Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Hitachi Chemical Company, Ltd.

Honda Kigen Kogyo Kabushiki Kaisha

Osamu Yamamoto

Shuji Shiraishi

Takashi Nishihara

Osamu Yano

Hiromi Inagaki

Hironobu Kiryu

Yuki Ito

Naoto Ohkubo

Mitsuya Serizawa

Yoshimitsu Akuta

Keiyu Kin

Toru Ikeda

Takehiro Horiuchi

Makoto Sato

Kunimichi Hatano

Shoichi Sano

Yoshimi Furukawa

Yutaka Nishi

Nobuharu Kuriki

Hiroyuki Kawagoe

Ryoji Mori

Wataru Saito

Yutaka Tashiro

Naoki Omomo

Masakazu Sakaguchi

Tooru Ikeda

Yasushi Ooyama

Nobuyuki Ishii

Takayuki Ohmori

Michihiro Shimane

Kuniaki Murata

Hidenori Ishihama

Yuichi Hashimoto

Akihiko Ohtsu

Toyotaka Torii

Takuya Sakai

A slip angle differential value calculation unitcalculates a slip angle differential value of a body of a vehicle, a braking force application prohibiting unitprohibits the application of braking force by a braking force application unitwhen a yaw rate detection value takes a positive value and the sip angle differential value is a positive judgment threshold or more or when the yaw rate detection value takes a negative value and the slip angle differential value is a negative judgment threshold or less.

Vehicle behavior control system

A vehicular anti-lock control system includes: a ground load calculation section for detecting or estimating a ground load of a wheel; a road surface friction coefficient calculation section for detecting or estimating a road surface friction coefficient; and a reference fluid pressure calculation section for calculating an upper side reference fluid pressure and a lower side reference fluid pressure in anti-lock control based on the ground load and the friction coefficient. The upper and lower side reference fluid pressures are respectively determined to be an upper limit value and a lower limit value of a fluid pressure in anti-lock control. Therefore, it is possible to suppress the amount of change in the fluid pressure during anti-lock control, thus improving the braking effect and the braking feel.

Vehicular anti-lock control system

There is provided a control unit including a vehicle speed sensor for detecting a vehicle speed, a vehicle stop determination module for determining whether or not a vehicle is stopping based on a detection result of the vehicle sensor and a controller, wherein the controller operates an inclination component of gravity acceleration in a longitudinal direction of the vehicle on a road surface on which the vehicle is running based on an output of the power source detected by a power source output sensor and a brake torque detected by a brake torque sensors when the stop determination unit is determining that the vehicle is in a stopped state and controls either of the output of the power source and the brake force based on the result of the calculation when the vehicle starts.

Control system

An object of the present invention is to provide a polypropylene polymer film superior in convenience in handling that does not generate troubles such as wrinkling, elongation or breakage during processing at a high temperature of 80&#xb0; C. to 120&#xb0; C., independently of the conveying method used in the drying step, and an adhesive film having the polypropylene polymer film as its carrier. Provided are a polypropylene polymer film, characterized by having a tensile modulus of 300 MPa to 1,000 MPa under an atmosphere at 23&#xb0; C. and 60 MPa to 120 MPa under an atmosphere at 120&#xb0; C. and an adhesive film containing it as the carrier.

Polypropylene polymer film and adhesive film using the same

During normal operation in which a motor cylinder is operative, when a depressing force cut-off valve is closed, a front wheel is braked by operating a first wheel cylinder by brake fluid pressure generated by the motor cylinder. When there is an abnormality in which the motor cylinder breaks down, the front wheel is braked by supplying, via the opened depressing force cut-off valve, brake fluid pressure generated by a master cylinder operated by a driver's braking operation to the first wheel cylinder, and a rear wheel is braked by supplying the brake fluid pressure to a second wheel cylinder. Thus, since both the front and rear wheels are braked by the brake fluid pressure generated by the master cylinder in case of abnormality, a vehicle can be reliably stopped by a sufficient braking force.

Brake system

A vehicle motion control system is provided. In a first state requiring understeer suppressing control, a controller determines, based on a yaw rate deviation, a first control amount of an actuator selected so as to generate an inward turning moment a vehicle. In a second state requiring spin suppressing control, the controller determines, based on the sideways slip angular velocity, a second control amount of an actuator selected so as to generate an outward turning moment in the vehicle. When the first and second states are concurrent, the controller selects an actuator to be controlled by the larger of the absolute values of first and second cooperative control amounts, and determines a control amount of the selected actuator as the sum of the first and second cooperative control amounts. Accordingly, the understeer suppressing control and the spin suppressing control can be performed in parallel, improving control performance.

Vehicle motion control system

A cockpit is supported by a motion base in a state of being capable of making swinging movement. A host computer calculate vehicle motion information in accordance with operation of various operation equipments performed by a driver accommodated in the cockpit. A simulation image is formed, the cockpit is controlled for swinging movement, and various meters or the like in the cockpit are controlled on the basis of an obtained result of the calculation. Thus, the drive simulation is carried out in a state approximate to that of a real vehicle.

Drive simulation apparatus

A traction control system for a vehicle, which, during normal driving of the vehicle, if a driven wheel speed becomes less than a deceleration-control starting reference value which is set lower than a vehicle speed, a feed-back control of an opening degree of a throttle valve is started so as to converge the driven wheel speed into a target driven wheel speed. If a downshifting is conducted, the feed-back control of the throttle valve opening degree is feed-back controlled by using, in place of the driven wheel speed, a pseudo driven wheel speed calculated based on the number of revolutions of an engine and a gear position. With this arrangement, it is possible to open the throttle valve at an earlier stage to increase a driven wheel torque, and to avoid a deceleration slip at the time of downshifting at a high speed.

Driven wheel slip controlling system for vehicle

A reduction in tire pressure in follower wheels and driven wheels is precisely determined irrespective of slipping states of the driven wheels through the use of apparatus wherein in a driven wheel slip amount calculating means M4 calculates a driven wheel slip amount KIDD as a left and right follower wheel speed difference FID and a left and right driven wheel speed difference RID; in a driven wheel torque calculating means M5, a driven wheel torque TQDW is calculated; in a driven wheel slip amount estimating means M6, a characteristic of variation in driven wheel slip amount KIDD relative to the variation in driven wheel torque TQDW is estimated using a least squares method; in a deviation calculating means M7, a deviation CKID between the follower wheel speed difference FID and the driven wheel speed difference RID in a state in which the driven wheels are not slipping, is calculated as an intercept of the driven wheel slip amount KIDD at a driven wheel torque equal to 0 (zero) in a graph of the variation characteristic; and in a wheel pressure-reduction determining means M8, a reduction in tire pressure is determined from a difference in diameter between the follower wheels and the driven wheels by comparing the deviation CKID with a reference value.

Wheel pressure-reduction determining system for vehicle

A slip rate of the driven wheel is calculated (at step S1). When the slip rate is smaller and when the slip rate is larger (at steps S2 and S3), estimated road surface friction coefficients MUTG and MUFG are determined by searching a table, based on a total grip force TGS or a longitudinal grip force FG determined from a vehicle acceleration (at steps S4, S7, S5 and S9). The larger one of the estimated road surface friction coefficients MUTG and MUFG is selected as MUCON (at steps S10, S11 and S12). A minimum total grip force TGMIN determined by searching a table and based on MUCON is compared with the total grip force TGS determined from the vehicle acceleration (at step S13), and the larger one of the minimum total grip force TGMIN and total grip force TGS is delivered as a total grip force TG for traction control (at steps S14 and S15). Thus, it is possible to estimate a correct total grip force, taking the road surface friction coefficient into consideration.

Total grip force estimating system for vehicle, and slip control system

A wheel diameter judging system and wheel speed correcting system which calculates a driven wheel slip rate, and a driven wheel torque. A variation characteristic of the driven wheel slip rate relative to the variation in driven wheel torque is presumed using the method of least squares. A correction value corresponding to a ratio of the number of revolutions of a follower wheel to the number of revolutions of a driven wheel in a condition in which the driven wheel is not in a slipping state is calculated as an intercept of the driven wheel slip rate at the driving torque equal to zero in a graph of the variation characteristic. The driven wheel speed is corrected by the correction value. The driven wheel speed is corrected by the correction value. Thus, even if the driven wheel is in the slipping state, a difference in diameter between the follower and driven wheels can be accurately judged, and the follower wheel speed or the driven wheel speed can be accurately corrected.

Wheel diameter difference judging system and wheel speed correcting

A reference value for a traction control is calculated based on a vehicle speed. When a vehicle is in a predetermined turning state, so that a driven wheel speed is equal to or lower than a predetermined value and a lateral acceleration is equal to or larger than a predetermined value, a correction value is searched from a table based on the vehicle speed and a steering angle to correct an error of the reference value generated due to a difference between the locus of the driven wheels and the locus of the follower wheels during turning of the vehicle. The reference value is corrected by subtracting the correction value from the reference value (when the vehicle is a rear wheel drive vehicle) or by adding the correction value to the reference value (when the vehicle is a front wheel drive vehicle. Thus, the reference value for the fraction control such as a reference value for a target slip rate can be accurately in accordance with the turning state of the vehicle.

Reference value correcting device in driven wheel slip control system

A reduction in pressure in tires fitted to follower wheels and driven wheels is precisely determined irrespective of slipping states of the driven wheels. A driven wheel slip rate calculating means M1 calculates driven wheel slip rates .lambda.L and .lambda.R. A driven wheel torque calculating means M2 calculates a driven wheel torque TQDW. A driven wheel slip rate estimating means M4 estimates a characteristic of variation in driven wheel slip rates .lambda.L and .lambda.R relative to the variation in driven wheel torque TQDW using a least squares method. A rotation-number ratio calculating means M5 calculates ratios CVWL and CVWR of the numbers of rotations of the follower wheels to the numbers of rotations of the driven wheels in a state in which the driven wheel torque in a graph of the variation characteristic is equal to zero. A tire pressure-reduction determining means M6 then determines a reduction in pressure from a difference in diameter between the follower wheels and the driven wheels by comparing the rotation-number ratios CVWL and CVWR with a reference value.

Tire pressure-reduction determining system for wheels of a vehicle

A first longitudinal grip force FGG is calculated by differentiating a vehicle body speed by time. A driven wheel torque is calculated from an engine torque and a second longitudinal grip force FGT is calculated from the driven wheel torque. The first longitudinal grip force FGG and the second longitudinal grip force FGT are compared with each other, and the higher one of such grip force is selected as a longitudinal grip force TG. When the vehicle travels on a normal flat road, the first longitudinal grip force FGG obtained from the vehicle body speed is selected. But when the vehicle travels on an ascent road, on which the first longitudinal grip does not indicate an accurate value, the second longitudinal grip force FGT obtained from the engine torque is selected. With this arrangement, the longitudinal grip force is accurately estimated even if the vehicle travels on such an ascent road.

Longitudinal grip force estimating device and slip control device for

A traction control system for a vehicle includes a calculator for calculating a speed of a driven wheel of the vehicle, a calculator for calculating a vehicle speed and a calculator for calculating a slip rate of the driven wheel on the basis of the driven wheel speed and the vehicle speed, such that the feed-back control of a throttle valve is carried out to reduce the output torque from an engine to inhibit the excessive slipping of the driven wheel, when the slip rate exceeds a predetermined threshold value. The system further includes a calculator for calculating a total grip force of the vehicle, a calculator for calculating an initial engine required torque at the start of the feed-back control of the throttle valve on the basis of the total grip force, and a calculator for calculating an initial throttle opening degree of the throttle valve on the basis of the initial engine required torque. Thus, the excessive slipping of the driven wheels can be reduced without an abrupt change exerted to the behavior of the vehicle by setting an appropriate initial throttle opening degree.

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Wako, Japan

Osamu Yamamoto