Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Keihin Corporation

Hiroyuki Goto

Hideharu Yamazaki

Shusuke Akazaki

Akifumi Otaka

Kenji Hirose

Hideo Shimizu

Ken Ogawa

Takashi Yoshida

Yasunori Ehara

Hiroaki Yamamoto

Tatsuya Ishikawa

Makoto Nakatsuka

Yasuhito Kuromiya

Yohji Nakajima

Yoshihito Sakurai

The present invention provides a motion assist apparatus capable of reducing the discomfort of a user that may be caused when a motion is assisted. A motion assist apparatushas actuators, which apply a force for controlling the posture of the upper body of a user P through the intermediary of a second frame, a posture estimation sensor PS, which detects a posture angle &#x3b8; of the upper body of the user P, a control unit C, which controls the actuatorsto reduce a deviation d&#x3b8; of a posture angle &#x3b8; from a reference posture angle &#x3b8;0, and a trigger sensor TS, which detects the occurrence of a trigger event. The control unit C sets the posture angle at the time of the occurrence of the trigger event as the reference posture angle &#x3b8;0.

Motion assist apparatus

A liquid trap device for gas includes a trap housing and a liquid filter disposed in the trap housing. The liquid filter includes an upper end wall having an opening communicating with a gas inlet, a lower end wall and a cylindrical filter element providing a connection between the upper end wall and the lower end wall. An inflow guide tube is disposed in the filter element, the inflow guide tube having a uniform path area and extending from the opening to the lower end wall so as to guide gas flowing into the gas inlet into the filter element. A distance between a lower end of the inflow guide tube and the lower end wall is set at 20 mm or less. Thus, the liquid trap device for gas has a high performance for trapping liquid.

Liquid trap device for gas

A fuel injection control system and method for an internal combustion engine and an engine control unit, for accurately determining a fuel injection period and for performing accurate and optimum control of the actual fuel injection amount. An amount of fuel demanded by the engine is determined according to the detected operating conditions of the engine. An amount of fuel deposited on walls downstream of the fuel injection valve is determined according to the detected operating conditions. A net amount of fuel to be injected from the fuel injection valve is determined based on the determined demand amount of fuel and the determined deposited amount of fuel. Pressure of fuel to be injected from the fuel injection valve is determined. The fuel injection period is determined by correcting the determined net amount of fuel according to the determined pressure of fuel.

Fuel injection control system and method for internal combustion engine as well as engine control unit

A first cutoff valve and a second cutoff valve are closed in a state in which an internal combustion engine is stopped, and a reducing amount of a pressure P in a high pressure passageway after the passage of a predetermined decision time T and a reducing amount of a pressure P in a low pressure passageway after the passage of a predetermined decision time T are measured. When the reducing amount of the first pressure P is equal to or larger than a predetermined reducing amount &Dgr;P , it is decided that a leakage is generated in the high pressure passageway . When the reducing amount of the second pressure P is equal to or larger than a predetermined reducing amount &Dgr;P , it is decided that a leakage is generated in the low pressure passageway

Fuel gas feeding system

A vehicle fuel gas supply system includes, a fuel line supplying a fuel gas to a gas engine, a shut-off valve and a pressure sensor disposed on said fuel line, and a control section. The pressure sensor is disposed closer to the gas engine in comparison with the shut-off valve. The control section closes the shut-off valve based on a failure diagnostic signal, calculates a pressure drop rate based on pressure information taken in from the pressure sensor after the closure of the shut-off valve and an elapsed time, and judges that the shut-off valve is in a failure state when the pressure drop rate so calculated is smaller than a predetermined pressure drop rate threshold value.

Vehicle fuel gas supply system

A vehicle fuel gas supply system includes a fuel line supplying a fuel gas to a gas engine, a shut-off valve and a pressure sensor disposed on said fuel line, and a control section. The pressure sensor is disposed closer to said gas engine in comparison with said shut-off valve. The control section closes the shut-off valve being opened, starts to count the time of a shut-off valve closing timer. Then, the control section opens the shut-off vale when the shut-off valve closing timer counts up, simultaneously therewith measures a pressure by the pressure sensor to store the pressure as an initial pressure, and starting to count the time of a diagnostic timer. Further, the control section measures a second pressure by the pressure sensor when the diagnostic timer counts up to store the second pressure as a final pressure value, and judges that the shut-off value is in a failure state when a pressure increase rate obtained from the initial pressure value and the final pressure value is smaller than a predetermined pressure increase rate threshold value.

A super magnetostrictive actuator includes: a magnetic field generating unit, at least first and second super magnetostrictive members extensible in a longitudinal direction thereof due to action of magnetic field generated by the magnetic field generating unit, and a coupling member having a cylindrical shape and disposed coaxially between the first and second super magnetostrictive members. The second super mangetostrictive member has a cylindrical shape and is coaxially disposed to surround the outside of the first super magnetostrictive member in a radial direction thereof. Both end portions of the coupling member are coupled to one end portion of the first super magnetostrictive member and one end portion of the second super magnetostrictive member, respectively.

Growing community of inventors

Saitama, Japan

Hiroyuki Goto