Patents by Inventor Yasuji Shibahata
Yasuji Shibahata has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Publication number: 20090088918Abstract: A control means for controlling actuators of a vehicle creates a time series of a future behavior of the vehicle using a vehicle model. A state amount of the vehicle model is initialized on the basis of a state amount of the vehicle, and the future behavior is created starting from the initial state amount. The future behavior is created such that operation commands of the actuators in the vehicle model at the current time coincide with or approximate basic values based on operation of a manipulating device, such as a steering wheel of the vehicle. It is evaluated whether vehicle motion, road surface reaction force, and wheel sliding, in the created future behavior satisfy predetermined restrictive conditions. Based on the evaluation result, the operation commands of the actuators are successively decided. This permits ideal travel of the vehicle to be achieved by properly predicting future behaviors of the vehicle.Type: ApplicationFiled: August 7, 2006Publication date: April 2, 2009Applicant: HONDA MOTOR CO., LTD.Inventors: Toru Takenaka, Yasuji Shibahata
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Patent number: 7429227Abstract: In a vehicular driving force distribution system, a left or right torque distribution clutch is selectively engaged to lock a carrier member or a sun gear of a planetary gear mechanism, whereby torque can be distributed between left and right wheels. Also, if a differential limitation clutch is engaged to control relative rotation of the sun gear and the carrier member of the planetary gear mechanism, the planetary gear mechanism enters a locked state, so that the left and right wheels are integrated to perform differential limitation. By the arrangement of merely providing the differential limitation clutch, the differential limitation can be performed by simple control and moreover the control response is improved, as compared with the case where differential limitation is performed by controlling engagement forces of the left and right torque distribution clutches.Type: GrantFiled: July 5, 2006Date of Patent: September 30, 2008Assignee: Honda Motor Co., Ltd.Inventors: Kenji Honda, Yasuji Shibahata, Jun Ohmura
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Patent number: 7383910Abstract: A drive force control method for a four-wheel drive vehicle having front wheels as main drive wheels always connected to a driving source, rear wheels as auxiliary drive wheels whose drive torque is adjustable, and a mechanism capable of adjusting a torque distribution ratio between the front wheels and the rear wheels so that the torque distribution ratio of the rear wheels to the front wheels is increased in turning and also capable of adjusting a torque distribution ratio between the right and left rear wheels in turning. The drive force control method includes the steps of detecting a vehicle speed, and gently decreasing the torque distribution ratio of a turning outer wheel to a turning inner wheel with an increase in the vehicle speed. When the transmission shift position is a low-speed position or a high-speed position or the vehicle is in reverse running, the torque distribution ratio of the turning outer wheel to the turning inner wheel is decreased.Type: GrantFiled: March 30, 2005Date of Patent: June 10, 2008Assignee: Honda Motor Co., Ltd.Inventors: Atsushi Mori, Yasuji Shibahata
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Publication number: 20080084110Abstract: A rotatable grip (ancillary operation member) is provided on a part of a steering wheel body of a steering wheel (main operation member) for turning wheels. When the grip is rotated, a difference is generated between left and right wheels, and a yaw moment generated with this difference can assist or suppress the turning of a vehicle. Because the grip constitutes a part of the steering wheel body, it is possible to rotate the grip to assist or suppress the turning of the vehicle, while operating the steering wheel to turn the vehicle. Because both the steering wheel body and the grip can be operated by the same hand of a driver, operational burden on the driver is alleviated. Thus, it is possible to concurrently provide an excellent operability of the main operation member for controlling a kinetic state of the vehicle, and an excellent operability of the ancillary operation member for controlling the operation of a yaw moment generating device.Type: ApplicationFiled: September 18, 2007Publication date: April 10, 2008Applicant: Honda Motor Co., Ltd.Inventors: Kazuasa Suzuki, Minoru Higuchi, Yasuji Shibahata
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Patent number: 7264077Abstract: A drive force control method for a four-wheel drive vehicle including a torque distributing mechanism capable of changing a drive force distribution ratio between front and rear wheels and a drive force distribution ratio between right and left front wheels or between right and left rear wheels. This method includes the steps of increasing the drive force distribution ratio of the rear wheels to the front wheels according to an increase in absolute value of a lateral G signal, and increasing the drive force distribution ratio of a turning outer wheel as one of the right and left front wheels or one of the right and left rear wheels to a turning inner wheel as the other. A lateral G sensor signal is corrected by an estimated lateral G signal calculated according to a steering angle and a vehicle speed to obtain a control lateral G signal, which is used as the lateral G signal.Type: GrantFiled: March 30, 2005Date of Patent: September 4, 2007Assignee: Honda Motor Co., Ltd.Inventors: Atsushi Mori, Yasuji Shibahata
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Publication number: 20070021264Abstract: In a vehicular driving force distribution system, a left or right torque distribution clutch is selectively engaged to lock a carrier member or a sun gear of a planetary gear mechanism, whereby torque can be distributed between left and right wheels. Also, if a differential limitation clutch is engaged to control relative rotation of the sun gear and the carrier member of the planetary gear mechanism, the planetary gear mechanism enters a locked state, so that the left and right wheels are integrated to perform differential limitation. By the arrangement of merely providing the differential limitation clutch, the differential limitation can be performed by simple control and moreover the control response is improved, as compared with the case where differential limitation is performed by controlling engagement forces of the left and right torque distribution clutches.Type: ApplicationFiled: July 5, 2006Publication date: January 25, 2007Applicant: HONDA MOTOR CO., LTD.Inventors: Kenji Honda, Yasuji Shibahata, Jun Ohmura
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Publication number: 20050217916Abstract: A drive force control method for a four-wheel drive vehicle having front wheels as main drive wheels always connected to a driving source, rear wheels as auxiliary drive wheels whose drive torque is adjustable, and a mechanism capable of adjusting a torque distribution ratio between the front wheels and the rear wheels so that the torque distribution ratio of the rear wheels to the front wheels is increased in turning and also capable of adjusting a torque distribution ratio between the right and left rear wheels in turning. The drive force control method includes the steps of detecting a vehicle speed, and gently decreasing the torque distribution ratio of a turning outer wheel to a turning inner wheel with an increase in the vehicle speed. When the transmission shift position is a low-speed position or a high-speed position or the vehicle is in reverse running, the torque distribution ratio of the turning outer wheel to the turning inner wheel is decreased.Type: ApplicationFiled: March 30, 2005Publication date: October 6, 2005Applicant: HONDA MOTOR CO., LTD.Inventors: Atsushi Mori, Yasuji Shibahata
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Publication number: 20050217921Abstract: A drive force control method for a four-wheel drive vehicle including a torque distributing mechanism capable of changing a drive force distribution ratio between front and rear wheels and a drive force distribution ratio between right and left front wheels or between right and left rear wheels. This method includes the steps of increasing the drive force distribution ratio of the rear wheels to the front wheels according to an increase in absolute value of a lateral G signal, and increasing the drive force distribution ratio of a turning outer wheel as one of the right and left front wheels or one of the right and left rear wheels to a turning inner wheel as the other. A lateral G sensor signal is corrected by an estimated lateral G signal calculated according to a steering angle and a vehicle speed to obtain a control lateral G signal, which is used as the lateral G signal.Type: ApplicationFiled: March 30, 2005Publication date: October 6, 2005Applicant: HONDA MOTOR CO., LTD.Inventors: Atsushi Mori, Yasuji Shibahata
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Patent number: 6857982Abstract: 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 case 28 to a left-hand axle shaft 13 and a half shaft 11 which continuously connects to a right-hand axle shaft for output therefrom and friction clutches 44L, 44R for limiting differential rotations of the left-hand axle shaft 13 and the half shaft 11 relative to the differential case 28. An actuator A for generating an engagement force for bringing the friction clutches 44L, 44R into engagement is provided outside a housing 14 for accommodating therein the differential case 28, whereby an engagement force generated by the actuator A is transmitted to the friction clutches 44L, 44R via the half shaft 11.Type: GrantFiled: September 13, 2002Date of Patent: February 22, 2005Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Tatsuhiro Tomari, Yutaka Tashiro, Akihiro Iwazaki, Koji Matsubara, Shinji Ohkuma, Shinichi Inagawa, Yasuji Shibahata
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Patent number: 6837817Abstract: Changeover clutch discs for a direct coupling clutch and a change-speed clutch, respectively, are disposed in two stages in a radial direction across a movable element which can move in axial directions of an input shaft. A carrier and the movable element are brought into meshing engagement with each other such that the movable element does not rotate relative to the carrier. The changeover clutch discs mesh with clutch discs which are disposed on the input shaft and a casing, respectively. A coned disc spring and an electromagnetic actuator are disposed such that operating directions of the spring and the actuator are opposed to each other. The coned disc spring keeps the direct coupling clutch in normally engaged condition with its biasing force, and the electromagnetic actuator brings a change-speed clutch into engagement after it has released the engagement of the direct coupling clutch by virtue of its thrust.Type: GrantFiled: November 25, 2003Date of Patent: January 4, 2005Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Atsushi Mori, Yasuji Shibahata, Takehiko Furuya
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Patent number: 6790152Abstract: Changeover clutch discs for a direct coupling clutch and a change-speed clutch, respectively, are disposed in two stages in a radial direction across a movable element which can move in axial directions of an input shaft. A carrier and the movable element are brought into meshing engagement with each other such that the movable element does not rotate relative to the carrier. The changeover clutch discs mesh with clutch discs which are disposed on the input shaft and a casing, respectively. A coned disc spring and an electromagnetic actuator are disposed such that operating directions of the spring and the actuator are opposed to each other. The coned disc spring keeps the direct coupling clutch in a normally engaged condition with its biasing force, and the electromagnetic actuator brings a change-speed clutch into engagement after it has released the engagement of the direct coupling clutch by virtue of its thrust.Type: GrantFiled: September 9, 2002Date of Patent: September 14, 2004Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Atsushi Mori, Yasuji Shibahata, Takehiko Furuya
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Publication number: 20040106487Abstract: Changeover clutch discs for a direct coupling clutch and a change-speed clutch, respectively, are disposed in two stages in a radial direction across a movable element which can move in axial directions of an input shaft. A carrier and the movable element are brought into meshing engagement with each other such that the movable element does not rotate relative to the carrier. The changeover clutch discs mesh with clutch discs which are disposed on the input shaft and a casing, respectively. A coned disc spring and an electromagnetic actuator are disposed such that operating directions of the spring and the actuator are opposed to each other. The coned disc spring keeps the direct coupling clutch in normally engaged condition with its biasing force, and the electromagnetic actuator brings a change-speed clutch into engagement after it has released the engagement of the direct coupling clutch by virtue of its thrust.Type: ApplicationFiled: November 25, 2003Publication date: June 3, 2004Applicant: HONDA GIKEN KOGYO KABUSHIKI KAISHAInventors: Atsushi Mori, Yasuji Shibahata, Takehiko Furuya
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Patent number: 6597975Abstract: 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.Type: GrantFiled: March 8, 2000Date of Patent: July 22, 2003Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Tomoyuki Shinmura, Hiromi Inagaki, Masakatsu Hori, Tatsuhiro Tomari, Shinji Ohkuma, Akihiro Iwazaki, Yasuji Shibahata
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Publication number: 20030054914Abstract: 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 case 28 to a left-hand axle shaft 13 and a half shaft 11 which continuously connects to a right-hand axle shaft for output therefrom and friction clutches 44L, 44R for limiting differential rotations of the left-hand axle shaft 13 and the half shaft 11 relative to the differential case 28. An actuator A for generating an engagement force for bringing the friction clutches 44L, 44R into engagement is provided outside a housing 14 for accommodating therein the differential case 28, whereby an engagement force generated by the actuator A is transmitted to the friction clutches 44L, 44R via the half shaft 11.Type: ApplicationFiled: September 13, 2002Publication date: March 20, 2003Applicant: Honda Giken Kogyo Kabushiki KaishaInventors: Tatsuhiro Tomari, Yutaka Tashiro, Akihiro Iwazaki, Koji Matsubara, Shinji Ohkuma, Shinichi Inagawa, Yasuji Shibahata
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Publication number: 20030051935Abstract: Changeover clutch discs for a direct coupling clutch and a change-speed clutch, respectively, are disposed in two stages in a radial direction across a movable element which can move in axial directions of an input shaft. A carrier and the movable element are brought into meshing engagement with each other such that the movable element does not rotate relative to the carrier. The changeover clutch discs mesh with clutch discs which are disposed on the input shaft and a casing, respectively. A coned disc spring and an electromagnetic actuator are disposed such that operating directions of the spring and the actuator are opposed to each other. The coned disc spring keeps the direct coupling clutch in a normally engaged condition with its biasing force, and the electromagnetic actuator brings a change-speed clutch into engagement after it has released the engagement of the direct coupling clutch by virtue of its thrust.Type: ApplicationFiled: September 9, 2002Publication date: March 20, 2003Applicant: HONDA GIKEN KOGYO KABUSHIKI KAISHAInventors: Atsushi Mori, Yasuji Shibahata, Takehiko Furuya
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Patent number: 6345218Abstract: In a four wheel steering vehicle, the rear wheels are steered so as to reduce a magnitude of the vehicle body side slip angular speed. Thus, whenever there is a rise in the vehicle body side slip angle which is directed outward with respect to the turning circle of the vehicle at an early stage of turning operation, the rear wheels are steered in opposite sense to the front wheel steering angle. Therefore, the vehicle body side slip angle is at least partly canceled, and this in turn increases the yaw moment and produces a sharp heading response. As the vehicle continues the turning operation, the rear wheels are steered in the same phase as the front wheels, thereby offsetting the tendency of the vehicle to go into a spin. When the vehicle is turning at a steady rate without incurring any change in the vehicle body side slip angle, the rear wheels are not steered, and the vehicle essentially behaves as if it were a front wheel steering vehicle.Type: GrantFiled: February 9, 2000Date of Patent: February 5, 2002Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Sachiko Yamanaka, Yasuji Shibahata, Atsushi Mori
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Patent number: 6233513Abstract: Provided are a method and system for computing a vehicle body slip angle in the vehicle movement control so as to allow the vehicle movement to be controlled with an adequate response and stability for practical purposes even without directly detecting or accurately estimating the frictional coefficient between the road surface and the tire. A tire slip angle is computed from a yaw rate, a vehicle speed, a vehicle body slip angle and a road wheel steering angle; a cornering force is computed from a dynamic model of the tire by taking into account at least the tire slip angle; and a hypothetical vehicle body slip angle is computed from the cornering force, the vehicle speed and the yaw rate; the tire slip angle being computed by feeding back the hypothetical vehicle body slip angle in a recursive manner.Type: GrantFiled: November 17, 1998Date of Patent: May 15, 2001Assignees: Honda Giken Kogyo KabushikiInventors: Yoshimi Furukawa, Yasuji Shibahata, Masato Abe
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Patent number: 6154696Abstract: In a steering control system for controlling torque steer in a vehicle equipped with an electric power steering device and a torque split arrangement for individually controlling traction and/or braking force of right and left wheels, a difference in traction and/or braking force between the right and left wheels which may be produced by the torque split arrangement may give rise to torque steer depending on the geometry of the wheel suspension system of the vehicle. The control unit for the electric power steering device additionally receives an additional signal for providing an additional steering torque which is required for canceling the torque steer. Thus, the torque steer can be eliminated both economically and reliably without requiring to modify the wheel suspension system.Type: GrantFiled: November 3, 1998Date of Patent: November 28, 2000Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Yutaka Nishi, Yasuharu Oyama, Yasuji Shibahata, Takashi Nishimori, Kazushige Sugamata, Hiroyuki Kawagoe
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Patent number: 6131054Abstract: A yaw moment control system is provided to eliminate an under-steering tendency generated due to the insufficiency of a cornering force of front driven wheels of a vehicle. More specifically, in place of a longitudinal acceleration Xg and a lateral acceleration Yg used for calculating the amount of torque distributed, a corrected longitudinal acceleration Xg' larger than the value directly proportional to the longitudinal acceleration Xg and a corrected lateral acceleration Yg' larger than the value directly proportional to the lateral acceleration Yg are used, thereby increasing the amount of torque distributed to between inner and outer wheels during turning of the vehicle. A yaw moment is generated which is directed inwards in the turning direction to prevent the under-steering tendency which is generated due to the insufficiency of the cornering force of the front wheels.Type: GrantFiled: November 12, 1997Date of Patent: October 10, 2000Assignee: Honda Giken Kogyo Kabushiki KaishaInventor: Yasuji Shibahata
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Patent number: 6064930Abstract: A yaw moment control system for a vehicle is provided to prevent the reduction of the turning performance during traveling of a vehicle at a low speed, which is designed, so that a driving force and a braking force are distributed to inner and outer wheels during turning of the vehicle in order to eliminate an over-steering tendency produced upon deceleration of the vehicle during turning thereof, thereby enhancing the stability during traveling of the vehicle at a high speed. A longitudinal acceleration Xg calculated in a longitudinal acceleration calculating circuit, a lateral acceleration Yg calculated in a lateral acceleration calculating circuit and a correcting factor Kv determined in a correcting factor determining circuit are multiplied by a control amount calculating circuit. Torque proportional to the resulting product is distributed to left and right wheels to eliminate the over-steering tendency produced upon deceleration of the vehicle during the turning thereof.Type: GrantFiled: November 12, 1997Date of Patent: May 16, 2000Assignee: Honda Giken Kogyo Kabushiki KaishaInventor: Yasuji Shibahata