Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Other

Molex Corporation

Honda Giken Kogyo K.k.

Shindengen Kogyo Kabushiki Kaisha

Sumitaka Ogawa

Tomokazu Sakamoto

Kazumitsu Kushida

Hideo Takahashi

Norihisa Ishii

Hiroshi Uike

Hiroyuki Kojima

Kazuya Takenouchi

Katsuhiro Ouchi

Nobuo Miura

Hideo Yanai

Osamu Kudou

Kouji Kano

Yoshiaki Tsukada

Takashi Ozeki

Mutsumi Katayama

Shinichiro Kato

Yutaka Nishikawa

Toru Hasegawa

Satoshi Honda

Tomoyuki Sakai

Kihoko Kaita

Kazuhiko Tani

Kaoru Hatanaka

Hiroaki Uchisasai

Takehiko Nanri

Hiroshi Murakami

Morio Sato

Yoshiaki Takeuchi

Tatsuo Hayashi

Naoki Murasawa

Toshiya Nagatsuyu

Takumi Makabe

Tomoyuki Sahata

Takaaki Fujii

Kenichi Nakano

Akio Kobayashi

Masanobu Nakayama

Toichiro Hikichi

Akihiko Yamashita

Masahiro Sakano

Masakuni Ando

Masayuki Kudo

Yoshio Morita

Takashi Kawachi

Yuichi Morino

Minoru Sano

Shigeo Nomura

Masami Kawabe

Hidenori Maeda

Takefumi Tatewaki

Masamobu Nakayama

Tomosada Anma

Masanori Nakamura

Kudou Osamu

Tatsuo Hayasi

Nabuo Miura

Ayako Hatai

Kiyoshi Takano

A saddle-ride type vehicle control apparatus includes: an acquiring unit that acquires information indicating a posture of an occupant of a saddle-ride type vehicle; a determining unit that determines a level of intervention in driving of the saddle-ride type vehicle based on the posture of the occupant indicated by the information acquired by the acquiring unit; and an intervening unit that intervenes in the driving of the saddle-ride type vehicle based on a condition of the saddle-ride type vehicle and the level of intervention determined by the determining unit.

Control apparatus

In a vehicle including a pulse ring that rotates together with a wheel, a wheel speed sensor that has a detection portion close to the pulse ring, and a bracket that fixes the wheel speed sensor, a tubular protective wall surrounding the detection portion is provided on the bracket so that an end part, on the pulse ring side, of the protective wall is closer to the pulse ring than the detection portion of the wheel speed sensor is. This enables the wheel speed sensor to be protected without adding a special component.

Vehicle wheel speed sensor protection structure

A control device for a creep speed advance and creep speed backing up of an electric vehicle. A mode switch provided with an operating section can be operated in a longitudinal direction and can be operated leftward from an intermediate part. The operating section is automatically returned to a stop position in which a speed zero instruction is output to a motor when not being operated by return springs. When the operating section is pushed forward, a creep speed advance mode can be selected and when the operating section is pulled backward, a creep speed backing up mode can be selected. To clearly discriminate a position of the operating section among the creep speed advance mode, the creep speed backing up mode and a normal mode, a stopper is arranged between the stop position and the normal mode so that larger force is required to operate the operating section.

Control device for electric vehicle

A fail detecting device for a rotation angle sensor, for detecting a fail of the rotation angle sensor even if the number of rotation angle sensors is one. A cam is configured to be driven to rotate in one direction by an electric motor to reciprocate a push rod. An output voltage of an angle sensor is set so that the region equal to or lower than a first predetermined voltage and the region equal to or higher than a second predetermined voltage higher than the first predetermined voltage are recognized as a dead zone. The elapsed time after the transition to the dead zone is measured by a timer and it is determined that the angle sensor is in the fail state if the output voltage corresponding to the dead zone is detected although the estimated time of the passage through the dead zone has elapsed.

Fail detecting device for a rotation angle sensor for an electrical clutch

A human body communications transmitter is provided to a vehicle body, for transmitting an activation signal by using the human body of a rider as a transmission path on the basis of an instruction from an on-vehicle ECU. A human body communications receiver is provided to an airbag jacket for receiving the activation signal which is transmitted by using the human body of the rider as the transmission path. The in-jacket ECU inflates and thus deploys the airbag jacket upon receipt of the activation signal for the airbag jacket through either human body communications or radio communications. The human body communications transmitter is connected to a right handlebar portion electrode, a left handlebar portion electrode, a seat portion electrode, a right footrest portion electrode and a left footrest portion electrode. The human body communications receiver is connected to an in-jacket electrode adjacent to the human body.

Airbag jacket activating system

An airbag jacket activating system includes radio communications transceivers configured to make RF communications and LF communications, respectively. An acceleration sensor configured to detect acceleration of a motorcycle. An update unit configured to update an LF communications ID, to code the updated LF communications ID together with an RF communications ID, and to transmit the coded updated LF communications ID and the coded RF communications ID to an airbag jacket through RF communications. An update unit configured to store the updated LF communications ID in a case where the LF communications ID is received together with the RF communication ID. A control unit configured to cause the coded RF communications ID and an ignition signal to be transmitted through the RF communications, and to cause the LF communications ID and the ignition signal to be transmitted through the LF communications when the acceleration exceeds a predetermined value.

A brake apparatus includes first, second and third solenoid valves (hereinafter SOL, SOLand SOL) respectively disposed in a first branch pipe, a second branch pipe, and a main pipe connecting a master cylinder and a brake caliper. The brake apparatus also includes first, second and third pressure sensors (hereinafter P, Pand P) respectively disposed between the master cylinder and the SOL, between the SOLand a fluid loss simulator, and between the SOLand the hydraulic pressure modulator. The brake apparatus further includes a control unit for detecting output values of P, Pand P. A resolution of Pis set at a value greater than resolutions of Pand P. With SOLin an opened state, when detected output value of Pis less than a predetermined value, the control unit stores output values from the respective pressure sensors as reference values.

Brake apparatus for vehicle, and methods of using same

To precisely detect the temperature of a power assist motor without using a temperature sensor and enhance an overheating protection function. A calorific value calculating unit calculates a calorific value based upon the difference between a calorific value by current supplied to a motor and the quantity of heat radiation. The output of the calorific value calculating unit is accumulated and an accumulated value is input to an accumulated value buffer. A cumulative value TS acquired by adding initial temperature Tto a cumulative value Td is input to a ratio map of a target current value, ratio is read, and a target base current value is limited according to the ratio. The cumulative value TS used in the map is not an actual motor current value and is calculated based upon unlimited current acquired in an unlimited current calculating unit.

Motor protection system

A heating value calculation part obtains a substantial heating value based on the difference between a heating value and a radiating value attributed to a motor supply current. The radiating value is obtained by a difference between a motor estimation temperature Td and an ambient temperature Tm. The heating value is cumulated in the heating value calculation part and the cumulated value is inputted to a cumulated buffer. A cumulated value TS which is obtained by adding an initial temperature Tto the cumulated value Td is inputted to a target current value ratio map and a target current value upper limit map. One of the target current values is selected and the selected target current value is inputted to a current feedback control part. The current feedback control part controls a motor output part such that the motor supply current is converged to the target current value.

Motor protective device

A power steering system of an all-terrain buggy vehicle is provided to protect a power assist motor against obstacles encountered during traveling on the irregular ground, or the like. In a power steering system of a four-wheeled buggy vehicle in which a steering shaft rotated in response to the operation of a handlebar is disposed forward of an engine located at the almost-middle in the back-and-forth direction of a body frame, and the rotary shaft of a power assist motor is disposed perpendicular to the steering shaft, the power assist motor is located inside the body frame.

Power steering system for all-terrain buggy vehicle

To provide a power steering system for an all-terrain vehicle in which a control unit can be favorably protected from water, mud or the like coming from the ground surface at the time of operating of the vehicle on rough terrain or the like. In a power steering system for a saddle ride type four-wheel vehicle in which a rotary shaft of a power assist motor is disposed at right angles to a steering shaft and is inclined so that its upper portion is located on the rear side, a control unit for controlling the power assist motor is disposed on the upper side relative to a meshed portion between the power assist motor and the steering shaft.

Power steering system for all-terrain vehicle

To enable a trouble diagnosis of braking-input-side pressure sensors even in a state where a braking input side and a braking output side are interrupted from each other. In a brake device of a vehicle in which a braking input side which generates a liquid pressure by manipulating a brake manipulation portion and a braking output side which supplies the liquid pressure to a brake caliper are made to be communicated with each other or being interrupted from each other by way of a first electromagnetic open/close valve, and the brake device includes a hydraulic modulator which adjusts the liquid pressure of the braking output side by operating an electrically-operated motor, the brake device includes a first pressure sensor and a second pressure sensor for detecting the liquid pressure of the braking input side, and a trouble diagnosis of the pressure sensors is performed in response to detection values of the pressure sensors.

Brake device of motorcycle

A power steering apparatus for being protected from mud or dust, or rainwater. A sub-steering unit is provided together with a torque sensor of the power steering apparatus used in a vehicle. A steering shaft portion includes an input shaft and an output shaft, each being rotatably supported. A torque sensor portion is connected for joining the input shaft and the output shaft with the torque sensor portion sensing an amount of torque. A power assist portion is engaged with the output shaft for assisting the steering based on the amount of torque sensed by the torque sensor portion and the like. A sub-steering portion is engaged so as to connect the input shaft with the output shaft while circumventing the torque sensor portion and reducing the amount of torque. The power steering apparatus includes a column cover for covering the sub-steering portion as well as the torque sensor portion.

Power steering apparatus in vehicle having handlebar and vehicle having handlebar

An electronic braking device is provided which easily generates a braking force depending on the amount of brake operation in a range in which the amount of brake operation is small, just after the start of brake operation, and which protects a fluid pressure sensor from a fluid pressure beyond its tolerance. The electronic braking device activates a brake caliper through an electronic control unit (ECU) according to a signal in response to a braking request from a driver, and is provided with a first pressure sensor and a second pressure sensor for detecting the requested braking amount. The first pressure sensor and the second pressure sensor are different from each other in detection resolution and detection range. A relief valve unit r is provided which, when a fluid pressure above a prescribed level is applied to the master cylinder, relieves this fluid pressure.

Electronic braking device

A sensor for converting a physical quantity into an electric signal and issuing the output is driven by a drive circuit which is driven by a drive signal issued from a 1-chip microcomputer. The 1-chip microcomputer judges fault of sensor function when the sensor output signal is out of a specified output range. Further, when stopping the operation of the drive circuit, if the sensor output signal does not coincide with a specific value, the 1-chip microcomputer also judges fault of sensor function. According to the invention, in the event of a trouble of sensor function allowing the sensor output signal to settle within an output range, such trouble can be detected.

Method and device for diagnosing trouble with sensor function

Growing community of inventors

Saitama, Japan

Sumitaka Ogawa