Patents by Inventor Kan Yagi
Kan Yagi 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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Publication number: 20180073609Abstract: Forward nine speed stages are achieved by four planetary gear units and six frictional elements and established by combination of synchronously fastening three of the six frictional elements. To an automatic transmission having the above-mentioned units and elements, there are added a first connecting member (M1) that connects a first ring gear (R1) of the first planetary gear unit (PG1) to a second carrier (C2) of the second planetary gear unit (PG2) and, a fourth brake (B4) that is able to fix the first connecting member (M1) to a transmission case (TC). By combination of simultaneously fastening three of the seven frictional elements with fastening of the fourth brake, at least one new speed stage is established so that the automatic transmission establishes forward speed stages that are equal to or more than forward ten speed stages.Type: ApplicationFiled: March 18, 2016Publication date: March 15, 2018Applicant: JATCO LtdInventors: Jun YOSHINO, Kan YAGI
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Patent number: 8282527Abstract: A control apparatus of hybrid vehicle having a first clutch which is in a disengaged state by being supplied with hydraulic fluid and a second clutch which is in an engaged state by being supplied with the hydraulic fluid, has a line pressure controller controlling a line pressure of the hydraulic fluid, and a drive mode controller changing a drive mode between HEV mode in which the first clutch is engaged and the vehicle travels with the engine and the motor/generator being a power source and EV mode in which the first clutch is disengaged and the vehicle travels with only the motor/generator being the power source. The line pressure controller sets the line pressure in HEV mode to a pressure level required for the engagement of the second clutch, and sets the line pressure in EV mode to a higher line pressure than the line pressure in HEV mode.Type: GrantFiled: September 14, 2009Date of Patent: October 9, 2012Assignee: Jatco LtdInventors: Shingo Suzuki, Kan Yagi
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Patent number: 8065065Abstract: A lock-up control system including a lock-up differential pressure generator and a controller that is programmed to: when increasing a lock-up differential pressure command value with time to establish the lock-up state of the torque converter, switch a gradient of the lock-up differential pressure command value from a first gradient to a predetermined gradient larger than the first gradient when an actual slip rotation speed is decreased to a predetermined slip rotation speed value or less; and switch the gradient of the lock-up differential pressure command value from the predetermined gradient to a second gradient smaller than the predetermined gradient when the actual slip rotation speed exceeds the predetermined slip rotation speed value again after being decreased to the predetermined slip rotation speed value or less.Type: GrantFiled: June 16, 2008Date of Patent: November 22, 2011Assignee: Nissan Motor Co., Ltd.Inventors: Katsunori Satou, Masaya Kubota, Hiroyuki Takenaka, Kan Yagi, Seiji Totsuka
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Patent number: 7780571Abstract: An automatic transmission control apparatus includes an engine rotational speed limit verifying section and a shift control characteristic changing section. The engine rotational speed limit verifying section is configured to receive an engine rotational speed limit value for limiting an engine rotational speed and determine if the engine rotational speed limit value is lower than a prescribed normal upper limit value. The shift control characteristic changing section is configured to change a shift schedule of an automatic transmission based on the engine rotational speed being limited by the engine rotational speed limit value and the automatic transmission having a stronger tendency to select a higher gear stage than if the engine rotational speed limit value was not being limited to a lower value than the prescribed normal limit value, when the engine rotational speed limit value is determined to lower than the prescribed normal upper limit value.Type: GrantFiled: June 13, 2008Date of Patent: August 24, 2010Assignee: JATCO LtdInventors: Kan Yagi, Jun Yoshino, Hitoshi Yokose, Tsuyoshi Mori, Katsunori Satou, Masaya Kubota, Hiroyuki Takenaka, Makoto Hashimoto
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Patent number: 7695405Abstract: A shift shock reducing apparatus for a power train having an engine and an automatic transmission having a frictional element that is to be engaged at upshift, comprising a control section that executes, during upshift, a torque down of the engine that starts before the start of an inertia phase in which a gear ratio of the transmission is changing from a before-shift gear ratio to an after-shift gear ratio, and a control section that makes larger a rising gradient of working oil pressure that is supplied to the frictional element to be engaged at upshift when the torque down that starts before the start of the inertia phase is executed than that when the torque down is not executed.Type: GrantFiled: August 8, 2007Date of Patent: April 13, 2010Assignees: Nissan Motor Co., Ltd., Jatco LtdInventors: Katsunori Satou, Kenichiro Murakami, Hiroyuki Takenaka, Yuzuru Tohta, Kan Yagi, Jun Yoshino
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Publication number: 20100075798Abstract: A control apparatus of hybrid vehicle having a first clutch which is in a disengaged state by being supplied with hydraulic fluid and a second clutch which is in an engaged state by being supplied with the hydraulic fluid, has a line pressure controller controlling a line pressure of the hydraulic fluid, and a drive mode controller changing a drive mode between HEV mode in which the first clutch is engaged and the vehicle travels with the engine and the motor/generator being a power source and EV mode in which the first clutch is disengaged and the vehicle travels with only the motor/generator being the power source. The line pressure controller sets the line pressure in HEV mode to a pressure level required for the engagement of the second clutch, and sets the line pressure in EV mode to a higher line pressure than the line pressure in HEV mode.Type: ApplicationFiled: September 14, 2009Publication date: March 25, 2010Inventors: Shingo SUZUKI, Kan Yagi
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Publication number: 20080312036Abstract: An automatic transmission control apparatus includes an engine rotational speed limit verifying section and a shift control characteristic changing section. The engine rotational speed limit verifying section is configured to receive an engine rotational speed limit value for limiting an engine rotational speed and determine if the engine rotational speed limit value is lower than a prescribed normal upper limit value. The shift control characteristic changing section is configured to change a shift schedule of an automatic transmission based on the engine rotational speed being limited by the engine rotational speed limit value and the automatic transmission having a stronger tendency to select a higher gear stage than if the engine rotational speed limit value was not being limited to a lower value than the prescribed normal limit value, when the engine rotational speed limit value is determined to lower than the prescribed normal upper limit value.Type: ApplicationFiled: June 13, 2008Publication date: December 18, 2008Applicant: JATCO LTDInventors: Kan YAGI, Jun YOSHINO, Hitoshi YOKOSE, Tsuyoshi MORI, Katsunori SATOU, Masaya KUBOTA, Hiroyuki TAKENAKA, Makoto HASHIMOTO
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Publication number: 20080312800Abstract: A lock-up control system including a lock-up differential pressure generator and a controller that is programmed to: when increasing a lock-up differential pressure command value with time to establish the lock-up state of the torque converter, switch a gradient of the lock-up differential pressure command value from a first gradient to a predetermined gradient larger than the first gradient when an actual slip rotation speed is decreased to a predetermined slip rotation speed value or less; and switch the gradient of the lock-up differential pressure command value from the predetermined gradient to a second gradient smaller than the predetermined gradient when the actual slip rotation speed exceeds the predetermined slip rotation speed value again after being decreased to the predetermined slip rotation speed value or less.Type: ApplicationFiled: June 16, 2008Publication date: December 18, 2008Inventors: Katsunori Satou, Masaya Kubota, Hiroyuki Takenaka, Kan Yagi, Seiji Totsuka
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Publication number: 20080051254Abstract: A shift shock reducing apparatus for a power train having an engine and an automatic transmission having a frictional element that is to be engaged at upshift, comprising a control section that executes, during upshift, a torque down of the engine that starts before the start of an inertia phase in which a gear ratio of the transmission is changing from a before-shift gear ratio to an after-shift gear ratio, and a control section that makes larger a rising gradient of working oil pressure that is supplied to the frictional element to be engaged at upshift when the torque down that starts before the start of the inertia phase is executed than that when the torque down is not executed.Type: ApplicationFiled: August 8, 2007Publication date: February 28, 2008Inventors: Katsunori Satou, Kenichiro Murakami, Hiroyuki Takenaka, Yuzuru Tohta, Kan Yagi, Jun Yoshino