Patents by Inventor Shigeyuki Urano

Shigeyuki Urano 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: 8967121
    Abstract: In a control of an internal combustion engine control apparatus, the control apparatus includes: a fuel tank that stores a fuel; a vaporized fuel tank that is connected to an intermediate portion of an intake passageway of an internal combustion engine and that stores a vaporized fuel that is formed by vaporization of the fuel; an in-tank fuel supply device that supplies the fuel from the fuel tank into the vaporized fuel tank; and a normally-closed vaporized fuel supply valve that opens and closes a connecting portion between the vaporized fuel tank and the intake passageway. The control apparatus estimates air/fuel ratio in the vaporized fuel tank, and produces the vaporized fuel in the vaporized fuel tank by driving the in-tank fuel supply device, with the vaporized fuel supply valve closed, until the estimated air/fuel ratio becomes substantially zero, during operation of the engine.
    Type: Grant
    Filed: June 14, 2011
    Date of Patent: March 3, 2015
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Akira Sato, Yasuyuki Irisawa, Sinichi Mitani, Takashi Tsunooka, Shigeyuki Urano, Satoshi Yoshizaki
  • Patent number: 8935079
    Abstract: An engine includes a normal fuel tank, fuel gas tank, an in-tank injection valve and a fuel gas supply valve. During operation of the engine, in a state where the fuel gas supply valve is closed, a fuel is injected into the fuel gas tank through the in-tank injection valve to generate a fuel gas by vaporizing the fuel. The fuel gas is stored in the fuel gas tank and is maintained in the gas phase due to the natural decompression even after the engine is stopped. To start the engine, the fuel gas supply valve is opened to supply the fuel gas in the fuel gas tank to a surge tank. Thus, compared with the case where the fuel gas is generated at the start of the engine, the fuel gas can be quickly supplied into the cylinder, so that the ability to start the engine is improved.
    Type: Grant
    Filed: March 19, 2010
    Date of Patent: January 13, 2015
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Takashi Tsunooka, Yasuyuki Irisawa, Shinichi Mitani, Satoshi Yoshizaki, Akira Satou, Shigeyuki Urano
  • Publication number: 20140260574
    Abstract: An intra-cylinder pressure sensor fault diagnostic device that ensures an opportunity for fault diagnosis in a wide operation region, and can accurately detect an intra-cylinder pressure with a high S/N ratio. The fault diagnostic device for an intra-cylinder pressure sensor, which outputs a value corresponding to an intra-cylinder pressure of an internal combustion engine delays ignition timing so that firing timing comes after a compression top dead center to generate peaks of the intra-cylinder pressure before firing and after firing respectively. When the ignition timing is delayed, at least one of an output value of the intra-cylinder pressure sensor in the peak of the intra-cylinder pressure before firing (hereinafter, called a pre-firing output peak value) and a crank angle thereof is detected.
    Type: Application
    Filed: November 11, 2011
    Publication date: September 18, 2014
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Keisuke Sasaki, Shigeyuki Urano
  • Patent number: 8651088
    Abstract: In an internal combustion engine having an in-cylinder pressure sensor provided on each cylinder, an in-cylinder pressure detection value is corrected into an absolute pressure using an absolute pressure correction value Pr by calculating the absolute pressure correction value Pr (=(P2V2??P1V1?)/(V1??V2?)) from in-cylinder pressure detection values P1 and P2, in-cylinder volumes V1 and V2, and a specific heat ratio K at predetermined crank angles ?1 and ?2 during the adiabatic compression stroke from IVC to the ignition timing. When the adiabatic compression stroke (ignition timing?IVC) is shorter than a predetermined crank angle period CAth, the ignition timing is delayed. When the adiabatic compression stroke is longer than or equal to CAth, IVC is advanced. Preferably, a torque variation is suppressed by controlling the ignition timing of each cylinder before IVC is advanced.
    Type: Grant
    Filed: November 12, 2010
    Date of Patent: February 18, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Shigeyuki Urano
  • Publication number: 20130319361
    Abstract: An object of the present invention is to be able to execute motor assist only when it is necessary at a time of starting an engine, and drive a motor efficiently. An engine 10 includes a starter motor 34 for aiding in starting, and performs motor assist by the starter motor 34 in accordance with necessity when the engine is to start independently by combustion. An ECU 50 predicts a torque T1 that is generated in an initial explosion cylinder at a time of starting before actual combustion, and performs independent starting without driving the motor 34, when the prediction torque T1 is a starting request torque Ts1 or more. When the prediction torque T1 is less than the starting request torque Ts1, the ECU 50 drives the motor 34 and performs starting by motor assist. Thereby, power consumption of a battery and the like can be suppressed by decreasing wasteful drive of the motor, and the starter motor 34 can be efficiently driven while startability is secured.
    Type: Application
    Filed: February 18, 2011
    Publication date: December 5, 2013
    Inventors: Akio Furuishi, Shigeyuki Urano, Yuusuke Suzuki
  • Patent number: 8578909
    Abstract: A control device for an internal combustion engine. An object of the present invention is to provide a control device for an international combustion engine for highly accurate absolute pressure correction irrespective of the length of an adiabatic compression stroke period. When the number of cylinders in an engine is n (n is an integer of 2 or more), an adiabatic compression stroke period of one cylinder preceding another cylinder to be corrected into its absolute pressure by a 1/n cycle (ignition timing —IVC) is compared with a threshold CATH (step 100). In the step 100, the absolute pressure correction is carried out based on PV?=constant when the adiabatic compression stroke period is longer than the threshold CATH (step 110). On the other hand, the absolute pressure correction is carried out based on a value PIP detected by an intake pipe pressure sensor when the adiabatic compression stroke period is shorter than the threshold CATH.
    Type: Grant
    Filed: November 12, 2010
    Date of Patent: November 12, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Shigeyuki Urano, Yoshihiro Sakayanagi
  • Publication number: 20130226434
    Abstract: A control device for an internal combustion engine. An object of the present invention is to provide a control device for an international combustion engine for highly accurate absolute pressure correction irrespective of the length of an adiabatic compression stroke period. When the number of cylinders in an engine is n (n is an integer of 2 or more), an adiabatic compression stroke period of one cylinder preceding another cylinder to be corrected into its absolute pressure by a 1/n cycle (ignition timing—IVC) is compared with a threshold CATH (step 100). In the step 100, the absolute pressure correction is carried out based on PV?=constant when the adiabatic compression stroke period is longer than the threshold CATH (step 110). On the other hand, the absolute pressure correction is carried out based on a value PIP detected by an intake pipe pressure sensor when the adiabatic compression stroke period is shorter than the threshold CATH.
    Type: Application
    Filed: November 12, 2010
    Publication date: August 29, 2013
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shigeyuki Urano, Yoshihiro Sakayanagi
  • Publication number: 20130213354
    Abstract: In an internal combustion engine having an in-cylinder pressure sensor provided on each cylinder, an in-cylinder pressure detection value is corrected into an absolute pressure using an absolute pressure correction value Pr by calculating the absolute pressure correction value Pr (=(P2V2??P1V1?)/(V1??V2?)) from in-cylinder pressure detection values P1 and P2, in-cylinder volumes V1 and V2, and a specific heat ratio K at predetermined crank angles ?1 and ?2 during the adiabatic compression stroke from IVC to the ignition timing. When the adiabatic compression stroke (ignition timing?IVC) is shorter than a predetermined crank angle period CAth, the ignition timing is delayed. When the adiabatic compression stroke is longer than or equal to CAth, IVC is advanced. Preferably, a torque variation is suppressed by controlling the ignition timing of each cylinder before IVC is advanced.
    Type: Application
    Filed: November 12, 2010
    Publication date: August 22, 2013
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Shigeyuki Urano
  • Patent number: 8434452
    Abstract: A control device for an internal combustion engine according to the present embodiment, includes: cooling units 40L and 40R arranged on a path where a coolant is circulated, and cooling an exhaust gas of the internal combustion engine with the coolant flowing through the cooling units 40L and 40R; and ECUs 7L and 7R estimating a heat quantity of the exhaust gas, and deciding whether or not to prohibit an idle reduction control in response to the estimated heat quantity of the exhaust gas.
    Type: Grant
    Filed: April 16, 2009
    Date of Patent: May 7, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Shinichi Mitani, Shigemasa Hirooka, Takashi Tsunooka, Akira Satou, Shigeyuki Urano
  • Patent number: 8393313
    Abstract: A control apparatus and control method is provided for an internal combustion engine that includes a vaporized fuel tank in which vaporized fuel is stored, and a normally-closed vaporized fuel supply valve that opens and closes a connecting portion between the vaporized fuel tank and a surge tank. This apparatus and method produce vaporized fuel by injecting fuel into the tank while the vaporized fuel supply valve is closed while the engine is operating, then open the vaporized fuel supply valve at engine startup and supply the vaporized fuel stored in the tank to the surge tank. If there is no vaporized fuel remaining in the vaporized fuel tank when the engine stops, vacuum is generated in the vaporized fuel tank by temporarily opening the vaporized fuel supply valve before the engine stops. Vaporized fuel is then produced by injecting fuel into the vaporized fuel tank in this vacuum state.
    Type: Grant
    Filed: June 16, 2011
    Date of Patent: March 12, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Akira Sato, Yasuyuki Irisawa, Shinichi Mitani, Takashi Tsunooka, Shigeyuki Urano, Satoshi Yoshizaki
  • Publication number: 20130013173
    Abstract: An engine includes a normal fuel tank, fuel gas tank, an in-tank injection valve and a fuel gas supply valve. During operation of the engine, in a state where the fuel gas supply valve is closed, a fuel is injected into the fuel gas tank through the in-tank injection valve to generate a fuel gas by vaporizing the fuel. The fuel gas is stored in the fuel gas tank and is maintained in the gas phase due to the natural decompression even after the engine is stopped. To start the engine, the fuel gas supply valve is opened to supply the fuel gas in the fuel gas tank to a surge tank. Thus, compared with the case where the fuel gas is generated at the start of the engine, the fuel gas can be quickly supplied into the cylinder, so that the ability to start the engine is improved.
    Type: Application
    Filed: March 19, 2010
    Publication date: January 10, 2013
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Takashi Tsunooka, Yasuyuki Irisawa, Shinichi Mitani, Satoshi Yoshizaki, Akira Satou, Shigeyuki Urano
  • Publication number: 20120059566
    Abstract: In a control device for an internal combustion engine according to the present embodiment, the control device includes: cooling units arranged on a path where a coolant is circulated, and cooling an exhaust gas of an engine with the coolant flowing through the cooling units; an atmospheric pressure sensor detecting an atmosphere pressure; and ECUs deciding whether or not to perform an exhaust gas temperature control for suppressing a temperature of the exhaust gas based on whether or not a heat quantity is more than a decision value, and correcting the decision value to be lower as the atmosphere pressure is lower.
    Type: Application
    Filed: April 16, 2009
    Publication date: March 8, 2012
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Takashi Tsunooka, Shigemasa Hirooka, Shinichi Mitani, Akira Satou, Shigeyuki Urano
  • Publication number: 20120035829
    Abstract: A control device for an internal combustion engine according to an embodiment includes: cooling units arranged on a path where a coolant is circulated, and cooling an exhaust gas of the internal combustion engine with the coolant flowing through the cooling units; a pump circulating the coolant; and ECUs estimating a heat quantity of the exhaust gas and deciding whether or not to operate the pump after an ignition switch is detected to be OFF in response to the estimated heat quantity of the exhaust gas.
    Type: Application
    Filed: April 16, 2009
    Publication date: February 9, 2012
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shinichi Mitani, Shigemasa Hirooka, Takashi Tsunooka, Akira Satou, Shigeyuki Urano
  • Publication number: 20120035830
    Abstract: A control device for an internal combustion engine according to the present embodiment, includes: cooling units 40L and 40R arranged on a path where a coolant is circulated, and cooling an exhaust gas of the internal combustion engine with the coolant flowing through the cooling units 40L and 40R; and ECUs 7L and 7R estimating a heat quantity of the exhaust gas, and deciding whether or not to prohibit an idle reduction control in response to the estimated heat quantity of the exhaust gas.
    Type: Application
    Filed: April 16, 2009
    Publication date: February 9, 2012
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shinichi Mitani, Shigemasa Hirooka, Takashi Tsunooka, Akira Satou, Shigeyuki Urano
  • Publication number: 20110308501
    Abstract: In a control of an internal combustion engine control apparatus, the control apparatus includes: a fuel tank that stores a fuel; a vaporized fuel tank that is connected to an intermediate portion of an intake passageway of an internal combustion engine and that stores a vaporized fuel that is formed by vaporization of the fuel; an in-tank fuel supply device that supplies the fuel from the fuel tank into the vaporized fuel tank; and a normally-closed vaporized fuel supply valve that opens and closes a connecting portion between the vaporized fuel tank and the intake passageway. The control apparatus estimates air/fuel ratio in the vaporized fuel tank, and produces the vaporized fuel in the vaporized fuel tank by driving the in-tank fuel supply device, with the vaporized fuel supply valve closed, until the estimated air/fuel ratio becomes substantially zero, during operation of the engine.
    Type: Application
    Filed: June 14, 2011
    Publication date: December 22, 2011
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Akira Sato, Yasuyuki Irisawa, Sinichi Mitani, Takashi Tsunooka, Shigeyuki Urano, Satoshi Yoshizaki
  • Publication number: 20110308500
    Abstract: A control apparatus and control method is provided for an internal combustion engine that includes a vaporized fuel tank in which vaporized fuel is stored, and a normally-closed vaporized fuel supply valve that opens and closes a connecting portion between the vaporized fuel tank and a surge tank. This apparatus and method produce vaporized fuel by injecting fuel into the tank while the vaporized fuel supply valve is closed while the engine is operating, then open the vaporized fuel supply valve at engine startup and supply the vaporized fuel stored in the tank to the surge tank. If there is no vaporized fuel remaining in the vaporized fuel tank when the engine stops, vacuum is generated in the vaporized fuel tank by temporarily opening the vaporized fuel supply valve before the engine stops. Vaporized fuel is then produced by injecting fuel into the vaporized fuel tank in this vacuum state.
    Type: Application
    Filed: June 16, 2011
    Publication date: December 22, 2011
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Akira Sato, Yasuyuki Irisawa, Shinichi Mitani, Takashi Tsunooka, Shigeyuki Urano, Satoshi Yoshizaki
  • Publication number: 20110247593
    Abstract: A control apparatus for an internal combustion engine includes a fuel tank; a vaporized fuel tank that is connected to an intake passage; an in-tank fuel supplying portion that supplies fuel in the fuel tank to the vaporized fuel tank; a vaporized fuel supply valve that opens and closes a connecting portion between the vaporized fuel tank and the intake passage; an air introduction valve provided in the vaporized fuel tank; a throttle valve; a vaporized fuel producing portion that produces vaporized fuel in the vaporized fuel tank; a vaporized fuel supplying portion that supplies vaporized fuel stored in the vaporized fuel tank; and a supply amount controlling portion that controls a supply amount of vaporized fuel according to an opening amount of the throttle valve by driving the throttle valve when supplying vaporized fuel.
    Type: Application
    Filed: April 8, 2011
    Publication date: October 13, 2011
    Applicant: Toyota Jidosha Kabushiki Kaisha
    Inventors: Satoshi Yoshizaki, Yasuyuki Irisawa, Shinichi Mitani, Takashi Tsunooka, Akira Satou, Shigeyuki Urano