Patents by Inventor Takashi Ozeki
Takashi Ozeki 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: 8140229Abstract: A transmission control device of a motorcycle can detect a predetermined traveling state based on the difference in rotational speed between a front wheel and a rear wheel, and can execute a shift-change control suitable for the traveling state. A transmission control device of a motorcycle includes a shift-change control instruction part that performs an automatic shift change of an AMT (automatic manual transmission) in response to at least vehicle-speed information. A first sensor detects a rotational speed of a front wheel, which constitutes a driven wheel. A second sensor detects a rotational speed of a rear wheel, which constitutes a drive wheel. A rotational-speed-difference detector detects the difference in rotational speed between the front wheel and the rear wheel. The control part inhibits the automatic shift change when the rotational speed of the rear wheel becomes larger than the rotational speed of the front wheel by a predetermined value or more.Type: GrantFiled: August 28, 2008Date of Patent: March 20, 2012Assignee: Honda Motor Co., Ltd.Inventors: Yoshiaki Nedachi, Yoshiaki Tsukada, Takashi Ozeki, Hiroyuki Kojima, Kazuyuki Fukaya
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Patent number: 8127635Abstract: A twin clutch transmission for reducing the frequency of hit noise occurring in a dog clutch when shifting from neutral to a first speed. The twin clutch transmission includes a plurality of pairs of gears according to the number of speed stages between dual-structured main shafts and a countershaft. A twin clutch is disposed on the main shafts wherein a rotational drive force of an engine is transferred or blocked. A transmission between adjacent speed change gears on each shaft by a dog clutch occurs with a shift drum for switching between an engagement condition of the dog clutch by driving a shift fork. The patterns of guide grooves in the shift drum are formed wherein the dog clutches for a first speed gear and a second speed gear engage simultaneously when the shift drum is rotated by predetermined angles to shift from neutral to the first speed.Type: GrantFiled: January 12, 2009Date of Patent: March 6, 2012Assignee: Honda Motor Co., Ltd.Inventors: Yoshiaki Tsukada, Takashi Ozeki, Hiroyuki Kojima, Yoshiaki Nedachi
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Patent number: 8109166Abstract: A twin clutch speed-change apparatus that can reduce shift shock includes a transmission with multiple gear pairs disposed between a main shaft and a countershaft. A twin clutch is provided on the main shaft, a rotational drive force from an engine being connected/disconnected between the transmission and the engine, a dog clutch is provided between an axially slidably attached slidable gear and an axially non-slidably attached non-slidable gear to select a gear pair, for transmitting a rotational drive force, from the multiple gear pairs. Dog teeth of the dog clutch include steps different in axial height from each other between a portion abutted against a lateral wall surface of a dog hole when the rotational drive force is transmitted by the dog clutch, and a portion abutted against a lateral wall surface of the dog hole when the rotational drive force is not transmitted by the dog clutch.Type: GrantFiled: September 17, 2008Date of Patent: February 7, 2012Assignee: Honda Motor Co., Ltd.Inventors: Yoshiaki Tsukada, Takashi Ozeki, Hiroyuki Kojima, Yoshiaki Nedachi, Haruomi Sugita
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Publication number: 20110297504Abstract: A clutch device which transmits torque by causing multiple friction engagement elements to engage with each other by use of a clutch connection/disconnection member caused to operate by an electric actuator includes: an elastic member disposed between the clutch connection/disconnection member and the multiple friction engagement elements; position detection means for detecting a position of the clutch connection/disconnection member; and controlling means for controlling an operation of the electric actuator on the basis of the position of the clutch connection/disconnection member detected by the position detection means. Thus, the position of the clutch connection/disconnection member (i.e. a stroke amount of the elastic member) and a torque transmission capacity of the clutch device have a linear relationship with each other. Hence, the torque transmission capacity of the clutch device can be accurately controlled by the electric actuator.Type: ApplicationFiled: June 6, 2011Publication date: December 8, 2011Applicant: HONDA MOTOR CO., LTDInventors: Yoshiaki Nedachi, Yoshiaki Tsukada, Takashi Ozeki
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Patent number: 8057359Abstract: A twin clutch type speed change control system changes over the gear position by switching between a pair of clutches, to reduce the collision sound generated between a free gear and a slide member at the time of changeover of the gear position. In the twin clutch type speed change control system designed to perform gear position changeovers between odd-ordinal gear positions and even-ordinal gear positions through a process in which an engaged clutch is disengaged whereas a disengaged clutch is engaged, the formerly disengaged clutch is supplied with a minute oil pressure P1 toward the clutch engaging side and is thereby preliminarily moved by a minute amount toward the clutch engaging side, at the time of changeover of the gear position.Type: GrantFiled: September 17, 2008Date of Patent: November 15, 2011Assignee: Honda Motor Co., Ltd.Inventors: Yoshiaki Tsukada, Takashi Ozeki, Hiroyuki Kojima, Yoshiaki Nedachi, Haruomi Sugita
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Patent number: 8046141Abstract: An automatic gear shifting control device of a vehicle can execute an automatic gear shifting control in response to a larger rotational speed. The automatic gear shifting control device includes a gear shifting control instruction part that executes an automatic gear shifting operation of an AMT in response to at least vehicle-speed information. First and second sensors detect rotational speed of front and rear wheels. A rotational-speed-difference detector detects the difference in rotational speed between the front and rear wheels based on information from the first and second sensors. The control part is configured to execute an automatic gear shifting control in response to the vehicle-speed information calculated based on the larger rotational speed out of the rotational speed of the front wheel and the rotational speed of the rear wheel when the difference in rotational speed is detected by the rotational-speed-difference detector.Type: GrantFiled: August 28, 2008Date of Patent: October 25, 2011Assignee: Honda Motor Co., Ltd.Inventors: Yoshiaki Nedachi, Takashi Ozeki, Yoshiaki Tsukada, Hiroyuki Kojima
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Patent number: 7921975Abstract: A clutch actuation mechanism having a plurality of friction plates engaged with a clutch outer and a clutch inner in a relatively non-rotatable manner and arranged alternately between a bearing plate portion and a pressing plate portion. A clutch disengage/engage control mechanism for switching disengagement/engagement of the clutch actuation mechanism. A clutch piston having opposite sides facing toward a control hydraulic chamber and a hydraulic canceler chamber. A division wall member forming the hydraulic canceler chamber between the division wall member and the clutch piston for forming an oil passage, which introduces lubricating oil toward the friction plates, in cooperation with the clutch inner. A control hydraulic chamber, hydraulic canceler chamber, and division wall member are arranged within a range corresponding to the space between the outer surfaces of a bearing plate portion and pressing plate portion and radially inward of a clutch actuation mechanism.Type: GrantFiled: April 24, 2008Date of Patent: April 12, 2011Assignee: Honda Motor Co., Ltd.Inventors: Atsushi Ogasawara, Yoshinki Tsukada, Junya Watanabe, Takashi Ozeki, Shigeru Tajima, Kazuyuki Fukaya
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Publication number: 20110073433Abstract: In a normally-open type clutch structure operatively connected to a vehicle which includes an engine, a drive wheel driven by the engine, and an automatic transmission arranged between the engine and the drive wheel. A clutch operating mechanism is provided having an actuator for engaging or disengaging a clutch connected to the automatic transmission. The clutch operating mechanism performs a control so as to bring the clutch into an engaged state when the actuator is operated, and clutch operating mechanism operates the clutch so as to bring the clutch into a disengaged state when the actuator is not operated.Type: ApplicationFiled: September 27, 2010Publication date: March 31, 2011Inventors: Yoshiaki Tsukada, Takashi Ozeki
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Patent number: 7878944Abstract: To provide a control method for a power transmission device which can prevent the generation of impacts and noises when a speed change mechanism is changed over from a neutral state to a first speed gear without using a brake mechanism. In a control method of a power transmission device for controlling a power transmission device for transmitting a rotational power of a crankshaft of an internal combustion engine to an output side by way of a clutch mechanism and a speed change mechanism, the speed change mechanism is automatically changed over from a neutral state to a first speed gear during a period from a point in time Ts at which an ignition switch is turned on to a point in time at which an engine rotational speed arrives at a steady-state idling rotational speed Nid due to the starting of an internal combustion engine.Type: GrantFiled: September 27, 2007Date of Patent: February 1, 2011Assignee: Honda Motor Co., Ltd.Inventors: Takashi Ozeki, Yoshiaki Tsukada, Akihiko Tomoda, Haruomi Sugita
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Publication number: 20110004380Abstract: Actual-rotational-difference absorption-torque calculation means 150 inputs a rate-of-change ?Ne of an engine speed during shifting to an actual rotational difference absorption torque-?Ne table 160 so that an actual-rotational-difference absorption-torque average value during shifting is calculated. Engine-torque calculation means 180 inputs a throttle opening and an engine speed to engine-torque estimation-value map 190, and derives an engine torque during shifting. An actual clutch capacity is calculated from the sum of the actual-rotational-difference absorption-torque average value and the engine torque average value during shifting. From the ratio of the actual clutch capacity and a demanded clutch capacity, ?-correction-coefficient calculation means 130 calculates a ? correction coefficient. By using a control correction amount calculated on the basis of the ? correction coefficient, a transmission control unit 100 drive-controls a first clutch CL1 and a second clutch CL2.Type: ApplicationFiled: March 3, 2009Publication date: January 6, 2011Applicant: HONDA MOTOR CO., LTD.Inventors: Hiroyuki Kojima, Yoshiaki Tsukada, Takashi Ozeki, Yoshiaki Nedachi
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Publication number: 20100243396Abstract: A clutch actuator structure provided for an internal combustion engine and a hydraulic clutch mechanism for transmitting a rotational driving force of a crankshaft of said engine includes a clutch actuator for controlling an oil pressure for engaging and disengaging the hydraulic clutch mechanism. The clutch actuator structure ensures that noises generated at the times of operation of the clutch actuator for actuating a hydraulic clutch are prevented from being transmitted to the exterior. The clutch actuator structure includes an oil sump part for reserving oil provided in the periphery of a clutch actuator. The clutch actuator is disposed in the oil sump part.Type: ApplicationFiled: March 10, 2010Publication date: September 30, 2010Applicant: HONDA MOTOR CO., LTD.Inventors: Kinya Mizuno, Yoshiaki Tsukada, Takashi Ozeki, Kazuhiro Takeuchi, Yasushi Fujimoto
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Patent number: 7784586Abstract: A noise reduction structure for a hybrid vehicle in which a cover covers at least part of an air intake system connected to an engine capable of giving power to a driving wheel, an exhaust muffler constituting part of an exhaust system connected to the engine, and an electric motor capable of giving power to the driving wheel. When at least part of the air intake system, the exhaust muffler constituting part of an exhaust system, and the electric motor is covered with the common cover, heat generated by the exhaust muffler is prevented from affecting the electric motor. The rotational axis of the electric motor extends in a longitudinal direction of a body frame and is disposed forwardly of the central position of the exhaust muffler extending in the longitudinal direction.Type: GrantFiled: June 30, 2005Date of Patent: August 31, 2010Assignee: Honda Motor Co., Ltd.Inventors: Takashi Ozeki, Kyosuke Kitayama, Yoshiaki Tsukada, Haruomi Sugita
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Publication number: 20100182922Abstract: A base station apparatus switches between a communication mode for performing communication with a communication party and a calibration mode for performing a calibration process. In the calibration mode, a weight vector in accordance with a first algorithm for performing a null steering directivity control for orienting an area of drastically-lowered antenna gain in the direction of arrival of a reception signal. Furthermore, multiple transmission signals weighted by the acquired weight vector are output, and a correction value for readjusting the result of the null steering directivity control is acquired from a control PC. In the communication mode, multiple transmission signals are corrected by using the correction value acquired in a calibration mode, and the corrected signals are output.Type: ApplicationFiled: June 10, 2008Publication date: July 22, 2010Applicant: Kyocera CorporationInventors: Masashi Iwami, Takashi Ozeki
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Publication number: 20100082211Abstract: A start permission decision section issues a start permission when an engine speed and a throttle valve opening become higher than predetermined values. A clutch-torque capacity storage section stores a clutch-torque capacity reference map in which a clutch-torque capacity is set as a function of at least the engine speed or as a function of the engine speed and the throttle valve opening. A clutch-torque capacity correction section corrects the clutch-torque capacity reference map so that the clutch-torque capacity is proportionally reduced in response to the difference between the engine speed and a start permission speed when a start permission is issued. An oil pressure controlling section connects the clutch with the clutch-torque capacity obtained in accordance with the corrected clutch-torque capacity map to start the vehicle.Type: ApplicationFiled: August 17, 2009Publication date: April 1, 2010Inventors: Yoshiaki NEDACHI, Hiroyuki KOJIMA, Kazuyuki FUKAYA, Takashi OZEKI, Taito KOBAYASHI
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Publication number: 20100057318Abstract: Oil pressure detecting means 150 detects a clutch oil pressure in driving a clutch in its engaging direction against a biasing force of a return spring 12 for normally disengaging the clutch. Stroke end detecting means 140 detects that the clutch has reached a stroke end position where clutch disks are in contact with each other when the amount of change in clutch oil pressure becomes larger than a predetermined value. Clutch control correction amount calculating means 130 calculates a work load generated in the return spring 12 according to the clutch oil pressure detected at the stroke end position and then calculates a control correction amount for the clutch according to the difference between the work load calculated above and a predetermined reference value.Type: ApplicationFiled: August 19, 2009Publication date: March 4, 2010Inventors: Yoshiaki Nedachi, Hiroyuki Kojima, Junya Watanabe, Takashi Ozeki, Yoshiaki Tsukada, Kazuyuki Fukaya
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Publication number: 20100025180Abstract: In twin clutch device used in an engine transmission, there are coaxially and adjacently arranged a first disk clutch and a second disk clutch of a hydraulic pressure type that displace a pressing member in an axial direction with externally supplied hydraulic pressure to exert a predetermined engagement force, and the first disk clutch and the second disk clutch respectively have: an engagement side hydraulic chamber that gives the pressing member a pressing force towards a clutch engagement side; and a pressure compensation hydraulic chamber that gives the pressing member a pressing force toward a clutch disengagement side to compensate a pressure of a returning action thereof.Type: ApplicationFiled: September 27, 2007Publication date: February 4, 2010Applicant: Honda Motor Co., LtdInventors: Yoshihisa Kanno, Akihiko Tomoda, Takashi Ozeki
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Publication number: 20090299590Abstract: A clutch control device is provided for a clutch to connect and disconnect the transmission of a rotational drive force from a power source to a drive wheel in a vehicle. A clutch control unit is configured to control a control amount for said clutch. A drive wheel rotation start detector is configured to detect a start of rotation of said drive wheel. A control correction amount calculator is configured to calculate a control correction amount of said clutch based on a difference between the clutch control amount detected at the start of rotation of said drive wheel and a predetermined reference value. The clutch control unit is further configured to apply said control correction amount to the control amount for said clutch to control said clutch.Type: ApplicationFiled: April 30, 2009Publication date: December 3, 2009Inventors: Yoshiaki Nedachi, Yoshiaki Tsukada, Takashi Ozeki, Hiroyuki Kojima, Kazuyuki Fukaya
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Patent number: 7617894Abstract: A control mechanism for a hybrid vehicle having a motor driving means enabling its running through an output of an electric motor, and an engine driving means enabling its running through an output of an engine, includes a throttle sensor and a driving change-over control unit having a mode map for determining each of working regions M, E of the motor driving unit and the engine driving unit in response to a sensing signal ? of the throttle sensor. The mode map is provided with a critical region Ma adjacent to the working region E of the engine driving unit in the working region M of the motor driving unit and an informing unit (display device) to inform a driver of a fact that the motor driving unit is being operated in the critical region Ma. The display device also indicates a battery residual amount.Type: GrantFiled: February 21, 2006Date of Patent: November 17, 2009Assignee: Honda Motor Co., Ltd.Inventors: Takashi Ozeki, Yoshiaki Tsukada, Hiroyuki Kojima, Hiroaki Uchisasai
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Publication number: 20090242345Abstract: A clutch control system for a vehicle includes an actuator which is configured to control a hydraulic pressure. A timer is configured to measure a time period from a timing at which a hydraulic pressure supply source starts supplying hydraulic oil to a hydraulic clutch to a timing at which the hydraulic pressure reaches a predetermined value. A clutch control compensator is configured to calculate a control compensation value of an amount of operation of the actuator based on the time period measured by the timer. A clutch controller is configured to control the actuator based on the control compensation value and the amount of operation of the actuator using a deviation between the hydraulic pressure detected by the hydraulic pressure detector and a target hydraulic pressure set according to a condition of the vehicle.Type: ApplicationFiled: February 25, 2009Publication date: October 1, 2009Applicant: HONDA MOTOR CO., LTD.Inventors: Masaki NAKAGAWARA, Hiroyuki KOJIMA, Kazuyuki FUKAYA, Takashi OZEKI, Taito KOBAYASHI
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Publication number: 20090247362Abstract: An apparatus includes a clutch control unit to control a control amount of a clutch and a brake to temporarily stop an output side rotating body while the clutch is disconnected. A clutch-control-amount detector detects the control amount of the clutch and an engagement start detector detects an engagement start of the clutch when a rotational speed difference between the input side rotating body and the output side rotating body becomes equal to or less than a predetermined value. An engagement-start control-amount detector detects the control amount of the clutch in the engagement start and a clutch-correction-control-amount deriver derives a correction control amount of the clutch based on the control amount of the clutch at the time when the engagement start is detected after the output side rotating body is temporarily stopped. The clutch control unit feedback-controls the control amount of the clutch based on the correction control amount.Type: ApplicationFiled: February 13, 2009Publication date: October 1, 2009Inventors: Yoshiaki NEDACHI, Yoshiaki TSUKADA, Takashi OZEKI, Hiroyuki KOJIMA, Kazuyuki FUKAYA