Patents by Inventor Norio Iwashita

Norio Iwashita 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).

  • Patent number: 11306792
    Abstract: An automatic transmission is provided, which includes a transmission case having a vertical wall part, a clutch disposed on a first side of the vertical wall part in an axial direction, a given component disposed on the second side of the vertical wall part, and a sleeve having a cylindrical body and a flange part coupled to the second side of the vertical wall part and disposed radially inward of the given component. The hydraulic fluid is supplied to the clutch from radially inward of the clutch through the vertical wall part. An oil supply passage is configured to supply the hydraulic fluid to the radially inward of the clutch through a first oil passage extending in the axial direction via a coupling part between the vertical wall part and the flange part, a second oil passage inside the flange part, and a third oil passage inside the cylindrical body.
    Type: Grant
    Filed: September 23, 2020
    Date of Patent: April 19, 2022
    Assignee: Mazda Motor Corporation
    Inventors: Tomotaka Ishizaka, Norio Iwashita, Kensuke Ueda, Masanori Sasaki
  • Patent number: 11149848
    Abstract: An automatic transmission with a brake is provided, the brake including a hub member coupled to a transmission case. The hub member includes a first hub member having a cylindrical part spline-engaged with friction plates and the transmission case, and forming a disengagement hydraulic chamber, a second hub member disposed at one side of the first hub member in the axial direction, fitted into the transmission case, and coupled to the one side of the first hub member in the axial direction by a first coupling member, and a third hub member disposed at the other side of the first hub member in the axial direction, coupled to the other side of the first hub member in the axial direction by a second coupling member, and forming an engagement hydraulic chamber. The first coupling member and the second coupling member are disposed radially inward of the disengagement hydraulic chamber.
    Type: Grant
    Filed: September 22, 2020
    Date of Patent: October 19, 2021
    Assignee: Mazda Motor Corporation
    Inventors: Tomotaka Ishizaka, Norio Iwashita, Shota Yamakawa
  • Publication number: 20210131513
    Abstract: An automatic transmission is provided, which includes a transmission case having a vertical wall part, a clutch disposed on a first side of the vertical wall part in an axial direction, a given component disposed on the second side of the vertical wall part, and a sleeve having a cylindrical body and a flange part coupled to the second side of the vertical wall part and disposed radially inward of the given component. The hydraulic fluid is supplied to the clutch from radially inward of the clutch through the vertical wall part. An oil supply passage is configured to supply the hydraulic fluid to the radially inward of the clutch through a first oil passage extending in the axial direction via a coupling part between the vertical wall part and the flange part, a second oil passage inside the flange part, and a third oil passage inside the cylindrical body.
    Type: Application
    Filed: September 23, 2020
    Publication date: May 6, 2021
    Inventors: Tomotaka Ishizaka, Norio Iwashita, Kensuke Ueda, Masanori Sasaki
  • Publication number: 20210116025
    Abstract: An automatic transmission with a brake is provided, the brake including a hub member coupled to a transmission case. The hub member includes a first hub member having a cylindrical part spline-engaged with friction plates and the transmission case, and forming a disengagement hydraulic chamber, a second hub member disposed at one side of the first hub member in the axial direction, fitted into the transmission case, and coupled to the one side of the first hub member in the axial direction by a first coupling member, and a third hub member disposed at the other side of the first hub member in the axial direction, coupled to the other side of the first hub member in the axial direction by a second coupling member, and forming an engagement hydraulic chamber. The first coupling member and the second coupling member are disposed radially inward of the disengagement hydraulic chamber.
    Type: Application
    Filed: September 22, 2020
    Publication date: April 22, 2021
    Inventors: Tomotaka Ishizaka, Norio Iwashita, Shota Yamakawa
  • Patent number: 10767706
    Abstract: A frictional engagement element includes: a first piston, a second piston, a first urging member for urging the first piston in a direction of releasing a friction plate, and a second urging member for urging the second piston in the direction of releasing the friction plate with an urging force larger than the urging force of the first urging member. One of the first and second pistons has a communicating hole for connecting an engaging hydraulic chamber with an opposite hydraulic chamber and the other of the first and second pistons has a valve part for closing the communicating hole. The difference in travel distance between the first and second pistons in motion due to the different urging forces of the first and second urging members causes the valve part to open the communicating hole.
    Type: Grant
    Filed: March 21, 2017
    Date of Patent: September 8, 2020
    Assignee: MAZDA MOTOR CORPORATION
    Inventors: Tomotaka Ishizaka, Tatsuhiko Iwasaki, Norio Iwashita, Tatsutoshi Mizobe, Kaori Sako, Tadashi Saito, Tomohiro Kubo, Manabu Sasahara, Yutaro Fukuda, Shinya Kamada
  • Patent number: 10746234
    Abstract: An automatic transmission includes a piston movable in an axial direction, a plurality of friction plates disposed on a side of a first surface of the piston, a fastening hydraulic chamber applying a hydraulic pressure to a second surface of the piston to move the piston to a fastening position where the friction plates are pressed to be fastened to each other, a release hydraulic chamber applying a hydraulic pressure to the first surface of the piston to move the piston to a release position where the friction plates are released, and a hydraulic pressure control valve that supplies and discharges the hydraulic pressure to and from each of the fastening hydraulic chamber and the release hydraulic chamber. An area of the second surface of the piston for receiving the hydraulic pressure is set to be larger than an area of the first surface for receiving the hydraulic pressure.
    Type: Grant
    Filed: February 16, 2017
    Date of Patent: August 18, 2020
    Assignee: MAZDA MOTOR CORPORATION
    Inventors: Yutaro Fukuda, Tadashi Saito, Masahiro Kaji, Manabu Sasahara, Tomohiro Kubo, Shinya Kamada, Norio Iwashita, Kaori Sako, Tomotaka Ishizaka, Tatsuhiko Iwasaki, Koshiro Saji, Tatsutoshi Mizobe
  • Patent number: 10718425
    Abstract: In a brake device of a transmission, rotation side friction plates are engaged with a cylindrical part of a rotation side holding member, and fixed side friction plates are engaged with a spline part that is provided on an outer peripheral surface of an inner cylindrical part of a fixed side holding member opposed to a cylindrical part of the rotation side holding member. The fixed side holding member includes an inflow oil passage that supplies lubricating oil from the outside to the inside of the radial direction thereof. An annular space communicating with an inflow oil passage is provided on the inside of the cylindrical part of the fixed side holding member. Oil discharge holes supplying lubricating oil, which was flowed into the annular space, to the rotation side and fixed side friction plates are provided on the cylindrical part of the fixed side holding member.
    Type: Grant
    Filed: March 29, 2018
    Date of Patent: July 21, 2020
    Assignee: Mazda Motor Corporation
    Inventors: Takashi Nishioka, Tatsuhiko Iwasaki, Norio Iwashita, Tomotaka Ishizaka
  • Patent number: 10677314
    Abstract: A power transmission apparatus with a centrifugal pendulum damper is realized, which can effectively suppress torque fluctuation and vibration noise of a vehicle while avoiding size increase of a centrifugal pendulum damper and deterioration of reliability of the centrifugal pendulum damper by high-speed rotation. A power transmission apparatus with a centrifugal pendulum damper includes: a centrifugal pendulum damper coupled to an input shaft through a speed-increasing mechanism configured to increase speed of rotation of the input shaft; and an engagement/disengagement mechanism capable of realizing and cutting off power transmission from the input shaft to the centrifugal pendulum damper.
    Type: Grant
    Filed: September 26, 2016
    Date of Patent: June 9, 2020
    Assignee: Mazda Motor Corporation
    Inventors: Kyosei Nakashima, Kazuhiro Tanaka, Norio Iwashita, Shinya Kamada, Hiroo Akagi, Tomokazu Kinoshita, Hiroyuki Okayama, Narihito Hongawara, Keiji Bouda
  • Publication number: 20180347639
    Abstract: A frictional engagement element includes: a first piston, a second piston, a first urging member for urging the first piston in a direction of releasing a friction plate, and a second urging member for urging the second piston in the direction of releasing the friction plate with an urging force larger than the urging force of the first urging member. One of the first and second pistons has a communicating hole for connecting an engaging hydraulic chamber with an opposite hydraulic chamber and the other of the first and second pistons has a valve part for closing the communicating hole. The difference in travel distance between the first and second pistons in motion due to the different urging forces of the first and second urging members causes the valve part to open the communicating hole.
    Type: Application
    Filed: March 21, 2017
    Publication date: December 6, 2018
    Applicant: MAZDA MOTOR CORPORATION
    Inventors: Tomotaka ISHIZAKA, Tatsuhiko IWASAKI, Norio IWASHITA, Tatsutoshi MIZOBE, Kaori SAKO, Tadashi SAITO, Tomohiro KUBO, Manabu SASAHARA, Yutaro FUKUDA, Shinya KAMADA
  • Publication number: 20180340605
    Abstract: In a brake device of a transmission, rotation side friction plates are engaged with a cylindrical part of a rotation side holding member, and fixed side friction plates are engaged with a spline part that is provided on an outer peripheral surface of an inner cylindrical part of a fixed side holding member opposed to a cylindrical part of the rotation side holding member. The fixed side holding member includes an inflow oil passage that supplies lubricating oil from the outside to the inside of the radial direction thereof. An annular space communicating with an inflow oil passage is provided on the inside of the cylindrical part of the fixed side holding member. Oil discharge holes supplying lubricating oil, which was flowed into the annular space, to the rotation side and fixed side friction plates are provided on the cylindrical part of the fixed side holding member.
    Type: Application
    Filed: March 29, 2018
    Publication date: November 29, 2018
    Inventors: Takashi Nishioka, Tatsuhiko Iwasaki, Norio Iwashita, Tomotaka Ishizaka
  • Publication number: 20180283492
    Abstract: A power transmission apparatus with a centrifugal pendulum damper is realized, which can effectively suppress torque fluctuation and vibration noise of a vehicle while avoiding size increase of a centrifugal pendulum damper and deterioration of reliability of the centrifugal pendulum damper by high-speed rotation. A power transmission apparatus with a centrifugal pendulum damper includes: a centrifugal pendulum damper coupled to an input shaft through a speed-increasing mechanism configured to increase speed of rotation of the input shaft; and an engagement/disengagement mechanism capable of realizing and cutting off power transmission from the input shaft to the centrifugal pendulum damper.
    Type: Application
    Filed: September 26, 2016
    Publication date: October 4, 2018
    Inventors: Kyosei Nakashima, Kazuhiro Tanaka, Norio Iwashita, Shinya Kamada, Hiroo Akagi, Tomokazu Kinoshita, Hiroyuki Okayama, Narihito Hongawara, Keiji Bouda
  • Publication number: 20180274600
    Abstract: An automatic transmission includes a piston movable in an axial direction, a plurality of friction plates disposed on a side of a first surface of the piston, a fastening hydraulic chamber applying a hydraulic pressure to a second surface of the piston to move the piston to a fastening position where the friction plates are pressed to be fastened to each other, a release hydraulic chamber applying a hydraulic pressure to the first surface of the piston to move the piston to a release position where the friction plates are released, and a hydraulic pressure control valve that supplies and discharges the hydraulic pressure to and from each of the fastening hydraulic chamber and the release hydraulic chamber. An area of the second surface of the piston for receiving the hydraulic pressure is set to be larger than an area of the first surface for receiving the hydraulic pressure.
    Type: Application
    Filed: February 16, 2017
    Publication date: September 27, 2018
    Applicant: MAZDA MOTOR CORPORATION
    Inventors: Yutaro FUKUDA, Tadashi SAITO, Masahiro KAJI, Manabu SASAHARA, Tomohiro KUBO, Shinya KAMADA, Norio IWASHITA, Kaori SAKO, Tomotaka ISHIZAKA, Tatsuhiko IWASAKI, Koshiro SAJI, Tatsutoshi MIZOBE
  • Patent number: 9316273
    Abstract: Provided is a torque converter (1) which comprises: a casing (10) coupled to an output shaft of an engine; a torus (T) defined by a pump (20), a turbine (30) and a stator (40) each disposed within the casing (10); a multi-plate lockup clutch (60) adapted to directly couple the turbine (30) and the casing (10); and a lockup damper (70) adapted to absorb shock during engagement of the lockup clutch (60). The lockup clutch (60) and the lockup damper (70) are arranged within a space between the torus (T) and a surface of the casing (10) on the side of the engine, in an axially overlapping relation. The lockup clutch (60) is disposed on a radially inner side with respect to a widest region (T1) of the torus (T), and the lockup damper (70) is disposed on a radially outer side with respect to the widest region (T1). This makes it possible to engage the lockup clutch (60) with excellent response while suppressing shock, and shorten an overall length of an automatic transmission.
    Type: Grant
    Filed: July 21, 2011
    Date of Patent: April 19, 2016
    Assignee: Mazda Motor Corporation
    Inventors: Tokimori Saka, Norio Iwashita, Takashi Ishiyama, Hidetoshi Maeta
  • Patent number: 8939267
    Abstract: A torque converter includes, in a case coupled to an output shaft of an engine, a torus formed from a pump, a turbine and a stator having a one-way clutch on the inside thereof, and a lock-up clutch. In addition, in this torque converter, a fluid from a pump is introduced from a space between a stator shaft (F2) and a turbine shaft (F1), and discharged from a space between a pump sleeve (23) and the stator shaft (F2) through a space where the lock-up clutch is disposed and the torus. Moreover, this torque converter further includes a seal member (80) which is disposed at a side that is closer to the engine than a spline engagement part (P2) of an inner race (52) and the stator shaft (F2), and seals a space between an inner peripheral face of the inner race (52) and an outer peripheral face of the stator shaft (F2).
    Type: Grant
    Filed: July 21, 2011
    Date of Patent: January 27, 2015
    Assignee: Mazda Motor Corporation
    Inventors: Norio Iwashita, Tokimori Saka, Takashi Ishiyama, Hidetoshi Maeta
  • Patent number: 8925700
    Abstract: Disclosed is a torque converter (1) which comprises: a casing (10) coupled to an output shaft of an engine; a torus (T) defined by a pump (20), a turbine (30) and a stator (40) each disposed within the casing (10); a lockup clutch (60) adapted to directly couple the turbine (30) and the casing (10); and a lockup damper (70) adapted to absorb shock during engagement of the lockup clutch (60). The turbine (30) has an outer peripheral portion (31a) bulging toward the engine to define a part of the torus (T), an inner peripheral portion (31c) located on the side of the engine with respect to a one-way clutch (50) supporting the stator (40), and an intermediate portion (31b) formed to be concaved toward a side opposite to the engine, in a radial position between the outer peripheral portion (31a) and the inner peripheral portion (31c). A part (75) of the lockup damper (70) is disposed on the side of the engine with respect to the intermediate portion (31b) and in a position axially overlapping with the torus (T).
    Type: Grant
    Filed: July 27, 2011
    Date of Patent: January 6, 2015
    Assignees: Exedy Corporation, Mazda Motor Corporation
    Inventors: Takeshi Kawamoto, Tokimori Saka, Norio Iwashita, Takashi Ishiyama, Hidetoshi Maeta
  • Publication number: 20130175131
    Abstract: A torque converter includes, in a case coupled to an output shaft of an engine, a torus formed from a pump, a turbine and a stator having a one-way clutch on the inside thereof, and a lock-up clutch. In addition, in this torque converter, a fluid from a pump is introduced from a space between a stator shaft (F2) and a turbine shaft (F1), and discharged from a space between a pump sleeve (23) and the stator shaft (F2) through a space where the lock-up clutch is disposed and the torus. Moreover, this torque converter further includes a seal member (80) which is disposed at a side that is closer to the engine than a spline engagement part (P2) of an inner race (52) and the stator shaft (F2), and seals a space between an inner peripheral face of the inner race (52) and an outer peripheral face of the stator shaft (F2).
    Type: Application
    Filed: July 21, 2011
    Publication date: July 11, 2013
    Applicant: MAZDA MOTOR CORPORATION
    Inventors: Norio Iwashita, Tokimori Saka, Takashi Ishiyama, Hidetoshi Maeta
  • Publication number: 20130153352
    Abstract: Disclosed is a torque converter (1) which comprises: a casing (10) coupled to an output shaft of an engine; a torus (T) defined by a pump (20), a turbine (30) and a stator (40) each disposed within the casing (10); a lockup clutch (60) adapted to directly couple the turbine (30) and the casing (10); and a lockup damper (70) adapted to absorb shock during engagement of the lockup clutch (60). The turbine (30) has an outer peripheral portion (31a) bulging toward the engine to define a part of the torus (T), an inner peripheral portion (31c) located on the side of the engine with respect to a one-way clutch (50) supporting the stator (40), and an intermediate portion (31b) formed to be concaved toward a side opposite to the engine, in a radial position between the outer peripheral portion (31a) and the inner peripheral portion (31c). A part (75) of the lockup damper (70) is disposed on the side of the engine with respect to the intermediate portion (31b) and in a position axially overlapping with the torus (T).
    Type: Application
    Filed: July 27, 2011
    Publication date: June 20, 2013
    Applicant: EXEDY CORPORATION
    Inventors: Takeshi Kawamoto, Tokimori Saka, Norio Iwashita, Takashi Ishiyama, Hidetoshi Maeta
  • Publication number: 20130140123
    Abstract: Provided is a torque converter (1) which comprises: a casing (10) coupled to an output shaft of an engine; a torus (T) defined by a pump (20), a turbine (30) and a stator (40) each disposed within the casing (10); a multi-plate lockup clutch (60) adapted to directly couple the turbine (30) and the casing (10); and a lockup damper (70) adapted to absorb shock during engagement of the lockup clutch (60). The lockup clutch (60) and the lockup damper (70) are arranged within a space between the torus (T) and a surface of the casing (10) on the side of the engine, in an axially overlapping relation. The lockup clutch (60) is disposed on a radially inner side with respect to a widest region (T1) of the torus (T), and the lockup damper (70) is disposed on a radially outer side with respect to the widest region (T1). This makes it possible to engage the lockup clutch (60) with excellent response while suppressing shock, and shorten an overall length of an automatic transmission.
    Type: Application
    Filed: July 21, 2011
    Publication date: June 6, 2013
    Applicant: MAZDA MOTOR CORPORATION
    Inventors: Tokimori Saka, Norio Iwashita, Takashi Ishiyama, Hidetoshi Maeta
  • Patent number: 8303457
    Abstract: An automatic transmission has first, second and third gear sets, first and second clutches, and first, second and third brakes. First, second and third sun gears, and a first carrier are interconnected with a second sun gear, a second carrier, a third carrier, an input shaft and an output gear, respectively. The first clutch selectively connects the first sun gear and the second sun gear to the input shaft, and the second clutch selectively connects the first ring gear and the second carrier to the input shaft. The first brake selectively connects the first ring gear and the second carrier to a casing. The second brake selectively connects the second ring gear and the third carrier to the casing, and the third brake selectively connects the third ring gear to the casing.
    Type: Grant
    Filed: May 30, 2008
    Date of Patent: November 6, 2012
    Assignee: Mazda Motor Corporation
    Inventors: Junichi Doi, Shinya Kamada, Takamichi Teraoka, Tokimori Saka, Tatsuhiko Iwasaki, Naohiro Sakaue, Tatsutoshi Mizobe, Hideo Toyota, Kensuke Ueda, Norio Iwashita
  • Patent number: 7749128
    Abstract: There is provided an automatic transmission comprising a first shaft capable of receiving torque from an engine, and four planetary gear sets arranged coaxially on the first shaft and in series in an axial direction of the first shaft. Each of the four planetary gear sets has a single sun gear and a single ring gear. Further, the automatic transmission comprises an output wheel arranged coaxially on the first shaft, and capable of outputting torque transmitted from the engine through some of the four planetary gear sets. The output wheel is arranged between two of the four planetary gear sets. Accordingly, the noise or vibration from the planetary gear sets in the automatic transmission may be reduced, while the overall length of the first shaft may be made shorter, and the overall size of the automatic transmission may be made smaller.
    Type: Grant
    Filed: November 1, 2006
    Date of Patent: July 6, 2010
    Assignee: Mazda Motor Corporation
    Inventors: Shinya Kamada, Takamichi Teraoka, Junichi Doi, Tokimori Saka, Tatsuhiko Iwasaki, Naohiro Sakaue, Tatsutoshi Mizobe, Yoshihiko Fujita, Norio Iwashita, Satoshi Komori, Kazuhiko Ueda, Seiji Esaki