Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Honda Giken Kabushiki Kaisha

Honda Elesys Co., Ltd.

Shigenobu Sekiya

Takafumi Kato

Masaki Izawa

Takashi Kuribayashi

Shuji Shiraishi

Tetsuro Hamada

Kentaro Arai

Eitetsu Akiyama

Takashi Nishihara

Hisao Asaumi

Norio Yamazaki

Yosuke Shionoya

Tetsuya Oono

Naoki Iwagami

David A Thompson

Yukihisa Ishii

Toru Ikeda

Yoshitomo Azekatsu

Kazuo Hirabayashi

Satoshi Kawabe

Tomoyuki Ichikawa

Yasunori Arai

Hiroyuki Matsuo

Kouji Nakamura

Tsukasa Fukuzato

Kazuhiko Inaba

Yoshio Onoe

Keiichi Takahashi

Junichi Seto

Tomohiro Morikami

Kouji Tsuchiya

Yuji Fujimura

An electronic power steering apparatus for a vehicle having a steering mechanism to generate a steering assisting force includes: a steering angle sensor; a steering torque sensor; a target steering torque setting unit for setting a target steering torque based on the detected steering angle; a torque deviation computing unit for computing a torque deviation between the target steering torque and the detected steering torque; a first target current value computing unit for computing a first target current value for generating a steering assisting force by the motor based on the computed torque deviation; and a vehicle speed sensitivity adjusting unit that adjusts the first target current value, at least corresponding to a detected vehicle speed, and outputs the adjusted first current value as a second target current value. The motor control unit controls the motor to generate the steering assisting force based on the second target current value.

Electronic power steering apparatus

A damping-force-adjustable-damper control device includes a target damping force setting unit which sets target damping force, a stroke position detecting unit which detects a stroke position of the damping-force adjustable damper, a stroke speed calculating unit which calculates a stroke speed, and a target output calculating unit which calculates a target output value to be output to the damping-force adjustable damper in accordance with an obtained target damping force and an obtained stroke speed. The control device also includes a processing-period setting unit which sets the processing periods of the stroke speed calculating unit and the target output calculating unit in accordance with a resonant frequency of unsprung mass, and which sets the processing period of the target damping force setting unit to be longer than the processing periods of the stroke speed calculating unit and the target output calculating unit in accordance with a resonant frequency of sprung mass.

Control device for damping-force adjustable damper

A rear toe control (RTC) system and method for a vehicle includes rear actuators for applying rear steering to rear wheels of the vehicle and rear sensors for measuring individual toe angles of the rear wheels. The system further includes a RTC failure module that determines when the RTC system has failed and a road condition determining module that determines whether the vehicle is encountering a poor road surface condition. An electronic control unit (ECU) is disposed on the vehicle and is configured to impose a speed limit for the vehicle when the RTC failure module determines that the RTC system has failed and the road condition determining module determines that the vehicle encountering a poor road surface condition.

Rear toe control system and method

In a control device for controlling a variable damper of a vehicle suspension system, when a stroke speed of the damper is within a range including a zero stroke speed, the target damping force is determined as a force opposing a current movement of the damper without regards to the direction of the target damping force determined by a target damping force determining unit. Thereby, even when the wheels move vertically at short intervals, the control value is prevented from changing rapidly, and this allows a damping force of an appropriate level to be achieved in a stable manner at all times. Also, the target damping force when a stroke speed of the damper is within a range including a zero stroke speed may be selected to be a relatively high value or low value so that a desired vehicle behavior may be achieved.

Control device for a variable damper

A control apparatus of a variable damping force damper comprises first and second low-pass filters for cutting off high frequency components of a target current of the damper, where the first and second low-pass filters have different response characteristics. The control apparatus further comprises a low-pass filter selection unit for selecting one of the first and second low-pass filters based on at least one of the dynamic state of the vehicle body and the road surface condition.

Control apparatus of a variable damping force damper

In a variable damper using magneto-rheological fluid that comprises a cylinder () filled with the fluid, a piston () slidably received in the cylinder and including an inner yoke (), an outer yoke () and a coil (), a piston rod () having an inner end attached to the piston and an outer end extending out of the cylinder and a magnetic valve formed in a gap between the inner and outer yokes, at least one of the outer yoke and inner yoke consisting of at least two parts that are joined to each other in an axial direction. The two piece arrangement of the inner yoke or outer yoke allows the end plates to be omitted because the gap spacer can be installed without requiring end plates, and this contributes to a compact design and a favorable damping property. Also, the manufacturing and servicing of the damper can be simplified. When end plates () are used, the freedom in the positioning of the coil is increased.

Variable damper

Upon searching control parameter used to adjust damping force of a damper from a map in accordance with damper speed and target damping force decided based on moving condition of the vehicle, the map sets the control parameter, which are relatively higher than the actual damping force characteristics, as map data in the area where the damper speed is less than a predetermined value, the area where the noise has the great influence on the sensor outputs. Therefore, it can be prevented that the control parameter of the damping force is varied largely or varied in a short period by the influence of noise, and the driving stability control of the vehicle can be executed exactly and the noise caused by switching the damping force of the damper can be reduced.

Control system for adjustable damping force

A system for controlling an electric device comprises: a power supply for supplying electric power to an electric device; switch portion connected between the power supply and the electric device for controlling the electric power supplied to the electric device; an LC filter disposed between the switch portion and the electric device; and current detection portion for detecting an electric current supplied to the electric device.

System for controlling electric device

In a suspension control system, accelerations detected by acceleration sensors are differentiated by a differentiator to calculate acceleration derivative values. Based on these values, a target electrical current calculating section calculates a target electrical current that is supplied to an actuator which controls a damping force of a damper. Before a rolling or pitch angle occurs in the vehicle, the change of the rolling or pitch angle is predicted to control the damping force of the damper, thereby improving the response of rolling angle and pitch angle control to achieve, simultaneously, an accurate posture control and a satisfactory riding comfort. Because the target electrical current calculating section corrects the target electrical current of the actuator based on a damper speed obtained by differentiating a damper displacement, even when a large input is applied to the damper due to an unevenness of the road surface, a proper posture control is performed.

Suspension control system

A magnetic flux detector has a core member and an armature member. The core member generates a magnetic flux by an exciting coil receiving an excitation current controlled by an excitation current controller. The magnetic flux detector also has a search coil provided in a magnetic path for the magnetic flux, and a magnetic flux calculator, which determines the magnitude of the magnetic flux by measuring an electromotive force induced in the search coil by a change in the magnetic flux. The excitation current controller controls the excitation current to increase from zero to a predetermined value during a first predetermined time period and then to decrease to zero during a second predetermined time period. The magnetic flux calculator determines the magnitude of the magnetic flux based on the integrated electromotive forces during the first and second time periods.

Detector and method thereof for determining magnetic flux based on electromotive force induced by an excitation current

A magnetic flux detector comprises a core member and an armature member , and the core member generates a magnetic flux by an exciting coil when the exciting coil receives an excitation current controlled by an excitation current controller . The magnetic flux detector further comprises a search coil , which is provided in a magnetic path for the magnetic flux, and a magnetic flux calculator , which determines the magnitude of the magnetic flux by measuring an electromotive force induced in the search coil by a change in the magnetic flux. The magnetic flux calculator has a potential setup resistor , whose resistance B is sufficiently larger than the internal resistance A of the search coil (approximately A&equals;B/3&tilde;B/30).

Magnetic flux detector with resistance of its potential setup resistor set larger than that of its search coil

In separately excited DC brush motors ML and MR, an armature current control circuit for feeding power to armatures and a field current control circuit for feeding power to a field system form separate systems and are independently controllable except that both the control circuits share a battery B between them. When the overrotation of the motors ML and MR is detected from the backflow of an armature current and a rise in the voltage of the battery B or when the reverse rotation of the motors ML and MR is detected from an increase in the armature current and a decrease in PWM for the armature current, the generation of counter electromotive force is restrained by reducing the field current of the motors ML and MR so as to prevent the armature current control circuit from being damaged.

Field current control method in motor

A front-and-rear wheel drive vehicle includes an engine driving a pair of front wheels and rear wheels, and a field-control motor driving the other pair of front wheels and rear wheels. Also included is a speed sensor detecting the rotating speed of the other pair of wheels, and a control unit controlling field current of the motor based on the detected rotating speed. The motor drives the other pair of wheels such as to render assistance in starting the vehicle, and the assistance terminates when the vehicle speed reaches a predetermined value.

Front-and-rear wheel drive vehicle

A driving force control device for a four-wheel drive vehicle including one pair of front or rear driven wheels which are driven directly by a prime mover and another pair of front or rear driven wheels which are driven via a hydraulic clutch, a first hydraulic pump which is driven by being operatively connected to the one pair of driven wheels, and a second hydraulic pump which is driven by being operatively connected to the other pair of driven wheels. The engagement force of the hydraulic clutch is controllable based on the difference in rotation of the first and second hydraulic pumps. The torque transmission to the other pair of the front or rear driven wheels can thus be controlled according to the driving conditions of the vehicle. The engagement force of the hydraulic clutch is controlled by an engagement force control unit by selecting from multiple engagement characteristics, in which the responsiveness of the torque transmitted by the hydraulic clutch is varied, according to the driving conditions of the vehicle.

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Saitama, Japan

Shigenobu Sekiya