Patents by Inventor Akihide Ito
Akihide Ito 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: 10663061Abstract: A control apparatus for a vehicle drive-force transmitting apparatus including a continuously-variable transmission mechanism whose gear ratio is calculated based on a detected value of an input rotational speed of the transmission mechanism and a processed output-rotational-speed value that is a detected value of an output rotational speed of the transmission mechanism subjected to a filter processing. Updating the gear ratio of the transmission mechanism is inhibited (i) when the processed output-rotational-speed value is in a low rotational speed range with an absolute value of a rate of change of the processed output-rotational-speed value being not smaller than a given value, and also (ii) when the processed output-rotational-speed value is in the low rotational speed range with the absolute value of the rate of change of the processed output-rotational-speed value being smaller than the given value, if a certain operation that increases the absolute value is being executed.Type: GrantFiled: March 4, 2019Date of Patent: May 26, 2020Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Kunio Hattori, Akihide Ito, Takuro Shimazu
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Patent number: 10539229Abstract: 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: GrantFiled: November 17, 2015Date of Patent: January 21, 2020Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Daisuke Inoue, Akihide Ito, Kazuya Sakamoto, Hiroki Kondo, Mitsuhiro Fukao, Kenji Matsuo
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Publication number: 20190271393Abstract: A control apparatus for a vehicle drive-force transmitting apparatus including a continuously-variable transmission mechanism whose gear ratio is calculated based on a detected value of an input rotational speed of the transmission mechanism and a processed output-rotational-speed value that is a detected value of an output rotational speed of the transmission mechanism subjected to a filter processing. Updating the gear ratio of the transmission mechanism is inhibited (i) when the processed output-rotational-speed value is in a low rotational speed range with an absolute value of a rate of change of the processed output-rotational-speed value being not smaller than a given value, and also (ii) when the processed output-rotational-speed value is in the low rotational speed range with the absolute value of the rate of change of the processed output-rotational-speed value being smaller than the given value, if a certain operation that increases the absolute value is being executed.Type: ApplicationFiled: March 4, 2019Publication date: September 5, 2019Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Kunio HATTORI, Akihide ITO, Takuro SHIMAZU
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Patent number: 10260575Abstract: 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: GrantFiled: October 9, 2015Date of Patent: April 16, 2019Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Kenji Matsuo, Akira Hino, Hiroki Kondo, Mitsuhiro Fukao, Daisuke Inoue, Akihide Ito, Motonori Kimura
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Patent number: 10137899Abstract: 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: GrantFiled: September 10, 2014Date of Patent: November 27, 2018Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Mitsuhiro Fukao, Hiroki Kondo, Akira Hino, Daisuke Inoue, Akihide Ito, Atsushi Ayabe
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Patent number: 10066746Abstract: 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: GrantFiled: June 12, 2015Date of Patent: September 4, 2018Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Mitsuhiro Fukao, Hiroki Kondo, Akira Hino, Atsushi Ayabe, Daisuke Inoue, Akihide Ito
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Patent number: 9829102Abstract: 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: GrantFiled: April 2, 2015Date of Patent: November 28, 2017Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Mitsuhiro Fukao, Kenji Matsuo, Hiroki Kondo, Akira Hino, Daisuke Inoue, Atsushi Ayabe, Akihide Ito
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Publication number: 20170314672Abstract: 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: ApplicationFiled: November 17, 2015Publication date: November 2, 2017Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Daisuke INOUE, Akihide ITO, Kazuya SAKAMOTO, Hiroki KONDO, Mitsuhiro FUKAO, Kenji MATSUO
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Publication number: 20170241492Abstract: 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: ApplicationFiled: October 9, 2015Publication date: August 24, 2017Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Kenji MATSUO, Akira HINO, Hiroki KONDO, Mitsuhiro FUKAO, Daisuke INOUE, Akihide ITO, Motonori KIMURA
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Patent number: 9695766Abstract: 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: GrantFiled: May 15, 2015Date of Patent: July 4, 2017Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Kenji Matsuo, Akira Hino, Hiroki Kondo, Mitsuhiro Fukao, Daisuke Inoue, Akihide Ito, Atsushi Ayabe
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Patent number: 9689491Abstract: 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: GrantFiled: February 29, 2016Date of Patent: June 27, 2017Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Akihide Ito, Daisuke Inoue, Mitsuhiro Fukao, Kenji Matsuo, Hiroki Kondo, Motonori Kimura, Kazuya Sakamoto
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Publication number: 20170159814Abstract: 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: ApplicationFiled: June 12, 2015Publication date: June 8, 2017Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Mitsuhiro FUKAO, Hiroki KONDO, Akira HINO, Atsushi AYABE, Daisuke INOUE, Akihide ITO
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Publication number: 20170138473Abstract: 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: ApplicationFiled: April 2, 2015Publication date: May 18, 2017Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Mitsuhiro FUKAO, Kenji MATSUO, Hiroki KONDO, Akira HINO, Daisuke INOUE, Atsushi AYABE, Akihide ITO
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Publication number: 20170051691Abstract: 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: ApplicationFiled: May 15, 2015Publication date: February 23, 2017Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Kenji MATSUO, Akira HINO, Hiroki KONDO, Mitsuhiro FUKAO, Daisuke INOUE, Akihide ITO, Atsushi AYABE
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Publication number: 20160347317Abstract: 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: ApplicationFiled: September 10, 2014Publication date: December 1, 2016Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Mitsuhiro FUKAO, Hiroki KONDO, Akira HINO, Daisuke INOUE, Akihide ITO, Atsushi AYABE
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Publication number: 20160258531Abstract: 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: ApplicationFiled: February 29, 2016Publication date: September 8, 2016Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Akihide ITO, Daisuke INOUE, Mitsuhiro FUKAO, Kenji MATSUO, Hiroki KONDO, Motonori KIMURA, Kazuya SAKAMOTO
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Patent number: 9151381Abstract: One control mode is selected from a plurality of control modes each setting a target value of a primary pulley revolution speed NIN and prioritized in a predetermined order. When the control mode is changed, the target value of the primary pulley revolution speed NIN is set so as to vary from the target value set in the control mode before change to the target value set in the control mode after change in accordance with the control mode that is higher in priority among the control modes before and after change. A continuously variable transmission is controlled such that the primary pulley revolution speed NIN reaches the set target value.Type: GrantFiled: March 15, 2010Date of Patent: October 6, 2015Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Daisuke Inoue, Akihide Ito, Seiji Kuwahara, Shinya Toyoda, Motonori Kimura
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Patent number: 8977451Abstract: The first setting value showing holding pressure for a metal belt is set for each of a plurality of control modes A to H. The second setting value changing lagging behind the first setting value is calculated based on the first setting value for each of the plurality of control modes A to H. A target value is set to be equal to or more than the greatest second setting value among a plurality of second setting values. A continuously variable transmission is controlled such that the holding pressure for the metal belt is equal to the set target value.Type: GrantFiled: May 24, 2010Date of Patent: March 10, 2015Assignee: Toyota Jidosha Kabushiki KaishaInventors: Motonori Kimura, Shuhei Ishikawa, Shinya Toyoda, Akihide Ito, Yasunari Matsui, Sei Kojima
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Patent number: 8642306Abstract: A liquid sample flow containing living cells is irradiated with measurement laser light and the photo data of at least either scattering light or fluorescence that is generated by each of the living cells in the liquid sample flow due to the irradiation with the measurement laser light is acquired. Based on the photo data thus acquired, it is determined whether each of the cells assignable to the respective photo data is an unnecessary living cell or a target living cell. Based on the determination results, a pulse voltage is then applied exclusively to the living cells having been determined as unnecessary living cells so that the unnecessary living cells are damaged and killed.Type: GrantFiled: June 11, 2008Date of Patent: February 4, 2014Assignee: Mitsui Engineering & Shipbuilding Co., Ltd.Inventors: Shigeyuki Nakada, Noriaki Kimura, Akihide Ito, Kenji Yasuda
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Publication number: 20130013162Abstract: The first setting value showing holding pressure for a metal belt is set for each of a plurality of control modes A to H. The second setting value changing lagging behind the first setting value is calculated based on the first setting value for each of the plurality of control modes A to H. A target value is set to be equal to or more than the greatest second setting value among a plurality of second setting values. A continuously variable transmission is controlled such that the holding pressure for the metal belt is equal to the set target value.Type: ApplicationFiled: May 24, 2010Publication date: January 10, 2013Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Motonori Kimura, Shuhei Ishikawa, Shinya Toyoda, Akihide Ito, Yasunari Matsui, Sei Kojima