Patents by Inventor Masayuki Tomita
Masayuki Tomita 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: 7047945Abstract: A four-stroke cycle in-cylinder fuel injection internal combustion engine (1) comprises a fuel injector (8) which injects fuel directly into a combustion chamber (7), performs stratified charge combustion by means of compression stroke fuel injection, and performs homogeneous combustion by means of intake stroke fuel injection. Upon start-up of the engine (1), intake stroke fuel injection is performed at the first combustion opportunity, and compression stroke fuel injection is switched to from the second combustion opportunity onward. In so doing, switching of the combustion system is performed early and independently of the engine rotation speed.Type: GrantFiled: July 29, 2004Date of Patent: May 23, 2006Assignee: Nissan Motor Co., Ltd.Inventors: Hitoshi Ishii, Masahiko Yuya, Tsutomu Kikuchi, Yuichi Iriya, Mitsuhiro Akagi, Masahiro Fukuzumi, Katsuaki Uchiyama, Takao Maitani, Masayuki Tomita, Yoshinao Ugomori
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Patent number: 7024851Abstract: An engine control device is configured to perform optimum combustion control according to environmental conditions when warming up of a catalyst for emission purification is required. The engine control device performs stratified combustion by the compression stroke injection at the time of startup, when warming up of the catalyst is required. However, under conditions of low air density, stratified combustion by compression stroke injection is prevented, and either homogenous combustion by intake stroke injection is performed, or double injection combustion by intake stroke injection and compression stroke injection is performed. Thus, the engine control device maintains starting properties and prevents adverse effects on engine operability.Type: GrantFiled: October 8, 2004Date of Patent: April 11, 2006Assignee: Nissan Motor Co., Ltd.Inventors: Mitsuhiro Akagi, Tsutomu Kikuchi, Yuichi Iriya, Hitoshi Ishii, Masahiro Fukuzumi, Katsuaki Uchiyama, Masahiko Yuya, Takao Maitani, Masayuki Tomita
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Publication number: 20060065235Abstract: In control method and apparatus for a direct injection spark ignited internal combustion engine, the internal combustion engine comprising a fuel injection valve configured to perform an injection of fuel through an engine cylinder and a spark plug, a super retard combustion comprising: an ignition through the spark plug at a timing after a compression top dead center; and at least once fuel injection in which the injection of fuel is started at a timing after the compression top dead center and before the ignition, during a cold start of the engine, is executed, and an execution of the super retard combustion is inhibited for a predetermined interval of time immediately after the cold start of the engine.Type: ApplicationFiled: September 29, 2005Publication date: March 30, 2006Inventors: Masayuki Tomita, Takao Maitani, Akira Nakajima, Tomoyuki Takeda, Hideaki Takahashi
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Patent number: 6990948Abstract: An engine system is capable of switching between a first fuel injection mode, in which fuel is injected from a fuel injection valve 23 directly into a combustion chamber 6 in the compression stroke, and a second fuel injection mode, in which fuel is injected from the fuel injection valve 23 directly into the combustion chamber 6 in the intake stroke. A controller 30 determines the characteristic of the fuel that is supplied to the fuel injection valve 23, selects either the first fuel injection mode or the second fuel injection mode according to the fuel characteristic, and starts an engine 1 in the selected fuel injection mode.Type: GrantFiled: July 7, 2004Date of Patent: January 31, 2006Assignee: Nissan Motor Co., Ltd.Inventors: Masahiro Fukuzumi, Tsutomu Kikuchi, Yuichi Iriya, Hitoshi Ishii, Mitsuhiro Akagi, Katsuaki Uchiyama, Masahiko Yuya, Takao Maitani, Masayuki Tomita
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Publication number: 20060016425Abstract: A combustion control apparatus configured to operate a direct-injection spark-ignition internal combustion engine in a top dead center injection operating mode. In the top dead center injection operating mode, a fuel injection start timing is set to be before compression top dead center, a fuel injection end timing is set to be after compression top dead center, and an ignition timing is set to be after compression top dead center. The combustion control apparatus is configured to promote incylinder fuel spray penetration.Type: ApplicationFiled: July 26, 2005Publication date: January 26, 2006Inventors: Toshiya Kono, Hitoshi Ishii, Mitsuhiro Akagi, Katsuaki Uchiyama, Masayuki Tomita, Akira Nakajima, Taro Sakai, Masatoshi Hidaka
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Patent number: 6931577Abstract: It is an object to provide an apparatus in which measurement of a bit error rate of a transmission network that is used for digital broadcasting is capable of being executed during the time that actual broadcasting of the digital broadcasting is performed, namely the measurement is executed during the time that the transmission network is used. A bit error measurement apparatus is provided with a NULL packet extraction circuit 42 for extracting a NULL packet whose whole data of a payload should be 0 from packets transmitted through transmission net work 30, a data comparison section 44 for comparing the data of the payload of the NULL packet to comparison data 0 that should be a value of the data of the payload of the NULL packet, and an error counter 46 for counting error while judging the data as error when result of comparison is disagreement.Type: GrantFiled: July 10, 2001Date of Patent: August 16, 2005Assignee: Advantest CorporationInventor: Masayuki Tomita
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Publication number: 20050161018Abstract: A control apparatus is configured to enhance turbulence in the cylinder produced by the fuel spray, and to improve combustion stability (promote flame propagation) in an ATDC designed to reduce HC and/or achieve early activation of the catalyst. Ignition timing is set to compression top dead center (TDC) or later when needed such as when the catalyst requires warming. In one fuel injection timing, the fuel is injected in two fuel injections with a first fuel injection occurring during the compression stroke, and the second fuel injection being carried out at 45° BTDC or later.Type: ApplicationFiled: January 21, 2005Publication date: July 28, 2005Applicant: Nissan Motor Co., Ltd.Inventor: Masayuki Tomita
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Publication number: 20050161020Abstract: A control apparatus is configured to enhance turbulence in the cylinder produced by the fuel spray, and to improve combustion stability (promote flame propagation) in an ATDC designed to reduce HC and/or achieve early activation of the catalyst. Ignition timing is set to compression top dead center or later when for example the catalyst requires warming. In one fuel injection timing, a single fuel injection is injected prior to ignition timing at compression stroke top dead center or later. Alternatively, the fuel is injected in two fuel injections with a first fuel injection occurring during either the intake stroke or the compression stroke and the second fuel injection occurring at compression stroke top dead center or later.Type: ApplicationFiled: January 21, 2005Publication date: July 28, 2005Applicant: Nissan Motor Co., Ltd.Inventor: Masayuki Tomita
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Publication number: 20050161021Abstract: A control apparatus is configured to achieve considerably delayed ignition timing and combustion stability, and to bring about an increase in exhaust gas temperature and a reduction in HC discharge when the engine is cold. Normal stratified combustion operation and homogeneous combustion operation are carried out when warming has been completed and the coolant temperature of the internal combustion engine has exceeded 80° C. In an injection operation at the top dead center, the injection start timing ITS occurs prior to compression top dead center (TDC) and the injection end timing ITE occurs after compression top dead center (TDC), whereby fuel injection is carried out so as to straddle the compression top dead center. The ignition timing ADV occurs after compression top dead center (TDC) and ignition occurs with a timing that is delayed from the injection start timing ITS.Type: ApplicationFiled: January 21, 2005Publication date: July 28, 2005Applicant: Nissan Motor Co., Ltd.Inventors: Hitoshi Ishii, Masayuki Tomita, Toshiya Kono
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Patent number: 6904890Abstract: During start-up of an in-cylinder fuel injection spark ignition engine (1), an engine controller (21) calculates a start-up fuel injection pulse width TIST on the basis of a cooling water temperature Tw, an engine rotation speed Ne, and a fuel supply pressure Pf to a fuel injector (8) (S1). When the fuel supply pressure Pf exceeds a required fuel pressure, the engine controller (21) executes stratified combustion by means of compression stroke fuel injection. By setting the required fuel pressure precisely in accordance with a start-up condition defined by the start-up fuel injection pulse width TIST and the engine rotation speed Ne, the opportunities for stratified combustion during start-up increase, and the amount of hydrocarbon discharge decreases.Type: GrantFiled: July 7, 2004Date of Patent: June 14, 2005Assignee: Nissan Motor Co., Ltd.Inventors: Takao Maitani, Masayuki Tomita, Tsutomu Kikuchi, Masahiko Yuya
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Patent number: 6892694Abstract: A start-up control device of a direct injection engine has a fuel injector (76) for injecting fuel into the engine; and a controller. The controller is programmed to determine the presence of a learned value for calculating on the basis thereof a fuel injection amount during start-up of the engine (10) by means of a stratified charge combustion operation; calculate the fuel injection amount on the basis of the learned value when the learned value is present, and control the fuel injector (76) to inject fuel in the compression stroke to start up the engine (10) by means of a stratified charge combustion operation; and control the fuel injector (76) to inject fuel in the intake stroke of the engine to start up the engine by means of a homogeneous combustion operation when the learned value is absent, and obtain and store the learned value during the homogeneous combustion operation of the engine.Type: GrantFiled: July 7, 2004Date of Patent: May 17, 2005Assignee: Nissan Motor Co., Ltd.Inventors: Katsuaki Uchiyama, Tsutomu Kikuchi, Yuichi Iriya, Hitoshi Ishii, Mitsuhiro Akagi, Masahiro Fukuzumi, Masahiko Yuya, Takao Maitani, Masayuki Tomita
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Publication number: 20050086930Abstract: An engine control device is configured to perform optimum combustion control according to environmental conditions when warming up of a catalyst for emission purification is required. The engine control device performs stratified combustion by the compression stroke injection at the time of startup, when warming up of the catalyst is required. However, under conditions of low air density, stratified combustion by compression stroke injection is prevented, and either homogenous combustion by intake stroke injection is performed, or double injection combustion by intake stroke injection and compression stroke injection is performed. Thus, the engine control device maintains starting properties and prevents adverse effects on engine operability.Type: ApplicationFiled: October 8, 2004Publication date: April 28, 2005Applicant: Nissan Motor Co., Ltd.Inventors: Mitsuhiro Akagi, Tsutomu Kikuchi, Yuichi Iriya, Hitoshi Ishii, Masahiro Fukuzumi, Katsuaki Uchiyama, Masahiko Yuya, Takao Maitani, Masayuki Tomita
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Publication number: 20050081511Abstract: An engine control device is configured to cause an engine to operate at the optimum combustion mode according to the load when warming up of an emissions purification catalyst is required, and to obtain reduced HC discharged from the engine and accelerated warm-up of the catalyst. The engine control device performs stratified combustion with a compression stroke injection in a low-load region according to the engine load, and performs double-injection combustion with an intake stroke injection and a compression stroke injection in an intermediate load region, when warming up of the catalyst is required. In a high-load region, the engine control device performs homogenous combustion with an intake stroke injection.Type: ApplicationFiled: October 8, 2004Publication date: April 21, 2005Applicant: Nissan Motor Co., Ltd.Inventors: Masayuki Tomita, Tsutomu Kikuchi, Yuichi Iriya, Hitoshi Ishii, Mitsuhiro Akagi, Katsuaki Uchiyama, Masahiko Yuya, Takao Maitani, Masahiro Fukuzumi
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Publication number: 20050039726Abstract: A four-stroke cycle in-cylinder fuel injection internal combustion engine (1) comprises a fuel injector (8) which injects fuel directly into a combustion chamber (7), performs stratified charge combustion by means of compression stroke fuel injection, and performs homogeneous combustion by means of intake stroke fuel injection. Upon start-up of the engine (1), intake stroke fuel injection is performed at the first combustion opportunity, and compression stroke fuel injection is switched to from the second combustion opportunity onward. In so doing, switching of the combustion system is performed early and independently of the engine rotation speed.Type: ApplicationFiled: July 29, 2004Publication date: February 24, 2005Inventors: Hitoshi Ishii, Masahiko Yuya, Tsutomu Kikuchi, Yuichi Iriya, Mitsuhiro Akagi, Masahiro Fukuzumi, Katsuaki Uchiyama, Takao Maitani, Masayuki Tomita, Yohinao Ugomori
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Publication number: 20050005899Abstract: A start-up control device of a direct injection engine has a fuel injector (76) for injecting fuel into the engine; and a controller. The controller is programmed to determine the presence of a learned value for calculating on the basis thereof a fuel injection amount during start-up of the engine (10) by means of a stratified charge combustion operation; calculate the fuel injection amount on the basis of the learned value when the learned value is present, and control the fuel injector (76) to inject fuel in the compression stroke to start up the engine (10) by means of a stratified charge combustion operation; and control the fuel injector (76) to inject fuel in the intake stroke of the engine to start up the engine by means of a homogeneous combustion operation when the learned value is absent, and obtain and store the learned value during the homogeneous combustion operation of the engine.Type: ApplicationFiled: July 7, 2004Publication date: January 13, 2005Inventors: Katsuaki Uchiyama, Tsutomu Kikuchi, Yuichi Iriya, Hitoshi Ishii, Mitsuhiro Akagi, Masahiro Fukuzumi, Masahiko Yuya, Takao Maitani, Masayuki Tomita
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Publication number: 20050005903Abstract: During start-up of an in-cylinder fuel injection spark ignition engine (1), an engine controller (21) calculates a start-up fuel injection pulse width TIST on the basis of a cooling water temperature Tw, an engine rotation speed Ne, and a fuel supply pressure Pf to a fuel injector (8) (S1). When the fuel supply pressure Pf exceeds a required fuel pressure, the engine controller (21) executes stratified combustion by means of compression stroke fuel injection. By setting the required fuel pressure precisely in accordance with a start-up condition defined by the start-up fuel injection pulse width TIST and the engine rotation speed Ne, the opportunities for stratified combustion during start-up increase, and the amount of hydrocarbon discharge decreases.Type: ApplicationFiled: July 7, 2004Publication date: January 13, 2005Inventors: Takao Maitani, Masayuki Tomita, Tsutomu Kikuchi, Masahiko Yuya
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Publication number: 20050005904Abstract: An engine system is capable of switching between a first fuel injection mode, in which fuel is injected from a fuel injection valve 23 directly into a combustion chamber 6 in the compression stroke, and a second fuel injection mode, in which fuel is injected from the fuel injection valve 23 directly into the combustion chamber 6 in the intake stroke. A controller 30 determines the characteristic of the fuel that is supplied to the fuel injection valve 23, selects either the first fuel injection mode or the second fuel injection mode according to the fuel characteristic, and starts an engine 1 in the selected fuel injection mode.Type: ApplicationFiled: July 7, 2004Publication date: January 13, 2005Inventors: Masahiro Fukuzumi, Tsutomu Kikuchi, Yuichi Iriya, Hitoshi Ishii, Mitsuhiro Akagi, Katsuaki Uchiyama, Masahiko Yuya, Takao Maitani, Masayuki Tomita
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Patent number: 6510834Abstract: The control system of a spark-ignited direct fuel injection internal combustion engine has a control unit for operating the internal combustion engine selectively between a homogeneous combustion mode for starting the engine or after a warm-up thereof and a stratified combustion mode for promoting an activation of a catalytic converter, in response to a request according to an engine operating condition. The control unit further adjusts a parameter that affects engine torque of the internal combustion engine so as to reduce the undesired sudden change of the engine torque when the combustion mode is converted.Type: GrantFiled: August 29, 2000Date of Patent: January 28, 2003Assignee: Nissan Motor Co., Ltd.Inventors: Masayuki Tomita, Kimiyoshi Nishizawa, Iwao Yoshida
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Patent number: 6408816Abstract: A control apparatus and method for a direct-injection spark-ignition internal combustion engine in which a stratified combustion is performed to raise an exhaust temperature under a condition prior to a completion of an engine warm-up. The stratified combustion is provided with a lean air-fuel mixture formed over a whole combustion chamber through a fuel injection at a suction stroke and a rich air-fuel mixture formed in an inner space surrounding a spark plug at the combustion chamber through a fuel injection at a compression stroke and a fuel injection quantity of the fuel injection at the suction stroke. A fuel injection quantity of the fuel injection at the compression stroke is corrected by use of a feedback correction coefficient so that an average air-fuel ratio over the whole combustion chamber is controlled to be a predetermined target air-fuel ratio.Type: GrantFiled: September 8, 2000Date of Patent: June 25, 2002Assignee: Nissan Motor Co., Ltd.Inventors: Masayuki Tomita, Kimiyoshi Nishizawa
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Publication number: 20020023243Abstract: It is an object to provide an apparatus in which measurement of a bit error rate of a transmission network that is used for digital broadcasting is capable of being executed during the time that actual broadcasting of the digital broadcasting is performed, namely the measurement is executed during the time that the transmission network is used.Type: ApplicationFiled: July 10, 2001Publication date: February 21, 2002Inventor: Masayuki Tomita