Nissan Motor Company Limited

Hiroshi Miyakubo

Koudai Yoshizawa

Atushi Teraji

Koji Hiraya

Takao Kubozuka

Tsuyoshi Taniyama

Kosuke Hagiyama

Tomonori Urushihara

Takaaki Abe

Kenji Hosaka

Kazuya Hasegawa

Satoru Ichikawa

Kenji Ohara

Nobuhisa Jingu

Akihiko Kakuho

Hirofumi Yasuda

Akihiro Iiyama

Atsushi Teraji

Masahiko Kondo

Yasuyuki Itou

Sohei Suga

Ken Naitoh

Kazuyuki Sakamoto

Kouji Ishihara

Tomoya Kubota

Azusa Matsuo

Yasuo Ohta

Eiji Aochi

Akihiro Ilyama

Hisafumi Usuki

Yoichi Uraki

A negative electrode for a secondary battery according to the present invention has a collector and a negative electrode active material layer formed on a surface of the collector and containing negative electrode active material particles. In the negative electrode active material layer, an insulating material is arranged between the negative electrode active material particles so as not to develop conductivity by a percolation path throughout the negative electrode active material layer. It is possible in this configuration to effectively prevent the occurrence of a short-circuit current due to an internal short circuit and the generation of heat due to such short-circuit current flow in the secondary battery while securing the battery performance of the secondary battery.

Negative electrode for secondary battery, and process for production thereof

The present invention provides a non-aqueous electrolyte composition with excellent high-temperature stability and a non-aqueous electrolyte secondary battery using the same. The non-aqueous electrolyte composition includes a supporting electrolyte, an organic solvent, and at least one kind of chemical compound (a) selected from the group consisting of a chemical compound (a1) indicated by the following general formula (1) and a chemical compound (a2) indicated by the following general formula (2). 

Non-aqueous electrolyte composition and non-aqueous electrolyte secondary battery

A compressor which adjusts the pressure of an oxygen-containing gas supplied to a fuel cell system, a throttle valve which controls the flowpath surface area of part of the oxygen-containing gas, and shutoff valves which divide the oxygen-containing gas downstream of the compressor between a fuel cell and reformer, are provided. When fuel vapor absorbed by the canister is purged, the opening of the throttle valve is reduced, and the canister is made to communicate with the upstream side of the compressor. Due to the negative pressure upstream of the compressor, fuel vapor absorbed by the canister is divided between the reformer or a burner, and processed.

Fuel cell system

The present invention concerns a method and a system for operating an internal combustion engine capable of performing auto-ignition combustion as well as spark-ignition combustion. In auto-ignition combustion mode, inlet and outlet control devices are adjusted to retain a portion of exhaust gas for subjecting the retained exhaust gas to compression. In one preferred embodiment, a parameter indicative of engine-surrounding environment is monitored. Closing timing of the outlet control device is adjusted in response to the monitored parameter, thereby to vary an exhaust gas retaining duration when there is a change in the monitored parameter.

Intelligent control to stabilize auto-ignition combustion without rapid pressure increase

An internal combustion engine has a fuel injection system capable of performing a multiple injection wherein a main injection event and a trigger injection event take place in this order in one cycle. With main injection, fuel is widely dispersed within a combustion chamber to create a main mixture for main combustion. With trigger injection, fuel is dispersed locally within the combustion chamber to create an ignitable mixture for auto-ignition. Auto-ignition of the ignitable mixture creates condition under which auto-ignition of the main mixture takes place. Fuel quantity and timing for each of main and trigger injections are varied corresponding to engine speed and load request to cause the main mixture to burn at a target crank angle after TDC of compression stroke.

Enhanced multiple injection for auto-ignition in internal combustion engines

A self-ignition combustion engine has a control unit that controls the temperature of the intake air such that the operating load range of compression self-ignition combustion is expanded. In operating regions where cooling the intake air results in an intake air temperature that is too low and an inability to conduct self-ignition operation, the temperature of the intake air is raised by directing intake air that has been supercharged by a supercharger to a bypass passage so that it does not pass through an inter-cooler.

Internal combustion engine

A system and method controls auto-ignition of gasoline fuel within a cylinder of an internal combustion engine by varying an exhaust gas retaining duration. A generator provides a parameter indicative of combustion event within the cylinder. An engine controller adjusts an inlet control device and an outlet control device to retain exhaust gas for subjecting the retained exhaust gas to compression. In order to vary duration of the exhaust gas retaining phase, closing timing of the outlet control device is varied based on the parameter.

Auto-ignition of gasoline engine by varying exhaust gas retaining duration

An internal combustion engine is operated on auto-ignition combustion of fuel with low cetane number like gasoline. The engine has at least one cylinder and a reciprocating piston in the cylinder to define a combustion chamber. Combustion event in the cylinder is expressed in terms of two variables. They are main combustion timing (&thgr; ) and a main combustion period (&thgr; - ). The main combustion timing (&thgr; ) represents a crank position when mass burnt rate is 50 percent. The main combustion period (&thgr; - ) represents a period from a crank position when mass burnt is 20 percent to a crank position when mass burnt is 50 percent. Controlled parameters governing main combustion are varied to adjust the main combustion timing on an advance side of a retard limit (&thgr; max) and to adjust the main combustion period within a range between an upper limit (&thgr; - max) and a lower limit (&thgr; - min).

Auto-ignition combustion management in internal combustion engine

A compression self-ignition gasoline engine includes a stratifying device stratifying gas in a combustion chamber of the engine, a fuel injector directly injecting fuel in the combustion chamber and a controller connected to the stratifying device and the fuel injector. The controller controlling the stratifying device to produce a high temperature gas layer of a high temperature gas and a low temperature gas layer of a low temperature gas in the combustion chamber. The controller further controls the fuel injector to inject the fuel to both the high temperature gas layer and the low temperature gas layer.

Compression self-ignition gasoline engine

A gasoline engine has an actuating system including an in-cylinder fuel injection system and an ignition system, capable of changing over combustion between spark ignition combustion and compression autoignition combustion, and a controlling system for controlling the combustion changeover. In a transition from one combustion to the other, the actuating system is controlled to perform transient combustion such as stratified charge combustion with fuel injection on the compression stroke, or combustion with fuel injection during a valve shutoff period during which intake and exhaust valves are both closed.

Compression autoignition gasoline engine

In a fuel supply device which supplies fuel in a main tank (,) to a vehicle engine (,), a fractional distiller (,) fractionates the fuel in the main tank (,) into a high octane fuel component and a low octane fuel component, and stores these fuel components in subtanks (,). The high octane fuel component is supplied by a high pressure intermittent pump (,), and the low octane fuel component is supplied by a variable pressure pump (,), to a fuel injector (,) of the engine (,). A controller (,) identifies a running region by the rotation speed and load of the engine (,), determines the proportion of fuel components supplied to the engine (,) according to the identified running region and controls a discharge pressure of the variable pressure pump (,) so that the determined proportion is achieved. When the storage amount of one of the subtanks (,) falls below a minimum value, the proportion of fuel components supplied to the engine (,) from the other subtank (,) is increased.

Fuel supply apparatus of internal combustion engine

A direct-injection spark-ignition engine having engine cylinders bored in a cylinder block, and a cylinder head mounted on the cylinder block, comprises at least one intake port provided for each of the engine cylinders. The ratio V/A of a stroke volume V (cm.sup.3) per cylinder to a cross-sectional area A (cm.sup.2) is set within a predetermined range defined by 45.ltoreq.V/A.ltoreq.55, where the cross-sectional area A is a minimum cross-sectional area obtained when the at least one intake port is cut by a plane extending in a direction substantially normal to a stream line of intake air flowing through the intake port.

Direct-injection spark-ignition engine

A cylinder direct injection spark-ignition engine in which fuel is directly injected from a fuel injector into each cylinder. The engine has an intake system having two intake ports for each cylinder. A swirl control valve is movably disposed in a passage connected to one of the intake ports. The swirl control valve functions to regulate the intensity (a swirl ratio) of swirl to be generated in the cylinder. Sensors are provided to detect an engine operating condition representative of a stratified charge combustion region. Additionally, a controller is provided to control the swirl control valve so as to change the swirl ratio in accordance an engine speed of the engine, when the current engine operating condition is detected to correspond to the stratified charge combustion region.

Cylinder direct injection spark-ignition engine

An oil pan for an internal combustion engine includes an outer shell made of metal plate an includes on at least a bottom surface of the outer shell and inner pan separate from the outer shell. The bottom of the oil pan includes a deep portion and a shallow portion and a baffle plate is disposed over the inner pan. The inner pan settles on the inner surface of the outer shell amidst the oil contained in the oil pan, thereby forming a layer of oil between the outer shell and the inner pan. Thus, oil flow is not impeded and vibration of the oil pan is significantly reduced. In addition, wall portions of the inner pan are made to be deformable so as not to cause strong impact to other portions of the oil pan structure or to engine components.

Construction of oil pan for internal combusion engine

A front cover has at a front surface central portion thereof an integral mounting seat for installation of a mounting bracket and at a rear surface central portion thereof an integral boss adapted to extend between the mounting seat and a front end of a cylinder head and cylinder block assembly. The boss is fastened together with the mounting bracket to the front end of the cylinder head and cylinder block assembly. A resilient sealing member is interposed between the peripheral end of the front cover and the front end of the cylinder head and cylinder block assembly such that the front cover is supported rigidly at the boss together with the mounting bracket and resiliently at the peripheral end upon the front end of the cylinder head and cylinder block assembly.

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Kanagawa, Japan

Hiroshi Miyakubo