Patents by Inventor Masato Shigenaga
Masato Shigenaga 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: 20240182056Abstract: A wireless communication abnormality determination device includes: a processor mounted on a vehicle which is non-contact chargeable. Further, the processor determines that there is an abnormality in a wireless communication device mounted on the vehicle and notify a user of the vehicle of the abnormality when determining that the vehicle is parked on a ground power supply device and the vehicle cannot perform wireless communications with the ground power supply device.Type: ApplicationFiled: October 6, 2023Publication date: June 6, 2024Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Masato SHIGENAGA
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Patent number: 10253843Abstract: A vibration reduction apparatus of a hybrid vehicle includes a differential rotation detector configured to detect a difference between a rotational speed of an output shaft of a prime mover and a rotational speed of a second rotating shaft, and controller configured to control a driving part and an electric motor so as to switch an operation mode from a first mode where a torque of the prime mover is output to an electric motor and a third shaft to a second mode where torque of the prime mover and the electric motor is output to the third shaft, when the difference detected by the differential rotation detector in the first mode is within a predetermined range continuously for a predetermined time.Type: GrantFiled: September 5, 2017Date of Patent: April 9, 2019Assignee: Honda Motor Co., Ltd.Inventors: Keisuke Kawamura, Masato Shigenaga
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Publication number: 20180073593Abstract: A vibration reduction apparatus of a hybrid vehicle includes a differential rotation detector configured to detect a difference between a rotational speed of an output shaft of a prime mover and a rotational speed of a second rotating shaft, and controller configured to control a driving part and an electric motor so as to switch an operation mode from a first mode where a torque of the prime mover is output to an electric motor and a third shaft to a second mode where torque of the prime mover and the electric motor is output to the third shaft, when the difference detected by the differential rotation detector in the first mode is within a predetermined range continuously for a predetermined time.Type: ApplicationFiled: September 5, 2017Publication date: March 15, 2018Inventors: Keisuke Kawamura, Masato Shigenaga
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Patent number: 9810319Abstract: In an apparatus for controlling an automatic transmission connected to a prime mover mounted on a vehicle, having a torque converter equipped with a lock-up clutch, when predetermined operating conditions of the vehicle are satisfied at drive-off, a lock-up clutch engaging circuit is formed through a hydraulic supply circuit. Next it is determined whether engage-position sticking malfunction of the lock-up clutch has occurred based on a ratio of an input rotational speed of the automatic transmission relative to an output rotational speed of the prime mover and a change rate of the output rotational speed of the prime mover when the lock-up clutch engaging circuit has been formed, and fail-safe control is then implement when the sticking is determined.Type: GrantFiled: July 13, 2015Date of Patent: November 7, 2017Assignee: HONDA MOTOR CO., LTDInventors: Masato Shigenaga, Yusuke Yoshimura
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Patent number: 9709165Abstract: In an apparatus for controlling an automatic transmission connected to a prime mover mounted on a vehicle, having a torque converter equipped with a lock-up clutch, when the automatic transmission is gear-shifted to a predetermined gear at deceleration of the vehicle and it is determined that predetermined operating conditions of the vehicle are satisfied, a lock-up clutch engaging circuit is formed through a hydraulic supply circuit. Next it is determined whether engage-position sticking malfunction of the lock-up clutch has occurred based on a ratio of an input rotational speed of the automatic transmission relative to an output rotational speed of the prime mover when the lock-up clutch engaging circuit has been formed, and fail-safe control is then implement when the sticking is determined.Type: GrantFiled: July 15, 2015Date of Patent: July 18, 2017Assignee: HONDA MOTOR CO., LTD.Inventors: Masato Shigenaga, Masaaki Takamatsu, Yusuke Yoshimura
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Patent number: 9580069Abstract: When driver's deceleration intention is detected during traveling by a motor generator with an engine being stopped, a clutch is engaged to start the engine, and thereafter disengaged. When an engine speed after engine start is lower than a reference rotational speed being an input shaft rotational speed produced by driving force reversely transmitted from drive wheels, the engine speed is increased to a target rotational speed lower than the reference rotational speed. When the engine speed reaches the target rotational speed, output from the engine is decreased and the clutch is reengaged. Thus, while engine stall when activating the engine brake, which is due to the engine speed too low after engine start, is avoided by increase in the engine speed, the clutch is reengaged earlier so as to activate the engine brake fully, generating deceleration feeling the driver expects.Type: GrantFiled: June 26, 2015Date of Patent: February 28, 2017Assignee: HONDA MOTOR CO., LTD.Inventors: Koji Nakanishi, Masato Shigenaga
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Publication number: 20160017988Abstract: In an apparatus for controlling an automatic transmission connected to a prime mover mounted on a vehicle, having a torque converter equipped with a lock-up clutch, when predetermined operating conditions of the vehicle are satisfied at drive-off, a lock-up clutch engaging circuit is formed through a hydraulic supply circuit. Next it is determined whether engage-position sticking malfunction of the lock-up clutch has occurred based on a ratio of an input rotational speed of the automatic transmission relative to an output rotational speed of the prime mover and a change rate of the output rotational speed of the prime mover when the lock-up clutch engaging circuit has been formed, and fail-safe control is then implement when the sticking is determined.Type: ApplicationFiled: July 13, 2015Publication date: January 21, 2016Inventors: Masato Shigenaga, Yusuke Yoshimura
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Publication number: 20160017989Abstract: In an apparatus for controlling an automatic transmission connected to a prime mover mounted on a vehicle, having a torque converter equipped with a lock-up clutch, when the automatic transmission is gear-shifted to a predetermined gear at deceleration of the vehicle and it is determined that predetermined operating conditions of the vehicle are satisfied, a lock-up clutch engaging circuit is formed through a hydraulic supply circuit. Next it is determined whether engage-position sticking malfunction of the lock-up clutch has occurred based on a ratio of an input rotational speed of the automatic transmission relative to an output rotational speed of the prime mover when the lock-up clutch engaging circuit has been formed, and fail-safe control is then implement when the sticking is determined.Type: ApplicationFiled: July 15, 2015Publication date: January 21, 2016Applicant: HONDA MOTOR CO., LTD.Inventors: Masato Shigenaga, Masaaki Takamatsu, Yusuke Yoshimura
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Publication number: 20160001771Abstract: When driver's deceleration intention is detected during traveling by a motor generator with an engine being stopped, a clutch is engaged to start the engine, and thereafter disengaged. When an engine speed after engine start is lower than a reference rotational speed being an input shaft rotational speed produced by driving force reversely transmitted from drive wheels, the engine speed is increased to a target rotational speed lower than the reference rotational speed. When the engine speed reaches the target rotational speed, output from the engine is decreased and the clutch is reengaged. Thus, while engine stall when activating the engine brake, which is due to the engine speed too low after engine start, is avoided by increase in the engine speed, the clutch is reengaged earlier so as to activate the engine brake fully, generating deceleration feeling the driver expects.Type: ApplicationFiled: June 26, 2015Publication date: January 7, 2016Inventors: Koji NAKANISHI, Masato SHIGENAGA
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Patent number: 9057438Abstract: A compression control device for a continuously variable transmission is provided in which when estimating the torque ratio, which is the ratio of the actually transmitted torque relative to the maximum transmittable torque of the continuously variable transmission, based on the transmission characteristics for transmitting the given variable component of the input shaft to the output shaft via an endless belt, a slip identifier, which is an indicator for the ratio of the amplitude of the variable component between the input shaft and the output shaft, or a phase lag, which is an indicator for difference in phase of the variable component, is used. It is possible to improve the control responsiveness and reduce the computation load of the control device and to improve the power transmission efficiency of the continuously variable transmission while preventing the endless belt thereof from slipping.Type: GrantFiled: June 20, 2012Date of Patent: June 16, 2015Assignee: HONDA MOTOR CO., LTD.Inventors: Kyohei Sakagami, Hirohiko Totsuka, Masato Shigenaga
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Publication number: 20140172254Abstract: A compression control device for a continuously variable transmission is provided in which when estimating the torque ratio, which is the ratio of the actually transmitted torque relative to the maximum transmittable torque of the continuously variable transmission, based on the transmission characteristics for transmitting the given variable component of the input shaft to the output shaft via an endless belt, a slip identifier, which is an indicator for the ratio of the amplitude of the variable component between the input shaft and the output shaft, or a phase lag, which is an indicator for difference in phase of the variable component, is used. It is possible to improve the control responsiveness and reduce the computation load of the control device and to improve the power transmission efficiency of the continuously variable transmission while preventing the endless belt thereof from slipping.Type: ApplicationFiled: June 20, 2012Publication date: June 19, 2014Applicant: HONDA MOTOR CO., LTD.Inventors: Kyohei Sakagami, Hirohiko Totsuka, Masato Shigenaga