Patents by Inventor Masato Terashima
Masato Terashima 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: 11097737Abstract: A vehicle control apparatus calculates a target speed value of an engine rotational speed that is required to provide a required torque value of an engine brake torque, and controls shifting of an automatic transmission such that the engine rotational speed is approximated to the target speed value of the engine rotational speed. The vehicle control apparatus determines whether the target speed value exceeds a predetermined threshold value. When the target speed value exceeds the predetermined threshold value, the vehicle control apparatus controls the shifting of the automatic transmission such that the engine rotational speed is held not higher than the predetermined threshold value, and controls a throttle valve such that the throttle valve is opened.Type: GrantFiled: March 26, 2020Date of Patent: August 24, 2021Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Masato Terashima
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Publication number: 20200339120Abstract: A vehicle control apparatus calculates a target speed value of an engine rotational speed that is required to provide a required torque value of an engine brake torque, and controls shifting of an automatic transmission such that the engine rotational speed is approximated to the target speed value of the engine rotational speed. The vehicle control apparatus determines whether the target speed value exceeds a predetermined threshold value. When the target speed value exceeds the predetermined threshold value, the vehicle control apparatus controls the shifting of the automatic transmission such that the engine rotational speed is held not higher than the predetermined threshold value, and controls a throttle valve such that the throttle valve is opened.Type: ApplicationFiled: March 26, 2020Publication date: October 29, 2020Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Masato TERASHIMA
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Patent number: 9499163Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device releases one of the clutch and the brake when the engine is started in a drive mode in which the engine is at rest while the clutch and the brake are in an engaged state, selecting the one of the clutch and the brake to be released, depending upon a drive force generated during starting the engine.Type: GrantFiled: March 21, 2012Date of Patent: November 22, 2016Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Patent number: 9440300Abstract: An electric discharge machining apparatus of the present invention includes a power supply, an electrode gap configured so as to be formed by an electrode and a workpiece, and an earth floating-capacitance current-suppressing coil configured to be inserted between the power supply and the electrode gap. Accordingly, the impedance in the charging path from the power supply to an interelectrode capacitance (an interelectrode parallel capacitor and an interelectrode parallel floating capacitance) can be decreased, and the impedance in the charging path to an earth floating capacitance can be increased, thereby enabling the electric current from the earth floating capacitance during discharge machining to be suppressed.Type: GrantFiled: October 30, 2012Date of Patent: September 13, 2016Assignee: Mitsubishi Electric CorporationInventors: Tomoaki Takada, Takashi Hashimoto, Ieyoung Kim, Takayuki Nakagawa, Yuto Sasaki, Yuji Nasu, Masato Terashima
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Patent number: 9421858Abstract: A drive control device for a hybrid vehicle is provided with: a first differential mechanism having a first rotary element connected to a first electric motor, a second rotary element connected to an engine, and a third rotary element connected to an output rotary member; a second differential mechanism having a first rotary element connected to a second electric motor, a second rotary element, and a third rotary element, one of the second rotary element and the third rotary element being connected to the third rotary element of said first differential mechanism; a clutch configured to selectively couple the second rotary element of said first differential mechanism, and the other of the second and third rotary elements of said second differential mechanism which is not connected to the third rotary element of said first differential mechanism, to each other; and a brake configured to selectively couple said other of the second and third rotary elements of said second differential mechanism which is not conneType: GrantFiled: December 12, 2011Date of Patent: August 23, 2016Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Patent number: 9180871Abstract: A hybrid vehicle including an engine having a catalyst in an exhaust passage, first and second motor generators, a battery and a power transmission mechanism coupling a drive shaft, the engine and the motor generators by a gear mechanism such that torque is transmittable, and its control method, are provided. When a coolant temperature is a threshold or below, catalyst warm-up operation for starting the engine and retarding an ignition timing by a retardation amount is executed. When a battery level is a threshold or below, forced charging operation for starting the engine and charging the battery by driving the first motor generator is executed. During the forced charging operation, an engine load is changed on the basis of the battery level. When the catalyst warm-up operation is executed during the forced charging operation, the retardation amount for facilitating warm-up of the catalyst is reduced as the engine load increases.Type: GrantFiled: November 23, 2012Date of Patent: November 10, 2015Assignees: TOYOTA JIDOSHA KABUSHIKI KAISHA, DENSO CORPORATIONInventors: Ikuo Ando, Toshitake Sasaki, Tsukasa Abe, Masato Terashima, Koji Hayashi, Hiroyasu Harada, Masakazu Yamamoto
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Patent number: 9168911Abstract: A drive control device for a hybrid vehicle which is provided with: a first differential mechanism and a second differential mechanism which have a total of five rotary elements; and an engine, a first electric motor, a second electric motor and an output rotary member which are respectively connected to four rotary elements of said five rotary elements, and which has at least a first drive mode and a second drive mode in which the engine is operated and which are established by selectively connecting a rotary element of said five rotary elements which is connected to said engine, and a rotary element of said five rotary elements which is not connected to any of said engine, said first electric motor, said second electric motor and said output rotary member, to each other through a clutch, or selectively fixing the rotary element connected to said engine and the rotary element not connected to any of said engine, said first electric motor, said second electric motor and said output rotary member, to a stationType: GrantFiled: December 19, 2011Date of Patent: October 27, 2015Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Patent number: 9005078Abstract: A drive control device for a hybrid vehicle provided with: a first differential mechanism having a first rotary element connected to a first electric motor, a second rotary element connected to an engine, and a third rotary element connected to an output rotary member; a second differential mechanism having a first rotary element connected to a second electric motor, a second rotary element, and a third rotary element, one of the second rotary element and the third rotary element being connected to the third rotary element of said first differential mechanism; a clutch configured to selectively couple the second rotary element of said first differential mechanism, and the other of the second and third rotary elements of said second differential mechanism which is not connected to the third rotary element of said first differential mechanism, to each other; and a brake configured to selectively couple said other of the second and third rotary elements of said second differential mechanism which is not connecteType: GrantFiled: December 16, 2011Date of Patent: April 14, 2015Assignee: Toyota Jidosha Kabushiki KaishaInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20150087458Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The hybrid vehicle is selectively placed in a plurality of drive modes according to respective combinations of engaged and released states of the clutch and the brake.Type: ApplicationFiled: March 26, 2012Publication date: March 26, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Hiroyasu Harada, Masato Terashima, Koji Hayashi, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20150087457Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The hybrid vehicle is selectively placed in a plurality of drive modes according to respective combinations of engaged and released states of the clutch and the brake.Type: ApplicationFiled: March 21, 2012Publication date: March 26, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20150080173Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device releases one of the clutch and the brake when the engine is started in a drive mode in which the engine is at rest while the clutch and the brake are in an engaged state, selecting the one of the clutch and the brake to be released, depending upon a drive force generated during starting the engine.Type: ApplicationFiled: March 21, 2012Publication date: March 19, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20150005125Abstract: A drive control device for a hybrid vehicle provided with: a first differential mechanism having a first rotary element connected to a first electric motor, a second rotary element connected to an engine, and a third rotary element connected to an output rotary member; a second differential mechanism having a first rotary element connected to a second electric motor, a second rotary element, and a third rotary element, one of the second rotary element and the third rotary element being connected to the third rotary element of said first differential mechanism; a clutch configured to selectively couple the second rotary element of said first differential mechanism, and the other of the second and third rotary elements of said second differential mechanism which is not connected to the third rotary element of said first differential mechanism, to each other; and a brake configured to selectively couple said other of the second and third rotary elements of said second differential mechanism which is not connecteType: ApplicationFiled: December 16, 2011Publication date: January 1, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20140342865Abstract: A drive control device for a hybrid vehicle is provided with: a first differential mechanism having a first rotary element connected to a first electric motor, a second rotary element connected to an engine, and a third rotary element connected to an output rotary member; a second differential mechanism having a first rotary element connected to a second electric motor, a second rotary element, and a third rotary element, one of the second rotary element and the third rotary element being connected to the third rotary element of said first differential mechanism; a clutch configured to selectively couple the second rotary element of said first differential mechanism, and the other of the second and third rotary elements of said second differential mechanism which is not connected to the third rotary element of said first differential mechanism, to each other; and a brake configured to selectively couple said other of the second and third rotary elements of said second differential mechanism which is not conneType: ApplicationFiled: December 12, 2011Publication date: November 20, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20140316631Abstract: A drive control device for a hybrid vehicle which is provided with: a first differential mechanism and a second differential mechanism which have a total of five rotary elements; and an engine, a first electric motor, a second electric motor and an output rotary member which are respectively connected to four rotary elements of said five rotary elements, and which has at least a first drive mode and a second drive mode in which the engine is operated and which are established by selectively connecting a rotary element of said five rotary elements which is connected to said engine, and a rotary element of said five rotary elements which is not connected to any of said engine, said first electric motor, said second electric motor and said output rotary member, to each other through a clutch, or selectively fixing the rotary element connected to said engine and the rotary element not connected to any of said engine, said first electric motor, said second electric motor and said output rotary member, to a stationType: ApplicationFiled: December 19, 2011Publication date: October 23, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koji Hayashi, Masato Terashima, Hiroyasu Harada, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20140297088Abstract: A hybrid vehicle including an engine having a catalyst in an exhaust passage, first and second motor generators, a battery and a power transmission mechanism coupling a drive shaft, the engine and the motor generators by a gear mechanism such that torque is transmittable, and its control method, are provided. When a coolant temperature is a threshold or below, catalyst warm-up operation for starting the engine and retarding an ignition timing by a retardation amount is executed. When a battery level is a threshold or below, forced charging operation for starting the engine and charging the battery by driving the first motor generator is executed. During the forced charging operation, an engine load is changed on the basis of the battery level. When the catalyst warm-up operation is executed during the forced charging operation, the retardation amount for facilitating warm-up of the catalyst is reduced as the engine load increases.Type: ApplicationFiled: November 23, 2012Publication date: October 2, 2014Applicants: DENSO CORPORATION, TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Ikuo Ando, Toshitake Sasaki, Tsukasa Abe, Masato Terashima, Koji Hayashi, Hiroyasu Harada, Masakazu Yamamoto
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Publication number: 20140116990Abstract: An electric discharge machining apparatus of the present invention includes a power supply, an electrode gap configured so as to be formed by an electrode and a workpiece, and an earth floating-capacitance current-suppressing coil configured to be inserted between the power supply and the electrode gap. Accordingly, the impedance in the charging path from the power supply to an interelectrode capacitance (an interelectrode parallel capacitor and an interelectrode parallel floating capacitance) can be decreased, and the impedance in the charging path to an earth floating capacitance can be increased, thereby enabling the electric current from the earth floating capacitance during discharge machining to be suppressed.Type: ApplicationFiled: October 30, 2012Publication date: May 1, 2014Applicant: MITSUBISHI ELECTRIC CORPORATIONInventors: Tomoaki Takada, Takashi Hashimoto, Ieyoung Kim, Takayuki Nakagawa, Yuto Sasaki, Yuji Nasu, Masato Terashima
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Patent number: 8684880Abstract: A simply structured rattling noise reduction device for a vehicle capable of preventing rattling certainly under neutral position. The rattling noise reduction device is applied to a vehicle having a transmission mechanism configured to transmit a torque of a prime mover to an output member through a mating transmission mechanism, and a shifting means capable of selecting a drive position in which the torque of the prime mover is transmitted to the output member and a neutral position in which the torque of the prime mover is not transmitted to the output member, and in which the transmission mechanism is configured to idle any one of rotary members thereof to prevent the torque from being applied to the output member in case the neutral position is selected.Type: GrantFiled: March 11, 2009Date of Patent: April 1, 2014Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hajime Kato, Masato Terashima, Hiroki Kuwamoto
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Publication number: 20110319212Abstract: A simply structured rattling noise reduction device for a vehicle capable of preventing rattling certainly under neutral position. The rattling noise reduction device is applied to a vehicle having a transmission mechanism configured to transmit a torque of a prime mover to an output member through a mating transmission mechanism, and a shifting means capable of selecting a drive position in which the torque of the prime mover is transmitted to the output member and a neutral position in which the torque of the prime mover is not transmitted to the output member, and in which the transmission mechanism is configured to idle any one of rotary members thereof to prevent the torque from being applied to the output member in case the neutral position is selected.Type: ApplicationFiled: March 11, 2009Publication date: December 29, 2011Applicant: Toyota Jidosha Kabushiki KaishaInventors: Hajime Kato, Masato Terashima, Hiroki Kuwamoto
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Publication number: 20100236347Abstract: In a gear transmission apparatus including a shared gear in which two rows of internal teeth are formed on an inner circumference of a common gear main body so as to be adjacent to each other in an axial direction, the internal teeth of each of the rows are meshed with an external gear to configure a transmission mechanism for each of the rows, the internal teeth of each of the rows are inclined with respect to the axial direction such that each of inner end portions thereof in the axial direction is further deviated to a normal rotation direction, which is a rotation direction in which a frequency in use of the shared gear is high, than each of outer end portions in the axial direction, oil drainage holes are provided between the internal teeth, and oil drainage grooves are provided on bottom lands of the internal teeth.Type: ApplicationFiled: June 25, 2008Publication date: September 23, 2010Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Hiroki Kuwamoto, Toshihiro Hirao, Masato Terashima, Akiyuki Suzuki, Yusuke Nemoto, Kazuya Fujita, Akira Nakata
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Patent number: 6813551Abstract: Estimated change in operating fluid volume within a primary fluid chamber over a predetermined period of time during gear change operation is calculated using a physical model. On the other hand, detected change in operating fluid volume within the primary fluid chamber over this predetermined period of time is calculated. Then the deviation of the detected change from the estimated change is calculated, and learning and correction of the difference between the characteristic stored in an electronic control unit and that of an actual flow control unit are performed based on this deviation.Type: GrantFiled: January 31, 2003Date of Patent: November 2, 2004Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hiroji Taniguchi, Katsumi Kono, Kenji Matsuo, Masato Terashima, Hiroki Kondo