Honda Giken Kogyo Kabushiki Kaisha

Honda Giken Kogyo K.k.

Nec Home Electronics, Inc.

Honda Giken Kabushiki Kaisha

Honda Giken Kogyo K.k. (honda Motor Co., Ltd. in English)

Honda Giken Koygo K.k.

Kiyotaka Hayashi

Kohei Ohzono

Mitsuru Saito

Tadashi Kamiya

Tomoyuki Itoh

Hisahiro Ito

Kazushiro Inoue

Naofumi Hoshi

Etsumi Handa

Hiroshi Tanaka

Kiyoshi Kimura

Yoshihiro Yoshida

Kanau Iwashita

Shoichi Honda

Yoichi Kojima

Yorihisa Yamamoto

Tatsuhiro Tomari

Masaie Kato

Shoji Tokushima

Shigeo Kimura

Kouhei Ohzono

Akiyoshi Yamamoto

Kenji Uchibori

Hiroyuki Kuwahara

Kazuyuki Harada

Hidemi Oe

Nobuyuki Yakigaya

Taiji Fujita

When a feeding coupler is pressed by a receiving coupler, the feeding coupler is disengaged by a first engaging member of a fixing mechanism so as to be displaceable along an electric vehicle, and also disengaged by a second engaging member of the fixing mechanism so as to be angularly movable with respect to a displacing mechanism. The feeding mechanism then engages the receiving coupler, and starts charging the battery on the electric vehicle.

Battery charging apparatus for electric vehicles

An electronic control unit for controlling an inverter mounted between a main battery and a motor in an electric vehicle includes a feed-back control device which ensures that an actual electric power calculated from an electric current and a voltage inputted to the inverter is equalized to a target electric power calculated from the motor revolution-number, an accelerator opening degree and a shift position. If a circuit between the main battery and the motor is opened during regenerative operation, so that the charging of the main battery with a regenerative electric power cannot be performed and as a result, the voltage is increased to exceed a predetermined value, a regeneration prohibiting device prohibits the regenerative operation of the motor to prevent damage to the inverter due to a counter-electromotive voltage of the motor.

Control system for electric vehicle

A neutral apparatus for use on an electric vehicle is disclosed. The neutral apparatus comprises a control state detector and a neutral mechanism control circuit. The control state detector detects whether or not the motor control unit is in a predetermined control state. The neutral mechanism control unit can instruct the neutral mechanism to interrupt the power train according to the output signal from the control state detector. If the motor control unit is not in the predetermined control state, this is detected by the control state detector. In response to the output signal from the control state detector, the neutral mechanism control circuit causes the neutral mechanism to interrupt the power train. Thus, power flow from the motor to the drive wheels is interrupted. The control state detector is comprised of a voltage comparator circuit for comparing the output voltage from the motor driver circuit with a reference voltage and produces an output signal. As a result, it becomes possible to monitor the control state of the vehicle during movement thereof by means of an arrangement simple in construction.

Neutral apparatus for electric vehicle

A power steering apparatus on a motor vehicle such as a riding-type four-wheel motor vehicle includes a steering shaft with at least a steering handle mounted on an upper portion thereof, a lever arm arrangement angularly movable about the axis of the steering shaft, and an actuator arrangement for relatively acting on the steering shaft depending on a change in the arm ratio of the lever arm arrangement to assist in turning the steering shaft.

Power steering apparatus

A steering damper device includes a cylinder assembly having a plurality of fluid chambers providing a fluid circuit that is controlled by a control valve assembly which is operatively associated with a steering shaft to detect a steering force applied to the steering shaft. A flow rate control unit having a restriction for restricting a fluid flow in one direction is disposed in fluid passages which provide fluid communication between the fluid chambers through the control valve assembly. The steering damper device comprises an actuator in a hydraulically operated power steering apparatus including an oil pump and a reservoir tank. The cylinder assembly comprises a cylinder for generating an assistive steering force. The flow rate control unit restricts the flow flowing only from the control valve assembly to the oil pump.

Steering damper device

A method for controlling a stepless automatic transmission of a vehicle and an apparatus therefore automatically control the transmission ratio according to the change with respect to time of a throttle aperture and a driving condition of the vehicle. A change with respect to time of the throttle aperture is taken into account in determining the objective engine speed and the transmission ratio. An apparatus includes a throttle sensor for sensing a change with respect to time of the throttle aperture, a first allocator for allocating an objective engine speed in a condition that the change with respect to time of the throttle aperture is within a prescribed range, a second allocator for allocating an objective engine speed in a condition that the throttle aperture is opened more rapidly than a first prescribed value, a third allocator for allocating an objective engine speed in a condition that the throttle aperture is closed more rapidly than a second prescribed value, and a transmission controller for controlling a transmission ratio of the stepless automatic transmission so that an actual engine speed coincides with the objective engine speed. A method includes the steps of sensing a change with respect to time of a throttle aperture, allocating an objective engine speed according to the change with respect to time of the throttle aperture, and controlling a transmission ratio of the stepless automatic transmission so that an actual engine speed coincides with the objective engine speed.

Method for controlling stepless automatic transmission and apparatus

A chain belt for stepless speed change transmission is provided wherein the connecting link rocker pins are arranged so that when the chain links are rotated relative to each other the pitch changes. This phenomena is used to reduce the drive noise generated with standard types of chain belts when they wrap around the drive pulley, due to a change in the relative speed of the drive block. From tests it is found that having the drive blocks outside of the chain line is more effective in reducing this relative velocity. Further having oval shaped drive blocks reduces the stress concentration at the region where load is transferred from the pulley to the chain belt, and by having an oval shape instead of a round shape the inclined end contact faces can be positively aligned to mate properly with the drive faces of the pulleys.

Chain belt for V pulleys

An infinitely variable transmission in which the pitches of a driving pulley and a driven pulley are variable by means of hydraulic fluid pressure to vary the velocity ratio between the two pulleys. A lower pressure fluid and a higher pressure fluid are created from a hydraulic fluid from a hydraulic fluid supply source, with a constant pressure difference therebetween. The lower pressure fluid has its pressure value varied in response to the velocity ratio. The lower pressure fluid and the higher pressure fluid are selectively supplied to the movable pulley elements of the driving pulley and driven pulley. A hydraulic clutch and a pressure regulating valve are connected together by a hydraulic fluid supply passageway which is selectively closed and opened by a supply control valve. A drain passage is connected to the hydraulic fluid supply passageway to allow hydraulic fluid to escape from the hydraulic clutch when the passageway is closed by the supply control valve. In at least one movable pulley element, an orifice is formed through a sealing element which seals between an inner peripheral surface of a cylindrical portion and a radially extending annular flange of a stationary piston element to communicate between first and second hydraulic pressure chambers defined within an annular space in a pulley main body at opposite sides of the annular flange of the stationary piston element.

Infinitely variable transmission utilizing hydraulic fluid pressure to

A hydraulic type starting clutch having an input rotating member rotatable in unison with an input shaft, an output rotating member rotatable in unison with an output shaft, and friction plates interposed between the input and output rotating members and adapted to transmit torque from the input rotating member to the output rotating member when engaged. An urging member urges the friction plates to cause transmission of torque from the input rotating member to the output rotating member, and a hydraulic pressure chamber is defined between the urging member and the output rotating member and supplied with a hydraulic fluid from a hydraulic fluid source. A control device controls a pressure regulating valve in a manner such that the pressure in the hydraulic pressure chamber is regulated to values dependent upon the rotational speed of the input shaft.

Hydraulic type starting clutch

An infinitely variable transmission includes a driver shaft having a driver pulley, a driven shaft having a driven pulley, the driver and driven pulleys having fixed conical discs and movable conical discs, the movable conical discs having pressure chambers, an endless belt trained around said driver and driven pulleys, a device for supplying a fluid under pressure to the pressure chambers, a pressure regulating mechanism for regulating the fluid pressure at a prescribed pressure, and a fluid metering mechanism for regulating the amount of the fluid under the prescribed pressure in the pressure chambers. At least one of the pressure regulating mechanism and the fluid metering mechanism is disposed in the driver shaft or the driven shaft. The pressure regulating mechanism is arranged to discharge an excess amount of the fluid to a lower-pressure area when the supplied fluid pressure exceeds a prescribed level and also has passages for supplying the discharged amount of the fluid as lubricating oil to the endless belt. The fixed conical discs of the driver and driven pulleys are disposed on opposite sides of the endless belt. The fixed conical discs are arranged such that the central axis of the endless belt is inclined with respect to a line normal to pulley axes at an angle which is substantially zero at a power transmission speed ratio which is most frequently be used between the driver and driven pulleys.

Infinitely variable transmission

In an infinitely variable transmission equipped with a V-shaped pulley having a stationary pulley element and a movable pulley element fitted on a shaft, and an endless belt engaged between the pulley elements, a movable pulley element pinch force control device includes a plurality of through bores formed through the peripheral wall of the shaft in axially spaced relation, and a slider axially slidably received within a hydraulic fluid introducing passage in the shaft and urged by the fluid pressure in a direction of closing the through bores. The movable pulley element is urged by the fluid pressure in a direction of closing the through bores, and by the force of the belt in a direction of closing the through bores, whereby the total opening area of the through bores is automatically varied in response to changes in the positions of the slider and the movable pulley element, to control the pinch force of the movable pulley element in a stepwise manner.

Device for controlling pinch force of a pulley in an infinitely variable

A hydraulic servomechanism comprises a basic body having an axial hole formed therein, a stationary element provided on the outer peripheral surface of the basic body at a predetermined location, a sliding element fitted on the outer peripheral surface of the basic body and also fitted with the stationary element for axial sliding movement relative thereto. The sliding element cooperates with the basic body and the stationary element to define therebetween a hydraulic pressure chamber. A plurality of through bores are formed in the peripheral wall of the basic body and axially arranged at predetermined intervals for communicating between the axial hole of the basic body and the hydraulic pressure chamber. A communication hole is formed in the sliding element for communicating between the through bores and the hydraulic pressure chamber. A control element is axially slidably fitted in the axial hole of the basic body and formed therein with a first communication passage for communicating the through bores with a hydraulic fluid supply source which generates the pressure of hydraulic fluid supplied to the hydraulic pressure chamber, and a second communication passage for communicating the through bores with a zone under a lower pressure. A driving device changes the axial position of the control element for controlling the pressure of hydraulic pressure within the hydraulic pressure chamber, to thereby control the axial position of the sliding element.

Hydraulic servomechanism

An anti-slip system is provided for a wheeled vehicle having a drive wheel and a driven wheel. A drive wheel speed sensor senses a rotational speed of the drive wheel to produce a first sensing signal while a driven wheel speed sensor senses a rotational speed of the driven wheel to produce a second sensing signal. A control unit is responsive to the first and second sensing signals for outputting a control signal representative of a slip rate of the drive wheel. A drive control device is responsive to the control signal for controlling drive force of the drive wheel to prevent a slip thereof.

Anti-slip system for wheeled vehicle

The present invention includes a main control system driving an exciting coil of a component to be driven. The invention also includes a sub-control system that backs up the main control system when the main control system fails. The sub-control system and the main control system both have a self-diagnostic capability and the sub-control system is diagnosed for failure prior to the main control system, so that the availability of the back up system is determined before the main control system is activated.

Control system having a self-diagnostic function

A tire puncture detecting device having a pressure chamber defined by a flexible diaphragm and held in communication with the interior of the tire, an atmospheric chamber communicating with the atmosphere, and a spring plate member disposed in the pressure chamber and supporting on the front face thereof a magnet and on the rear face thereof a central portion of the flexible diaphragm. The spring plate member is normally maintained in a retracted position under the air pressure in the pressure chamber against the bias of a resilient member disposed rearwardly of the spring plate member. When a reduction in the air pressure in the pressure chamber exceeds a predetermined degree, the spring plate member buckles so as to quickly project forwardly under the force of the resilient member. In this manner, the magnet supported on the spring plate member is moved closer to an alarm circuit switch located in front of the device and energizable by magnetic force, thereby actuating the switch. Puncturing of the tire is thus detected rapidly and reliably.

Growing community of inventors

Saitama, Japan

Kiyotaka Hayashi