Toyota Jidosha Kabushiki Kaisha

Fujitsu Ten Limited

Toyota Jidosha Kogyo Kabushiki Kaisha

Nippondenso Co., Ltd.

Kabushiki Kaisha Toyota Chuo Kenkyusho

Kazumasa Nakamura

Yoshihisa Nomura

Kaoru Ohashi

Akira Shirai

Takahiro Nogami

Takafumi Inagaki

Kazuhiko Hayashi

Jiro Masuda

Kou Tanigawa

Ikuya Kobayashi

Masakazu Ishikawa

Hiroshi Miyata

Yutaka Taga

Hiroshi Ito

Shinya Nakamura

Noriyuki Nakashima

Kiyotaka Ise

Kazuo Suyama

Hiroharu Miyazaki

Munetaka Noda

Katsuji Harajiri

Takaaki Ori

Yoshiaki Inoue

Harumasa Minegishi

Yoshinori Ishiguro

Kohji Kamiya

Yoshihiro Nishimura

Naoyasu Sugimoto

Shinichi Taniguchi

Isao Yoshikawa

Kouichi Yagi

Keiichi Yasuda

Iwao Tanahashi

Yukio Tobe

An overhead-line using system includes: a plurality of supports; a main rope supported by the supports and configured such that both ends of the main rope are fixed; a work rope movably supported by the main rope; a winding device configured to wind up the work rope; a moving device movably supported by the main rope and connected to the work rope, the moving device being movable in the air when the work rope is wound up by the winding device; and a power generator configured to move along with movement of the work rope. The power generator generates electric power by moving relative to the main rope.

Overhead-line using system and overhead-line moving device

A vehicle-mounted communication device and a road-to-vehicle communication device are provided which each allow communication of information using a simple structure by making leakage of information difficult. Information including encryption information is communicated between an on-road apparatushaving a memoryin which an electronic key A is stored, and a vehicle-mounted apparatushaving a storage circuit. Encrypted route information and the like are stored as is in the vehicle-mounted apparatus. Encryption and decoding are executed at an on-road apparatus side. In reception of charges, encrypted information from an IC cardhaving a memoryin which a security mechanism is stored passes through the vehicle-mounted apparatus and is transferred to the on-road apparatus. The encrypted information from the IC cardis decoded with the on-road apparatus. Accordingly, the encrypted information is mutually transferred between these apparatuses and the vehicle-mounted apparatus does not require encryption or decoding. As a result, the security of a system can be improved.

Vehicle-mounted communication device and road-to-vehicle communication device

A device for locating a moving body includes: an interrogation unit (10) for communicating with a response unit (50) mounted on a vehicle (51) present in a lane of a communication zone 'a'; receiving antennas (21, 22) having receiving areas '21b, 22b' divided in the width direction of the lane; and a processor (40) for determining the position of the vehicle in the communication zone based on a reception result from the receiving antennas. The device may also include a detecting device such as an imaging device (30) having an imaging area 'c' of a size equal to the lane. This makes it possible to recognize an unauthorized vehicle (52) not having a response unit and thus passing through the imaging area 'c' without a radio signal to be received by the receiving antennas (21, 22).

Device for locating a moving body having a response unit

In a four wheel drive vehicle having a central power distribution device for transmitting engine power to a combination of left and right front wheels and a combination of left and right rear wheels with an action of differentiating rotation between the combination of the left and right front wheels and the combination of the left and right rear wheels, a skidding control device locks up the rotation differentiating action of the central power distribution device when at least either a difference between the rotation of the left front wheel and the rotation of the right front wheel or a difference between the mean rotation of the left front wheel and the right front wheel and the rotation of the combination of the left and right rear wheels exceeds a limit value predetermined therefor.

Four wheel drive power transmission system skidding control device and

A wheel slip control system for independently executing an anti-skid control and a traction control. The system includes a microcomputer, a first capacity control valve for anti-skid control, a selector valve, and a second capacity control valve for traction control. These values are connected in series between a master cylinder and a break cylinder. Such valves prevent brake fluid from over-charging a reservoir even in the course of switching from anti-skid control to traction control or vice versa, so that the brake pressure is properly reduced without consideration of capacity of the reservoir.

Wheel slip control system

Wheel slip control system of the present invention controls an output of an internal combustion engine during acceleration of a vehicle and controls a hydraulic braking device of a driven wheel during acceleration of the vehicle, determines a value representative of a cumulative time control of the hydraulic braking device is effected and compares the value with a predetermined value, and changes selectively the output control of the internal combustion engine and the control of the hydraulic device in accordance with the comparison to thereby control driven wheel speed within a predetermined range such that a maximum torque is obtained.

Wheel slip control system for a vehicle

An automotive vehicle driven wheel slippage control device is arranged such that the rotational speed of a driven vehicle wheel is determined. The presence of a condition of acceleration slippage is determined by utilizing as a parameter the rotational speed of the driven wheel. The value of a parameter representing the condition of the road surface on which the vehicle is being operated is determined. A braking device provided to the driven wheel is operated and controlled to set braking conditions for the driven wheel when acceleration slippage is determined, the braking conditions being varied according to the current value of the parameter representing road surface condition. The intensity of braking for the driven wheel may be varied, or, alternatively, the time period of braking therefor may be varied. Optionally, the parameter representing road surface condition may be determined from a value representing torque on the driven wheel and a value representing rotational acceleration thereof.

Automotive vehicle drive wheel slippage control device detecting vehicle

A wheel slip control system has a vehicle speed detector for detecting a running speed of a vehicle; a driving wheel rotating condition detector for detecting an actual driving wheel rotating speed of the vehicle and the acceleration thereof; an advance driving wheel speed computer for calculating an advance driving wheel speed using as parameters the above actual driving wheel rotating speed and acceleration thereof; a second throttle valve provided in an intake passage in a position upstream or downstream of the position where a first throttle valve interlocked with a vehicle accelerator pedal is located; a driver for opening and closing the second throttle valve; and an opening/closing controller for determining a target throttle position on the basis of the detected vehicle running speed and the advance driving wheel speed and controlling the driver so that an actual throttle position of the second throttle valve approaches the above target throttle position. According to above-mentioned characteristics, it is possible to attain superior acceleration and controllability, and the air fuel ratio and fuel consumption are held in a good condition.

A wheel slip controlling system is provided to immediately control the rotation of the drive wheels by controlling the output power of an internal combustion engine as well as by controlling the brake mechanism of the drive wheels when a slippage is detected during the process of braking or acceleration. The brake mechanism is an anti-skid control system which uses a pressure change-over valve to accurately control the braking force. The wheel slip controlling system also includes a second throttle valve responsive to a traction control mechanism for controlling the amount of intake air of the internal combustion engine such that the speed of the driven wheels can be slowed when slipping occurs.

Wheel slip controlling system

A wheel slip control system used for a vehicle includes a pressure source selector which selects one of the first pressure source providing a first pressure and a second pressure source providing a second pressure depending on the difference of the two pressures, a slip controller which adjusts the first pressure in response to a first adjustment signal or adjusts the second pressures in response to a second adjustment signal and thereafter operates to suppress slipping of the wheels including the driven wheels, a brake slip detector which produces a brake slip signal upon detection of a slip during braking operation, an acceleration slip detector which produces an acceleration slip signal upon detection of a slip during accelerating operation, and an electronic controller which provides the first adjustment signal to the slip controller based on the brake slip signal for the purpose of vehicle anti-skid control and provides the second adjustment signal to the slip controller based on the acceleration slip signal for the purpose of vehicle traction control. The wheel slip control system performs both of anti-skid control and traction control for a vehicle with a simple arrangement.

A wheel slip control system used for a vehicle comprising: a pressure source selector being informed of a first pressure of a first pressure source and a second pressure of a second pressure source and adapted to select one of the first and second pressure source, a slip controller receiving a first adjustment signal for anti-skid control to adjust the first pressure provided by the pressure source selector or receiving a second adjustment signal for traction control to adjust the second pressure provided by the pressure source, selector a brake slip detector detecting the state of slipping of wheels during a braking operation of the vehicle and producing a brake slip signal, an acceleration slip detector detecting the state of slipping of wheels during an accelerating operation of the vehicle, a second throttle valve being placed at an intake air path provided with a first throttle valve interlocked to an acceleration increase member; and an electronic controller receiving the brake slip signal and providing the first adjustment signal for the slip controller so that the driven wheel speed is within a first predetermined range, receiving the acceleration slip signal and providing the second adjustment signal for the slip controller so that the driven wheel speed is within a first predetermined range, and providing the third adjustment signal to a driving member for driving the second throttle valve for the slip controller so that the driven wheel speed is within a second predetermined range.

A wheel slip controlling system according to the present invention comprises braking actuator operable by a driver of a car for braking rotation of wheels at least including driving wheels, slip detector for detecting a slipping condition of the wheels to output a slip signal indicative of the slipping condition, anti skid controller for receiving the slip signal and for controlling, in response to the slip signal received, the pressure to be imparted from the braking actuator with a self-contained pressure source to control braking slips of said wheels at least including the driving wheels and traction controller responsive to the slip signal during acceleration of the car for controlling the driving wheels with the self-contained pressure source for control acceleration slips at least of the driving wheels. Since the system makes use of the pressure of a hydraulic source of a conventional anti skid brake system and controls a braking system, quick responsiveness can be obtained without the necessity of extensive modification of the conventional anti skid brake system. When a driver carries out a braking operation to exhibit his own braking will, the braking operation will have a priority so that the slip control can be attained without deterioration of the treadling feeling of a brake pedal. If any other controlling technique such as priority of stabilized brake hydraulic pressure with a hysteresis is used in combination for selection of traction control, more stabilized acceleration slip control can be attained.

A traction control device in an engine which has an intake passage. A throttle valve and a flow control valve are arranged in series in the intake passage. Where acceleration of the motor vehicle is carried out, when the speed of rotation of the driven wheel or acceleration of the speed of rotation of the driven wheel exceeds a predetermined level, the flow control valve is closed. When the speed of rotation of the driven wheel becomes lower than a predetermined level or deceleration of the speed of rotation of the driven wheel becomes larger than a predetermined level, the flow control valve is opened.

Traction control device of a motor vehicle

The present invention relates to a device for detecting the center of a steering angle in a vehicle. This device comprises a steering angle sensor provided on a vehicle steering mechanism for electrically detecting a steering angle, a temporary storing portion for temporarily storing a center value calculated in response to an output from the sensor through a first switch, a comparison circuit for comparing the center value stored in the temporary storage portion with an output from the steering angle sensor to ON-OFF operate the first switch, a center storage portion for taking out the center value in the temporary storage portion through a second switch to store the same, and a distance measuring portion controlled by the comparison circuit, for ON-OFF operating the second switch after a lapse of a predetermined running distance upon ON-operation of the first switch, the aforesaid center storage portion including an integration circuit having a resistor and a capacitor. The device can reliably, electrically take out only the substantially effective change in the steering angle in a vehicle, so that various vehicle controls can be effectively performed.

Device for detecting center of steering angle in vehicle

A shock absorber control system controls vehicle shock absorbers by bringing them selectively into a softer dampening mode or a harder dampening mode in response to operation of a steering wheel of a vehicle. The shock absorbers are changed from the softer to the harder dampening mode only when the vehicle speed is higher than a reference vehicle speed and the steering wheel is turned at an angular velocity greater than a predetermined reference angular velocity. The angular velocity of rotation of the steering wheel is used as a parameter to select one of the softer and harder dampening modes only when the vehicle wheel has been angularly moved beyond a certain reference angle dependent on the vehicle speed. Therefore, no unwanted switching between the softer and harder dampening modes takes place when the steering wheel is angularly moved back and forth through relatively small angles. The harder dampening mode continues for a preset interval of time.

Growing community of inventors

Okazaki, Japan

Kazumasa Nakamura