Patents by Inventor Akito Onishi
Akito Onishi 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: 9897016Abstract: On the basis of a decrease in a high-pressure detection value and a low-pressure detection value during fuel control using a CNG injector, an electronic control unit automatically switches the combustion control to combustion control using a gasoline injector even when the amount of CNG remaining is insufficient. When the first shutoff valve is forcibly switched to an closed state by inputting a forcible shutoff command of a first shutoff valve to a terminal and the combustion control using the CNG injector is performed, a switching process to the combustion control using the gasoline injector is inhibited regardless of the decrease in the high-pressure detection value and the low-pressure detection value.Type: GrantFiled: November 21, 2014Date of Patent: February 20, 2018Assignees: TOYOTA JIDOSHA KABUSHIKI KAISHA, AISAN KOGYO KABUSHIKI KAISHAInventors: Akito Onishi, Hirotaka Shirasawa
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Patent number: 9890731Abstract: To exert combustion control using a CNG injector, a first cutoff valve is opened. On condition that the first cutoff valve is opened, the presence or absence of fuel leakage in a high-pressure side path is determined based on a drop in a detected value of a pressure in the high-pressure side path (high-pressure side detected value PH). Inserting a nozzle for CNG filling into a filling opening causes a phenomenon where the high-pressure side detected value PH rises once and then drops. If the high-pressure side detected value PH rises at a specified rate or more, a CPU stops determination as to the presence or absence of a fuel leakage malfunction for a specified period of time.Type: GrantFiled: November 26, 2014Date of Patent: February 13, 2018Assignees: AISAN KOGYO KABUSHIKI KAISHA, TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Takahiro Ariie, Akito Onishi
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Patent number: 9745902Abstract: If the pressure in a supply passage drops at a speed greater than a first determination speed in a state in which a first mode for supplying gas fuel to an internal combustion engine is selected, a control apparatus inhibits selection of the first mode. Then, the control apparatus switches from the first mode to a second mode, in energy other than gas fuel is used. In this state, if the pressure in the supply passage drops at a speed greater than a second determination speed, the control apparatus maintains the state in which the second mode is selected. If the pressure in the supply passage drops at a speed lower than the second determination speed, the control apparatus cancels the inhibition of selection of the first mode when it is detected that a manual on-off valve is opened.Type: GrantFiled: May 15, 2014Date of Patent: August 29, 2017Assignees: Aisan Kogyo Kabushiki Kaisha, Toyota Jidosha Kabushiki KaishaInventors: Takahiro Ariie, Akito Onishi
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Patent number: 9695756Abstract: When switching the fuel to be used for engine operation from gasoline to CNG, in a state where CNG is supplied experimentally to one cylinder serving as a judgment object and gasoline is supplied to other cylinders, whether or not CNG can be supplied to the cylinder serving as a judgment object is judged based on an amount of change ?Pc in fuel pressure inside a CNG delivery pipe (Step S13 to Step S16). When it is judged that a gas fuel can be supplied to all cylinders (Step S19: YES), the fuel to be used for engine operation is switched from the liquid fuel to the gas fuel (Step S20).Type: GrantFiled: November 27, 2012Date of Patent: July 4, 2017Assignees: Aisan Kogyo Kabushiki Kaisha, Toyota Jidosha Kabushiki KaishaInventors: Daisuke Tsutsui, Akito Onishi, Takao Komoda
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Publication number: 20160290249Abstract: On the basis of a decrease in a high-pressure detection value and a low-pressure detection value during fuel control using a CNG injector, an electronic control unit automatically switches the combustion control to combustion control using a gasoline injector even when the amount of CNG remaining is insufficient. When the first shutoff valve is forcibly switched to an closed state by inputting a forcible shutoff command of a first shutoff valve to a terminal and the combustion control using the CNG injector is performed, a switching process to the combustion control using the gasoline injector is inhibited regardless of the decrease in the high-pressure detection value and the low-pressure detection value.Type: ApplicationFiled: November 21, 2014Publication date: October 6, 2016Applicants: TOYOTA JIDOSHA KABUSHIKI KAISHA, Aisan Kogyo Kabushiki KaishaInventors: Akito ONISHI, Hirotaka SHIRASAWA
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Publication number: 20160273472Abstract: To exert combustion control using a CNG injector, a first cutoff valve is opened. On condition that the first cutoff valve is opened, the presence or absence of fuel leakage in a high-pressure side path is determined based on a drop in a detected value of a pressure in the high-pressure side path (high-pressure side detected value PH). Inserting a nozzle for CNG filling into a filling opening causes a phenomenon where the high-pressure side detected value PH rises once and then drops. If the high-pressure side detected value PH rises at a specified rate or more, a CPU stops determination as to the presence or absence of a fuel leakage malfunction for a specified period of time.Type: ApplicationFiled: November 26, 2014Publication date: September 22, 2016Applicants: AISAN KOGYO KABUSHIKI KAISHA, TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Takahiro ARIIE, Akito ONISHI
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Publication number: 20140338645Abstract: If the pressure in a supply passage drops at a speed greater than a first determination speed in a state in which a first mode for supplying gas fuel to an internal combustion engine is selected, a control apparatus inhibits selection of the first mode. Then, the control apparatus switches from the first mode to a second mode, in energy other than gas fuel is used. In this state, if the pressure in the supply passage drops at a speed greater than a second determination speed, the control apparatus maintains the state in which the second mode is selected. If the pressure in the supply passage drops at a speed lower than the second determination speed, the control apparatus cancels the inhibition of selection of the first mode when it is detected that a manual on-off valve is opened.Type: ApplicationFiled: May 15, 2014Publication date: November 20, 2014Applicants: TOYOTA JIDOSHA KABUSHIKI KAISHA, ASIAN KOGYO KABUSHIKI KAISHAInventors: Takahiro Ariie, Akito Onishi
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Publication number: 20140311460Abstract: When switching the fuel to be used for engine operation from gasoline to CNG, in a state where CNG is supplied experimentally to one cylinder serving as a judgment object and gasoline is supplied to other cylinders, whether or not CNG can be supplied to the cylinder serving as a judgment object is judged based on an amount of change ?Pc in fuel pressure inside a CNG delivery pipe (Step S13 to Step S16). When it is judged that a gas fuel can be supplied to all cylinders (Step S19: YES), the fuel to be used for engine operation is switched from the liquid fuel to the gas fuel (Step S20).Type: ApplicationFiled: November 27, 2012Publication date: October 23, 2014Inventors: Daisuke Tsutsui, Akito Onishi, Takao Komoda
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Patent number: 8745980Abstract: A vehicle control device, that controls to suppress a driving force of a vehicle based on an operation of a brake pedal operated when a braking force is generated by a braking device, wherein the brake pedal is connected to a brake booster, that increases an operating force input to the brake pedal by using a brake negative pressure to transmit to brake fluid of the braking device in order to appropriately control by appropriately detecting the operation of the brake pedal; and the driving force is suppressed according to an M/C pressure when the brake negative pressure is higher than a brake negative pressure threshold value, and the driving force is suppressed according to an operation state of the brake pedal when the brake negative pressure is equal to or lower than the brake negative pressure threshold value.Type: GrantFiled: January 18, 2011Date of Patent: June 10, 2014Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hiroshi Shimada, Michihito Shimada, Masashi Takagi, Motonari Ohbayashi, Shinya Kodama, Akihiro Kida, Akito Onishi, Toshiya Oishi, Takamasa Kitamura
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Publication number: 20140007573Abstract: A vehicle control device, that controls to suppress a driving force of a vehicle based on an operation of a brake pedal operated when a braking force is generated by a braking device, wherein the brake pedal is connected to a brake booster, that increases an operating force input to the brake pedal by using a brake negative pressure to transmit to brake fluid of the braking device in order to appropriately control by appropriately detecting the operation of the brake pedal; and the driving force is suppressed according to an M/C pressure when the brake negative pressure is higher than a brake negative pressure threshold value, and the driving force is suppressed according to an operation state of the brake pedal when the brake negative pressure is equal to or lower than the brake negative pressure threshold value.Type: ApplicationFiled: January 18, 2011Publication date: January 9, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Hiroshi Shimada, Michihito Shimada, Masashi Takagi, Motonari Ohbayashi, Shinya Kodama, Akihiro Kida, Akito Onishi, Toshiya Oishi, Takamasa Kitamura
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Patent number: 8447493Abstract: The apparatus of the present invention corrects a control target value of ignition timing using a multipoint learned value AGdp(n) for compensating for a change amount of the ignition timing caused by time-dependent change of the engine and a basic learned value AG(i) for compensating for a change amount of the ignition timing caused by a factor other than the aforementioned time-dependent change of the engine. In a multipoint learning range n in which the time-dependent change of the engine influences the ignition timing to a great extent, the control target is corrected using the multipoint learned value AGdp(n) and the basic learned value AG(i). In ranges other than the multipoint learning range n, the control target is corrected using only the basic learned value AG(i).Type: GrantFiled: November 20, 2009Date of Patent: May 21, 2013Assignee: Toyota Jidosha Kabushiki KaishaInventors: Akito Onishi, Takashi Yoshida, Jun Aoki, Tomohiro Kisaku, Hiroto Tanaka, Rihito Kaneko, Kenji Senda
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Publication number: 20110257865Abstract: The apparatus of the present invention corrects a control target value of ignition timing using a multipoint learned value AGdp(n) for compensating for a change amount of the ignition timing caused by time-dependent change of the engine and a basic learned value AG(i) for compensating for a change amount of the ignition timing caused by a factor other than the aforementioned time-dependent change of the engine. In a multipoint learning range n in which the time-dependent change of the engine influences the ignition timing to a great extent, the control target is corrected using the multipoint learned value AGdp(n) and the basic learned value AG(i). In ranges other than the multipoint learning range n, the control target is corrected using only the basic learned value AG(i).Type: ApplicationFiled: November 20, 2009Publication date: October 20, 2011Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Akito Onishi, Takashi Yoshida, Jun Aoki, Tomohiro Kisaku, Hiroto Tanaka, Rihito Kaneko, Kenji Senda
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Patent number: 7712450Abstract: In an ignition timing control apparatus for an engine, a KCS learning value learned when the engine is in a given operating state is used in an ignition timing control executed when the engine is in the other operating state. An estimated knocking occurrence ignition timing is set based on a most retarded ignition timing using the KCS learning value. A final ignition timing is set by changing a KCS feedback correction value based on whether knocking occurs when ignition is performed at the estimated knocking occurrence ignition timing. When a point indicating the engine operating state moves into a region where it is difficult to set the estimated knocking occurrence ignition timing, the KCS feedback correction value is changed to retard the final ignition timing, and the final ignition timing is set using the KCS learning value and the changed KCS feedback correction value.Type: GrantFiled: May 29, 2008Date of Patent: May 11, 2010Assignee: Toyota Jidosha Kabushiki KaishaInventors: Kenichiro Sato, Tomohiro Fujita, Akito Onishi, Mitsuhiro Nada
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Patent number: 7637097Abstract: An ECU executes a program including a step (S102) of limiting the maximum opening amount of a throttle valve to TH (1) when failure has occurred in a pressure sensor (“YES” in step S100); a step (S202) of limiting the maximum opening amount to TH (2) when open failure has occurred in at least one of two vacuum pressure ASVs provided for banks of a V-type engine, and an electromagnetic ASV (“YES” in step S200); a step (S302) of limiting the maximum opening amount to TH (3) when open failure has occurred in both of the vacuum pressure ASVs (“YES” in step S300); a step (S402) of limiting the maximum opening amount to TH (4) when open failure has occurred in one of the vacuum pressure ASVs (“YES” in step S400); and a step (S502) of reducing the throttle valve opening amount TH to the limited maximum opening amount.Type: GrantFiled: August 15, 2005Date of Patent: December 29, 2009Assignee: Toyota Jidosha Kabushiki KaishaInventors: Tomokazu Muraguchi, Akito Onishi
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Publication number: 20090031989Abstract: In an ignition timing control apparatus for an engine, a KCS learning value learned when the engine is in a given operating state is used in an ignition timing control executed when the engine is in the other operating state. An estimated knocking occurrence ignition timing is set based on a most retarded ignition timing using the KCS learning value. A final ignition timing is set by changing a KCS feedback correction value based on whether knocking occurs when ignition is performed at the estimated knocking occurrence ignition timing. When a point indicating the engine operating state moves into a region where it is difficult to set the estimated knocking occurrence ignition timing, the KCS feedback correction value is changed to retard the final ignition timing, and the final ignition timing is set using the KCS learning value and the changed KCS feedback correction value.Type: ApplicationFiled: May 29, 2008Publication date: February 5, 2009Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Kenichiro SATO, Tomohiro Fujita, Akito Onishi, Mitsuhiro Nada
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Publication number: 20070051093Abstract: An ECU executes a program including a step (S102) of limiting the maximum opening amount of a throttle valve to TH (1) when failure has occurred in a pressure sensor (“YES” in step S100); a step (S202) of limiting the maximum opening amount to TH (2) when open failure has occurred in at least one of two vacuum pressure ASVs provided for banks of a V-type engine, and an electromagnetic ASV (“YES” in step S200); a step (S302) of limiting the maximum opening amount to TH (3) when open failure has occurred in both of the vacuum pressure ASVs (“YES” in step S300); a step (S402) of limiting the maximum opening amount to TH (4) when open failure has occurred in one of the vacuum pressure ASVs (“YES” in step S400); and a step (S502) of reducing the throttle valve opening amount TH to the limited maximum opening amount.Type: ApplicationFiled: August 15, 2005Publication date: March 8, 2007Inventors: Tomokazu Muraguchi, Akito Onishi
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Patent number: 5934259Abstract: A fuel injection control system provides a superior start characteristic of an internal combustion engine without deterioration of an exhaust emission. The internal combustion engine has a plurality of cylinders. The fuel injection control system controls a time for injecting fuel into each of the cylinders. A first reference signal is generated each time a crank shaft of the internal combustion engine rotates 360 degrees. A second reference signal is generated each time the crank shaft rotates 720 degrees. A crank angle signal is generated each time the crank shaft rotates a first predetermined angle. Fuel is supplied to the cylinders after the first reference signal is generated for the first time after the internal combustion engine is started. The fuel is sequentially injected into each of the cylinders in a predetermined order in synchronization with a rotation of the crank angle.Type: GrantFiled: March 25, 1998Date of Patent: August 10, 1999Assignee: Toyota Jidosha Kabushiki KaishaInventor: Akito Onishi
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Patent number: 5473936Abstract: A throttle full-closure detecting apparatus for judging the full-closure state of a throttle valve uses the minimum value of a throttle sensor voltage so that the apparatus output is compensated for, in particular, a change in temperature. In a timer routine in the apparatus, first, the throttle sensor output is AD-converted and the thus AD-converted output is stored into a RAM and a general purpose register Ar. Next, a full-closure angle is stored in a compare register Cr and the contents of Ar and Cr are compared with each other so that when Cr>Ar, the AD-converted throttle value is stored as a full-closure angle and first storage updating is performed with the minimum throttle opening as the angle. Further, second updating for adding a specified value to the stored value of the full-closure angle is performed at a period sufficiently larger than the period of the time routine, and the first updating is made ready after the second updating.Type: GrantFiled: September 22, 1993Date of Patent: December 12, 1995Assignees: Nippondenso Co., Ltd., Toyota Jidosha Kabushiki KaishaInventors: Hachirou Sasakura, Yoshihiro Okuda, Noboru Takagi, Akito Onishi
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Patent number: 4864998Abstract: A fuel injection system of an internal combustion engine in which the fuel injection amount is controlled corresponding to an atmospheric pressure change by utilizing an altitude compensating learning correction factor stored in a backup RAM. Even thought a battery is disconnected from the memory of the backup RAM and the stored data of the learning correction factor is lost, the altitude compensating learning correction factor is directly determined based on the atmospheric pressure without executing learning control so that the fuel injection amount is corrected at the time of the initial cranking of the engine.Type: GrantFiled: July 25, 1988Date of Patent: September 12, 1989Assignee: Toyota Jidosha Kabushiki KaishaInventor: Akito Onishi
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Patent number: 4747386Abstract: The amount of fuel injection is augmented on a hot engine start by prolonging the fuel injection time or boosting the fuel pressure. For extension of the fuel injection time, a basic fuel injection time is prolonged according to a hot start fuel increment coefficient which is obtained from a two-dimentional map based on a intake air temperature stored in a memory during an engine operation (an operating intake air temperature) and the difference between the operating intake air temperature and an intake air temperature detected on restart of the engine. In case of an apparatus for augmenting the fuel injection by boosting the fuel pressure to be supplied to a fuel injector, the control pressure to be admitted into a diaphragm chamber of a pressure regulator is switched according to a two-dimentional map providing switching and unswitching conditions in terms of the difference between the operating intake air temperature and restarting intake air temperature in relation with operating intake air temperature.Type: GrantFiled: April 24, 1987Date of Patent: May 31, 1988Assignee: Toyota Jidosha Kabushiki KaishaInventor: Akito Onishi