Patents by Inventor Makoto Kishida
Makoto Kishida 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: 20240328212Abstract: A vehicle door lock device for a door of a vehicle includes: a mechanical changeover mechanism switchable between a mechanical lock mode in which a motion of a door handle lever is not transmitted to a latch and a mechanical unlock mode in which the motion of the door handle lever is transmitted to the latch; an actuator capable of causing the mechanical changeover mechanism to switch from the mechanical unlock mode to the mechanical lock mode; and a controller configured to control the actuator. The controller is configured to, when the controller has determined that any one of a plurality of conditions for re-locking is met and the mechanical changeover mechanism has switched from the mechanical lock mode to the mechanical unlock mode, immediately activate the actuator to cause the mechanical changeover mechanism to switch from the mechanical unlock mode to the mechanical lock mode.Type: ApplicationFiled: February 27, 2024Publication date: October 3, 2024Inventors: Atsushi NAKASHIMA, Mitsunori NISHINO, Toshihiro KANEDA, Akira KAMIKURA, Riki TOYOOKA, Makoto ONO, Tsukasa KISHIDA, Koji MASUDA, Koji NOMURA
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Publication number: 20240287837Abstract: A vehicle door control system includes a door, holding part, and controller. The door is capable of opening and closing by a motion of swinging relative to a vehicle body. The holding part is capable of switching between an openable-and-closable state and a holding state. The openable-and-closable state is a state in which movement of the door in an opening direction that opens the door and movement of the door in a closing direction that closes the door are allowed. The holding state is a state in which movement of the door in the opening direction is prohibited and movement of the door in the closing direction is allowed. The controller is configured to control the holding part. The controller is configured to set the holding part to the holding state in response to the door stopping its movement while the door is open.Type: ApplicationFiled: February 12, 2024Publication date: August 29, 2024Inventors: Atsushi NAKASHIMA, Mitsunori NISHINO, Toshihiro KANEDA, Akira KAMIKURA, Riki TOYOOKA, Makoto ONO, Tsukasa KISHIDA, Koji MASUDA, Yoichi KATAYAMA, Koji NOMURA
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Publication number: 20240254823Abstract: A door device includes: a door swingable relative to a vehicle body; an actuator configured to drive the door to open and close; a controller configured to perform drive control on the actuator; and a door open/close detector configured to detect an opening/closing speed of the door, wherein the controller is configured to: determine whether an opening/closing action to be performed on the door is a manual action, in which the door is to be manually opened or closed by a user, or an automatic action, in which the door is to be automatically opened or closed by the actuator; and while the manual action is being performed, learn the opening/closing speed detected by the door open/close detector to generate learned value data including information on the opening/closing speed and to reflect the learned value data to the drive control on the actuator while the automatic action is being performed.Type: ApplicationFiled: January 29, 2024Publication date: August 1, 2024Inventors: Atsushi NAKASHIMA, Mitsunori NISHINO, Toshihiro KANEDA, Akira KAMIKURA, Riki TOYOOKA, Makoto ONO, Koji MASUDA, Yoichi KATAYAMA, Tsukasa KISHIDA, Koji NOMURA
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Patent number: 11649912Abstract: Fretting wear in a pipe connector is avoided in advance. In a connector body (1), there is provided a gate member (29) having spring portions (33) that allow a pipe (P) to be inserted up to a regular depth while maintaining a contact state with the pipe (P). When a retainer (37) is pushed in with the pipe (P) being inserted to the connector body (1) up to the regular depth, locking legs (45) of the retainer (37) are locked to a bulge portion (6) of the pipe (P) and each locking leg (45) enters between the pipe (P) and the spring portion (33) and elastically displaces the spring portion (33) in a direction away from the pipe (P), thereby eliminating the contact state.Type: GrantFiled: September 10, 2018Date of Patent: May 16, 2023Assignee: TOGO SEISAKUSYO CORPORATIONInventors: Takanori Nagaya, Kenji Tozaki, Makoto Kishida, Noriaki Fujita
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Publication number: 20200292116Abstract: Fretting wear in a pipe connector is avoided in advance. In a connector body (1), there is provided a gate member (29) having spring portions (33) that allow a pipe (P) to be inserted up to a regular depth while maintaining a contact state with the pipe (P). When a retainer (37) is pushed in with the pipe (P) being inserted to the connector body (1) up to the regular depth, locking legs (45) of the retainer (37) are locked to a bulge portion (6) of the pipe (P) and each locking leg (45) enters between the pipe (P) and the spring portion (33) and elastically displaces the spring portion (33) in a direction away from the pipe (P), thereby eliminating the contact state.Type: ApplicationFiled: September 10, 2018Publication date: September 17, 2020Applicant: TOGO SEISAKUSYO CORPORATIONInventors: Takanori NAGAYA, Kenji TOZAKI, Makoto KISHIDA, Noriaki FUJITA
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Patent number: 7143596Abstract: An air conditioning device for a vehicle having a regenerative section improves efficiency of regeneration. The air conditioning device comprises a compressor (6) connected to an output shaft (1a) of an engine (1) via an electromagnetic clutch (5), a motor-generator (2) for electrically recovering kinetic energy of the vehicle (100) during deceleration, a battery (9) for storing energy regenerated by the motor-generator (2), and a motor-driven compressor (13). When the vehicle (100) is in a deceleration state, the compressor (6) is disconnected from the engine (1) by disengaging the electromagnetic clutch (5), and air conditioning is performed by the motor-driven compressor (13).Type: GrantFiled: April 21, 2003Date of Patent: December 5, 2006Assignee: Honda Motor Co. Ltd.Inventors: Takahiro Yonekura, Shigetaka Kuroda, Teruo Wakashiro, Kohei Hanada, Makoto Kishida
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Patent number: 7007464Abstract: The catalyst warming control apparatus of the present invention is provided for a hybrid vehicle having an internal combustion engine, a generator for generating electric power from the output from the internal combustion engine, a power storage unit for storing electric power generated by the generator, and an electric motor driven by the electric power stored in the power storage unit, the hybrid vehicle being driven by at least one of the outputs from the internal combustion engine and the motor.Type: GrantFiled: August 23, 2000Date of Patent: March 7, 2006Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Kiyoshi Asami, Shigeru Ibaraki, Makoto Kishida
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Publication number: 20050268632Abstract: An air conditioning device for a vehicle having a regenerative section improves efficiency of regeneration. The air conditioning device comprises a compressor (6) connected to an output shaft (1a) of an engine (1) via an electromagnetic clutch (5), a motor-generator (2) for electrically recovering kinetic energy of the vehicle (100) during deceleration, a battery (9) for storing energy regenerated by the motor-generator (2), and a motor-driven compressor (13). When the vehicle (100) is in a deceleration state, the compressor (6) is disconnected from the engine (1) by disengaging the electromagnetic clutch (5), and air conditioning is performed by the motor-driven compressor (13).Type: ApplicationFiled: April 21, 2003Publication date: December 8, 2005Inventors: Takahiro Yonekura, Shigetaka Kuroda, Teruo Wakashiro, Kohei Hanada, Makoto Kishida
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Patent number: 6943460Abstract: A control device for a hybrid vehicle, the hybrid vehicle comprising an engine and a motor as power sources, the control device including: a battery device sending energy to and receiving energy from the motor, a temperature sensor for measuring the temperature of the battery device; a control section which is adapted to execute a warming control operation for the battery device when the temperature of the battery device is low; and a determination section for determining whether a cylinder deactivation operation is permitted for the engine depending on the running state of the engine. The control section executes a vibration control operation for the engine by operating the motor so as to reduce vibration of the engine when it is determined by the determination section that the partial cylinder deactivation operation is permitted for the engine, and to perform the warming control operation for the battery device by executing a vibration control operation for the engine.Type: GrantFiled: July 14, 2003Date of Patent: September 13, 2005Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Teruo Wakashiro, Kohei Hanada, Takahiro Yonekura, Makoto Kishida, Tomohiro Nishi, Kazuhiro Hara
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Patent number: 6886524Abstract: In order to improve the fuel consumption efficiency of a hybrid vehicle, a control apparatus 1 for a hybrid vehicle is provided, which comprises as a power source a motor M and an engine E capable of executing partial cylinder deactivation operation and the driving force of at least one of these is transmitted to wheels for running the vehicle. When the required output is larger than the output of the engine under partial cylinder deactivation operation, and is smaller than the total output of the engine and the motor, which is adjustable for assisting the engine, the control apparatus operates the engine under partial deactivation and adjusts the motor output so as to compensate the difference between the total output of the power source and the output of the partial cylinder deactivated engine.Type: GrantFiled: August 5, 2003Date of Patent: May 3, 2005Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Kohei Hanada, Teruo Wakashiro, Shigetaka Kuroda, Takahiro Yonekura, Makoto Kishida, Tomohiro Nishi
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Publication number: 20040035113Abstract: In order to improve the fuel consumption efficiency of a hybrid vehicle, a control apparatus 1 for a hybrid vehicle is provided, which comprises as a power source a motor M and an engine E capable of executing partial cylinder deactivation operation and the driving force of at least one of these is transmitted to wheels for running the vehicle. When the required output is larger than the output of the engine under partial cylinder deactivation operation, and is smaller than the total output of the engine and the motor, which is adjustable for assisting the engine, the control apparatus operates the engine under partial deactivation and adjusts the motor output so as to compensate the difference between the total output of the power source and the output of the partial cylinder deactivated engine.Type: ApplicationFiled: August 5, 2003Publication date: February 26, 2004Applicant: HONDA GIKEN KOGYO KABUSHIKI KAISHAInventors: Kohei Hanada, Teruo Wakashiro, Shigetaka Kuroda, Takahiro Yonekura, Makoto Kishida, Tomohiro Nishi
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Publication number: 20040012206Abstract: A control device for a hybrid vehicle, the hybrid vehicle comprising an engine and a motor as power sources, the control device including: a battery device sending energy to and receiving energy from the motor, a temperature sensor for measuring the temperature of the battery device; a control section which is adapted to execute a warming control operation for the battery device when the temperature of the battery device is low; and a determination section for determining whether a cylinder deactivation operation is permitted for the engine depending on the running state of the engine. The control section executes a vibration control operation for the engine by operating the motor so as to reduce vibration of the engine when it is determined by the determination section that the partial cylinder deactivation operation is permitted for the engine, and to perform the warming control operation for the battery device by executing a vibration control operation for the engine.Type: ApplicationFiled: July 14, 2003Publication date: January 22, 2004Applicant: Honda Giken Kogyo Kabushiki KaishaInventors: Teruo Wakashiro, Kohei Hanada, Takahiro Yonekura, Makoto Kishida, Tomohiro Nishi, Kazuhiro Hara
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Patent number: 6638022Abstract: A hybrid vehicle includes: a metal V-belt type infinitely variable gear-change mechanism 20 whereby the rotation of an engine E is subjected to change in gear ratio, a forwards clutch 14 and a reverse brake 15 that perform engagement/disengagement control of the engine and the infinitely variable gear-change mechanism, and a second motor generator 50 capable of driving the drive wheels arranged parallel with the engine. The control device is provided with a first hydraulic pump 3 for engine drive, a second hydraulic pump 56 that is driven by an electric motor 55 for pump drive, and a forwards/reverse clutch control valve 73 that performs changeover control of supply of working hydraulic pressure to the forwards clutch 14 etc.Type: GrantFiled: January 5, 2001Date of Patent: October 28, 2003Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Eijirou Shimabukuro, Shigeru Ibaraki, Takuya Shirasaka, Makoto Kishida, Yutaka Tamagawa, Tetsuya Hasebe
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Patent number: 6343252Abstract: The hybrid vehicle of the present invention has an internal combustion engine, a power storage unit for storing electric power, and a motor driven by the electric power stored in the power storage unit, the hybrid vehicle being driven by at least one of the outputs from the internal combustion engine and the motor.Type: GrantFiled: August 24, 2000Date of Patent: January 29, 2002Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Kiyoshi Asami, Shigeru Ibaraki, Makoto Kishida
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Publication number: 20010016165Abstract: A hybrid vehicle includes: a metal V-belt type infinitely variable gear-change mechanism 20 whereby the rotation of an engine E is subjected to change in gear ratio, a forwards clutch 14 and a reverse brake 15 that perform engagement/disengagement control of the engine and the infinitely variable gear-change mechanism, and a second motor generator 50 capable of driving the drive wheels arranged parallel with the engine. The control device is provided with a first hydraulic pump 3 for engine drive, a second hydraulic pump 56 that is driven by an electric motor 55 for pump drive, and a forwards/reverse clutch control valve 73 that performs changeover control of supply of working hydraulic pressure to the forwards clutch 14 etc.Type: ApplicationFiled: January 5, 2001Publication date: August 23, 2001Inventors: Eijirou Shimabukuro, Shigeru Ibaraki, Takuya Shirasaka, Makoto Kishida, Yutaka Tamagawa, Tetsuya Hasebe
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Patent number: 6157885Abstract: A system for controlling motive force of a vehicle having an engine and an automatic transmission connected to the engine to transmit engine torque to a drive shaft of the vehicle, wherein a control mode is selected from among a plurality of predetermined control modes in response to a calculated desired motive force and vehicle speed such that the fuel economy is enhanced and engine torque and speed (gear) ratio are controlled in response thereto. Moreover, the desired motive force is calculated by obtaining a difference between the wide-open-throttle motive force and the full-closed-throttle motive force and by multiplying the difference by a calculated ratio of motive force. Furthermore, the calculated desired output of the engine and the desired gear ratio are controlled such that the desired motive force is generated when the desired motive force is discriminated to be achievable.Type: GrantFiled: December 29, 1998Date of Patent: December 5, 2000Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Shinichi Sakaguchi, Eisuke Kimura, Hiroyuki Abe, Makoto Kishida, Motoshi Ishikawa, Kazuhisa Yamamoto
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Patent number: 6027425Abstract: A system for controlling motive force of a vehicle having an engine and a continuously variable automatic transmission connected to the engine to transmit engine torque to a drive shaft of the vehicle. In the system, a desired motive force is calculated or determined from the detected accelerator (pedal) position and vehicle speed, and based on the determined motive force a desired engine speed, more specifically a drive shaft speed of the transmission, is calculated or determined. Then inertia torque acting on the vehicle is calculated or determined based on at least the determined speed and detected speed, and a desired throttle opening is corrected by the determined inertia torque when the vehicle accelerates or decelerates. With the arrangement, the vehicle response delay due to the inertia torque is adjusted and hence, drivability and fuel economy performance are enhanced.Type: GrantFiled: December 29, 1998Date of Patent: February 22, 2000Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Shinichi Sakaguchi, Eisuke Kimura, Hiroyuki Abe, Makoto Kishida, Motoshi Ishikawa, Kazuhisa Yamamoto, Akihiro Yamamoto
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Patent number: 5760357Abstract: A device for detecting a change in the thrust load acting on the actuating rod of a linear actuator. The thrust detecting device includes a pinion which converts and enlarges an axial linear displacement of a rotating drive screw shaft caused by a change in the load on an actuating rod driven by the screw shaft into an angular displacement of a vertical shaft of the pinion. A circular scale plate is attached to the vertical shaft of the pinion and serves to indicate a preset value for the load change to be detected. A pair of striker plates each having a pointer effective to select a preset value on the circular scale plate and a striker effective to activate a corresponding limit switch are attached to the circular scale plate.Type: GrantFiled: December 8, 1995Date of Patent: June 2, 1998Assignee: Tsubakimoto Chain, Co.Inventors: Kenichiro Nakamura, Toshio Mitsuyama, Makoto Kishida
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Patent number: 5620078Abstract: A device providing an accurate adjustment of the length of a reciprocating stroke of an actuating rod of a linear actuator. The stroke control device includes a cam-plate mounting shaft 9 horizontally disposed within a limit switch box so that a plurality of limit-switch actuating cam plates 11A-11C mounted on the mounting shaft 9 for actuation of a corresponding number of limit switches LA-LC to control the stroke length of the actuating rod can be observed in one view as a horizontal array of laterally spaced, vertically disposed cam plates.Type: GrantFiled: December 8, 1995Date of Patent: April 15, 1997Assignee: Tsubakimoto Chain Co.Inventors: Kenichiro Nakamura, Toshio Mitsuyama, Makoto Kishida
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Patent number: 5448982Abstract: An intake system includes a supercharger for use with a power train. The power train includes a transverse engine and a transmission disposed transversely behind the engine. The engine has first and second rows of cylinders. Cylinders in each row are intended not to be fired one after another. The first and second rows of cylinders are offset sideways relative to each other. The intake system has an individual downstream intake part, downstream from the supercharger supported by the power train, for each row of cylinders. The individual downstream intake port includes a branch intake passage, branching off downstream from the supercharger and supported by the power train, and an inter-cooler disposed in the branch intake passage. One of the inter-coolers is located on a front side of the engine, and another of the inter-coolers is located above the transmission.Type: GrantFiled: May 23, 1994Date of Patent: September 12, 1995Assignee: Mazda Motor CorporationInventors: Yukio Arakawa, Toshimichi Akagi, Kouichi Hatamura, Makoto Kishida