Abstract: A method of estimating an eccentric position of an acceleration sensor for a double turntable-type acceleration generating apparatus includes the steps of mounting the acceleration sensor on an auxiliary rotating body; rotating the auxiliary rotating body at a constant frequency with a main rotating body held at a standstill; measuring an output signal from the acceleration sensor; determining an amount of eccentricity in an X-axis direction of the acceleration sensor from the frequency of the auxiliary rotating body and the output signal; and determining an amount of eccentricity in a Y-axis direction by using tangential acceleration generated by the rotation of the auxiliary rotating body in a state in which the amount of eccentricity in the X-direction is set to substantially zero.

Abstract: Disclosed is a solenoid valve device having a bobbin assembly 3 including an outer yoke 105 as a magnetic circuit, a solenoid coil 20 positioned within the outer yoke 105, and a connector pin 107 for supplying the electric current to the solenoid coil 20. The bobbin assembly 3, which is molded of at least two layers of resins, has an inner resin section 120 for integrally setting at least the outer yoke 105 and the solenoid coil 20 together, and an outer resin section 125 to enclose the inner resin section 120, forming the outer surface of the bobbin assembly 3. This inner resin section 120 is formed of a resin having a higher coefficient of thermal expansion than the outer resin section 125, while the outer resin section 125 is formed of a resin having a higher dimensional stability than the inner resin section 120.

Abstract: Disclosed is a brake fluid pressure control apparatus in which an anti-lock control mechanism is connected to a hydraulic booster. A large-diameter piston is combined with a small-diameter piston so that the pressurization effected by the master cylinder M/C can be augmented by virtue of the difference in diameter between these pistons before it is transmitted to the wheel cylinder W/C. By moving forwards, the pistons cause a fluid supply passage between the fluid pressure source and a wheel cylinder W/C to be opened. With this structure, the size and weight of a brake fluid pressure control apparatus can be reduced.

Abstract: In an anti-lock control system for a motor vehicle, the design is made such that such that computed vehicle speed is prevented from remarkably departing from real vehicle speed as driving wheel slips before anti-lock control is started, thereby preventing occurrence of non-braking condition when anti-lock control is started. To this end, the manner in which the computed vehicle speed is computed, is changed between during braking operation (when anti-lock control is being effected) and non-braking operation (when no anti-lock control is being effected).

Abstract: A brake fluid pressure control apparatus comprises a fluid pressure control valve provided in a supply passage communicating a master cylinder with wheel cylinders, a stepped piston slidably fitted into the fluid pressure control valve and urged by a return spring in one direction toward a stop piston, a fluid pressure chamber provided in the central portion of the fluid pressure control valve in such a manner as to communicate with the supply passage, and a back pressure chamber provided in the other side of the stepped postion. The pressure fluid returned to the back pressure chamber at the time of a decrease of the pressure during anti-lock control is received by the stepped piston and is returned through a throttle portion to the master cylinder side, thereby relieving any kickback acting upon the brake pedal.

Abstract: An anti-lock control apparatus of this invention has modulators each of which is disposed at a point between said master cylinder and each set of front and rear brakes. Each modulator has a stepped piston in its cylinder. In the cylinder, are formed a front output fluid chamber and a rear output fluid chamber both of which follow the master cylinder. The front output fluid chamber is connected to the front brake, while the rear output fluid chamber is connected to the rear brake. The front output fluid chamber normally communicates with the rear output fluid chamber and, during anti-lock operation, the communication between the front output fluid chamber and the rear output fluid chamber is cut off by a cut-off valve portion. Thus, the fluid pressure of the rear brake can be maintained at the fluid pressure in the cut-off state.