the compressed air into combustion chambers, and an ECU is operable to switch the combustion mode from a non-supercharged stoichiometric combustion mode to a supercharged lean combustion mode, depending on the engine operating conditions. When switching from the non-supercharged stoichiometric combustion mode to the supercharged lean combustion mode, the ECU retards the ignition timing, and keeps the retard amount of the ignition timing at a constant value if the increasing actual boost pressure becomes equal to or higher than a pre-set target boost pressure.Type: GrantFiled: November 9, 2007Date of Patent: November 8, 2011Assignee: Toyota Jidosha Kabushiki KaishaInventors: Shinichi Soejima, Yasuyuki Irisawa, Shinichiro Nogawa
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Publication number: 20100313846Abstract: In an internal combustion engine, on a cylinder head side, a tumble flow is formed that is directed from an intake vent opened on the cylinder head to an exhaust vent opened on the cylinder head. A direct injection valve injects fuel directly into a combustion space. The direct injection valve injects the fuel toward a section where a piston top surface intersects with a cylinder inner surface, at a point closer to an intake top dead center than a middle between the intake top dead center and an intake bottom dead center, and thereafter injects the fuel into the combustion space again.Type: ApplicationFiled: January 23, 2009Publication date: December 16, 2010Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shinichiro Nogawa, Hisao Suzuki
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Publication number: 20100071658Abstract: In a V-type six-cylinder engine, turbo-superchargers are provided for compressing intake air and feeding the compressed air into combustion chambers, and an ECU is operable to switch the combustion mode from a non-supercharged stoichiometric combustion mode to a supercharged lean combustion mode, depending on the engine operating conditions. When switching from the non-supercharged stoichiometric combustion mode to the supercharged lean combustion mode, the ECU retards the ignition timing, and keeps the retard amount of the ignition timing at a constant value if the increasing actual boost pressure becomes equal to or higher than a pre-set target boost pressure.Type: ApplicationFiled: November 9, 2007Publication date: March 25, 2010Applicant: Toyota Jidosha Kabushiki KaishaInventors: Shinichi Soejima, Yasuyuki Irisawa, Shinichiro Nogawa
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Publication number: 20100011762Abstract: In a V-type six cylinder engine, cylinder groups are provided in which a plurality of cylinders are arranged divided into left and right first and second banks. An intake pipe, a first exhaust pipe, and a second exhaust pipe are connected to the cylinder groups of the banks. A first upstream three-way catalyst and a first control valve are provided in one exhaust pipe while a second upstream three-way catalyst and a second control valve are provided in the other exhaust pipe. The exhaust pipes are communicated together upstream of the upstream three-way catalysts and the control valves by a communicating pipe. A third control valve that adjusts the flowrate of exhaust gas is provided in the communicating pipe.Type: ApplicationFiled: September 13, 2007Publication date: January 21, 2010Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Hiroyuki Hokuto, Shigeki Miyashita, Shinichiro Nogawa, Kenji Harima
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Publication number: 20090272355Abstract: An intake control device for an internal combustion engine having a first intake passage (5); a second intake passage (8); an intake passage length-changing valve (11); a partition (14) that partitions the intake passage into two partitioned intake passages (12, 13); and a tumble control valve (17). When one of the partitioned intake passages (12) is closed by the tumble control valve (17), air drawn into a combustion chamber through the open partitioned intake passage (13) forms a tumble flow. The length of the second intake passage (8) is longer than the length of the first intake passage (5) from a surge tank (1) to the connection point (S) between the second intake passage (8) and the first intake passage (5), and the passage cross-sectional area of the second intake passage (8) is smaller than the passage cross-sectional area of the first intake passage (5) from the surge tank to the connection point (S).Type: ApplicationFiled: May 4, 2007Publication date: November 5, 2009Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Shinichiro Nogawa
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Patent number: 7269941Abstract: An internal combustion engine includes an in-cylinder injection valve and an intake passage injection valve. A control apparatus of the engine determines whether the temperature of a component located in the exhaust passage is higher than or equal to a predetermined temperature. When the temperature of the component is higher than or equal to the predetermined temperature, the control apparatus increases, without changing the total amount of fuel supplied to the cylinder, the ratio of a fuel injection amount of the intake passage injection valve to a fuel injection amount of the in-cylinder injection valve compared to a case where the temperature of the component is not higher than or equal to the predetermined temperature. Therefore, the catalyst is reliably prevented from being overheated, while preventing the fuel economy from deteriorating.Type: GrantFiled: November 12, 2004Date of Patent: September 18, 2007Assignee: Toyota Jidosha Kabushiki KaishaInventors: Masaharu Ichise, Toshimi Kashiwagura, Shinichiro Nogawa, Koichi Yonezawa
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Patent number: 7249454Abstract: An internal combustion engine includes an in-cylinder injection valve and an intake passage injection valve. A control apparatus of the engine determines whether a catalyst located in an exhaust passage is in an overtemperature condition. When the catalyst is determined to be in the overtemperature condition, the control apparatus controls the injection valves to increase the amount fuel supplied to the cylinder compared to a case where the catalyst is determined not to be in the overtemperature condition. The control apparatus sets a mode for causing the injection valves to increase the amount of supplied fuel according to an operational state of the engine. For example, in a case where the component is determined to be in the overtemperature condition when the engine is operating in a fuel injection mode in which fuel is injected at least from the in-cylinder injection valve, at least the intake passage injection valve performs fuel injection for increasing the supplied fuel.Type: GrantFiled: November 12, 2004Date of Patent: July 31, 2007Assignee: Toyota Jidosha Kabushiki KaishaInventors: Masaharu Ichise, Toshimi Kashiwagura, Shinichiro Nogawa, Koichi Yonezawa
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Patent number: 6988485Abstract: An internal combustion engine (10) is provided with a port injector (28) and an in-cylinder injector (22). Before a port injection is started, the total amount of fuel to be injected is calculated (at an injection amount calculation timing). The port injection fuel amount and the in-cylinder injection fuel amount are calculated by appropriately dividing the total amount between them. If a change of the operating load on the internal combustion engine (10) is detected after the injection amount calculation timing, the load change is reflected in the amount of fuel to be injected in the current engine cycle by increasing or decreasing the in-cylinder injection fuel amount.Type: GrantFiled: January 3, 2005Date of Patent: January 24, 2006Assignee: Toyota Jidosha Kabushiki KaishaInventors: Masaharu Ichise, Toshimi Kashiwagura, Shinichiro Nogawa, Takashi Hashima
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Publication number: 20050155578Abstract: An internal combustion engine (10) is provided with a port injector (28) and an in-cylinder injector (22). Before a port injection is started, the total amount of fuel to be injected is calculated (at an injection amount calculation timing). The port injection fuel amount and the in-cylinder injection fuel amount are calculated by appropriately dividing the total amount between them. If a change of the operating load on the internal combustion engine (10) is detected after the injection amount calculation timing, the load change is reflected in the amount of fuel to be injected in the current engine cycle by increasing or decreasing the in-cylinder injection fuel amount.Type: ApplicationFiled: January 3, 2005Publication date: July 21, 2005Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Masaharu Ichise, Toshimi Kashiwagura, Shinichiro Nogawa, Takashi Hashima
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Publication number: 20050120709Abstract: An internal combustion engine includes an in-cylinder injection valve and an intake passage injection valve. A control apparatus of the engine determines whether a catalyst located in an exhaust passage is in an overtemperature condition. When the catalyst is determined to be in the overtemperature condition, the control apparatus controls the injection valves to increase the amount fuel supplied to the cylinder compared to a case where the catalyst is determined not to be in the overtemperature condition. The control apparatus sets a mode for causing the injection valves to increase the amount of supplied fuel according to an operational state of the engine. For example, in a case where the component is determined to be in the overtemperature condition when the engine is operating in a fuel injection mode in which fuel is injected at least from the in-cylinder injection valve, at least the intake passage injection valve performs fuel injection for increasing the supplied fuel.Type: ApplicationFiled: November 12, 2004Publication date: June 9, 2005Inventors: Masaharu Ichise, Toshimi Kashiwagura, Shinichiro Nogawa, Koichi Yonezawa
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Publication number: 20050109020Abstract: An internal combustion engine includes an in-cylinder injection valve and an intake passage injection valve. A control apparatus of the engine determines whether the temperature of a component located in the exhaust passage is higher than or equal to a predetermined temperature. When the temperature of the component is higher than or equal to the predetermined temperature, the control apparatus increases, without changing the total amount of fuel supplied to the cylinder, the ratio of a fuel injection amount of the intake passage injection valve to a fuel injection amount of the in-cylinder injection valve compared to a case where the temperature of the component is not higher than or equal to the predetermined temperature. Therefore, the catalyst is reliably prevented from being overheated, while preventing the fuel economy from deteriorating.Type: ApplicationFiled: November 12, 2004Publication date: May 26, 2005Inventors: Masaharu Ichise, Toshimi Kashiwagura, Shinichiro Nogawa, Koichi Yonezawa