Patents by Inventor Yasunari Nakayama
Yasunari Nakayama 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: 11892077Abstract: A vehicle gear-shifting control apparatus is equipped with an engine, an automatic transmission, and a controller which changes a shift stage by outputting a gear-shifting signal in accordance with the rotation speed of an input shaft to the automatic transmission. The controller executes a torque-regulating control of temporarily increasing or decreasing an input torque input to the input shaft during a shift-change, and when executing the control, determines whether or not a target increase/decrease amount of the input torque can be realized based on calculation results of a target output torque and a target gear-shifting time, executes the control to realize the target amount when it is determined that the target amount can be realized, and executes the control based on an allowable gear-shifting time set in advance to be longer than the target gear-shifting time when it is determined that the target amount cannot be realized.Type: GrantFiled: March 27, 2023Date of Patent: February 6, 2024Assignee: Mazda Motor CorporationInventors: Makoto Yamada, Yasunari Nakayama, Yusuke Moriyama, Wataru Sakamoto
-
Publication number: 20230313883Abstract: A vehicle gear-shifting control apparatus is equipped with an engine, an automatic transmission, and a controller which changes a shift stage by outputting a gear-shifting signal in accordance with the rotation speed of an input shaft to the automatic transmission. The controller executes a torque-regulating control of temporarily increasing or decreasing an input torque input to the input shaft during a shift-change, and when executing the control, determines whether or not a target increase/decrease amount of the input torque can be realized based on calculation results of a target output torque and a target gear-shifting time, executes the control to realize the target amount when it is determined that the target amount can be realized, and executes the control based on an allowable gear-shifting time set in advance to be longer than the target gear-shifting time when it is determined that the target amount cannot be realized.Type: ApplicationFiled: March 27, 2023Publication date: October 5, 2023Inventors: Makoto Yamada, Yasunari Nakayama, Yusuke Moriyama, Wataru Sakamoto
-
Patent number: 11359718Abstract: A shift control device for an automatic transmission includes: an engagement control unit that controls an engagement hydraulic pressure supplied to an engagement hydraulic chamber of an engagement side friction element; a hydraulic pressure detecting unit that detects the engagement hydraulic pressure; a reference setting unit that calculates a predicted value of the engagement hydraulic pressure during shifting, based on a rising characteristic of the engagement hydraulic pressure from when supply of the engagement hydraulic pressure is started to when engagement of the engagement side friction element is started, and sets the predicted value as a reference hydraulic pressure; and an engagement start detecting unit that detects an engagement start time point of the engagement side friction element, based on a difference between the hydraulic pressure detected by the hydraulic pressure detecting unit during the shifting and the reference hydraulic pressure.Type: GrantFiled: October 5, 2018Date of Patent: June 14, 2022Assignee: Mazda Motor CorporationInventors: Tadashi Saito, Tomohiro Kubo, Hiroki Hanae, Yasunari Nakayama
-
Publication number: 20200309260Abstract: A shift control device for an automatic transmission includes: an engagement control unit that controls an engagement hydraulic pressure supplied to an engagement hydraulic chamber of an engagement side friction element; a hydraulic pressure detecting unit that detects the engagement hydraulic pressure; a reference setting unit that calculates a predicted value of the engagement hydraulic pressure during shifting, based on a rising characteristic of the engagement hydraulic pressure from when supply of the engagement hydraulic pressure is started to when engagement of the engagement side friction element is started, and sets the predicted value as a reference hydraulic pressure; and an engagement start detecting unit that detects an engagement start time point of the engagement side friction element, based on a difference between the hydraulic pressure detected by the hydraulic pressure detecting unit during the shifting and the reference hydraulic pressure.Type: ApplicationFiled: October 5, 2018Publication date: October 1, 2020Inventors: Tadashi SAITO, Tomohiro KUBO, Hiroki HANAE, Yasunari NAKAYAMA
-
Patent number: 10427688Abstract: A control system of a vehicle is provided, which includes an automatic transmission, a brake controller, and a processor configured to execute a neutral idle controlling module, a hydraulic pressure calculating module, a hydraulic pressure controlling module to calculate a target value of hydraulic pressure supplied to a frictional engageable element according to a given parameter, and a brake hold controlling module. The calculating module includes a first calculating submodule executed to calculate the target value in a period from an issuance of a vehicle start request when a neutral idle control is executed and a brake hold control is not executed in a vehicle stopped state until the frictional engageable element is engaged, and a second calculating submodule executed to calculate the target value so that a calculated value is lower than in the first calculation when the value of the parameter is the same.Type: GrantFiled: May 7, 2018Date of Patent: October 1, 2019Assignee: Mazda Motor CorporationInventors: Mitsukazu Tasaka, Tadashi Saito, Shoji Imai, Yasunari Nakayama
-
Patent number: 10240659Abstract: A control device of a powertrain with a centrifugal pendulum damper is provided in which the centrifugal pendulum damper and a power transmission shaft are operatively coupled via a connection/disconnection mechanism, and the control device of the powertrain with the centrifugal pendulum damper includes a connection/disconnection control module for controlling an engagement degree of the connection/disconnection mechanism by controlling the engagement degree of the connection/disconnection mechanism such that the centrifugal pendulum damper rotates at or below a predetermined upper rotational speed limit.Type: GrantFiled: December 2, 2016Date of Patent: March 26, 2019Assignee: Mazda Motor CorporationInventors: Kyosei Nakashima, Yasunari Nakayama, Tadashi Saito, Masaru Nakagishi, Narifumi Domen, Narihito Hongawara
-
Publication number: 20180354521Abstract: A control system of a vehicle is provided, which includes an automatic transmission, a brake controller, and a processor configured to execute a neutral idle controlling module, a hydraulic pressure calculating module, a hydraulic pressure controlling module to calculate a target value of hydraulic pressure supplied to a frictional engageable element according to a given parameter, and a brake hold controlling module. The calculating module includes a first calculating submodule executed to calculate the target value in a period from an issuance of a vehicle start request when a neutral idle control is executed and a brake hold control is not executed in a vehicle stopped state until the frictional engageable element is engaged, and a second calculating submodule executed to calculate the target value so that a calculated value is lower than in the first calculation when the value of the parameter is the same.Type: ApplicationFiled: May 7, 2018Publication date: December 13, 2018Inventors: Mitsukazu Tasaka, Tadashi Saito, Shoji Imai, Yasunari Nakayama
-
Patent number: 10081363Abstract: A control apparatus of a powertrain with a centrifugal pendulum absorber, includes an engine formed with a plurality of cylinders, a drive force transmission shaft for receiving an engine output torque, a centrifugal pendulum absorber for reducing a variation in the output torque, a connect-disconnect mechanism, an engine controlling module for shifting an engine operating state between an all-cylinder operation and a reduced-cylinder operation, and a connection controlling module. The connection controlling module shifts a connecting state of the connect-disconnect mechanism to a first state when the engine is in the all-cylinder operation, and shifts the connecting state to a second state in which the connection is tighter than the first state when the engine is in the reduced-cylinder operation. In response to issued requests to shift the engine operating state, the connection controlling module shifts the connecting state, and the engine controlling module shifts the engine operating state.Type: GrantFiled: December 21, 2016Date of Patent: September 25, 2018Assignee: Mazda Motor CorporationInventors: Kyosei Nakashima, Yasunari Nakayama, Tadashi Saito, Masaru Nakagishi, Narifumi Domen, Narihito Hongawara
-
Patent number: 9945476Abstract: An apparatus for controlling a vehicle includes a torque converter including a lockup clutch, and a lockup controller configured to controllably move the lockup clutch from a released state in an engagement direction when the vehicle has just started. The apparatus further includes a rolling-down sensor configured to sense whether or not the vehicle that has just started has rolled down, and a lockup retarder configured to retard the movement of the lockup clutch in the engagement direction if the vehicle is sensed to have rolled down.Type: GrantFiled: August 25, 2015Date of Patent: April 17, 2018Assignee: MAZDA MOTOR CORPORATIONInventors: Tadashi Saito, Yasunari Nakayama
-
Patent number: 9903469Abstract: A hydraulic control circuit includes: a shift valve configured to be switched between a state of supplying oil pressure to a clearance adjusting chamber of an LR brake and a state of discharging the oil pressure from the clearance adjusting chamber of the LR brake; and a linear SV configured to control the oil pressure supplied to a pressing chamber of the LR brake. The hydraulic control circuit further includes a source pressure oil passage through which oil pressure equal to the oil pressure supplied from the shift valve to the clearance adjusting chamber is supplied to a source pressure port a of the linear SV. By discharging the oil pressure in the clearance adjusting chamber at the time of opening malfunction of the linear SV, the oil pressure in the pressing chamber is also discharged through a drain port of the shift valve.Type: GrantFiled: May 23, 2014Date of Patent: February 27, 2018Assignee: MAZDA MOTOR CORPORATIONInventors: Koshiro Saji, Shinya Kamada, Shotaro Nagai, Yasunari Nakayama, Masaru Nakagishi, Yasuo Shigenaka, Motomi Kobayashi
-
Patent number: 9791043Abstract: A control device of a powertrain with a centrifugal pendulum damper is provided comprising a power transmission shaft which transmits power between a drive source and an automatic transmission, and a centrifugal pendulum damper which is coupled to the power transmission shaft and a connection/disconnection mechanism. The automatic transmission has a transmission mechanism of a hydraulic pressure control type, which includes a transmission control module which performs a control to supply transmission hydraulic pressure to the transmission mechanism. The transmission control module includes a transmission characteristic changing module which changes a control characteristic of transmission hydraulic pressure according to an engagement degree of the connection/disconnection mechanism.Type: GrantFiled: December 2, 2016Date of Patent: October 17, 2017Assignee: Mazda Motor CorporationInventors: Kyosei Nakashima, Yasunari Nakayama, Tadashi Saito, Masaru Nakagishi, Narifumi Domen, Narihito Hongawara
-
Publication number: 20170190332Abstract: A control apparatus of a powertrain with a centrifugal pendulum absorber, includes an engine formed with a plurality of cylinders, a drive force transmission shaft for receiving an engine output torque, a centrifugal pendulum absorber for reducing a variation in the output torque, a connect-disconnect mechanism, an engine controlling module for shifting an engine operating state between an all-cylinder operation and a reduced-cylinder operation, and a connection controlling module. The connection controlling module shifts a connecting state of the connect-disconnect mechanism to a first state when the engine is in the all-cylinder operation, and shifts the connecting state to a second state in which the connection is tighter than the first state when the engine is in the reduced-cylinder operation. In response to issued requests to shift the engine operating state, the connection controlling module shifts the connecting state, and the engine controlling module shifts the engine operating state.Type: ApplicationFiled: December 21, 2016Publication date: July 6, 2017Inventors: Kyosei Nakashima, Yasunari Nakayama, Tadashi Saito, Masaru Nakagishi, Narifumi Domen, Narihito Hongawara
-
Publication number: 20170159747Abstract: A control device of a powertrain with a centrifugal pendulum damper is provided in which the centrifugal pendulum damper and a power transmission shaft are operatively coupled via a connection/disconnection mechanism, and the control device of the powertrain with the centrifugal pendulum damper includes a connection/disconnection control module for controlling an engagement degree of the connection/disconnection mechanism by controlling the engagement degree of the connection/disconnection mechanism such that the centrifugal pendulum damper rotates at or below an predetermined upper rotational speed limit.Type: ApplicationFiled: December 2, 2016Publication date: June 8, 2017Inventors: Kyosei Nakashima, Yasunari Nakayama, Tadashi Saito, Masaru Nakagishi, Narifumi Domen, Narihito Hongawara
-
Publication number: 20170159809Abstract: A control device of a powertrain with a centrifugal pendulum damper is provided comprising a power transmission shaft which transmits power between a drive source and an automatic transmission, and a centrifugal pendulum damper which is coupled to the power transmission shaft and a connection/disconnection mechanism. The automatic transmission has a transmission mechanism of a hydraulic pressure control type, which includes a transmission control module which performs a control to supply transmission hydraulic pressure to the transmission mechanism. The transmission control module includes a transmission characteristic changing module which changes a control characteristic of transmission hydraulic pressure according to an engagement degree of the connection/disconnection mechanism.Type: ApplicationFiled: December 2, 2016Publication date: June 8, 2017Inventors: Kyosei Nakashima, Yasunari Nakayama, Tadashi Saito, Masaru Nakagishi, Narifumi Domen, Narihito Hongawara
-
Publication number: 20160109019Abstract: A hydraulic control circuit includes: a shift valve configured to be switched between a state of supplying oil pressure to a clearance adjusting chamber of an LR brake and a state of discharging the oil pressure from the clearance adjusting chamber of the LR brake; and a linear SV configured to control the oil pressure supplied to a pressing chamber of the LR brake. The hydraulic control circuit further includes a source pressure oil passage through which oil pressure equal to the oil pressure supplied from the shift valve to the clearance adjusting chamber is supplied to a source pressure port a of the linear SV. By discharging the oil pressure in the clearance adjusting chamber at the time of opening malfunction of the linear SV, the oil pressure in the pressing chamber is also discharged through a drain port of the shift valve.Type: ApplicationFiled: May 23, 2014Publication date: April 21, 2016Inventors: Koshiro Saji, Shinya Kamada, Shotaro Nagai, Yasunari Nakayama, Masaru Nakagishi, Yasuo Shigenaka, Motomi Kobayashi
-
Publication number: 20160091087Abstract: An apparatus for controlling a vehicle includes a torque converter including a lockup clutch, and a lockup controller configured to controllably move the lockup clutch from a released state in an engagement direction when the vehicle has just started. The apparatus further includes a rolling-down sensor configured to sense whether or not the vehicle that has just started has rolled down, and a lockup retarder configured to retard the movement of the lockup clutch in the engagement direction if the vehicle is sensed to have rolled down.Type: ApplicationFiled: August 25, 2015Publication date: March 31, 2016Applicant: MAZDA MOTOR CORPORATIONInventors: Tadashi SAITO, Yasunari NAKAYAMA
-
Patent number: 5876305Abstract: An automatic transmission control system, which includes a 2-4 brake having a servo apply fluid chamber and a servo release fluid chamber and a 3-4 clutch having a fluid chamber and causes a 3-2 shift by engaging the 2-4 brake and disengaging the 3-4 clutch, controls engaging pressure for the 3-4 clutch by way of controlling servo apply pressure for the 2-4 brake to disengage the 3-4 brake so as thereby to increase turbine speed during the 3-2 gear shift and, at near the end of the 3-2 gear shift, brings the 2-4 brake into engagement. During control of disengagement of the 3-4 clutch, the pressure difference between servo apply pressure and servo release pressure is changed to become greater at the beginning of the gear shift.Type: GrantFiled: September 30, 1997Date of Patent: March 2, 1999Assignee: Mazda Motor CorporationInventors: Shinya Kamada, Shin Nakano, Mitsukazu Tasaka, Kenji Sawa, Yasunari Nakayama, Mitsuo Yasuno
-
Patent number: 5810693Abstract: An automatic transmission control system for an automatic transmission including a hydraulic pressure control circuit which supplies locking and unlocking pressures selectively to a plurality of friction coupling elements to lock and unlock the selected friction coupling elements, changing a torque transmission path in a transmission gear mechanism to provide available gears, a specific one of which is achieved by locking and unlocking simultaneously specific friction coupling elements.Type: GrantFiled: March 31, 1997Date of Patent: September 22, 1998Assignee: Mazda Motor CorporationInventors: Yasunari Nakayama, Mitsuru Nagaoka, Yasuma Nishiyama, Hideshi Hiruta
-
Patent number: 5272635Abstract: The driving torque distribution for four wheels of a car is controlled correspondingly to the running state. It is considered that disturbance causes a lateral acceleration or yaw rate which is equal to or greater than a predetermined value at the time of straight running. In this case, even if a steering angle is changed by a driver's corrective steering, there is not executed the torque distribution control suitable for turning start so that the running stability of the car can be ensured.Type: GrantFiled: June 12, 1991Date of Patent: December 21, 1993Assignee: Mazda Motor CorporationInventor: Yasunari Nakayama
-
Patent number: 5265020Abstract: The torque distribution for four wheels is controlled correspondingly to the turning state of a car. In this case, a target yaw rate is determined on the basis of a steering angle and a car speed so that the torque distribution ratio of right and left wheels is set. Consequently, the turning of the car can be improved. In addition, a quantity of drivers' steering can be prevented from being excessively increased during turning.Type: GrantFiled: April 18, 1991Date of Patent: November 23, 1993Assignee: Mazda Motor CorporationInventor: Yasunari Nakayama