Patents by Inventor Kiyomi Nakakita

Kiyomi Nakakita 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).

  • Patent number: 9683480
    Abstract: In a spark ignition engine, a thermal insulation thin layer is formed over a wall surface, facing an inside of a combustion chamber, of a base material forming the combustion chamber, and for a thermal conductivity ? [W/(m·K)], a thermal diffusivity ? [mm2/s], and a thickness L [?m] of the thermal insulation thin layer, L?16.7×? and L?207.4×(?)0.5 are satisfied. With such a configuration, a heat loss Q_total escaping from gas in a cylinder to the wall of the combustion chamber over all strokes can be reduced, and the thermal efficiency can be improved without inducing degradation of knocking due to an increase in an amount of heating Q_intake of the gas in the cylinder during an intake stroke.
    Type: Grant
    Filed: March 20, 2013
    Date of Patent: June 20, 2017
    Assignee: KABUSHIKI KAISHA TOYOTA CHUO KENKYUSHO
    Inventors: Yoshihiro Nomura, Hidemasa Kosaka, Makoto Koike, Yoshifumi Wakisaka, Yoshihiro Hotta, Kiyomi Nakakita
  • Publication number: 20160160754
    Abstract: A controller for a free piston generator that is capable of more accurately controlling the behavior of a piston than conventional controllers is provided. During power generation of a free piston generator 10, a controller 18 controls the amount of power generation to cause the velocity of a piston 14 to reach a first velocity command value (for an expansion stroke) and a second velocity command value (for a compression stroke) by electric braking. During motoring, the controller 18 controls the amount of power supply to cause the velocity of the piston 14 to reach the first and second velocity command values. The controller 18 sets the first and second velocity command values by setting first and second velocity command values for a certain round-trip period based on a top dead center position and a bottom dead center position of the piston 14 for the previous round-trip period.
    Type: Application
    Filed: November 30, 2015
    Publication date: June 9, 2016
    Applicant: KABUSHIKI KAISHA TOYOTA CHUO KENKYUSHO
    Inventors: Kazunari MORIYA, Shigeaki GOTO, Hidemasa KOSAKA, Tomoyuki AKITA, Yoshihiro HOTTA, Kiyomi NAKAKITA
  • Publication number: 20130255651
    Abstract: In a spark ignition engine, a thermal insulation thin layer is formed over a wall surface, facing an inside of a combustion chamber, of a base material forming the combustion chamber, and for a thermal conductivity ? [W/(m·K)], a thermal diffusivity ? [mm2/s], and a thickness L [?m] of the thermal insulation thin layer, L?16.7×? and L?207.4×(?)0.5 are satisfied. With such a configuration, a heat loss Q_total escaping from gas in a cylinder to the wall of the combustion chamber over all strokes can be reduced, and the thermal efficiency can be improved without inducing degradation of knocking due to an increase in an amount of heating Q_intake of the gas in the cylinder during an intake stroke.
    Type: Application
    Filed: March 20, 2013
    Publication date: October 3, 2013
    Applicant: KABUSHIKI KAISHA TOYOTA CHUO KENKYUSHO
    Inventors: Yoshihiro NOMURA, Hidemasa KOSAKA, Makoto KOIKE, Yoshifumi WAKISAKA, Yoshihiro HOTTA, Kiyomi NAKAKITA
  • Patent number: 7461634
    Abstract: A pressure boosting unit (110) is provided in each fuel injection valve of an engine (1). A pressure of fuel to be supplied to the fuel injection valve from a common rail (3) is boosted as required. An ECU (20) causes low pressure injection to be performed with the pressure boosting unit 110 being in a non-operated state, and high pressure injection to be performed with the pressure boosting unit (110) being in an operated state, and the pressure of the fuel being maintained at a boosted pressure. Based on the result, the ECU (20) corrects a fuel injection period of the fuel injection valve. Also, after the correction of the fuel injection period is completed, fuel injection is performed before the pressure of the fuel reaches the boosted pressure after the pressure boosting unit starts to be operated. Based on the result, operation starting timing of the pressure boosting unit is adjusted.
    Type: Grant
    Filed: February 24, 2005
    Date of Patent: December 9, 2008
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Yoshimasa Watanabe, Ichiro Sakata, Yoshifumi Wakisaka, Yoshihiro Hotta, Kiyomi Kawamura, Kiyomi Nakakita
  • Patent number: 7337766
    Abstract: A gas-mixture-ignition-time estimation apparatus for an internal combustion engine estimates the temperature of a premixed gas mixture for PCCI combustion (i.e., cylinder interior temperature Tg), while relating it to the angle CA, on the basis of a state quantity of the cylinder interior gas at the time of start of compression (CAin) (heat energy of the cylinder interior gas at the time of start of compression), the amount of a change in the state quantity of the cylinder interior gas attributable to compression in a compression stroke (minute piston work), and the heat generation quantity of a cool flame generated in PCCI combustion prior to autoignition (hot flame) (cool flame heat generation quantity Aqlto). A time when the cylinder interior temperature Tg reaches a predetermined autoignition start temperature Tig is estimated as an autoignition start time (Caig) of the premixed gas mixture related to PCCI combustion.
    Type: Grant
    Filed: March 24, 2005
    Date of Patent: March 4, 2008
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Shigeki Nakayama, Koji Kitano, Taro Aoyama, Ryo Hasegawa, Takashi Koyama, Kazuhisa Inagaki, Yoshifumi Wakisaka, Matsuei Ueda, Kiyomi Nakakita
  • Publication number: 20070169748
    Abstract: A gas-mixture-ignition-time estimation apparatus for an internal combustion engine estimates the temperature of a premixed gas mixture for PCCI combustion (i.e., cylinder interior temperature Tg), while relating it to the angle CA, on the basis of a state quantity of the cylinder interior gas at the time of start of compression (CAin) (heat energy of the cylinder interior gas at the time of start of compression), the amount of a change in the state quantity of the cylinder interior gas attributable to compression in a compression stroke (minute piston work), and the heat generation quantity of a cool flame generated in PCCI combustion prior to autoignition (hot flame) (cool flame heat generation quantity Aqlto). A time when the cylinder interior temperature Tg reaches a predetermined autoignition start temperature Tig is estimated as an autoignition start time (Caig) of the premixed gas mixture related to PCCI combustion.
    Type: Application
    Filed: March 24, 2005
    Publication date: July 26, 2007
    Applicant: Toyota Jidosha Kabushiki Kaisha
    Inventors: Shigeki Nakayama, Koji Kitano, Taro Aoyarna, Ryo Hasegawa, Takashi Koyama, Kazuhisa Inagaki, Yoshifumi Wakisaka, Matsuei Ueda, Kiyomi Nakakita
  • Publication number: 20070089710
    Abstract: A pressure boosting unit (110) is provided in each fuel injection valve of an engine (1). A pressure of fuel to be supplied to the fuel injection valve from a common rail (3) is boosted as required. An ECU (20) causes low pressure injection to be performed with the pressure boosting unit 110 being in a non-operated state, and high pressure injection to be performed with the pressure boosting unit (110) being in an operated state, and the pressure of the fuel being maintained at a boosted pressure. Based on the result, the ECU (20) corrects a fuel injection period of the fuel injection valve. Also, after the correction of the fuel injection period is completed, fuel injection is performed before the pressure of the fuel reaches the boosted pressure after the pressure boosting unit starts to be operated. Based on the result, operation starting timing of the pressure boosting unit is adjusted.
    Type: Application
    Filed: February 24, 2005
    Publication date: April 26, 2007
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Yoshimasa Watanabe, Ichiro Sakata, Yoshifumi Wakisaka, Yoshihiro Hotta, Kiyomi Kawamura, Kiyomi Nakakita
  • Patent number: 7208078
    Abstract: The invention is directed to a method and formula for producing a fuel having reduced particulate emissions from an internal combustion engine. The fuel taught herein is characterized as having a cetane number ranging from about 45 to about 65, a T95 distillation property of less than about 370° C., and having NR, AR, cetane number and T95 defined by the relation: PEI=156+Z1×(cetane#?49)+Z2×(NR?14)+Z3×(AR?25)+Z4×(T95?315° C.) Where Z1 ranges from abut 0.67 to about 1.06, Z2 ranges from about 0.9 to about 1.28, Z3 ranges from about 2.54 to about 2.80, Z4 ranges from about 0.1 to about 0.4, NR is a defined correlation of the naphthene rings content in the fuel, and AR is a defined correlation of the aromatic rings content in the fuel.
    Type: Grant
    Filed: March 20, 2003
    Date of Patent: April 24, 2007
    Assignee: ExxonMobil Research and Engineering Company
    Inventors: Walter Weissman, John T. Farrell, Shizuo Sasaki, Kazuhiro Akihama, Kiyomi Nakakita
  • Patent number: 6994077
    Abstract: Cylinders of a diesel engine 1 are provided with cylinder pressure sensors 29a to 29d for detecting combustion chamber pressures. An electronic control unit (ECU) 20 of the engine selects optimum combustion parameters in accordance with a fuel injection mode of fuel injectors 10a to 10d of the engine and a combustion mode determined by the amount of EGR gas supplied from the EGR valve 35 from among a plurality of types of combustion parameters expressing the combustion state of the engine calculated based on the cylinder pressure sensor output and feedback controls the fuel injection amount and fuel injection timing so that the values of the combustion parameters match target values determined in accordance with the engine operating conditions. Due to this, the engine combustion state is controlled to the optimum state at all times regardless of the fuel injection mode or combustion mode.
    Type: Grant
    Filed: September 8, 2003
    Date of Patent: February 7, 2006
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Nobuki Kobayashi, Shizuo Sasaki, Taro Aoyama, Kouji Yoshizaki, Hiroki Murata, Yoshiki Hashimoto, Kazuhisa Inagaki, Kiyomi Nakakita, Shoji Nakahara, Yoshihiro Hotta
  • Publication number: 20050229903
    Abstract: Cylinders of a diesel engine 1 are provided with cylinder pressure sensors 29a to 29d for detecting combustion chamber pressures. An electronic control unit (ECU) 20 of the engine selects optimum combustion parameters in accordance with a fuel injection mode of fuel injectors 10a to 10d of the engine and a combustion mode determined by the amount of EGR gas supplied from the EGR valve 35 from among a plurality of types of combustion parameters expressing the combustion state of the engine calculated based on the cylinder pressure sensor output and feedback controls the fuel injection amount and fuel injection timing so that the values of the combustion parameters match target values determined in accordance with the engine operating conditions. Due to this, the engine combustion state is controlled to the optimum state at all times regardless of the fuel injection mode or combustion mode.
    Type: Application
    Filed: September 8, 2003
    Publication date: October 20, 2005
    Applicant: Toyota Jidosha Kabushiki Kaisha
    Inventors: Nobuki Kobayashi, Shizuo Sasaki, Taro Aoyama, Kouji Yoshizaki, Hiroki Murata, Yoshiki Hashimoto, Kazuhisa Inagaki, Kiyomi Nakakita, Shoji Nakahara, Yoshihiro Hotta
  • Patent number: 6904893
    Abstract: In fuel injector including an accumulator and an intensifier, fuel is injected such that an injection control valve and a piston control valve are individually controlled, an operational phase difference therebetween is regulated, and at least one of a maximum injection pressure, a rate of increase of an injection pressure at the start of an increase of pressure, a rate of decrease of the injection pressure at the completion of injection, a pilot injection pressure, and an after injection pressure of fuel injected from a fuel injection nozzle is arbitrarily changed. Namely, a pressure during a movement from a base common rail pressure of the accumulator to a static maximum pressure statically determined by an operation of the intensifier is positively used as a control factor of injection, whereby a fuel injection pattern can be implemented with an extremely high degree of freedom.
    Type: Grant
    Filed: July 11, 2003
    Date of Patent: June 14, 2005
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Yoshihiro Hotta, Yoshifumi Wakisaka, Kiyomi Kawamura, Kiyomi Nakakita
  • Patent number: 6854446
    Abstract: A fuel injection device is provided which can inject fuel by very high injection pressure and can realize favorable combustion and exhaust characteristics, and moreover, enables performance of fuel injection with arbitrary fuel injection patterns. In the fuel injection device 30, the protrusion 61 is provided at a distal end portion of the piston control valve 60 which is provided at the pressure intensifier 54, can change a practical opening area of the fuel flow path 57 to the cylinder 56 in accordance with movement of the piston control valve 60, and can control inflow amounts of liquid fuel that is flowed into the cylinder 56 by the piston control valve 60 (does orifice control). Thus, control of injection rates and injection pressures of fuel that is injected from the fuel injection nozzle 34 is enabled, and fuel injection patterns can be realized with an extremely high degree of freedom.
    Type: Grant
    Filed: July 11, 2002
    Date of Patent: February 15, 2005
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kiyomi Kawamura, Yoshihiro Hotta, Yoshifumi Wakisaka, Kiyomi Nakakita
  • Publication number: 20040237930
    Abstract: A fuel injection device is provided which can inject fuel by very high injection pressure and can realize favorable combustion and exhaust characteristics, and moreover, enables performance of fuel injection with arbitrary fuel injection patterns. In the fuel injection device 30, the protrusion 61 is provided at a distal end portion of the piston control valve 60 which is provided at the pressure intensifier 54, can change a practical opening area of the fuel flow path 57 to the cylinder 56 in accordance with movement of the piston control valve 60, and can control inflow amounts of liquid fuel that is flowed into the cylinder 56 by the piston control valve 60 (does orifice control). Thus, control of injection rates and injection pressures of fuel that is injected from the fuel injection nozzle 34 is enabled, and fuel injection patterns can be realized with an extremely high degree of freedom.
    Type: Application
    Filed: March 10, 2004
    Publication date: December 2, 2004
    Inventors: Kiyomi Kawamura, Yoshihiro Hotta, Yoshifumi Wakisaka, Kiyomi Nakakita
  • Publication number: 20040194756
    Abstract: To obtain a fuel injection method in a fuel injector capable of realizing excellent combustible and exhaustive characteristics, and carrying out fuel injection with an arbitrary fuel injection pattern thus allowing a degree of freedom of a fuel injection pattern to further expand. In an fuel injector comprising an accumulator and an intensifier, fuel is injected such that an injection control valve and a piston control valve are individually controlled, an operational phase difference therebetween is regulated, and at least one of a maximum injection pressure, a rate of increase of an injection pressure at the start of an increase of pressure, a rate of decrease of the injection pressure at the completion of injection, a pilot injection pressure, and an after injection pressure of fuel injected from a fuel injection nozzle is arbitrarily changed.
    Type: Application
    Filed: January 29, 2004
    Publication date: October 7, 2004
    Inventors: Yoshihiro Hotta, Yoshifumi Wakisaka, Kiyomi Kawamura, Kiyomi Nakakita
  • Patent number: 6799551
    Abstract: A state of combustion in a combustion chamber is controlled by stratifying an intake gas charge within the combustion chamber, so as to reduce amounts of harmful substances left in exhaust gas. A direct-injection type internal combustion engine in which a fuel is injected into the combustion chamber and which is arranged to stratify the intake gas charge within the combustion chamber (1) such that intake gases of different compositions exist in a central portion (13) of the combustion chamber including a position of the fuel injection, and in a peripheral portion of the combustion chamber, upon initiation of combustion of the fuel at a point of time near a terminal period of a compression stroke. The intake gases of different compositions may be intake gases having different concentrations of a specific component such as recirculated exhaust gas and the fuel.
    Type: Grant
    Filed: July 22, 2002
    Date of Patent: October 5, 2004
    Assignees: Kabushiki Kaisha Toyota Chuo Kenkyusho, Toyota Jidosha Kabushiki Kaisha
    Inventors: Kiyomi Nakakita, Takayuki Fuyuto, Kazuhisa Inagaki, Yoshihiro Hotta, Kazuhiro Akihama, Minaji Inayoshi, Ichiro Sakata
  • Publication number: 20030233785
    Abstract: The invention is directed to a method and formula for producing a fuel having reduced particulate emissions from an internal combustion engine. The fuel taught herein is characterized as having a cetane number ranging from about 45 to about 65, a T95 distillation property of less than about 370° C.
    Type: Application
    Filed: March 20, 2003
    Publication date: December 25, 2003
    Inventors: Walter Weissman, John T. Farrell, Shizuo Sasaki, Kazuhiro Akihama, Kiyomi Nakakita
  • Publication number: 20030005907
    Abstract: A state of combustion in a combustion chamber is controlled by stratifying an intake gas charge within the combustion chamber, so as to reduce amounts of harmful substances left in exhaust gas. A direct-injection type internal combustion engine in which a fuel is injected into the combustion chamber and which is arranged to stratify the intake gas charge within the combustion chamber (1) such that intake gases of different compositions exist in a central portion (13) of the combustion chamber including a position of the fuel injection, and in a peripheral portion of the combustion chamber, upon initiation of combustion of the fuel at a point of time near a terminal period of a compression stroke. The intake gases of different compositions may be intake gases having different concentrations of a specific component such as recirculated exhaust gas and the fuel.
    Type: Application
    Filed: July 22, 2002
    Publication date: January 9, 2003
    Inventors: Kiyomi Nakakita, Takayuki Fuyuto, Kazuhisa Inagaki, Yoshihiro Hotta, Kazuhiro Akihama, Minaji Inayoshi, Ichiro Sakata
  • Patent number: 6161518
    Abstract: A direct-injection diesel engine in which a shallow-dish type piston cavity is formed on a top surface of a piston; wherein in the vicinity of the top dead center, a squish area is defined mainly by the top surface of the piston and an inner surface of a cylinder head opposite the top surface; when a velocity of a reverse squish flow from the shallow-dish type piston cavity to the squish area, generated due to a movement of the piston and is represented by Vs, and a fuel spray velocity in the vicinity of a lip portion of the shallow-dish type piston cavity is represented by Vsp, the distance between opposite wall portions of the shallow-dish type piston cavity is set such that the ratio Vs/Vsp is not greater than 1.25; and the squish area constitutes a part of the combustion chamber.
    Type: Grant
    Filed: March 26, 1999
    Date of Patent: December 19, 2000
    Assignee: Kabushiki Kaisha Toyota Chuo Kenkyusho
    Inventors: Kiyomi Nakakita, Minaji Inayoshi, Kazuhisa Inagaki, Yoshihiro Hotta, Takayuki Fuyuto
  • Patent number: 4433651
    Abstract: Suction unit for an engine of horizontal single-cylinder direct injection type intended for producing a swirl in a suction air stream by means of a helical intake port, wherein, firstly, the intake port is formed to be "S"-shaped with its mid-section linear and prolonged for increasing the inertia force imparted to the suction air stream without increasing the width of the cylinder head and, secondly, the linear mid-section of the "S"-shaped intake port is formed to continue smoothly into an helical section so that the suction air stream enters unattenuated and guided by the helical passage to swirl up to approx. 180.degree. under acceleration before it enters a combustion chamber and the powerful swirl thus produced is further developed as it advances toward the center of the combustion chamber.
    Type: Grant
    Filed: March 19, 1982
    Date of Patent: February 28, 1984
    Assignee: Kubota Ltd.
    Inventors: Kiyomi Nakakita, Keiichiro Yamada