Abstract: A brake control method for a hydraulic brake device equipped with an actuator that automatically regulates braking liquid pressure in a wheel cylinder of a vehicle without driver intervention. The method includes: (a) calculating a time period in which holding or decreasing brake hydraulic pressure is continuously performed to the wheel cylinder; and (b) controlling the actuator such that, an increasing pressure and decreasing pressure to the wheel cylinder after the calculated time period has reached a predetermined time, the amount of the pressure increase and the amount of the pressure decrease are the same.

Abstract: A driver more reliably becomes aware, on a vehicle glass, of near-vehicle object information of which the driver should be aware. A vehicle information display system 10 is equipped with awareness information detecting unit 1 that detects information of an awareness object of which a driver should be aware near a host vehicle, eye position detecting unit 2 that detects the position of the eyes of the driver, and display unit 3 that displays on vehicle glasses 11, 12 and 13 at least one of the information of the awareness object that has been detected by the awareness information detecting unit 1 and an emphatic display.

Abstract: [Problem] To provide an electric booster that can mechanically exhibit a jump-in characteristic and hysteresis characteristic without relying on control software. [Means for Resolution] An electric booster 3 includes an electric motor 9; a power piston 14 that receives impelling force generated by rotation of the electric motor 9; a power piston support member 19 that supports the power piston 14; an input shaft 22; an input receiving member 21 that receives input from the input shaft 22 and that is provided so as to be relatively moveable with respect to the power piston support member 19; an output shaft 23; reaction disc 24, formed from a viscoelastic material, that receives reaction force from the output shaft 23; and a spacing member 25 that is connected to the input receiving member 21 and that is disposed with a predetermined gap ? between it and the reaction disc 24.

Abstract: An electronic control unit initializes, when it is determined that a switching request has been input for switching to the droop control or to the isochronous control, a value of an integral term used in PID control that is performed in the isochronous control. A target fuel injection amount set prior to switching is used for initialization. Then, the ECU calculates, using a predetermined arithmetic expression, an accelerator opening degree for use after switching of the engine speed control mode, as a virtual accelerator opening degree. The accelerator opening degree corresponds to a speed state of an engine at an accelerator opening degree used during performance of the engine speed control mode used immediately prior to switching. If the calculated virtual accelerator opening degree is greater than an actual accelerator opening degree, the ECU switches the engine speed control mode and performs isochronous control using the virtual accelerator opening degree.

Abstract: The present invention provides a motorcycle braking device which can perform a control which does not give discomforts to a rider in a front and rear wheel interlocking brake control by taking a manipulation of the rider into consideration. In the motorcycle braking device according to the present invention, in a front and rear wheel interlocking brake control, an additional target pressure associated with a brake input pressure of one of a front wheel hydraulic circuit and a rear wheel hydraulic circuit is applied to another wheel driven by the front wheel hydraulic circuit or the rear wheel hydraulic circuit.

Abstract: A parking assist system which, after a vehicle has passed the side of a parking area formed between parked vehicles, assists parking of the vehicle from a stopped position of the vehicle to the parking area, the parking assist system comprising: a distance sensor that emits radio waves or ultrasonic waves and detects the distance to the parked vehicles on the basis of the reflected waves; parking area detecting apparatus that measures, when the vehicle passes the parked vehicles and the side of the parking area, the distance to the parked vehicles with the distance sensor and detects, after the vehicle has passed the side of the parking area, the parking area on the basis of the measurement result; parking target position calculating apparatus that calculates a parking target position of the vehicle on the basis of the parking area that has been detected by the parking area detecting apparatus; and vehicle trajectory calculating apparatus that calculates, on the basis of the parking target position of the veh

Abstract: [Problem] To provide an inexpensive reservoir tank in which a light-out fluid level can be moved even farther away from a lead switch while reliably moving a float up and down and stabilizing the operation of the lead switch. [Solution] A fluid volume detection unit 19 of a reservoir tank 5 has a float 23 on which a magnet 22 that switches a lead switch 24 on and off is disposed and which moves up and down in accordance with the fluid level of hydraulic fluid. The lead switch 24 is disposed above the magnet 23. The float 23 has a float body 23a, magnet braces 23b and 23c on an upper end of the float body 23a, a magnet support portion 23d that supports the magnet 22 on upper ends of the magnet braces 23b and 23c, and reinforcement ribs 23b1 and 23b2 and 23c1 and 23c2. Because of this, the magnet 22 stably moves up and down, and the operation of the lead switch 24 is stable.

Abstract: A temperature sensor plausibility diagnosis unit performs plausibility diagnosis of a temperature sensor disposed inside a storage tank in an exhaust purification apparatus of an internal combustion engine that delivers an additive inside the storage tank to an exhaust pipe upstream of a reduction catalyst and selectively reduces and purifies NOx in the exhaust. The temperature sensor plausibility diagnosis unit includes an additive heat capacity calculating portion that calculates the heat capacity of the additive, a heat quantity variation calculating portion that calculates an increase or decrease in the quantity of heat that the additive receives, and a plausibility diagnosing portion that determines the plausibility of the temperature sensor by comparing an estimated temperature course of the additive estimated from the heat capacity of the additive and the increase or decrease in the quantity of heat with a sensor temperature course of the additive detected by the temperature sensor.

Abstract: An exhaust gas purification device for an internal combustion engine that has a turn-back portion in an exhaust gas passageway which makes the device compact and causes a reducing agent to be evenly dispersed and flow into a reduction catalyst disposed in an exhaust gas passageway downstream of the turn-back portion. The device has a lid portion that is attached to a side surface of the body portion and the body portion has an outlet opening for the upstream-side exhaust gas passageway and an inlet opening for the downstream-side exhaust gas passageway, and the turn-back portion comprises a space enclosed by the body portion and the lid portion, and a guide portion for directing the flow direction of exhaust gas with which the reducing agent has become mixed toward the is downstream-side exhaust gas passageway is integrally molded in an opposing surface of the lid portion that opposes the inlet opening of the downstream-side exhaust gas passageway.

Abstract: The invention is directed to the improvement of starting performance in an engine rotational speed region that exceeds an idle rotation region without affecting normal traveling performance. At the time when a vehicle starts moving, when in an electronic control unit, the rotational speed of an engine is in a predetermined range that exceeds an idle rotation region and the engine rotational speed decreases, the electronic control unit adds a corrected fuel injection amount corresponding to the rate of decrease to a target fuel injection amount to create a new target fuel injection amount. When the rotational speed of the engine increases, the electronic control unit subtracts a corrected fuel injection amount corresponding to the rate of increase of the engine rotational speed from a target fuel injection amount to create a new target fuel injection amount. Control of the output of the engine is performed by the electronic control unit.

Abstract: To further improve, in a brake control method and device for a two-wheeled motor vehicle that utilizes a wheel cylinder pressure as a parameter for predicting the potential for lifting of a rear wheel, the accuracy of predicting lifting of the rear wheel. A brake control method of the present invention comprises the steps of inputting a signal of an input sensor (step 100); detecting a front wheel cylinder pressure (step 102); detecting an amount of change in the front wheel cylinder pressure (step 104); determining whether or not the front wheel cylinder pressure and the amount of change in the front wheel cylinder pressure that have been detected correspond to a brake condition where lifting of a rear wheel can occur (step 106); and, when it is determined that the front wheel cylinder pressure and the amount of change in the front wheel cylinder pressure that have been detected correspond to the brake condition, reducing a pressure amplification gradient of the front wheel cylinder pressure.

Abstract: A controller and method of a reducing agent injector capable of accurately providing a required amount of ammonia to a reduction catalyst. A controller for controlling energization of an electromagnetic solenoid, including: a target injection amount calculator for calculating a target injection amount of the reducing agent; a first current output signal calculator for calculating the duration of providing a first current output signal to be provided to the electromagnetic solenoid at the start of injection and calculating the DUTY ratio of the first current output signal; a second current output signal calculator for calculating the DUTY ratio of providing a second current output signal after the first current is provided; a temperature calculator for estimating a temperature within the reducing agent injector; and an output signal corrector for correcting at least one of the first current output signal and the second current output signal based on the temperature estimated.

Abstract: Provided is a clogging determining device and a clogging determining method for a reducing agent injection valve, which enable clogging of the reducing agent injection valve to be determined with high precision in further consideration of the individual difference of the system.

Abstract: A common-rail-type fuel injection control device where an error in the correction of a fuel injection amount when an exhaust brake is used is eliminated enabling a more reliable correction of a fuel injection amount. A minute injection is performed plural times in a non-injection state. A difference between a reference energizing time, which becomes the reference for a fuel injection valve, and an actual energizing time based on a frequency component corresponding to a variation in an engine speed which is generated in the minute injection is learned. A correction control corrects an energizing time and timing. The correction control is corrected corresponding to a presence or non-presence of an operation of an exhaust brake and a magnitude of a supercharging pressure, and an amount of variation in an engine speed calculated based on a rotational variation frequency component.

Abstract: To perform updating of maximum values and minimum values of measurement data with a simple procedure without incurring an increase in the computational load of an arithmetic processing element such as a microcomputer. When processing is started, a most recent maximum value stored in a nonvolatile storage element is written to a maximum value-use variable Xmax and a positive maximum value is written to a minimum value-use variable Xmin. Each time temperature data is acquired, a value of acquired data Xk and a most recent minimum value Xmin are compared and the smaller value is set as a new minimum value Xmin. Each time updating of this minimum value is repeated a predetermined number of times of processing Ns, the minimum value Xmin at that point in time and the maximum value Xmax are compared and the larger value is set as a new maximum value Xmax.

Abstract: To improve brake force in front and rear combined brake control, a brake control device includes a front wheel brake caliper having at least two front wheel cylinders, and a rear wheel brake caliper having a rear wheel cylinder. A front wheel brake conduit is disposed between a front wheel master cylinder and one of the front wheel cylinders, and a rear wheel brake conduit is disposed between a rear wheel master cylinder and the rear wheel cylinder. A pressure amplification conduit branches from a first position in the rear wheel brake conduit and merges with the rear wheel brake conduit at a second position downstream of the first position. A combined brake conduit branches from a third position in the rear wheel brake conduit positioned downstream of the first position and is coupled to the other of the front wheel cylinders. A first switch control valve is disposed between the first position and the third position in the rear wheel brake conduit.

Abstract: Disclosed is a reservoir tank, comprising a connector body installed on a master cylinder, a hose connection tube body, which is arranged protruding from the edge of the connector body and has a hose connected with the reservoir tank connected thereto, and a conveying arm guide section as an interference preventing section, which is arranged on the connector body and prevents interference with the conveying jig when the connector body is supported by a conveying jig. When a conveying arm of the conveying jig abuts the conveying arm guide section and supports the connector body, the conveying arm will not interfere with the hose connection tube body due to the conveying arm guide section.

Abstract: A brake control method. During ABS control, a control sequence, other than the conventional control sequence, based on the slip ratio and so forth resulting from the measurement value of a wheel speed sensor, and a minimum amount of pressure increase or a minimum amount of pressure decrease is ensured. In another embodiment, a control sequence independent from a control sequence based on the measurement value of a wheel speed sensor, sets allowable ranges relating to amounts of change in the pressure of a wheel cylinder, monitors the actual pressure value with a pressure sensor at the time of brake control, and, at a time when the pressure inside the wheel cylinder has deviated from these allowable ranges, drives an actuator such as an electromagnetic valve and controls in such a way that the pressure inside the wheel cylinder falls within an allowable range.

Abstract: Secure failure of a brake switch is enabled with a simple configuration. When brake switches 6a and 6b are determined to be not ON together and not OFF together (S110 and S112), first and second determination counters perform count respectively (S114 and S120), and on the other hand, when the two brake switches 6a and 6b are determined to be ON together, a count value of the first determination counter is set to zero (S132), and when the brake switches are determined to be OFF together, a count value of the second determination counter is set to zero (S136), those operation being periodically repeated, and when one of the count values of the first and second determination counters exceeds one of respective predetermined values ? and ? (S118 and S214), one of the two brake switches 6a and 6b is determined to be failed, which enables detection of a failure state that one of the brake switches is normally ON or normally OFF.

Abstract: A pressure sensor diagnosis method and a common-rail-type fuel injection control device to of diagnose the presence or the non-presence of an abnormality of a pressure sensor without having a dedicated circuit. A time between energizing of injectors and the occurrence of a peak counter electromotive current is measured as a valve closing time. A rail pressure with respect to the measured valve closing time is obtained as an estimated rail pressure based on a correlation between a valve closing time and the rail pressure. When an absolute value of the difference between the estimated rail pressure and an actual rail pressure is equal to or less than a predetermined error, it is determined that the pressure sensor has no abnormality. Otherwise, it is determined that the pressure sensor has an abnormality.