Honda Giken Kogyo Kabushiki Kaisha

Akio Kobayashi

Osamu Tsurumiya

Takao Kurosawa

Hiroshi Tanaka

Nobuo Sugitani

Chiaki Kumagai

Koichi Hikichi

Shoji Yamashita

Yasumasa Fujita

Yoshiki Noro

Yoshinobu Mukai

Yasuo Shimizu

Kazuhiko Nakamura

Yoshihiro Yoshida

Tsutomu Hayashi

Mitsuru Saito

Sumitaka Ogawa

Yoshihiro Nakajima

Masahiko Abe

Takaaki Fujii

Nobuyuki Yakigaya

Shinzi Hironaka

Susumu Ohta

Takashi Kawachi

Masaie Katoh

A current detecting apparatus comprises a determining unit which determines whether the electric potential of a first node or a second node is in a predetermined range. When the condition that the electric potential is not in the predetermined range continues longer than the predetermined period of time, the determining signal indicating the damage occurrence is outputted. Accordingly, the damage of the constituting elements can exactly be determined with the relatively simple configuration in a short time.

Current detecting apparatus and electric motor control apparatus

Electric power steering apparatus includes a control unit for setting a motor control signal to control operation of an electric power assisting motor on the basis of at least steering torque detected by a steering torque sensor and a vehicle velocity detected by a vehicle velocity sensor. The control unit includes a steering torque estimating section for estimating the steering torque on the basis of the vehicle velocity detected by the vehicle velocity sensor and a steering angle detected by a steering angle sensor. When the steering torque sensor is out of order or malfunctioned, the control unit controls the operation of the electric motor on the basis of the steering torque estimated by the steering torque estimating section.

Electric power steering apparatus

An electric power steering apparatus comprises a motor for applying an auxiliary torque to a steering system, a steering torque sensor for detecting a steering torque in the steering system and a control unit for drive-controlling the motor based on at least a steering torque signal from the steering torque sensor. The control unit includes a motor control unit and a failure detecting unit for detecting a failure of the control unit. Based on a failure detection signal from the failure detecting unit, the motor drive control unit switches over from a normal mode in which no failure exists in the apparatus to a first failure mode in which a certain failure exists in the apparatus and an assist ratio is changed to about half of that of the normal mode.

A drive unit for driving an electric motor includes two motor drive circuits disposed in parallel and each consisting of a bridge circuit of switching devices each incorporating a reverse blocking diode, a power switch provided between a power supply and each of the bridge circuits, and a function switch provided between the electric motor and each of the bridge circuits. In case of failure of one bridge circuit, the other bridge circuit is used to replace the failed bridge circuit, thereby continuing controlled operation of the electric motor. While these switches which are associated with one of the bridge circuits are closed, the switches associated with the other bridge circuit are kept open. This arrangement prevents the current from flowing from the power supply into the failed bridge circuit. The failed bridge circuit does not allow the electric motor to act as a generator even when any of the switching devices causes an ON fault.

Drive unit for electric motor

A controlling device for controlling the transmission ratio of a non-stage transmission in a vehicle. The transmission ratio is controlled according to a forecast output power of the vehicle. The output power is forecast based on an operating condition of the vehicle, such as atmospheric pressure. The control considers various operating parameters. A comparison of a predetermined ratio of increase of engine speed or throttle opening with actual ratios of increase of engine speed or throttle opening may be made in controlling the transmission ratio. An uneven road surface is detected and a transmission ratio of the transmission is controlled accordingly to substantially eliminate hunting. An engine speed is controlled so that the engine speed may not exceed a predetermined rotational speed when the transmission gear ratio is fixed. A target engine speed or target transmission ratio is corrected in response to an output signal of a comparison device which compares an actual vehicle velocity with a set vehicle velocity during automatic fixed vehicle velocity running.

Controlling device for non-stage transmission for vehicle

A controlling device for controlling the transmission ratio of a non-stage transmission in a vehicle. The transmission ratio is controlled according to a forecast output power of the vehicle. The output power is forecast based on an operating condition of the vehicle, such as atmospheric pressure. The control considers various operating parameters. A comparison of a predetermined increases of engine speed or throttle opening with actual ratios of increase of engine speed or throttle opening may be made in controlling the transmission ratio. An uneven road surface is detected and a transmission ratio of the transmission is controlled accordingly to substantially eliminate hunting. An engine speed is controlled so that the engine speed may not exceed a predetermined rotational speed when the transmission gear ratio is fixed. A target engine speed or target transmission ratio is corrected in response to an output signal of a comparison device which compares an actual vehicle velocity with a set vehicle velocity during automatic fixed vehicle velocity running.

Controlling device for non-stage transmission for vehicle with fault

Controlling device for non-stage transmission for vehicles

A fuel supply controller for an internal combustion engine includes an acceleration mode detector, an incremental fuel supply rate calculator, and a fuel supplier. The controller sets a smaller incremental fuel supply rate with increasing engine speed to prevent excessive fuel supply to the engine during acceleration. A fuel supply corrector, a correction inhibitor, and a correction inhibitor canceller are provided for improved acceleration performance regardless of the mode of acceleration. An acceleration mode discriminator and an incremental fuel rate supplier provide proper fuel control even with increasing acceleration. The controller can use first and second control maps for controlling fuel supply. A map discriminator provides for a smooth changeover between maps.

Fuel supply controller for an internal combustion engine

A fuel injection controller for an internal combustion engine includes a control pulse generator which generates a pulse with each rotation of the crankshaft. An operating condition discriminator determines the operating condition of the engine. An electronic control unit changes from sequential fuel injection to simultaneous fuel injection without degradation of engine performance. An ignition controller has first, and third pulse generators generating pulses with rotation of the crankshaft and camshaft, respectively, and a second pulse generator pulsing at a phase angle with respect to the crankshaft. An ignition timer controls ignition timing based on the pulses from the first and second pulse generators, and a fuel injection timer controls fuel injection based on the pulses from the first and third pulse generators.

Fuel injection controller for an internal-combustion engine

A shift control device in a hydrostatic continuously variable transmission in which a hydraulic closed circuit is formed between a swash plate type hydraulic pump and a swash plate type hydraulic motor, and a swash plate holder for supporting a motor swash plate of the hydraulic motor is tiltably supported on a stationary structure through a trunnion shaft fixedly mounted on the swash plate, wherein a drive shaft of a reversible electric motor is connected to the trunnion shaft through a reduction device which is constructed so that it transmits the rotation of the electric motor to the trunnion shaft at a reduced speed, but is brought into a locked state upon receipt of a reverse load from the trunnion shaft. This enables light adjustment of the tilting angle of the motor swash plate by use of a small-sized electric motor and reliable holding of the motor swash plate in a position at any angle.

Growing community of inventors

Saitama, Japan

Akio Kobayashi