Patents by Inventor Mitsuhiro Fukao

Mitsuhiro Fukao 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).

  • Publication number: 20170314672
    Abstract: An engagement operation of a dog clutch is carried out while an engagement operation of a second clutch is being carried out, that is, during a situation that an uplock is hard to occur because of a phase shift generated between meshing counterpart members of the dog clutch. Thus, the dog clutch is easily engaged, and it is possible to facilitate preparation for transmission of power through a first power transmission path. If the dog clutch is not engaged, the second clutch is engaged and a second power transmission path is established, so it is possible to start moving a vehicle by transmitting power through the second power transmission path. Thus, when the dog clutch is in a non-engaged state at the time of an N-to-D shift during a stop of the vehicle, it is possible to ensure the startability of the vehicle.
    Type: Application
    Filed: November 17, 2015
    Publication date: November 2, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Daisuke INOUE, Akihide ITO, Kazuya SAKAMOTO, Hiroki KONDO, Mitsuhiro FUKAO, Kenji MATSUO
  • Publication number: 20170305428
    Abstract: In a control device for a vehicle including: a dog clutch mechanism that is disposed in a power transmission path in which a driving force is transmitted from an engine to a wheel and is operated by a hydraulic actuator; and an electric oil pump that supplies hydraulic pressure to the hydraulic actuator, rotation of the engine is stopped in a state in which the dog clutch mechanism is engaged by the hydraulic pressure supplied from the electric oil pump at a time during an engine stop operation, the rotation of the engine is started in the state in which the dog clutch mechanism is engaged by the hydraulic pressure supplied from the electric oil pump at a time during an engine restart operation, hence occurrence of up-lock of the dog clutch mechanism is prevented.
    Type: Application
    Filed: August 27, 2015
    Publication date: October 26, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kenji MATSUO, Akira HINO, Hiroki KONDO, Mitsuhiro FUKAO, Daisuke INOUE, Atsushi AYABE, Hiromitsu NITANI, Kazuya SAKAMOTO
  • Publication number: 20170253247
    Abstract: A control apparatus for a vehicular drive unit is provided. The vehicular drive unit includes a continuously variable transmission, and a clutch. The control apparatus includes an electronic control unit that is configured to acquire an oil temperature of hydraulic oil for controlling the continuously variable transmission and the clutch, and control the clutch such that a torque capacity of the clutch becomes smaller than a torque capacity that is set in a case where an oil temperature of the hydraulic oil is higher than a predetermined oil temperature, when the oil temperature is equal to or lower than the predetermined oil temperature, or control the continuously variable transmission such that a speed ratio of the continuously variable transmission becomes equal to or larger than a lower limit set in advance when the oil temperature of the hydraulic oil is equal to or lower than the predetermined oil temperature.
    Type: Application
    Filed: February 23, 2017
    Publication date: September 7, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kazuya ISHIIZUMI, Tsuyoshi FUJIKANE, Koji HATTORI, Akira HINO, Mitsuhiro FUKAO
  • Publication number: 20170241492
    Abstract: At the time when a hydraulic actuator is operated to engage a dog clutch, after it is detected that a hydraulic pressure for operating the hydraulic actuator is higher than or equal to a predetermined hydraulic pressure, it is determined whether the dog clutch is not engaged. Therefore, non-engagement determination due to insufficient hydraulic pressure for operating the hydraulic actuator is prevented. Thus, at the time when the hydraulic actuator is operated to engage the dog clutch, it is possible to prevent consumption of time to engage the dog clutch due to unnecessary re-engagement operation.
    Type: Application
    Filed: October 9, 2015
    Publication date: August 24, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kenji MATSUO, Akira HINO, Hiroki KONDO, Mitsuhiro FUKAO, Daisuke INOUE, Akihide ITO, Motonori KIMURA
  • Patent number: 9695766
    Abstract: A control apparatus for a vehicle includes an engine, a dog clutch and a friction clutch. The dog clutch is configured to transmit power or interrupt transmission of power in a power transmission path that transmits power of the engine to a drive wheel. The dog clutch includes a synchromesh mechanism. The friction clutch is configured to transmit power or interrupt transmission of power in the power transmission path between the engine and the dog clutch. The control apparatus includes: an electronic control unit. The electronic control unit is configured to, when the synchromesh mechanism is operated in order to engage the dog clutch in a state where the vehicle is stopped and the friction clutch is released, increase a rotation speed of the engine as compared to when the synchromesh mechanism is not operated.
    Type: Grant
    Filed: May 15, 2015
    Date of Patent: July 4, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kenji Matsuo, Akira Hino, Hiroki Kondo, Mitsuhiro Fukao, Daisuke Inoue, Akihide Ito, Atsushi Ayabe
  • Patent number: 9689491
    Abstract: When there is a failure in a speed ratio control linear solenoid valve, or the like, a controller for a vehicle power transmission system establishes a state where torque is transmitted via a gear mechanism, and, in this state, determines whether the speed ratio control linear solenoid valve, or the like, has returned to a normal state by comparing a target speed ratio and actual speed ratio of a continuously variable transmission with each other. It is determined whether the speed ratio control linear solenoid valve, or the like, has returned to the normal state by changing the target speed ratio of the belt-type continuously variable transmission and then comparing the target speed ratio with the actual speed ratio. Thus, when the speed ratio control linear solenoid valve, or the like, has returned from a fail-safe state to the normal state, a feeling of strangeness of a driver is suppressed.
    Type: Grant
    Filed: February 29, 2016
    Date of Patent: June 27, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Akihide Ito, Daisuke Inoue, Mitsuhiro Fukao, Kenji Matsuo, Hiroki Kondo, Motonori Kimura, Kazuya Sakamoto
  • Publication number: 20170159814
    Abstract: In a region in which a rate of change in slip ratio of a transmission belt with respect to a change in input torque exceeds a permissible slip ratio rate of change set in advance, a steep change in the slip ratio is suppressed by limiting the rate of change in the input torque.
    Type: Application
    Filed: June 12, 2015
    Publication date: June 8, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Mitsuhiro FUKAO, Hiroki KONDO, Akira HINO, Atsushi AYABE, Daisuke INOUE, Akihide ITO
  • Publication number: 20170159729
    Abstract: A vehicle includes a continuously variable transmission, a gear mechanism and a controller. The continuously variable transmission and the gear mechanism are provided in parallel with each other between an input shaft and an output shaft. The controller is configured to i) when the vehicle travels in a state where both a first clutch and a third clutch provided on the gear mechanism side are released, gradually increase a hydraulic pressure of the first clutch such that the first clutch is engaged, ii) calculate a command hydraulic pressure for setting the first clutch to a pressure regulating state on the basis of a command hydraulic pressure of the first clutch at a timing at which the amount of change in an output-side rotation speed of the first clutch becomes larger than a predetermined value, and iii) control the first clutch by using the calculated command hydraulic pressure.
    Type: Application
    Filed: July 24, 2015
    Publication date: June 8, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kazuya SAKAMOTO, Atsushi AYABE, Hiromitsu NITANI, Hiroki KONDO, Kenji MATSUO, Mitsuhiro FUKAO
  • Publication number: 20170151949
    Abstract: When neutral control is started by placing a CVT drive clutch in a semi-engaged state while a vehicle is decelerating in a state where a second power transmission path is established, a clutch mechanism that is semi-engaged in neutral control while the vehicle is decelerating is changed from the CVT drive clutch to a forward clutch before a stop of the vehicle, so it is possible to continue the neutral control until a stop of the vehicle. At a stop of the vehicle, a power transmission path is already changed to a first power transmission path that establishes a gear ratio (EL) higher than a highest gear ratio (?max) that can be established by the second power transmission path. Thus, right after a stop of the vehicle, it is possible to execute idle stop control.
    Type: Application
    Filed: July 7, 2015
    Publication date: June 1, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Takuro SHIMAZU, Mitsuhiro FUKAO, Hiromitsu NITANI, Akira HINO, Hiroki KONDO, Atsushi AYABE
  • Publication number: 20170138473
    Abstract: In a vehicle in which a continuously variable transmission and a gear mechanism are provided in parallel on a power transmission pathway between an input shaft and an output shaft, (i) an electronic control unit performs CVT shifting, in view of shift characteristics of C to C shifting in which the speed ratio is changed in stages, or (ii) then electronic control unit performs C to C shifting, in view of shift characteristics of CVT shifting in which the speed ratio is steplessly changed.
    Type: Application
    Filed: April 2, 2015
    Publication date: May 18, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Mitsuhiro FUKAO, Kenji MATSUO, Hiroki KONDO, Akira HINO, Daisuke INOUE, Atsushi AYABE, Akihide ITO
  • Publication number: 20170114895
    Abstract: When a line pressure is dominated (determined) by at least one of a primary pressure and a secondary pressure during idling of a continuously variable transmission, the hydraulic pressure that is applied to at least one of pulleys, to which the hydraulic pressure larger than a clutch pressure is applied, is reduced. On the other hand, when the line pressure is dominated by the clutch pressure during idling of the continuously variable transmission, the speed gear ratio of the continuously variable transmission is controlled to a lowest speed gear ratio.
    Type: Application
    Filed: May 27, 2015
    Publication date: April 27, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kunio HATTORI, Daisuke INOUE, Hiroki KONDO, Kenji MATSUO, Mitsuhiro FUKAO
  • Publication number: 20170051691
    Abstract: A control apparatus for a vehicle is provided. The vehicle includes an engine, a dog clutch and a friction clutch. The dog clutch is configured to transmit power or interrupt transmission of power in a power transmission path that transmits power of the engine to a drive wheel. The dog clutch includes a synchromesh mechanism. The friction clutch is configured to transmit power or interrupt transmission of power in the power transmission path between the engine and the dog clutch. The control apparatus includes: an electronic control unit. The electronic control unit is configured to, when the synchromesh mechanism is operated in order to engage the dog clutch in a state where the vehicle is stopped and the friction clutch is released, increase a rotation speed of the engine as compared to when the synchromesh mechanism is not operated.
    Type: Application
    Filed: May 15, 2015
    Publication date: February 23, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kenji MATSUO, Akira HINO, Hiroki KONDO, Mitsuhiro FUKAO, Daisuke INOUE, Akihide ITO, Atsushi AYABE
  • Publication number: 20170037965
    Abstract: When a power transmission path of a power transmission system is set to a second power transmission path, a continuously variable transmission is controlled at a speed ratio (?) that provides a higher vehicle speed in the case where an input shaft angular acceleration (d?i/dt) is small than in the case where the input shaft angular acceleration (d?i/dt) is large. Therefore, it is possible to control the speed ratio (?) of the continuously variable transmission to a speed ratio (?) that reflects an inertial loss (Tli) of the continuously variable transmission. The inertial loss (Tli) changes with the input shaft angular acceleration (d?i/dt). Thus, in a vehicle in which the continuously variable transmission and a gear mechanism are provided in parallel with each other between an input shaft and an output shaft, it is possible to appropriately reduce a loss of the idling continuously variable transmission.
    Type: Application
    Filed: April 9, 2015
    Publication date: February 9, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Daisuke INOUE, Kunio HATTORI, Hiroki KONDO, Kenji MATSUO, Mitsuhiro FUKAO
  • Publication number: 20170001647
    Abstract: In engaging (connecting) a dog clutch by operating a synchromesh mechanism, when there occurs an uplock at the time when a first pressing force is caused to act on a hub sleeve, tooth tips of spline teeth of the hub sleeve contact with tooth tips of spline teeth of a synchronizer ring, and these spline teeth cannot be engaged. However, when a second pressing force is caused to act on the hub sleeve, the uplock is easy to be released. In addition, when torque from an engine is caused to act on the hub sleeve, a displacement is caused to occur in a rotation direction between the mutually contacting spline teeth. Thus, the uplock is reliably released.
    Type: Application
    Filed: September 16, 2014
    Publication date: January 5, 2017
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kazuya SAKAMOTO, Atsushi AYABE, Kenji MATSUO, Hiroki KONDO, Mitsuhiro FUKAO
  • Publication number: 20160369856
    Abstract: A control apparatus for a power transmission system is provided. The control apparatus includes an electronic control unit. The electronic control unit is configured to, when a discharge flow rate of a mechanical oil pump is smaller than a predetermined flow rate and an electric oil pump is being driven while a vehicle is traveling, determine whether a decrease in the operating hydraulic pressure has occurred. The electronic control unit is configured to, when a first engagement device is controlled from a released state toward an engaged state, control a first control pressure such that the first control pressure in a case where a decrease in a operating hydraulic pressure has occurred is lower than the first control pressure in a case where a decrease in the operating hydraulic pressure does not occur.
    Type: Application
    Filed: June 10, 2016
    Publication date: December 22, 2016
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Motonori KIMURA, Akihide ITOH, Kazuya SAKAMOTO, Hiroki KONDO, Mitsuhiro FUKAO, Kazuya ISHIIZUMI
  • Publication number: 20160347317
    Abstract: A clutch mechanism is configured to selectively change between a first power transmission path and a second power transmission path. The first power transmission path is configured to transmit torque to an output shaft via a transmission mechanism. The second power transmission path is configured to transmit the torque to the output shaft via a continuously variable transmission mechanism. An electronic control unit is configured to: (a) selectively change a power transmission path during traveling to one of the first power transmission path and the second power transmission path by controlling the clutch mechanism; and (b) in changing the power transmission path by controlling the clutch mechanism, control an operating point of the internal combustion engine during a change of the power transmission path so that the operating point crosses over an optimum fuel, consumption line of the internal combustion engine.
    Type: Application
    Filed: September 10, 2014
    Publication date: December 1, 2016
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Mitsuhiro FUKAO, Hiroki KONDO, Akira HINO, Daisuke INOUE, Akihide ITO, Atsushi AYABE
  • Publication number: 20160334010
    Abstract: A first transmission mechanism provided on a first power transmission path and a second transmission mechanism provided on a second power transmission path are provided in parallel with each other between a driving force source and a drive wheel. A first clutch mechanism transmits power or interrupts transmission of power in the first power transmission path. A dog clutch equipped with a synchromesh mechanism transmits power or interrupts transmission of power in the second power transmission path. An electronic control unit is configured to, when changing from the first transmission path to the second transmission path a state where the vehicle is stopping or is stationary and in a state where power of the driving force source is transmitted via the first transmission mechanism, actuate the first clutch mechanism and the second clutch mechanism such that the first clutch mechanism is released and the second clutch mechanism engages.
    Type: Application
    Filed: December 19, 2014
    Publication date: November 17, 2016
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Hiromitsu NITANI, Atsushi AYABE, Kazuya SAKAMOTO, Hiroki KONDO, Mitsuhiro FUKAO, Kenji MATSUO
  • Publication number: 20160305522
    Abstract: A power transmission system includes a first transmission provided in a first power transmission path, a second transmission provided in a second power transmission path, a first engagement device, a second engagement device, a third engagement device, a fail-safe valve, and an electronic control unit. The third engagement device selectively connects or interrupts one of the first and second power transmission paths. The electronic control unit is configured to, during traveling in a state where the third engagement device is released, output hydraulic pressure commands for simultaneous engagement of the first engagement device and the second engagement device. The electronic control unit is configured to, when it is determined that both the first engagement device and the second engagement device are engaged, prohibit traveling using the one of the first and second power transmission paths which is selectively connected or interrupted by the third engagement device.
    Type: Application
    Filed: April 15, 2016
    Publication date: October 20, 2016
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Mitsuhiro FUKAO, Hiroki KONDO, Akira HINO, Kazuya SAKAMOTO
  • Publication number: 20160258531
    Abstract: When there is a failure in a speed ratio control linear solenoid valve, or the like, a controller for a vehicle power transmission system establishes a state where torque is transmitted via a gear mechanism, and, in this state, determines whether the speed ratio control linear solenoid valve, or the like, has returned to a normal state by comparing a target speed ratio and actual speed ratio of a continuously variable transmission with each other. It is determined whether the speed ratio control linear solenoid valve, or the like, has returned to the normal state by changing the target speed ratio of the belt-type continuously variable transmission and then comparing the target speed ratio with the actual speed ratio. Thus, when the speed ratio control linear solenoid valve, or the like, has returned from a fail-safe state to the normal state, a feeling of strangeness of a driver is suppressed.
    Type: Application
    Filed: February 29, 2016
    Publication date: September 8, 2016
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Akihide ITO, Daisuke INOUE, Mitsuhiro FUKAO, Kenji MATSUO, Hiroki KONDO, Motonori KIMURA, Kazuya SAKAMOTO
  • Patent number: 9404563
    Abstract: Power system including differential-mechanism, clutch-mechanism, power-mechanism and dog-clutch disposed between an input rotary member to receive drive-force from a drive power source and output rotary-member to transmit drive-force to drive-wheels, the differential-mechanism including an input rotary element, output rotary element and reaction rotary element; the clutch-mechanism connecting two rotary elements of the input, output and reaction rotary elements of the differential-mechanism, to each other, the power-mechanism having predetermined gear ratio, and dog-clutch selectively placing a power path between the output rotary element and output rotary-member, in power transmitting state and power cutoff state; transmitting drive-force to drive-wheels while the clutch-mechanisms and dog-clutch are placed in engaged states.
    Type: Grant
    Filed: May 18, 2015
    Date of Patent: August 2, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kozo Yamamoto, Michio Yoshida, Hirofumi Nakada, Kenji Matsuo, Mitsuhiro Fukao, Shuji Moriyama, Yuji Iwatsuru