Honda Giken Kogyo Kabushiki Kaisha

Chiaki Kumagai

Keishin Tanaka

Toichiro Hikichi

Hiroshi Tanaka

Osamu Suzuki

Atsuo Ota

Tatsuo Hayashi

Takushi Matsuto

Akio Kobayashi

Koichi Hikichi

Takeshi Sakurai

Shoji Yamashita

Yasumasa Fujita

Kaoru Hatanaka

Yutaka Kimura

Shinji Juman

Haruhito Mitomo

Satoshi Honda

Tetsuo Yamagata

Tomohide Shimizu

Mamoru Kokubu

Masao Tatsuta

To provide a battery rental system that is extremely convenient and economical, and that is always stable. The battery rental system includes unmanned automatic battery rental stations, a communication system, a central processing station, electrically assisted bicycle batteries, and ID cards. A user merely inserts the ID card into the battery rental system and the central processing station automatically charges the user for removing a battery from the battery rental system.

Battery rental system

Battery re-charger for motor-assisted vehicle

The ABS is provided with a modulator, and when the ABS is activated, control of the caliper pressure by the driver, is modified by the operation of the modulator having the aforementioned inlet valve (normally closed to a pressurized fluid source) and aforementioned outlet valve (normally open to a fluid exit), both controlled by the above-described control logic circuit. The modulator increases or decreases the caliper pressure, in response to changes in the pressurized fluid, regulated by such valves. Depending on the operation of the control logic circuit described above, three events may occur. When the inlet and outlet valves are not operated (i.e. their normal state), the modulator releases pressurized fluid through the output valve, and increases caliper pressure, to increase braking up to a predetermined maximum. If only the outlet valve is operated (i.e. both the inlet and outlet valves are closed), the modulator remains in a constant state and likewise, the caliper pressure is kept constant. If both the inlet and outlet valves are operated (i.e. opened and closed respectively), then in response to the increased pressurized fluid, the modulator effects a decrease in caliper pressure to reduce braking. The above is summarized in FIG. 2. Thus it is seen that the brake control is effected by setting a threshold value for each of the slip ratio .lambda. and the acceleration/deceleration .alpha., and determining whether the actual state of each wheel (i.e. .lambda.and .alpha.), is at their respective threshold value or above (less). It is thus necessary to set processing times as short as possible to improve the operating speed of an actuator which executes the process referred to above. However, there are limitations on the operating speed of the actuator, and an improvement is actually difficult to achieve. In another prior art system, the modulator comprises an input hydraulic chamber which communicates with a master cylinder, for

Method of and system for controlling brakes

A method and apparatus for controlling brakes using a reciprocating cut valve actuated by an expander piston that is moved via a crank pin on a crank shaft. The cut valve cuts off caliper pressure and adjusts the volume and pressure of an output hydraulic chamber to effectuate antilock braking. When changing from antilock braking to normal braking, the movement of the expander piston is controlled by repeatedly changing a crank angle of the crank pin during specified time intervals. The rate of increase in caliper pressure can be set according to (1) detected brake operation which is detected from a present crank angle and a target crank angle and (2) the frictional state of the road surface which is estimated from vehicle acceleration/deceleration.

A target slippage ratio setting device has sensors respectively mounted on driven and driving wheels so as to detect rotational velocities thereof, a body accelerometer attached to a main body of a vehicle, a steering angle sensor mounted on a handle, and a control unit. In the target slippage ratio setting device, a target slippage ratio at which the optimum braking force is obtained, can be determined from a coefficient of friction calculated by a friction coefficient calculating circuit, a banking angle calculated by a banking angle calculating circuit and an estimated velocity of the vehicle calculated by an estimated vehicle velocity calculating circuit, based on the peripheral velocities of the front and rear wheels and the acceleration or deceleration of the vehicle.

Target slippage ratio setting device

A brake control system for obtaining the optimal slippage ratio for stable braking of a vehicle, has a friction coefficient detecting device, a target slippage ratio setting device, a correction coefficient setting device and a target slippage ratio correcting device. The friction coefficient detecting device detects the coefficient of friction between each of wheels and a road surface. The target slippage ratio setting device sets up a target slippage ratio based on the coefficient of friction. The correction coefficient setting device detects the rate of change in the coefficient of friction and sets a first correction coefficient for calculating the target slippage ratio based on the rate of change in the coefficient of friction. The target slippage ratio correcting device multiplies the target slippage ratio by the first correction coefficient thereby to correct the target slippage ratio. Thus, the vehicle can be smoothly driven.

Two wheeled vehicle braking system using a target slippage ratio for

A device for controlling the braking force of a motorcycle in two controlling modes: a normal mode and an antilocking mode, comprises tachometers mounted on front and rear wheels of the motorcycle, an accelerometer mounted on the motorcycle body, and a control circuit. The control circuit calculates a peripheral acceleration of each wheel based on the peripheral velocity of each wheel, and a slippage ratio of each wheel based on the peripheral velocity of the wheel and the acceleration of the motorcycle body. When the slippage ratio and the peripheral acceleration of one wheel meets given conditions, the control circuit starts, prior to entering into the antilocking mode from the normal mode, to calculate the coefficient of friction between the road surface and the one wheel. For the other wheel, the coefficient of friction is calculated in the same manner.

Device for calculating coefficient of friction of road surface

A method of and an apparatus for estimating a vehicle velocity, which are suitable for use in a vehicle. Velocities of drive wheels and follower wheels of the vehicle are determined and the fastest one of the so-determined velocities is selected. The velocity of the vehicle is estimated based on the fastest wheel velocity thus selected. The above respective processes are repeatedly executed at given time intervals. Thus, when the estimated vehicle velocity is faster than each of the velocities of the follower wheels and lower than the fastest wheel velocity, the estimated vehicle velocity determined immediately before the above estimating process is set as a desired estimated vehicle velocity. Accordingly, a high-accuracy estimated vehicle velocity corresponding to an actual vehicle velocity can be obtained, thereby making it possible to control brakes and driving forces with high accuracy using the estimated vehicle velocity.

Method of estimating vehicle velocity and method of and system for

A road surface condition sensor for judging if there is an appreciable unevenness on a road surface to provide a desirable braking performance for a vehicle, which comprises a vehicle speed estimating circuit for estimating the running speed of the vehicle, a steering angle sensor for detecting a steering angle of the vehicle, and a judging circuit for making a judgement as to whether the magnitude of a time-derivative of the steering angle indicative of the unevenness of a road surface is greater than a threshold value which is determined according to the estimated running speed of the vehicle, and for outputting a road surface condition signal representing results of the judgement.

Road surface condition sensor for controlling brakes

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

An indicating device for indicating operation conditions within an engine includes a set of one-shot pulse generators. These one-shot pulse generators control the regulation of drive signals to indicating devices such that the indicating device provides information that an abnormal condition is present. The one-shot pulse generators do not operate under normal conditions.

System and method for indicating an abnormal condition in a vehicle with

Controlling device for non-stage transmission for vehicles

A method of examining operation of an electronic control system for an internal combustion engine having a crankshaft, the control system having a mechanism for generating pulse signals indicative of angular position of the crankshaft and a processing circuit for evaluating the indicative pulse signals so as to output pulse signals for controlling an engine operation-related factor. The mechanism generates each indicative pulse signal at a time when the crankshaft is at one of predetermined angular positions. The processing circuit outputs each control pulse signal when the crankshaft is at a desired angular position. According to the method, the indicative pulse signals are continuously counted so as to generate a succession of counted numbers, each counted number representing the number of the indicative pulse signals generated during a time from an occurrence of one the control pulse signal to an occurrence of next the control pulse signal. Then, whether or not the succession of counted numbers meets one of predetermined conditions is tested, and results of the testing are evaluated so as to examine operation of the control system.

Method of examining operation of electronic control system for internal

An engine stroke discriminating method and apparatus for a 4-cycle internal combustion engine which discriminates a stroke of the engine with accuracy, the method and apparatus being simple in construction and low in cost. The stroke discriminating method and apparatus is characterized by taking advantage of the fact that the rotational speed of a crankshaft after the top dead center of a cylinder of an engine rises substantially relative to that before the top dead center in a compression stroke of the cylinder but does not rise in an exhaust stroke. The stroke of the engine is thus, discriminated by determining the difference in rotational speed of the crankshaft before and after the top dead center of the cylinder.

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Wako, Japan

Chiaki Kumagai