Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Other

Tochigi Fuji Sangyo Kabushiki Kaisha

Tatsuhiro Tomari

Akihiro Iwazaki

Masakatsu Hori

Kazuhiro Wada

Shinji Okuma

Hiromi Inagaki

Takashi Kuribayashi

Tomoyuki Shinmura

Shinji Ohkuma

Kiyoshi Wakamatsu

Koji Matsubara

Ryuji Asada

Yasuji Shibahata

Shinichi Inagawa

Yutaka Tashiro

Minoru Ueno

Masao Teraoka

Kanau Iwashita

Shoichi Honda

Toru Sukigara

Masaaki Kusumi

Kiyotaka Hayashi

Kiyoshi Nakajima

Yasuo Nekado

Kazushiro Inoue

Ken Onoe

Naoki Yajima

A valve device is provided with a contraction-type high polymer gel actuator which laminates slab-like negative plates and mesh-like positive plates alternately and interleaves high polymer gel between each negative plate and each positive plate, and with a first and a second valve mechanisms driven by the gel actuator. The direction of deformation of expansion and contraction of the high polymer gel actuator is the same as the driving direction of the first valve mechanism and perpendicular to the driving direction of the second valve mechanism. The valve device is composed in such a way as to switch opening and closing of a first fluid passage and a second fluid passage simultaneously by means of deformation of expansion and contraction by controlling voltage applied to the high polymer gel actuator. This allows to compose a valve device that can open and close plural oil passages at an identical timing.

Valve device and failure detector of hydraulic circuit

A valve device includes an oil path that is formed such that a hydraulic fluid flows therethrough, a ball valve that opens and closes the oil path, and a contraction-type PVC gel actuator including a plurality of planar cathode plates, a plurality of mesh-like anode plates, and PVC gel layers. The cathode plates and the anode plates are alternately stacked one on top of the other with the PVC gel layers sandwiched therebetween. With expansion or contraction deformation of the contraction-type PVC gel actuator, the ball valve is driven so as to close or open the oil path. The cathode plates and the anode plates included in the contraction-type PVC gel actuator are interconnected using the belt-like wiring portions. Thus, an integrated unit of the plurality of cathode plates and an integrated unit of the plurality of anode plates are formed.

Valve device

A vehicle damper of variable damping force including a cylinder, a piston and valves is disclosed. The valves have opening/closing parts and supporting parts. The opening/closing parts and the supporting parts are positioned separately so that a sufficient distance is obtained. Lengthening the distance from the supporting parts to the opening/closing parts makes it possible to reduce the opening and closing force of the opening/closing parts and to obtain highly responsive valves.

Vehicle damper of variable damping force

A differential with a differential action limiting mechanism includes a differential mechanism D for distributing the drive force of an internal combustion engine inputted into a differential caseto a left-hand axle shaftand a half shaftwhich continuously connects to a right-hand axle shaft for output therefrom and friction clutchesL,R for limiting differential rotations of the left-hand axle shaftand the half shaftrelative to the differential case. An actuator A for generating an engagement force for bringing the friction clutchesL,R into engagement is provided outside a housingfor accommodating therein the differential case, whereby an engagement force generated by the actuator A is transmitted to the friction clutchesL,R via the half shaft

Limited slip differential

The differential includes a differential casing configured to be rotatably driven by a motor under a driving force. The differential includes a differential mechanism which includes a pair of first and second side-gears for distributing a torque of the differential casing to first and second output shafts. The differential includes a frictional clutch for interconnecting the first and second output shafts. The frictional clutch includes first and second power-transmitting members connected to first and second output shafts respectively and first and second clutch plates. The first and second clutch plates are connected to the first and second power-transmitting members respectively. The differential includes an actuator for operating the frictional clutch. One output shaft of the first and second output shafts is axially displacable by the actuator under an engagement force to engage the frictional clutch.

Differential

A driving force distribution system selectively operates right and left electromagnetic clutches and, thereby assisting a vehicle in turning by transmitting torque from the inner turning wheel to the outer turning wheel. The right electromagnetic clutch includes an armature on the right side of a core housing a coil. The left electromagnetic clutch includes an armature on the left side of the core housing a coil. When the right electromagnetic clutch is engaged in order to assist the turning by transmitting torque from the right driven wheel to the left driven wheel when the vehicle is turning right, since the right electromagnetic clutch includes the armature on the right side of the core, the armature is urged leftward toward the core due to a centrifugal force caused by turning right to reduce an air gap, thereby enhancing the responsiveness of engagement of the right electromagnetic clutch as well as reducing the power consumption.

Electromagnetic clutch structure in driving force distribution system

Two sensors are provided on a clutch core. Sensor coils are driven at a high frequency by a high-frequency driving circuit. As the sensors sense a magnetic flux of a magnetic circuit including the clutch core and an armature, the impedance of the sensor coils changes. In accordance with the outputs from the sensor coils at this point, an impedance detecting circuit detects the impedance of the sensor coils. Then, an impedance combining circuit combines the impedance of the sensor coils. On the basis of the combined impedance, a current control circuit controls a current supplied to an exciting coil. Thus, the attracting force of the armature to the core excited by the exciting coil is controlled.

Electromagnetic clutch

An electromagnetic clutch structure in a driving force distribution system selectively operates right and left electromagnetic clutches so as to transmit torque from the inner turning wheel to the outer turning wheel, thereby assisting turning, or so as to transmit torque from the outer turning wheel to the inner turning wheel, thereby stabilizing vehicle behavior. The right and left electromagnetic clutches each include a coil, a core housing the coils, armatures arranged so as to adjoin the core in the lateral direction, and frictional engagement members arranged on the inside, in the radial direction, of the core. The frictional engagement members are engaged by pressure of a pressure part of the armatures, the pressure part extending further inward in the radial direction than the core.

In a vehicle in which a torque generated in an engine is transmitted to driven wheels through a torque converter and an automatic transmission, when a speed ratio e in the torque converter is equal to or larger than a predetermined value (e.g., 0.85), and the accuracy of estimating a capacity &tgr; of the torque converter is low, an estimated engine torque Ti is multiplied by a torque ratio k of the torque converter to estimate a drive torque Td. When the speed ratio e in the torque converter is smaller than the predetermined value, and a response lag is produced in the transmission of the engine torque, a drive torque Td is estimated from an engine rotational sped Ne and the speed ratio e in the torque converter. During shifting of the automatic transmission, a drive torque Td is estimated from a wheel speed V. Thus, a correct drive torque can be estimated.

Process for estimating drive torque in vehicle

The engagement force of an electromagnetic clutch can be precisely controlled at a target engagement force by a simple structure even when an air gap of the electromagnetic clutch varies. An electromagnetic clutch control system includes magnetic flux density sensors, a target engagement force calculating device, a target magnetic flux density calculating device, and a feedback control device. The target magnetic flux density calculating device calculates a target magnetic flux density &phgr;t based on a target engagement force Tt of electromagnetic clutches calculated by the target engagement force calculating device. The current supplied to the electromagnetic clutches is feedback controlled by the feedback control device so that an actual magnetic flux density &phgr; detected by the magnetic flux density sensors agrees with the target magnetic flux density &phgr;t. This allows a target engagement force to be generated in the electromagnetic clutches by making the actual magnetic flux density agree precisely with the target magnetic flux density, even when the air gap varies due to wear of a frictional engagement member, etc. and the relationship between the actual magnetic flux density and the current supplied to the electromagnetic clutches changes.

Electromagnetic clutch control system

A vehicle co-operative control system is provided which suppresses the torque steer phenomenon by co-operatively controlling a driving force and/or braking force distribution device and an electric power steering device without changing the control device of the electric power steering device for a vehicle having a specification in which the co-operative control is not carried out or with the introduction of only a minimal change. The control device can also be applied to a vehicle having a specification in which the co-operative control is carried out. In order to achieve this, the steering torque detected by the steering torque detecting device is input into a corrected steering torque calculating device of a first electronic control unit for controlling the driving force and/or braking force distribution device and a corrected steering torque which has been calculated in the corrected steering torque calculating device is input into the second electronic control unit for controlling the electric power steering device. The second electronic control unit controls the electric power steering device based on the corrected steering torque and thus the torque steer phenomenon caused by the driving force and/or braking force distribution device is suppressed.

Vehicle co-operative control system

A driving force distribution device which controls the engagement forces of electromagnetic clutches and which govern the torque distribution between the driving wheels of a vehicle by calculating a target magnetic flux density and converting the same into a target excitation current. Since the relationship between the target magnetic flux density and the target excitation current changes according to a decrease in the air gaps accompanying wear of the frictional engagement members of the electromagnetic clutches, a relationship between the magnetic flux density and the excitation current is determined by applying current to the electromagnetic clutches when torque distribution control is not being carried out such as when the system is started, and the target excitation current is calculated from the target magnetic flux density based on the determined relationship. Since there is no need to detect dynamic changes in the magnetic flux density, inexpensive devices can be used as magnetic flux density detecting means so contributing to a reduction in the cost.

Driving force distribution device for vehicle

An electric power steering system for a vehicle that consists of a motor control signal calculation device for calculating a motor control signal for driving a motor to generate a steering assist torque, which is based on at least a steering torque detected by a steering torque sensor, a motor control signal correction calculation device for calculating a corrected motor control signal from an amount of motor control signal correction calculated by an external control device and the motor control signal, a driving device for driving a motor based on the corrected motor control signal calculated by the motor control signal correction calculation device; and a motor control signal correction amount reducing device for reducing the amount of motor control signal correction according to vehicle speed.

Electric power steering system

A co-operative control system for a vehicle including a force distribution device for distributing the driving force or braking force between the right and left wheels or between the front and rear wheels, includes a first control means for controlling the operation of the force distribution device, an electric power steering device, having a motor for applying a steering assist torque to a vehicle steering system, and a second control means for calculating a motor control signal for driving the motor. The motor control signal is based on at least the steering torque detected by a steering torque detecting means. The first control means calculates a correction signal for correcting said motor control signal based on the distributed force generated by the force distribution device, the second control means drives the motor based on the corrected motor control signal obtained by correcting the motor control signal with the correction signal and the first control means stops the operation of the force distribution device when the electric power steering device or the second control means malfunctions.

Co-operative control system for a vehicle

A co-operative control system for a vehicle having a force distribution device for distributing at least one of a driving force and a braking force between spaced apart wheels, the co-operative system having: a first control mechanism for controlling the operation of the force distribution device, an electric power steering device having a motor for applying a steering assist torque to a steering system of the vehicle, and a second control mechanism for calculating a motor control signal for driving the motor based on at least a steering torque detected by a steering torque sensor, and for inhibiting drive of the motor based on at least an actual motor detected by a current sensor and the steering torque. The first control mechanism calculates a correction signal for correcting the motor control signal based on the amount of control of the force distribution device and an offset current for correcting the actual motor current signal; and the second control mechanism drives the motor based on a corrected motor control signal obtained by correcting the motor control signal with the correction signal and inhibits the drive of the motor based on a value obtained by correcting the actual motor current signal with the offset current and the steering torque signal, the offset current being set smaller than the correction signal.

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Wako, Japan

Tatsuhiro Tomari