Aisan Kogyo Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Bridgestone Corporation

Toyoto Jidosha Kabushiki Kaisha

Katsumi Ishida

Shigeru Kamio

Tsutomu Miyazaki

Hiroshi Miyata

Hiroyuki Makisako

Koichi Suzuki

Minoru Akita

Naoto Kushi

Tsutomu Ikeda

Shunji Sato

Akihiro Kamiya

Hiroshi Takamatsu

Takamasa Kitamura

Shigeo Kikori

Hiroshi Asanuma

Makoto Mase

Naoya Okada

Masashi Ozeki

Hideki Asano

Kazuhiro Minamitani

Shuji Yamamoto

Tetsuo Suzuoki

Yoshiyasu Itoh

Shoichiro Morinaka

Daisuke Kawahara

A vehicle suspension apparatus includes: a shock absorber that has a cylinder outer tube; a dust cover whose upper area is fixed on an upper support side; and a coil spring that surrounds the dust cover. The outer tube has a first engagement unit provided on a portion of the circumference of the outer tube. The dust cover a second engagement unit provided on a portion of the circumference of a lower area of the dust cover. The second engagement unit becomes engaged with the first engagement unit. The first engagement unit provided around the outer tube and the second engagement unit provided around the lower area of the dust cover become engaged with each other by rotating the dust cover around the shaft of the shock absorber.

Vehicle suspension apparatus and method of assembling vehicle suspension apparatus

Angle sensor device has magnetic force detectors detecting alternation of magnetic force caused by rotation of a throttle gear. The magnetic force detectors are buried in a molded body of the angle sensor device constructed of foamed resin. The magnetic force detectors each has a sensing unit detecting alteration of magnetic force and a computing unit computing based on signals from the sensing unit and outputting signals depending on the alteration of magnetic force and is formed in L-shape. Two of the magnetic force detectors are placed opposite each other such that one of the sensing units is disposed on the other sensing unit. The molded body has a cavity surrounded by the magnetic force detectors.

Rotation angle sensors

An electromagnetic PCV valve includes a valve seat, a valve element, a step motor for moving the valve element, and a housing that houses the valve seat, the valve element, and the step motor. When the valve element is moved by the step motor, a size (an opening degree) of a blow-by gas passage defined between the valve seat and the valve element is changed. The step motor is configured to selectively receive energization for moving the valve element and energization for holding the valve element in a fixed position. A heating apparatus of the PCV valveincludes a cover member and an output shaft that conducts heat generated in the step motor by energization to the valve element and the valve seat, and an electronic control unit (ECU) for conducting energization of the step motor to hold the valve element in the fixed position.

Heating apparatus of electromagnetic PCV valve

A dynamic damper containing a mass and an elastic connector is connected to an inner tube to provide the dynamic damper integrally as a part of an apparatus. Since the dynamic damper is integrally provided as part of the apparatus (cab mount) by connecting the dynamic damper containing the mass and the elastic connector to the inner tube via a connecting member in the cab mount, it is possible to eliminate work for assembling the dynamic damper separately from the cab mount. Further, the dynamic damper may be constructed integrally as part of the cab mount.

Vibration isolator, and method of mounting the same

A throttle control apparatus comprises a throttle valve placed in an intake passage, a motor for driving the throttle valve, an electronic control unit (ECU) for controlling the motor, and a throttle sensor for detecting an actual opening degree of the throttle valve. The ECU determines that the throttle valve is frozen when the actual opening degree does not reach a target opening degree even after a driving time for driving the motor has exceeded a predetermined time, and then stores the actual opening degree at the time as an icing opening degree. The ECU supplies a driving duty to cause the motor to produce required driving torque for removal of icing and reverses the driving duty by open control, and controls the motor to bring an accumulated value of a deviation between the target opening degree and the icing opening degree to zero, thereby repeatedly swinging the throttle valve.

Throttle control apparatus for internal combustion engine

An electronic throttle control apparatus includes: a motor; a throttle valve which is driven by the motor to open and close; a throttle sensor for detecting an actual opening angle of the throttle valve. This electronic throttle control apparatus is arranged to control an opening angle of the throttle valve by driving the motor so that the actual opening angle detected by the throttle sensor becomes a target opening angle, the apparatus further includes a fully closing stopper, and an abutting determination unit for determining whether the throttle valve abuts against the fully closing stopper. The abutting determination unit is arranged to determine whether the throttle valve abuts against the fully closing stopper based on a determination condition preset with respect to each one of a plurality of duty ratio ranges.

Electronic throttle control apparatus

An electronic throttle control apparatus is provided with an electronic throttle ( ) including a throttle valve ( ) which is opened and closed by a motor ( ), and a microcomputer ( ) which controls the motor ( ). The microcomputer ( ) calculates a deviation between a target opening degree which is set by detection of an accelerator sensor ( ) and an actual opening degree which is detected by a throttle sensor ( ) to calculate a motor control amount in accordance with the deviation and a control gain in correspondence to the deviation. The microcomputer sets a control gain which becomes smaller as the deviation becomes larger, and limits the control gain by the previous control gain at a time when the control gain is larger than the previous control gain. The microcomputer ( ) cancels the limit of the control gain when the calculated actual opening degree change is reduced from a predetermined value.

The throttle valve controller 1 includes a failure detecting device 11 for detecting failures in the first and second accelerator sensors 2 and 3 based on the first input signal VAPS1 outputted from the first accelerator sensor 2 and the second input signal VAPS2 outputted from the second accelerator sensor 3. A control signal computing device 12 computes a first control signal T1 from the first and second input signals in response to the result of detection by the failure detecting device 11. A control signal correcting device effects primary delay processing on the first control signal T1, thereafter restricting the so-processed signal to a guard value or less and outputs the signal therefrom as a second control signal VAPS. A throttle control device 14 controls the degree of opening of the throttle valve 9 based on the second control signal VAPS.

Throttle valve controller

A throttle valve controller achieves high output response to the smaller deviation of the actual opening from the demand opening of the throttle valve and achieves high control stability against the larger deviation. It has a preset data table containing proportional gain values and integral gain values of PID control in correspondence to deviation values in inversely proportional arrangement. During the transitional state of control system, a pair of provisional gain values are read out of the table in response to the deviation value: (step S3), these gain values are compared with those of the previous operation cycle and the smaller gain value pair are selected: (steps S4-S7), and the valve drive signal is calculated from the selected gain values:(steps S8, S11). Consequently, the controller achieves high output response to the smaller deviation due to the larger gain value and high control stability without the overshooting of valve movement against the larger deviation due to the smaller gain value.

A step motor controller including a sampling program for sampling, at predetermined intervals, input target values that represent a position of the step motor. The difference between the sampled target value and a rotational position of the step motor is obtained. A step motor accelerating and decelerating program accelerates the step motor upon finding the difference between the sampled target value and the current position of the step motor is greater than a set value. When the difference is less than the set value the step motor is decelerated. The predetermined sampling time does not correspond to the natural frequency of the step motor system or to a period corresponding to a fractional multiple of the natural frequency.

Step motor controller

A controller for a step motor which permits the actual step number of the step motor to properly follow up the target step number may be varied with time. The controller temporarily determines a duration shorter than an actually derived duration, and checks the target step number again when the temporarily determined duration has elapsed. If the target step number has not changed, the actually derived duration is considered as a finally determined duration, while, if the target step number has changed, the duration of energization is re-derived from the changed target step number.

Growing community of inventors

Toyoake, Japan

Katsumi Ishida