Patents by Inventor Akira Kunishima
Akira Kunishima 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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Patent number: 10240504Abstract: An amount of electric power consumption by a battery is reduced, and deterioration of a coil is suppressed by efficiently heating an injector and melting urea crystals at an early stage. A control device for a reducing agent injection device fills the device with a reducing agent at a start-up of an internal combustion engine and executes control for injecting the reducing agent into an exhaust passage of the internal combustion engine by the injector. The control device includes an energization control section that executes energization control in which, after an exhaust temperature of the internal combustion engine becomes equal to or higher than a specified threshold value, a temperature of the injector is increased by energizing the coil of the injector for a specified time and melting of the crystals of the reducing agent precipitated in the injector is promoted.Type: GrantFiled: September 30, 2015Date of Patent: March 26, 2019Assignee: Bosch CorporationInventors: Eiji Nakao, Fumiyasu Kurogi, Akira Kunishima, Atsushi Kikuchi, Hiroyuki Watanabe, Syogo Tashiro, Wataru Domon
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Publication number: 20170321582Abstract: An amount of electric power consumption by a battery is reduced, and deterioration of a coil is suppressed by efficiently heating an injector and melting urea crystals at an early stage. A control device for a reducing agent injection device fills the device with a reducing agent at a start-up of an internal combustion engine and executes control for injecting the reducing agent into an exhaust passage of the internal combustion engine by the injector. The control device includes an energization control section that executes energization control in which, after an exhaust temperature of the internal combustion engine becomes equal to or higher than a specified threshold value, a temperature of the injector is increased by energizing the coil of the injector for a specified time and melting of the crystals of the reducing agent precipitated in the injector is promoted.Type: ApplicationFiled: September 30, 2015Publication date: November 9, 2017Inventors: Eiji Nakao, Fumiyasu Kurogi, Akira Kunishima, Atsushi Kikuchi, Hiroyuki Watanabe, Syogo Tashiro, Wataru Domon
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Patent number: 7007670Abstract: In a state in which a high-pressure control solenoid valve is driven to control the pressure in a common rail (refer to Step S100), when the pressure in the common rail exceeds a predetermined value (refer to Step S104), a driving current determined by a prescribed value map that defines the correlation between the pressure in the common rail and the driving current of the high-pressure control solenoid valve is corrected based on an actual pressure in the common rail and the driving current of the high-pressure control solenoid valve at the actual pressure (refer to Steps S106, 108, S110, 112), and the corrected driving current is passed to the high-pressure control solenoid valve, thereby ensuring appropriate and stable injection control even when there exists a variation in operational characteristics among pressure control valves.Type: GrantFiled: December 3, 2004Date of Patent: March 7, 2006Assignee: Bosch Automotive Systems CorporationInventors: Kenji Okamoto, Akira Kunishima
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Patent number: 6912983Abstract: In a state in which a high-pressure control solenoid valve is driven to control the pressure in a common rail (refer to Step S100), when the pressure in the common rail exceeds a predetermined value (refer to Step S104), a driving current determined by a prescribed value map that defines the correlation between the pressure in the common rail and the driving current of the high-pressure control solenoid valve is corrected based on an actual pressure in the common rail and the driving current of the high-pressure control solenoid valve at the actual pressure (refer to Steps S106, 108, S110, 112). The corrected driving current is passed to the high-pressure control solenoid valve, thereby ensuring appropriate and stable injection control even when there exists a variation in operational characteristics among pressure control valves.Type: GrantFiled: October 3, 2003Date of Patent: July 5, 2005Assignee: Bosch Automotive Systems CorporationInventors: Kenji Okamoto, Akira Kunishima
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Publication number: 20050115533Abstract: In a state in which a high-pressure control solenoid valve is driven to control the pressure in a common rail (refer to Step S100), when the pressure in the common rail exceeds a predetermined value (refer to Step S104), a driving current determined by a prescribed value map that defines the correlation between the pressure in the common rail and the driving current of the high-pressure control solenoid valve is corrected based on an actual pressure in the common rail and the driving current of the high-pressure control solenoid valve at the actual pressure (refer to Steps S106, 108, S110, 112), and the corrected driving current is passed to the high-pressure control solenoid valve, thereby ensuring appropriate and stable injection control even when there exists a variation in operational characteristics among pressure control valves.Type: ApplicationFiled: December 3, 2004Publication date: June 2, 2005Inventors: Kenji Okamoto, Akira Kunishima
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Publication number: 20040069278Abstract: In a state in which a high-pressure control solenoid valve is driven to control the pressure in a common rail (refer to Step S100), when the pressure in the common rail exceeds a predetermined value (refer to Step S104), a driving current determined by a prescribed value map that defines the correlation between the pressure in the common rail and the driving current of the high-pressure control solenoid valve is corrected based on an actual pressure in the common rail and the driving current of the high-pressure control solenoid valve at the actual pressure (refer to Steps S106, 108, S110, 112), and the corrected driving current is passed to the high-pressure control solenoid valve, thereby ensuring appropriate and stable injection control even when there exists a variation in operational characteristics among pressure control valves.Type: ApplicationFiled: October 3, 2003Publication date: April 15, 2004Inventors: Kenji Okamoto, Akira Kunishima
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Patent number: 5558068Abstract: A solenoid valve unit for a fuel injection apparatus suppresses fuel vaporization when the engine is being started or restarted when hot and enhances the reliability of engine operation by providing a stable fuel delivery during engine startup.Type: GrantFiled: May 26, 1995Date of Patent: September 24, 1996Assignee: Zexel CorporationInventors: Akira Kunishima, Tomiaki Hasebe, Hideya Kikuchi, Etsuro Hozumi, Takeo Kushida
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Patent number: 5165851Abstract: There is disclosed an improved cam for a fuel injection pump. The cam has a mountain-like cam projection at its surface disposed in contact with a roller. The cam projection has a lift region extending from a leading end thereof to a peak thereof. At the lift region, the cam is lifted in response to the rotation of the cam, so that a plunger is moved to pressurize fuel in a pump chamber. The lift region has first, second and third angle portions arranged in this order from the leading end of the cam projection toward the peak of the cam projection. The first angle portion serves to increase a lift speed of the cam, and terminates in a position where the lift speed becomes the maximum. The second angle portion serves to lower the lift speed. The deceleration is greater at an initial section of the second angle portion than at a final portion of the second angle portion.Type: GrantFiled: April 18, 1991Date of Patent: November 24, 1992Assignee: Zexel CorporationInventors: Kenichi Kubo, Hisashi Nakamura, Akira Kunishima, Fumitsugu Yoshizu
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Patent number: 4979674Abstract: A fuel injector includes a pressure chamber and/or a damper chamber to damp the movement of a plunger and a piston after fuel injection has ended. A fuel bypass communicates with the pressure chamber or damper chamber to prevent fuel pressure within the chamber from rising as a consequence of the damping action. The bypass prevents the pressure in the chamber from increasing to the point where the movement of the plunger would be reversed and pressurized fuel would once again be supplied to the nozzle causing secondary injection. The damper chamber and bypass thus serve to prevent bumping between the plunger and the surrounding cylinder and also to prevent secondary injection.Type: GrantFiled: April 28, 1989Date of Patent: December 25, 1990Assignee: Diesel Kiki Co., Ltd.Inventors: Shigeo Taira, Fumitsugu Yoshizu, Masanori Onishi, Akira Kunishima
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Patent number: RE36119Abstract: A solenoid valve unit for a fuel injection apparatus suppresses fuel vaporization when the engine is being started or restarted when hot and enhances the reliability of engine operation by providing a stable fuel delivery during engine startup.Type: GrantFiled: June 13, 1997Date of Patent: March 2, 1999Assignee: Zexel CorporationInventors: Akira Kunishima, Tomiaki Hasebe, Hideya Kikuchi, Etsuro Hozumi, Takeo Kushida