Patents by Inventor Masakatsu Nagai
Masakatsu Nagai 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: 10907536Abstract: The driven rotation axis, the driving rotation axis, the ACT lever, the driving pin, the rod, the driven pin and the WGV lever constitute a linkage. In order to consider the instrumental error caused by the linkage configuration, a link ratio is defined by the equation (Link ratio=(Lwg/Lact)*(sin ?/sin ?), wherein Lwg is a length of the WGV lever, Lact is length of the ACT lever, ? is an angle formed by the WGV lever and the rod, and ? is an angle formed by the ACT lever and the rod). The current value input to the DC motor is corrected with a correction coefficient is a value obtained by dividing an actual link ratio by a target link ratio.Type: GrantFiled: February 4, 2019Date of Patent: February 2, 2021Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yusuke Saito, Masakatsu Nagai
-
Patent number: 10724917Abstract: A pressure detection device includes: a cylindrical body made of a conductor; a pressure receiver made of a conductor, the pressure receiver being mounted to one end side of the body and receiving pressure from the outside; a signal generator arranged inside the body, the signal generator being electrically connected to the pressure receiver and generating a signal corresponding to the pressure received by the pressure receiver; and a cover made of an insulator with a lower thermal conductivity than thermal conductivities of the body and the pressure receiver, the cover continuously covering an outer surface of the pressure receiver and a portion of an outer surface of the body, the portion being located at a side closer to the pressure receiver.Type: GrantFiled: September 21, 2017Date of Patent: July 28, 2020Assignees: CITIZEN FINEDEVICE CO., LTD., TOYOTA JIDOSHA KABUSHIKI KAISHA, CITIZEN WATCH CO., LTD.Inventors: Yusuke Satoh, Kazuo Takahashi, Aki Sudo, Keisuke Sasaki, Masakatsu Nagai
-
Publication number: 20190301354Abstract: The driven rotation axis, the driving rotation axis, the ACT lever, the driving pin, the rod, the driven pin and the WGV lever constitute a linkage. In order to consider the instrumental error caused by the linkage configuration, a link ratio is defined by the equation (Link ratio=(Lwg/Lact)*(sin ?/sin ?), wherein Lwg is length of the WGV lever, Lact is length of the ACT lever, ? is angle formed by the WGV lever and the rod and ? is angle formed by the ACT lever and the rod). The current value input to the DC motor is corrected with a correction coefficient is a value obtained by dividing an actual link ratio by a target link ratio.Type: ApplicationFiled: February 4, 2019Publication date: October 3, 2019Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yusuke SAITO, Masakatsu NAGAI
-
Patent number: 10288031Abstract: A controller for an internal combustion engine includes a crank angle detector and an ECU. The ECU is configured to: (a) calculate a mass fraction burned; (b) acquire the crank angle, which is detected by the crank angle detector when the mass fraction burned reaches a predetermined mass fraction burned, as a specified crank angle; and (c) control at least one of an amount of fuel injected, an amount of intake air, or ignition energy on the basis of a first difference. The first difference is a difference between a first parameter and a second parameter. The first parameter is a crank angle period from an ignition time to the specified crank angle or a correlation value of the crank angle period. The second parameter is a target value of the crank angle period or a target value of the correlation value.Type: GrantFiled: November 10, 2014Date of Patent: May 14, 2019Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shigeyuki Urano, Masakatsu Nagai, Yoshihiro Sakayanagi
-
Publication number: 20180087993Abstract: A pressure detection device includes: a cylindrical body made of a conductor; a pressure receiver made of a conductor, the pressure receiver being mounted to one end side of the body and receiving pressure from the outside; a signal generator arranged inside the body, the signal generator being electrically connected to the pressure receiver and generating a signal corresponding to the pressure received by the pressure receiver; and a cover made of an insulator with a lower thermal conductivity than thermal conductivities of the body and the pressure receiver, the cover continuously covering an outer surface of the pressure receiver and a portion of an outer surface of the body, the portion being located at a side closer to the pressure receiver.Type: ApplicationFiled: September 21, 2017Publication date: March 29, 2018Applicants: CITIZEN FINEDEVICE CO., LTD., TOYOTA JIDOSHA KABUSHIKI KAISHA, CITIZEN WATCH CO., LTD.Inventors: Yusuke SATOH, Kazuo TAKAHASHI, Aki SUDO, Keisuke SASAKI, Masakatsu NAGAI
-
Patent number: 9890754Abstract: An internal combustion engine is provided that executes fuel injection and ignition with respect to a cylinder that remains stopped in an expansion stroke, and that performs ignition startup that starts up the internal combustion engine by rotationally driving a crankshaft by pressure of combustion accompanying the fuel injection. A motor generator (MG) that can rotationally drive the crankshaft is provided. A required assist torque Ast_trq exerted by the MG at the time of ignition startup is determined based on a maximum value Cyl_prss of an in-cylinder pressure that is detected by an in-cylinder pressure sensor at the time of ignition startup. The MG is controlled at the time of ignition startup based on the required assist torque Ast_trq that is determined.Type: GrantFiled: July 23, 2014Date of Patent: February 13, 2018Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Masakatsu Nagai, Shigeyuki Urano, Keisuke Sasaki, Rui Onoda
-
Patent number: 9840978Abstract: A control device for an internal combustion engine is provided that can detect the adherence of deposits to a cylinder pressure sensor without subjecting the internal combustion engine to an impact or the like. A control device for an internal combustion engine equipped with a cylinder pressure sensor detects changes in the sensitivity of the cylinder pressure sensor. If the control device detects a decrease in the sensitivity of the cylinder pressure sensor after detecting an increase in the sensitivity of the cylinder pressure sensor, the control device determines that deposits are adhered to the cylinder pressure sensor.Type: GrantFiled: September 26, 2014Date of Patent: December 12, 2017Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Keisuke Sasaki, Masakatsu Nagai, Shigeyuki Urano
-
Patent number: 9765709Abstract: An in-cylinder pressure sensor detecting in-cylinder pressure is provided. A first crank angle and a second crank angle in the adiabatic compression stroke are set using an in-cylinder-pressure-maximum crank angle as a baseline, and an absolute pressure correction value is calculated using the in-cylinder pressure and in-cylinder volume at each of these crank angles. A crank angle advanced from the in-cylinder-pressure-maximum crank angle is set as the second crank angle in a manner so as to be a timing in the adiabatic compression stroke on the retard side with respect to the spark timing, and is used for the absolute pressure correction.Type: GrantFiled: January 17, 2014Date of Patent: September 19, 2017Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Masakatsu Nagai, Hiromichi Yasuda
-
Publication number: 20160290307Abstract: A controller for an internal combustion engine includes a crank angle detector and an ECU. The ECU is configured to: (a) calculate a mass fraction burned; (b) acquire the crank angle, which is detected by the crank angle detector when the mass fraction burned reaches a predetermined mass fraction burned, as a specified crank angle; and (c) control at least one of an amount of fuel injected, an amount of intake air, or ignition energy on the basis of a first difference. The first difference is a difference between a first parameter and a second parameter. The first parameter is a crank angle period from an ignition time to the specified crank angle or a correlation value of the crank angle period. The second parameter is a target value of the crank angle period or a target value of the correlation value.Type: ApplicationFiled: November 10, 2014Publication date: October 6, 2016Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shigeyuki URANO, Masakatsu NAGAI, Yoshihiro SAKAYANAGI
-
Publication number: 20160245210Abstract: A control device for an internal combustion engine is provided that can detect the adherence of deposits to a cylinder pressure sensor without subjecting the internal combustion engine to an impact or the like. A control device for an internal combustion engine equipped with a cylinder pressure sensor detects changes in the sensitivity of the cylinder pressure sensor. If the control device detects a decrease in the sensitivity of the cylinder pressure sensor after detecting an increase in the sensitivity of the cylinder pressure sensor, the control device determines that deposits are adhered to the cylinder pressure sensor.Type: ApplicationFiled: September 26, 2014Publication date: August 25, 2016Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Keisuke SASAKI, Masakatsu NAGAI, Shigeyuki URANO
-
Publication number: 20160208761Abstract: An internal combustion engine is provided that executes fuel injection and ignition with respect to a cylinder that remains stopped in an expansion stroke, and that performs ignition startup that starts up the internal combustion engine by rotationally driving a crankshaft by pressure of combustion accompanying the fuel injection. A motor generator (MG) that can rotationally drive the crankshaft is provided. A required assist torque Ast_trq exerted by the MG at the time of ignition startup is determined based on a maximum value Cyl_prss of an in-cylinder pressure that is detected by an in-cylinder pressure sensor at the time of ignition startup. The MG is controlled at the time of ignition startup based on the required assist torque Ast_trq that is determined.Type: ApplicationFiled: July 23, 2014Publication date: July 21, 2016Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Masakatsu NAGAI, Shigeyuki URANO, Keisuke SASAKI, Rui ONODA
-
Publication number: 20150315993Abstract: An in-cylinder pressure sensor detecting in-cylinder pressure is provided. A first crank angle and a second crank angle in the adiabatic compression stroke are set using an in-cylinder-pressure-maximum crank angle as a baseline, and an absolute pressure correction value is calculated using the in-cylinder pressure and in-cylinder volume at each of these crank angles. A crank angle advanced from the in-cylinder-pressure-maximum crank angle is set as the second crank angle in a manner so as to be a timing in the adiabatic compression stroke on the retard side with respect to the spark timing, and is used for the absolute pressure correction.Type: ApplicationFiled: January 17, 2014Publication date: November 5, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Masakatsu NAGAI, Hiromichi YASUDA
-
Patent number: 8225763Abstract: In a hydraulic actuator control device, a changing tendency of responsiveness of a hydraulic actuator to changes in the oil control valve (OCV) drive duty of a virtual OCV is stored as model control characteristics. The ratio of an actual OCV dead zone width to a virtual OCV dead zone width is calculated as an OCV variation correction coefficient. A basic control amount is calculated based on a deviation between an operating amount and a target operating amount of the hydraulic actuator. An actual OCV in-dead-zone control amount is obtained by correcting a virtual OCV in-dead-zone control amount with the OCV variation correction coefficient, and an actual OCV out-of-dead-zone control amount is calculated based on a virtual OCV out-of-dead-zone control amount. The actual OCV control amount is the sum of the actual OCV in-dead-zone control amount and the actual OCV out-of-dead-zone control amount.Type: GrantFiled: January 18, 2008Date of Patent: July 24, 2012Assignee: Toyota Jidosha Kabushiki KaishaInventors: Tomohiro Nakano, Shuji Yuda, Masakatsu Nagai, Takahiro Uchida
-
Publication number: 20100006045Abstract: In a hydraulic actuator control device, a changing tendency of responsiveness of a hydraulic actuator to changes in the oil control valve (OCV) drive duty of a virtual OCV is stored as model control characteristics. The ratio of an actual OCV dead zone width to a virtual OCV dead zone width is calculated as an OCV variation correction coefficient. A basic control amount is calculated based on a deviation between an operating amount and a target operating amount of the hydraulic actuator. An actual OCV in-dead-zone control amount is obtained by correcting a virtual OCV in-dead-zone control amount with the OCV variation correction coefficient, and an actual OCV out-of-dead-zone control amount is calculated based on a virtual OCV out-of-dead-zone control amount. The actual OCV control amount is the sum of the actual OCV in-dead-zone control amount and the actual OCV out-of-dead-zone control amount.Type: ApplicationFiled: January 18, 2008Publication date: January 14, 2010Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Tomohiro Nakano, Shuji Yuda, Masakatsu Nagai, Takahiro Uchida
-
Publication number: 20090183500Abstract: An evaporative fuel treatment apparatus for an internal combustion engine includes: a communication portion that communicates a plurality of branch passages with one another at positions downstream of the plurality of throttle valves; a purge passage that introduces purge gas, containing evaporative fuel, to the communication portion; an air supply passage that flows dilution air, which is used to dilute the evaporative fuel, into the purge passage; a first flow rate changing portion that is provided in the air supply passage and that is able to change the inflow of the dilution air; and a control unit that controls the first flow rate changing portion.Type: ApplicationFiled: January 16, 2009Publication date: July 23, 2009Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Takahiro Uchida, Shuji Yuda, Masakatsu Nagai, Tomohiro Nakano
-
Patent number: 7530922Abstract: An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.Type: GrantFiled: May 8, 2006Date of Patent: May 12, 2009Assignee: Toyota Jidosha Kabushiki KaishaInventor: Masakatsu Nagai
-
Publication number: 20080287254Abstract: An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.Type: ApplicationFiled: May 8, 2006Publication date: November 20, 2008Inventor: Masakatsu Nagai
-
Publication number: 20070283935Abstract: A fuel pump control apparatus for an internal combustion engine includes a plurality of fuel pumps that discharge fuel so that the discharged fuel is supplied to the internal combustion engine; and a controller that determines whether to supply the fuel discharged from one of the plurality of fuel pumps to the internal combustion engine, or to supply all the fuel discharged from the plurality of fuel pumps together to the internal combustion engine, based on the operating condition of the internal combustion engine.Type: ApplicationFiled: May 10, 2007Publication date: December 13, 2007Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shuji Yuda, Masakatsu Nagai, Tomohiro Nakano, Takahiro Uchida