Patents by Inventor Takumi Shinojima
Takumi Shinojima 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: 20240319029Abstract: A magnetostrictive torque sensor is configured to be attached around a rotating shaft exhibiting a magnetostrictive effect and detects torque transmitted by the rotating shaft. The magnetostrictive torque sensor includes a holder being composed of a resin and including a cylinder portion with a hollow cavity in a center through which the rotating shaft is inserted, a flexible substrate that includes a detection portion on which a coil group composed of a combination of a plurality of detection coils aligned in a predetermined direction is formed by a wiring pattern, and a signal line portion on which a plurality of signal lines electrically connecting the coil group to an external device are formed by a wiring pattern, and a cylindrical magnetic ring being composed of a soft magnetic material and being arranged around an outer circumference of the cylinder portion of the holder.Type: ApplicationFiled: March 18, 2024Publication date: September 26, 2024Applicants: Proterial, Ltd., NSK Ltd.Inventors: Akitoshi FUJIMORI, Takashi ONIMOTO, Seigou URAKAMI, Takumi SHINOJIMA, Kota FUKUDA
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Patent number: 9534686Abstract: In order to reduce the amount of time from when signals are sent to solenoid valves 19, 23, 24 for adjusting hydraulic pressures inside hydraulic pressure chambers of various hydraulic devices 7, 8, 14 assembled in a continuously variable transmission device until the hydraulic pressures are actually changed is shortened, the solenoid valves 19, 23, 24 adjust the hydraulic pressures inside hydraulic pressure chambers connected to hydraulic introduction paths where the solenoid valves 19, 23, 24 are provided by adjusting apertures of the solenoid valves 19, 23, 24 set according to duty cycles, and a controller 16 for the solenoid valves 19, 23, 24, when the apertures of solenoid valves 19, 23, 24 are changed beyond specified values to desired apertures, adjusts the apertures beyond the desired apertures to a state where the apertures have been changed a maximum amount, then after a specified amount of time, returns the apertures to the desired apertures.Type: GrantFiled: September 12, 2013Date of Patent: January 3, 2017Assignee: Honda Motor Co., Ltd.Inventors: Takumi Shinojima, Hiromasa Nakamura
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Publication number: 20160131254Abstract: In order to reduce the amount of time from when signals are sent to solenoid valves 19, 23, 24 for adjusting hydraulic pressures inside hydraulic pressure chambers of various hydraulic devices 7, 8, 14 assembled in a continuously variable transmission device until the hydraulic pressures are actually changed is shortened, the solenoid valves 19, 23, 24 adjust the hydraulic pressures inside hydraulic pressure chambers connected to hydraulic introduction paths where the solenoid valves 19, 23, 24 are provided by adjusting apertures of the solenoid valves 19, 23, 24 set according to duty cycles, and a controller 16 for the solenoid valves 19, 23, 24, when the apertures of solenoid valves 19, 23, 24 are changed beyond specified values to desired apertures, adjusts the apertures beyond the desired apertures to a state where the apertures have been changed a maximum amount, then after a specified amount of time, returns the apertures to the desired apertures.Type: ApplicationFiled: September 12, 2013Publication date: May 12, 2016Inventors: Takumi SHINOJIMA, Hiromasa NAKAMURA
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Patent number: 9309970Abstract: The present invention provides a CVT including a transmission mechanism and a planetary gear mechanism which includes a plurality of rotation elements. The transmission mechanism can differentially operate in a predetermined operation mode. The CVT includes a vehicle speed specifying unit for specifying a vehicle speed based on a rotation speed of a rotation member. The unit specifies the vehicle speed from the rotation speed when the rotation speed exceeds a threshold, and specifies the vehicle speed based on a target driving force, a running resistance and a weight of the vehicle when the rotation speed is not more than the threshold.Type: GrantFiled: July 7, 2015Date of Patent: April 12, 2016Assignee: Honda Motor Co., Ltd.Inventors: Tsutomu Kamiyamaguchi, Takumi Shinojima
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Publication number: 20160010747Abstract: The present invention provides a CVT including a transmission mechanism and a planetary gear mechanism which includes a plurality of rotation elements. The transmission mechanism can differentially operate in a predetermined operation mode. The CVT includes a vehicle speed specifying unit for specifying a vehicle speed based on a rotation speed of a rotation member. The unit specifies the vehicle speed from the rotation speed when the rotation speed exceeds a threshold, and specifies the vehicle speed based on a target driving force, a running resistance and a weight of the vehicle when the rotation speed is not more than the threshold.Type: ApplicationFiled: July 7, 2015Publication date: January 14, 2016Inventors: Tsutomu KAMIYAMAGUCHI, Takumi SHINOJIMA
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Patent number: 9188207Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a step position of a stepping motor 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4 without losing opportunities for learning more than necessary even when the ignition switch is turned OFF during learning of the step position. The controller 11 determines the ON/OFF state of the ignition switch 33, and when it is determined that the ignition switch 33 is in the OFF state, the controller 11 prevents learning control from being executed. The state in which the rpm of the engine 1 is dropping from after the ignition switch 33 is turned OFF is eliminated from being an object of learning control for learning the step position, such that erroneous learning is prevented, while the state in which the rpm of the engine 1 becomes stable after the ignition switch 33 is turned ON is not eliminated.Type: GrantFiled: January 12, 2012Date of Patent: November 17, 2015Assignee: HONDA MOTOR CO., LTD.Inventors: Takumi Shinojima, Hiromasa Nakamura
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Patent number: 9121501Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a position of an adjustment member 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4. As conditions for allowing learning of a controller 11 that controls the adjustment member 24, in which the controller 11 adjusts the transmission gear ratio of the toroidal continuously variable transmission 4 to a state in which the rotation speed of an output shaft 14 becomes “0”, learns and saves in memory the position of the adjustment member 24 in this state as the position in which the output shaft 14 is stopped while an input shaft 3 is rotated as is, the controller 11 determining whether or not the engine 1 rpm is unstable, and prohibiting execution of this learning control if the engine 1 rpm is determined as being unstable due to the engine 1 rpm fluctuating greater than the normal amount of fluctuation during idling or the like, are included.Type: GrantFiled: January 12, 2012Date of Patent: September 1, 2015Assignee: HONDA MOTOR CO., LTD.Inventors: Takumi Shinojima, Hiromasa Nakamura
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Patent number: 8926472Abstract: Construction of a continuously variable transmission device for a vehicle is achieved that, when a shift lever is shifted to a selection position for a direction opposite the traveling direction at that time, it is capable of preventing the vehicle from continuing to travel at high speed in a direction opposite the direction intended by the operator. When the shift lever is shifted to a selection position of a direction opposite the traveling direction at that time, and the vehicle speed is faster than a specified speed (V1), the connection of a clutch device that transmits power between a continuously variable transmission mechanism and a differential gear mechanism is disconnected, and the drive force from the drive source is prevented from being further transmitted to the wheels.Type: GrantFiled: January 12, 2012Date of Patent: January 6, 2015Assignees: NSK Ltd., Honda Motor Co., Ltd.Inventors: Takumi Shinojima, Sachiko Noji, Hiromasa Nakamura
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Publication number: 20140179480Abstract: Construction of a continuously variable transmission device for a vehicle is achieved that, when a shift lever is shifted to a selection position for a direction opposite the traveling direction at that time, it is capable of preventing the vehicle from continuing to travel at high speed in a direction opposite the direction intended by the operator. When the shift lever is shifted to a selection position of a direction opposite the traveling direction at that time, and the vehicle speed is faster than a specified speed (V1), the connection of a clutch device that transmits power between a continuously variable transmission mechanism and a differential gear mechanism is disconnected, and the drive force from the drive source is prevented from being further transmitted to the wheels.Type: ApplicationFiled: January 12, 2012Publication date: June 26, 2014Applicants: HONDA MOTOR CO., LTD., NSK LTD.Inventors: Takumi Shinojima, Sachiko Noji, Hiromasa Nakamura
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Publication number: 20130311056Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a position of an adjustment member 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4. As conditions for allowing learning of a controller 11 that controls the adjustment member 24, in which the controller 11 adjusts the transmission gear ratio of the toroidal continuously variable transmission 4 to a state in which the rotation speed of an output shaft 14 becomes “0”, learns and saves in memory the position of the adjustment member 24 in this state as the position in which the output shaft 14 is stopped while an input shaft 3 is rotated as is, the controller 11 determining whether or not the engine 1 rpm is unstable, and prohibiting execution of this learning control if the engine 1 rpm is determined as being unstable due to the engine 1 rpm fluctuating greater than the normal amount of fluctuation during idling or the like, are included.Type: ApplicationFiled: January 12, 2012Publication date: November 21, 2013Applicants: HONDA MOTOR CO., LTD., NSK LTD.Inventors: Takumi Shinojima, Hiromasa Nakamura
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Publication number: 20130310208Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a step position of a stepping motor 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4 without losing opportunities for learning more than necessary even when the ignition switch is turned OFF during learning of the step position. The controller 11 determines the ON/OFF state of the ignition switch 33, and when it is determined that the ignition switch 33 is in the OFF state, the controller 11 prevents learning control from being executed. The state in which the rpm of the engine 1 is dropping from after the ignition switch 33 is turned OFF is eliminated from being an object of learning control for learning the step position, such that erroneous learning is prevented, while the state in which the rpm of the engine 1 becomes stable after the ignition switch 33 is turned ON is not eliminated.Type: ApplicationFiled: January 12, 2012Publication date: November 21, 2013Applicants: HONDA MOTOR CO., LTD., NSK LTD.Inventors: Takumi Shinojima, Hiromasa Nakamura
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Patent number: 7160220Abstract: A continuously variable transmission apparatus includes: an input shaft, an output shaft, a toroidal continuously variable transmission, a gear-type differential unit including a plurality of gears, and a controller. The controller calculates a torque actually passing through the toroidal continuously variable transmission to obtain a deviation of the torque from a target value and adjusts a transmission ratio of the toroidal continuously variable transmission to eliminate the deviation. The controller stops the adjustment of the transmission ratio when the torque is not stable.Type: GrantFiled: July 14, 2004Date of Patent: January 9, 2007Assignee: NSK Ltd.Inventors: Takumi Shinojima, Eiji Inoue
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Patent number: 6889804Abstract: The present invention provides a clutch connection method which controls the disconnection/connection of a wet friction clutch on the basis of a duty pulse outputted from an electronic control unit. When the clutch is connected, the electronic control unit initially outputs a start duty (Dst) for largely connecting the clutch as far as the vicinity of a torque point, and, thereafter, outputs, at prescribed time intervals (?t), a gradual connection duty (Dk) for gradually connecting the clutch, and determines a gradual connection duty value on the basis of a clutch input/output side revolution difference ?N. Since the clutch is gradually connected while monitoring the clutch connection state, variations between connection times and connection shock, resulting from individual clutch differences or the like, can be eliminated, whereby it is possible to achieve a stable feel.Type: GrantFiled: June 25, 2002Date of Patent: May 10, 2005Assignee: Isuzu Motors LimitedInventors: Eiji Inoue, Takumi Shinojima
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Patent number: 6882925Abstract: A gear stage detection device according to the present invention comprises output shaft side pulse generating mechanism (21) for generating a pulse in a number which corresponds to a rotary phase of an output shaft (9) of a transmission (T/M), input shaft side pulse generating mechanism (20) for generating a pulse in a number which corresponds to a rotary phase of an input shaft (8) of the transmission (T/M), and gear stage determining mechanism (16) for determining the current gear stage by inputting the output shaft side pulse and input shaft side pulse generated respectively by the pulse generating mechanism, counting the number of input shaft side pulses generated when a unitary number (25 pls) of output shaft side pulses has been reached, and comparing the counted input shaft side pulse number with the unitary number of input shaft side pulses which is predetermined for each gear stage of the transmission.Type: GrantFiled: June 26, 2003Date of Patent: April 19, 2005Assignees: Isuzu Motors Limited, Transtron, Inc.Inventors: Yasuhiro Nohara, Kazuhiko Kobayashi, Takumi Shinojima
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Publication number: 20050037887Abstract: A continuously variable transmission apparatus includes: an input shaft, an output shaft, a toroidal continuously variable transmission, a gear-type differential unit including a plurality of gears, and a controller. The controller calculates a torque actually passing through the toroidal continuously variable transmission to obtain a deviation of the torque from a target value and adjusts a transmission ratio of the toroidal continuously variable transmission to eliminate the deviation. The controller stops the adjustment of the transmission ratio when the torque is not stable.Type: ApplicationFiled: July 14, 2004Publication date: February 17, 2005Inventors: Takumi Shinojima, Eiji Inoue
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Patent number: 6770008Abstract: A controller for an exhaust brake device is provided whereby the braking force of the exhaust brake device can be ensured sufficiently, even at low vehicle speeds. A controller for an exhaust brake device (73) used in combination with a power transmission device comprising a fluid coupling (2) connected to the output shaft (1a) of an engine (E), a clutch (3) interposed between the fluid coupling (2) and a gearbox (T/M), and a lock-up clutch (7) for mechanically disengaging and engaging the fluid coupling (2), is provided, and this controller is provided with an electronic control unit (22) for controlling the engagement and disengagement of the lock-up clutch (7) and the operation of the exhaust brake device (73). The electronic control unit (22) permits operation of the exhaust brake device (73) in the range of engagement of the lock-up clutch (7).Type: GrantFiled: September 26, 2002Date of Patent: August 3, 2004Assignee: Isuzu Motors LimitedInventors: Takumi Shinojima, Satoshi Kishi
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Patent number: 6755766Abstract: It is an object of the present invention to achieve stabilization of clutch transmission torque at the point of half clutch completion during a garage shift upon vehicle start up, and to thereby achieve smooth clutch engagement. In a vehicle power transmission device in which a fluid coupling and a wet friction clutch are provided in series at points on a power transmission path which extends from an engine to a transmission, and which performs engagement/disengagement control of the clutch by varying the pressure of operating fluid used for engagement/disengagement driving the clutch in accordance with duty pulse signals outputted from an electronic control unit, clutch engagement control is begun at the same time as (t1) the transmission is put into gear in a state of clutch disengagement when a vehicle is about to start up from a standstill.Type: GrantFiled: December 4, 2002Date of Patent: June 29, 2004Assignee: Isuzu Motors LimitedInventors: Eiji Inoue, Takumi Shinojima, Satoshi Kishi
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Publication number: 20040083045Abstract: A gear stage detection device according to the present invention comprises output shaft side pulse generating means (21) for generating a pulse in a number which corresponds to a rotary phase of an output shaft (9) of a transmission (T/M), input shaft side pulse generating means (20) for generating a pulse in a number which corresponds to a rotary phase of an input shaft (8) of the transmission (T/M), and gear stage determining means (16) for determining the current gear stage by inputting the output shaft side pulse and input shaft side pulse generated respectively by the pulse generating means, counting the number of input shaft side pulses generated when a unitary number (25 pls) of output shaft side pulses has been reached, and comparing the counted input shaft side pulse number with the unitary number of input shaft side pulses which is predetermined for each gear stage of the transmission.Type: ApplicationFiled: June 26, 2003Publication date: April 29, 2004Applicants: Isuzu Motors Limited, Transtron, Inc.Inventors: Yasuhiro Nohara, Kazuhiko Kobayashi, Takumi Shinojima
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Patent number: 6658341Abstract: The present invention aims to enable the accurate learning of a true torque point in a wet friction clutch (3), prevent the clutch connection shock by absorbing the response delay upon an ordinary clutch connection control, and to successfully combine the time lag and shock. In the present invention, the value (D) itself of the duty ratio of the duty pulse output from the ECU (16) is learned as the torque point (Dm). In a power transmission device of a vehicle having a fluid coupling (2) and the wet friction clutch (3)provided in series between the engine (E) and transmission (T/M), the value (Dm) of the duty ratio at the time when the clutch input side revolution (Nt) decreases to a value lower than the engine revolution (Ne) by a prescribed revolution (Nm) during the process of gradually connecting the clutch 3 is learned as the torque point. Preferably, learning is conducted after the elapse of a prescribed waiting time (&Dgr;t1).Type: GrantFiled: March 21, 2002Date of Patent: December 2, 2003Assignee: Isuzu Motors LimitedInventors: Eiji Inoue, Takumi Shinojima
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Publication number: 20030114271Abstract: It is an object of the present invention to achieve stabilization of clutch transmission torque at the point of half clutch completion during a garage shift upon vehicle start up, and to thereby achieve smooth clutch engagement. In a vehicle power transmission device in which a fluid coupling and a wet friction clutch are provided in series at points on a power transmission path which extends from an engine to a transmission, and which performs engagement/disengagement control of the clutch by varying the pressure of operating fluid used for engagement/disengagement driving the clutch in accordance with duty pulse signals outputted from an electronic control unit, clutch engagement control is begun at the same time as (t1) the transmission is put into gear in a state of clutch disengagement when a vehicle is about to start up from a standstill.Type: ApplicationFiled: December 4, 2002Publication date: June 19, 2003Applicant: Isuzu Motors LimitedInventors: Eiji Inoue, Takumi Shinojima, Satoshi Kishi