Abstract: A controlling method for pulse application to an actuator using a digital controller.A controlling method of an actuator, wherein a deviation is obtained from a command value and its feedback value, the absolute value of said deviation is determined whether it is larger than the minimum reference deviation corresponding to the dead zone, and only when the absolute value of the deviation is larger than the minimum reference deviation, the actuator is driven by a pulse having an application period proportional to the absolute value of the deviation plus a minimum application period stored in the memory of the digital controller.The minimum application period stored in the memory is increased or decreased and renewed depending on the judgement whether the movement volume of the actuator at each pulse application was under, proper or over.

Abstract: A method of controlling a hydraulic actuator which controls the rotational phase angle of the fuel injection pump for the automobile. A satisfactory exhaust gas composition and an appropriate fuel consumption during a warm-up period of the engine are achieved when the oil temperature in the hydraulic actuator is low. The control method for the hydraulic actuator includes the steps of detecting the temperature corresponding to the oil temperature, comparing the detected temperature with the predetermined reference temperature, and making the application period of the command pulse signal for driving the hydraulic actuator longer than the predetermined length when the detected temperature is lower than the predetermined reference temperature.

Abstract: A digital control method for controlling a relative rotational phase angle p.theta. or the like in a fuel injection pump of an automobile. Decision is made of whether two successive deviations Er between the detected values and a target value are larger than a minimum reference deviation Ero or not. If they are larger than the Ero, decision is made of whether the signs of both the deviations are positive and/or negative. If both signs are positive, a given duration dTs is added to a fundamental duration ts of the next command signal for control. If both signs are different, a predetermined duration dTs is subtracted from the fundamental duration ts of the next command signal.

Abstract: A method of detecting the timing of fuel injection in a diesel engine for the regulation of the timing of fuel injection by a fuel injection timing regulator is disclosed. Rotation angle indicating lugs are provided on the crankshaft of the engine connected to the input shaft of the fuel injection timing regulator and on the output shaft of the fuel injection timing regulator to measure the time difference between pulses corresponding to the lugs on the input and output shafts making relative rotation, and a reference rotation angle indicating lug is provided adjacent to each of the lugs provided on one of the input and output shafts to measure the reference timing difference between pulses corresponding to the lugs on the shaft under rotation. The phase angle of the output shaft relative to the input shaft can be accurately calculated on the basis of the former and latter time differences.

Abstract: A method of controlling a digital actuator which controls the fuel injection pump for the internal combustion engine. In the control method for minimizing the difference between the reference command value and the resultant controlled value in response to the reference command value, the command signal is issued in such a way that the time interval from a command signal which has been issued based on the difference and the subsequent command signal is longer than a predetermined period.

Abstract: An injection timing control system for a fuel-injection pump for an engine has a phase angle regulator for varying the rotational phase angle of a drive shaft of the fuel-injection pump. The regulator has a cylindrical extension of one of an input shaft adapted to be driven by the engine and an output shafts for driving the drive shaft of the pump coaxially surrounding an end portion of the other shaft in spaced apart relationship. A male spline and female spline are formed respectively on the end portion and the extension over some axial length thereof, at least one of the splines being a helical spline. A slider is located in an annular space between the splines and formed with splines meshing therewith respectively. An annular cylinder is formed between the substantial parts of the rest axial length portions of the cylindrical extension and end portion. A piston is reciprocally received in the cylinder, the slider and piston being formed as a unit.

Abstract: An injection timing control system for a fuel-injection pump for an engine has a phase angle regulator for varying the rotational phase angle of a drive shaft of the fuel-injection pump in which a cylindrical extension of one of an input shaft adapted to be driven by the engine and an output shaft for driving the drive shaft of the pump surrounds an end portion of the other shaft in spaced apart relationship. A male spline is formed on the end portion over some axial length thereof while a female spline is formed on the extension over some axial length thereof, at least one of the splines being a helical spline. A slider is located in an annular space between the splines and formed with splines meshing therewith respectively. An annular cylinder is formed between the substantial parts of the rest axial length portions of the extension and end portion, and a piston is reciprocally received in the cylinder, the slider and piston being formed as a unit.

Abstract: An antiskid device for air brakes comprising a modulator mounted in a pressurized air line connecting a brake valve to brake actuators, and a signal producing means adapted to produce a throttling electric signal and a pressure reducing electric signal whereby the speed of the wheels can be controlled and the slip rate of the wheels can be maintained at an approximate optimum level of 0.2.

Abstract: A radial type hydraulic pump motor according to the present invention has pistons, each of which is formed at its head portion with a concave or convex spherical surface. Engaged spherically with said spherical surface head portion is a piston shoe whose outer planar portion is slidably engaged with the inner planar portion of a crescent-shaped segment arcuately engaged with the inner peripheral surface of a drum case. Said piston shoe is formed at its outer planar portion with a hydraulic recess equal to the effective pressure receiving area of piston in area. Said recess is maintained in communication with a cylinder chamber. Accordingly, said spherically engaging portion and arcuately engaging portion make little sliding movements and only the outer planar portion of piston shoe and the inner planar portion of segment mutually make sliding movement under little contact pressure, thereby causing little wear to said engaging portion and sliding portion.

Abstract: A vehicle brake system having a power booster coupled to a master cylinder for normally supplying fluid pressure to the wheel cylinders of the vehicle includes an anti-skid device comprising an actuator hydraulically connected in parallel with the power booster for applying brake pressure to the wheel cylinders independently of the power booster when skidding occurs. The brake system includes solenoid controlled valves responsive to electrical signals generated when skidding occurs and operative to interrupt hydraulic communication between the power booster and wheel cylinders while establishing hydraulic communication between the actuator and the wheel cylinders.

Abstract: A vehicle brake system comprises an actuator which is hydraulically connected in parallel with a power booster between the master cylinder and wheel cylinders of a vehicle. The hydraulic connections include solenoid control valves normally operative to connect the power booster to the wheel cylinders and to disconnect the actuator from the wheel cylinders. The valves are responsive to electrical signals generated when vehicle skidding occurs to disconnect the power booster from the wheel cylinders, to connect the actuator to said wheel cylinders, and to supply a pulsating fluid pressure from the actuator to the wheel cylinders in place of the steady fluid pressure normally applied to the wheel cylinders from the power booster, thereby to stop the skid.