Patents by Inventor Takao Maitani
Takao Maitani 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: 7958720Abstract: A combustion control apparatus is configured for a direct-injection spark-ignition internal combustion engine. The combustion control apparatus selects an extremely retarded combustion mode while the internal combustion engine is in a predetermined operating state. In the extremely retarded combustion mode, the combustion control apparatus sets ignition timing to be after compression top dead center, and sets fuel injection timing to be before the ignition timing and after compression top dead center. The combustion control apparatus inhibits the extremely retarded combustion mode while an exhaust purifier of the internal combustion engine is in a predetermined cold state.Type: GrantFiled: May 31, 2006Date of Patent: June 14, 2011Assignee: Nissan Motor Co., Ltd.Inventors: Shinichi Okamoto, Masayuki Tomita, Taizo Horikomi, Taro Sakai, Akira Nakajima, Hitoshi Ishii, Mitsuhiro Akagi, Takao Maitani, Tomoyuki Takeda, Masatoshi Hidaka, Tomoyuki Shigefuji
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Patent number: 7331333Abstract: A direct fuel injection/spark ignition engine control device is configured to enable compression stroke injection when the fuel pressure is low at startup and immediately after startup, and to reduce the wall flow and amount of HC exhaust. When the catalyst requires warming, fuel is injected in the compression stroke, and the fuel injection timing in the compression stroke is set in accordance with the fuel pressure. When the fuel pressure is low, the fuel injection timing injects fuel in the first half of the compression stroke. The fuel injection timing is delayed as the fuel pressure increases until the optimum fuel injection timing is reached.Type: GrantFiled: January 11, 2005Date of Patent: February 19, 2008Assignee: Nissan Motor Co., Ltd.Inventor: Takao Maitani
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Patent number: 7185631Abstract: There is provided a combustion control system for a direct-injection spark-ignition internal combustion engine, including a fuel injection valve that injects fuel directly into a cylinder of the engine to form an air-fuel mixture in a combustion chamber of the engine cylinder, a spark plug that ignites the air-fuel mixture, and a control unit that performs combustion retard control to set an ignition timing of the spark plug at a point after compression top dead center and set an injection period of the fuel injection valve at a time after compression top dead center and before the ignition timing in such a manner that a time interval from a start point of the injection period to the ignition timing increases with decrease in a temperature in the engine cylinder at a cold start of the engine.Type: GrantFiled: October 11, 2005Date of Patent: March 6, 2007Assignee: Nissan Motor Co., Ltd.Inventors: Tomoyuki Takeda, Masayuki Tomita, Taro Sakai, Akira Nakajima, Takao Maitani
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Publication number: 20070023006Abstract: There is provided a combustion control system for a direct-injection spark-ignition internal combustion engine, including a fuel injection valve that injects fuel directly into a cylinder of the engine to form an air-fuel mixture in a combustion chamber of the engine cylinder, a spark plug that ignites the air-fuel mixture, and a control unit that performs combustion retard control to set an ignition timing of the spark plug at a point after compression top dead center and set an injection period of the fuel injection valve at a time after compression top dead center and before the ignition timing in such a manner that a time interval from a start point of the injection period to the ignition timing increases with decrease in a temperature in the engine cylinder at a cold start of the engine.Type: ApplicationFiled: October 11, 2005Publication date: February 1, 2007Inventors: Tomoyuki Takeda, Masayuki Tomita, Taro Sakai, Akira Nakajima, Takao Maitani
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Patent number: 7159566Abstract: 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: GrantFiled: September 29, 2005Date of Patent: January 9, 2007Assignee: Nissan Motor Co., Ltd.Inventors: Masayuki Tomita, Takao Maitani, Akira Nakajima, Tomoyuki Takeda, Hideaki Takahashi
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Publication number: 20060266020Abstract: A combustion control apparatus is configured for a direct-injection spark-ignition internal combustion engine. The combustion control apparatus selects an extremely retarded combustion mode while the internal combustion engine is in a predetermined operating state. In the extremely retarded combustion mode, the combustion control apparatus sets ignition timing to be after compression top dead center, and sets fuel injection timing to be before the ignition timing and after compression top dead center. The combustion control apparatus inhibits the extremely retarded combustion mode while an exhaust purifier of the internal combustion engine is in a predetermined cold state.Type: ApplicationFiled: May 31, 2006Publication date: November 30, 2006Inventors: Shinichi Okamoto, Masayuki Tomita, Taizo Horikomi, Taro Sakai, Akira Nakajima, Hitoshi Ishii, Mitsuhiro Akagi, Takao Maitani, Tomoyuki Takeda, Masatoshi Hidaka, Tomoyuki Shigefuji
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Patent number: 7117666Abstract: 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: GrantFiled: October 8, 2004Date of Patent: October 10, 2006Assignee: 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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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: 20050155568Abstract: A direct fuel injection/spark ignition engine control device is configured to enable compression stroke injection when the fuel pressure is low at startup and immediately after startup, and to reduce the wall flow and amount of HC exhaust. When the catalyst requires warming, fuel is injected in the compression stroke, and the fuel injection timing in the compression stroke is set in accordance with the fuel pressure. When the fuel pressure is low, the fuel injection timing injects fuel in the first half of the compression stroke. The fuel injection timing is delayed as the fuel pressure increases until the optimum fuel injection timing is reached.Type: ApplicationFiled: January 11, 2005Publication date: July 21, 2005Applicant: Nissan Motor Co., Ltd.Inventor: Takao Maitani
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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: 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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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