Patents by Inventor Hisanori Nomoto
Hisanori Nomoto 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: 6941210Abstract: An apparatus for controlling ignition timing during a shift in a vehicular automatic transmission is provided that is capable of suppressing shift shock in the event that input torque of the automatic transmission is affected by external changes, such as changes in fuel and air pressure and the like, by adjusting immediately to those changes. This control apparatus is provided with an ignition timing controller that controls an ignition timing retard amount; a calculator that calculates a basic retard amount; a detector that detects an engine retard amount; a determinator that determines a retard correction value based on a shift mode of the automatic transmission and the like; and a corrector that corrects the ignition timing retard amount of the controller based on the retard correction value, the basic retard amount, and the engine retard amount.Type: GrantFiled: September 11, 2003Date of Patent: September 6, 2005Assignee: Toyota Jidosha Kabushiki KaishaInventors: Takahiro Kondo, Toshimitsu Sato, Hisanori Nomoto, Naoyuki Sakamoto, Yoshiharu Harada, Toshio Sugimura, Masayasu Mizobuchi, Ryuji Imai
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Patent number: 6893379Abstract: When it has been determined that control for a predetermined upshift has been started while an accelerator pedal was not being depressed, and that a factor that changes an input torque of an automatic transmission has been generated, an engaging pressure of a predetermined hydraulic frictional engagement device is corrected by a correction amount in accordance with the factor that changes the input torque. As a result, undershooting of an engine speed, as well as shift shock which results from that undershooting, is able to be preferably suppressed.Type: GrantFiled: August 13, 2003Date of Patent: May 17, 2005Assignee: Toyota Jidosha Kabushiki KaishaInventors: Naoyuki Sakamoto, Toshimitsu Sato, Hisanori Nomoto, Hiromichi Kimura, Toshio Sugimura, Masumi Wada
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Patent number: 6881165Abstract: A first hydraulic pump and a second hydraulic pump are respectively mounted to both ends of a rotary shaft in an electric motor, whereby it is possible to drive both of the first hydraulic pump and the second hydraulic pump by one electric motor. Since the electric motor is driven and controlled so as to have any higher rotational speed among a rotational speed of the first hydraulic pump for obtaining an amount of working fluid required in a hydraulic control circuit for a power steering apparatus and a rotational speed of the second hydraulic pump for obtaining an amount of working fluid required in a hydraulic control circuit for a power train by a hydraulic pump drive controlling portion, it is possible to necessarily and sufficiently secure the working fluids respectively required in the power steering hydraulic control circuit and the power train hydraulic control circuit which are independent from each other, by a little electric power consumption.Type: GrantFiled: January 31, 2002Date of Patent: April 19, 2005Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hiroatsu Endo, Tatsuya Ozeki, Akira Kasamatsu, Nobuyuki Nagashima, Mitsuhiro Umeyama, Hisanori Nomoto, Yuji Iwase, Akira Murakami, Mitsuhiro Nada
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Patent number: 6843756Abstract: In a vehicle in which a moderate throttle opening degree control of maintaining a degree of throttle opening that is less than a degree of throttle opening that corresponds to an accelerator operation is performed for a predetermined period following a beginning of the accelerator operation, if it is determined that a clutch-to-clutch downshift judgment has been made, the reduction of the engaging pressure of a disengage-side friction engagement device is restrained until it is determined that the moderate throttle opening degree control has ended. Therefore, even if the turbine torque is returned to a normal value at the end of the moderate throttle opening degree control, insufficient engaging torque is avoided, and the takeover of engaging torque for the clutch-to-clutch downshift is smoothly performed while the turbine torque is stable. Hence, occurrence of a shock related to the end of the moderate throttle opening degree control is suitably prevented.Type: GrantFiled: August 13, 2003Date of Patent: January 18, 2005Assignees: Toyota Jidosha Kabushiki Kaisha, Aisin Aw Co., Ltd.Inventors: Toshimitsu Sato, Hisanori Nomoto, Naoyuki Sakamoto, Toshio Sugimura, Hiromichi Kimura, Yoshiharu Harada, Noboru Shibata
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Publication number: 20040063540Abstract: An apparatus for controlling ignition timing during a shift in a vehicular automatic transmission is provided that is capable of suppressing shift shock in the event that input torque of the automatic transmission is affected by external changes, such as changes in fuel and air pressure and the like, by adjusting immediately to those changes. This control apparatus is provided with an ignition timing controller that controls an ignition timing retard amount; a calculator that calculates a basic retard amount; a detector that detects an engine retard amount; a determinator that determines a retard correction value based on a shift mode of the automatic transmission and the like; and a corrector that corrects the ignition timing retard amount of the controller based on the retard correction value, the basic retard amount, and the engine retard amount.Type: ApplicationFiled: September 11, 2003Publication date: April 1, 2004Applicant: Toyota Jidosha Kabushiki KaishaInventors: Takahiro Kondo, Toshimitsu Sato, Hisanori Nomoto, Naoyuki Sakamoto, Yoshiharu Harada, Toshio Sugimura, Masayasu Mizobuchi, Ryuji Imai
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Publication number: 20040053745Abstract: When it has been determined by first determining means that control for a predetermined upshift has been started while an accelerator pedal was not being depressed, and it has been determined by second determining means that a factor that changes an input torque of an automatic transmission has been generated, correction controlling means corrects an engaging pressure of a predetermined hydraulic frictional engagement device by a correction amount in accordance with the factor that changes the input torque. As a result, undershooting of an engine speed, as well as shift shock which results from that undershooting, is able to be preferably suppressed even when a factor that changes the output torque of an engine is generated.Type: ApplicationFiled: August 13, 2003Publication date: March 18, 2004Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Naoyuki Sakamoto, Toshimitsu Sato, Hisanori Nomoto, Hiromichi Kimura, Toshio Sugimura, Masumi Wada
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Publication number: 20040043867Abstract: In a vehicle in which a moderate throttle opening degree control of maintaining a degree of throttle opening that is less than a degree of throttle opening that corresponds to an accelerator operation is performed for a predetermined period following a beginning of the accelerator operation, if it is determined that a clutch-to-clutch downshift judgment has been made, the reduction of the engaging pressure of a disengage-side friction engagement device is restrained until it is determined that the moderate throttle opening degree control has ended. Therefore, even if the turbine torque is returned to a normal value at the end of the moderate throttle opening degree control, insufficient engaging torque is avoided, and the takeover of engaging torque for the clutch-to-clutch downshift is smoothly performed while the turbine torque is stable. Hence, occurrence of a shock related to the end of the moderate throttle opening degree control is suitably prevented.Type: ApplicationFiled: August 13, 2003Publication date: March 4, 2004Applicants: Toyota Jidosha Kabushiki Kaisha, AISIN AW CO., LTD.Inventors: Toshimitsu Sato, Hisanori Nomoto, Naoyuki Sakamoto, Toshio Sugimura, Hiromichi Kimura, Yoshiharu Harada, Noboru Shibata
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Patent number: 6662904Abstract: A lubricating apparatus, for a friction engagement element that engages a rotatable member with a case includes a hub connected to the rotatable member, friction members disposed between the hub and the case, a hydraulic servo for engaging the friction members, and an oil passage for supplying lubricant from the case to the friction members. A discharge opening of the oil passage is formed at a position which is radially inward of the friction members and which is axially to a side of the friction members. The discharge opening is directed toward the friction members. A weir member for restricting escape of lubricant in the axial direction through a gap between the hub and the friction members is provided at the other axial side of the friction members. Therefore, the axial escape of lubricant exiting the friction members can be prevented by a non-contact leakage restriction that does not cause drag resistance.Type: GrantFiled: September 20, 2001Date of Patent: December 16, 2003Assignees: Aisin AW Co., Ltd., Toyota Jidosha Kabushiki KaishaInventors: Kenji Omote, Takeshi Inuzuka, Shigeo Tsuzuki, Mitsuhiro Umeyama, Hisanori Nomoto, Yuji Iwase
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Patent number: 6508741Abstract: A hydraulic control system for an automatic transmission, which has a frictional engagement unit adapted to be kept in a slipping state when in a predetermined speed changing state and in an applied state when in another gear ratio changing state; and a drain oil establishing member for establishing a drain oil when the frictional engagement unit is kept in the slipping state comprises a drain pressure switching mechanism for supplying the drain oil to the frictional face of the frictional engagement unit when the frictional engagement unit is kept in the slipping state.Type: GrantFiled: October 3, 2000Date of Patent: January 21, 2003Assignee: Toyota Jidosha Kabushiki KaishaInventors: Akira Murakami, Masanori Ohtake, Hisanori Nomoto, Nobuyuki Nagashima, Mitsuhiro Umeyama, Tomoe Osada, Koji Oshima
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Patent number: 6494801Abstract: In a control system for a hybrid drive unit, in accordance with applied/released states of engagement elements, there can be set: a forward running range for a forward run by transmitting an input torque to an output member, a backward running range for a backward run by transmitting an input torque to the output member, and a stop range capable of driving one of the power sources by the other. The control system includes a range switching valve activated in response to the individual set ranges for switching and outputting an initial pressure for applying the engagement elements, to a plurality of passages, and adapted, when the stop range is set, to output the hydraulic pressure to the engagement element for establishing a torque transmission passage from one of the power sources to the other and to block the feed of the initial pressure to the engagement element for establishing, when applied, the torque at the output member.Type: GrantFiled: October 3, 2000Date of Patent: December 17, 2002Assignee: Toyota Jidosha Kabushiki KaishaInventors: Masanori Ohtake, Akira Murakami, Shinichi Kojima, Hisanori Nomoto
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Publication number: 20020105225Abstract: A first hydraulic pump and a second hydraulic pump are respectively mounted to both ends of a rotary shaft in an electric motor, whereby it is possible to drive both of the first hydraulic pump and the second hydraulic pump by one electric motor. Since the electric motor is driven and controlled so as to have any higher rotational speed among a rotational speed of the first hydraulic pump for obtaining an amount of working fluid required in a hydraulic control circuit for a power steering apparatus and a rotational speed of the second hydraulic pump for obtaining an amount of working fluid required in a hydraulic control circuit for a power train by a hydraulic pump drive controlling portion, it is possible to necessarily and sufficiently secure the working fluids respectively required in the power steering hydraulic control circuit and the power train hydraulic control circuit which are independent from each other, by a little electric power consumption.Type: ApplicationFiled: January 31, 2002Publication date: August 8, 2002Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Hiroatsu Endo, Tatsuya Ozeki, Akira Kasamatsu, Nobuyuki Nagashima, Mitsuhiro Umeyama, Hisanori Nomoto, Yuji Iwase, Akira Murakami, Mitsuhiro Nada
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Publication number: 20020036120Abstract: A lubricating apparatus, for a friction engagement element that engages a rotatable member with a case includes a hub connected to the rotatable member, friction members disposed between the hub and the case, a hydraulic servo for engaging the friction members, and an oil passage for supplying lubricant from the case to the friction members. A discharge opening of the oil passage is formed at a position which is radially inward of the friction members and which is axially to a side of the friction members. The discharge opening is directed toward the friction members. A weir member for restricting escape of lubricant in the axial direction through a gap between the hub and the friction members is provided at the other axial side of the friction members. Therefore, the axial escape of lubricant exiting the friction members can be prevented by a non-contact leakage restriction that does not cause drag resistance.Type: ApplicationFiled: September 20, 2001Publication date: March 28, 2002Inventors: Kenji Omote, Takeshi Inuzuka, Shigeo Tsuzuki, Mitsuhiro Umeyama, Hisanori Nomoto, Yuji Iwase
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Patent number: 6336889Abstract: A drive control system for a hybrid vehicle in which an internal combustion engine is selectively coupled through a clutch mechanism to a power transmission line coupled to an electric motor. The drive control system comprises: motoring device for coupling the engine to the power transmission line to rotate the engine, with the feed of a fuel to the engine being stopped when the hybrid vehicle is driven to run by the output of the electric motor, by controlling the clutch mechanism in an applied state. Thus, it is possible to start the engine even at a low speed of the hybrid vehicle and to prevent the deterioration in the riding comfort, as might otherwise be caused by the fluctuation in a driving torque.Type: GrantFiled: September 28, 2000Date of Patent: January 8, 2002Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hidehiro Oba, Kazumi Hoshiya, Hiroatsu Endo, Hisanori Nomoto
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Patent number: 6176807Abstract: A drive control system for a hybrid vehicle in which an internal combustion engine is selectively coupled through a clutch mechanism to a power transmission line coupled to an electric motor. The drive control system comprises: motoring device for coupling the engine to the power transmission line to rotate the engine, with the feed of a fuel to the engine being stopped when the hybrid vehicle is driven to run by the output of the electric motor, by controlling the clutch mechanism in an applied state. Thus, it is possible to start the engine even at a low speed of the hybrid vehicle and to prevent the deterioration in the riding comfort, as might otherwise be caused by the fluctuation in a driving torque.Type: GrantFiled: December 18, 1998Date of Patent: January 23, 2001Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hidehiro Oba, Kazumi Hoshiya, Hiroatsu Endo, Hisanori Nomoto
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Patent number: 5806639Abstract: A fluid coupling with a lock-up clutch which is capable of an improved torque transmission is provided. The fluid coupling with a lock-up clutch according to the present invention comprises, a front cover connected to an input shaft, an impeller shell connected to the front cover, a hub connected to an output shaft, a turbine shell connected to the hub at radially inner end, a driven plate assembly disposed near the outer surface of the turbine shell, a drive disc assembly disposed between the front cover and the driven plate assembly. The driven plate assembly has a driven plate which is rotatable in company with the hub, an annular friction surface disposed on the surface of front cover side of the driven plate. The drive disc assembly has a spring locator connected to the front cover, damper springs located in the spring locator, a front drive disc disposed on the front cover side of the spring locator, and a rear drive disc disposed on the driven plate assembly side of the spring locator.Type: GrantFiled: February 27, 1997Date of Patent: September 15, 1998Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hisanori Nomoto, Kiyohito Murata, Yoshio Shindo
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Patent number: 5636718Abstract: A fluid coupling with a lock-up clutch which is capable of an improved torque transmission is provided. The fluid coupling with a lock-up clutch according to the present invention comprises, a front cover connected to an input shaft, an impeller shell connected to the front cover, a hub connected to an output shaft, a turbine shell connected to the hub at radially inner end, a driven plate assembly disposed near the outer surface of the turbine shell, a drive disc assembly disposed between the front cover and the driven plate assembly. The driven plate assembly has a driven plate which is rotatable in company with the hub, an annular friction surface disposed on the surface of front cover side of the driven plate. The drive disc assembly has a spring locator connected to the front cover, damper springs located in the spring locator, a front drive disc disposed on the front cover side of the spring locator, and a rear drive disc disposed on the driven plate assembly side of the spring locator.Type: GrantFiled: December 27, 1994Date of Patent: June 10, 1997Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hisanori Nomoto, Kiyohito Murata, Yoshio Shindo