Abstract: A panel structure includes: a sheet-shaped core member having a thermoplastic property and provided with a plurality of protruding portions in at least one surface; a sheet-shaped faceplate having a thermoplastic property and disposed on the plurality of protruding portions; and a fusing portion which is selectively formed between the faceplate and the plurality of protruding portions and which bonds the core member and the faceplate to each other.

Abstract: [Object] To suppress the variations in the growth of cultivation products to perform stable production, and reduce the power cost for applying artificial light. [Solving Means] A hydroponic cultivation system includes a hydroponic cultivation unit, a daylighting apparatus, an artificial light application apparatus, a daylighting sensor, and a control apparatus. The hydroponic cultivation unit includes a seedbed, a seedling of a plant to be cultivated being transplanted to the seedbed. The daylighting apparatus takes natural light through a daylighting port into a light emitting surface facing the seedbed, and emits the light from the light emitting surface toward the seedling. The artificial light application apparatus applies artificial light to the seedling. The daylighting sensor is provided at a position apart from the seedbed, and detects a light amount of the natural light emitted from the light emitting surface.

Abstract: A brake control apparatus has a control unit 30 for controlling a brake mechanism 40 for braking each of the wheels provided for a vehicle, and a tire abnormality detection device 10 for detecting abnormal air pressure of a tire attached to each of the wheels and transmitting a signal to the control unit 30. When the control unit 30 determines that the air pressure of any one of the tires has become lower than a predetermined level, the control unit 30 controls the brake mechanism 40 to brake a tire opposite to the low-pressure tire to the right or left. As a consequence, safety is improved even if a tire has been punctured during operation of a vehicle.

Abstract: A wheel lock prevention system prevents locking of wheels in a vehicle including a front axle having right and left front wheels, a first rear axle having right and left driving wheels, and a second rear axle having right and left follower wheels. A control part determines that locking or skidding of particular wheels may occur based on signals from sensors. In response, the control part transmits a signal to apply the appropriate brake force to the appropriate wheels.

Abstract: In a vehicular automatic brake system, a distance X between a vehicle to be controlled and an obstacle is determined using a distance sensor, a relative velocity Vs with respect to the obstacle is determined from changes of X with time, a judgment is made as to whether the vehicle to be controlled is approaching the obstacle, further, an estimated time Tx which will be taken until contact with the obstacle is determined from Vs and X, and braking is performed in accordance with the value of Tx.

Abstract: A brake actuating apparatus which includes a motor disposed at a brake caliper, a driving piston connecting through a converting member which converts a rotary motion of the motor into a linear motion, and a fluid chamber disposed between the driving piston and a pad urging piston for urging the brake pad in the brake caliper, and a diameter of the driving piston is arranged smaller than that of the pad urging piston.

Abstract: A brake control system for a vehicle in which a brake pressure is generated in accordance with a signal from an electronic control unit for applying the brake pressure to vehicle wheels, characterized in that a mechanical brake system is automatically actuated when an unexpected electrical fault has occurred in an electrical brake system.

Abstract: A system for controlling brake pressure on a drive wheel of a motor vehicle, comprising a device for detecting the speed and acceleration of the drive wheel; a brake mechanism including a fluid therein for exerting brake pressure on the drive wheel; a pedal mechanism for manual operation of the brake means; and a control device for deactivating the pedal mechanism when the acceleration exceeds a predetermined initial acceleration value or the speed of the drive wheel exceeds a predetermined first threshold value.

Abstract: A vehicle driving force controlling apparatus provided with a non-driving wheel speed detector, a driving wheel speed detector, an accelerator pedal opening degree detector, and a controller for supplying a throttle instruction signal to the throttle valve on the basis of outputs of the non-driving and driving wheel detectors, and the controller varies a lowest limit of the throttle instruction signal according to an output of the accelerator pedal opening degree detector.

Abstract: A traction control method/apparatus for motor vehicles is arranged such that at an initial stage of the starting or accelerating operation of the motor vehicle where a large amount of slip of the driving wheel tends to be caused, a braking force is sufficiently applied to the driving wheel to restrain the slip thereof; and after the engine output is adjusted through accelerator or throttle control which is performed simultaneously with the application of the braking force, the procedure for controlling the brake hydraulic pressure is changed to eliminate the difference between the lefthand and righthand driving wheel speeds.

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: In an anti-skid control system for a motor vehicle equipped with an X-type two-channel anti-skid control brake apparatus, there are provided a valve which is located in a piping connecting a modulator for increasing and reducing the brake fluid pressure in a respective one of the two channels and arranged to be closed when rear wheel tends to be locked earlier than the front wheel; and a check valve which is disposed in parallel relationship to the first-mentioned valve and arranged to only permit the brake pressure fluid to flow from the rear wheel cylinder to the modulator in the respective one of the two channels.

Abstract: An anti-lock control system for motor vehicles is provided which is arranged so that at the first cycle of anti-lock control operation, respective brake channels are controlled at the same time and in the same manner instead of independently while at the second and subsequent cycles of the anti-lock control operation, the respective brake channels are controlled independently.

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.

Abstract: An anti-skid brake control system for a motor vehicle comprises: a wheel speed sensor which is provided for each wheel of the vehicle and generates a pulse signal having a pulse cycle which corresponds to a revolutional speed of each wheel; a pulse cycle measuring circuit for detecting the cycle of the pulses of the pulse signal from each wheel speed sensor; and, a discriminator for discriminating an actual acceleration or deceleration state. The actual acceleration or deceleration state is discriminated in accordance with whether or not the period of the acceleration or deceleration state is longer than a predetermined time. The acceleration or deceleration state is calculated from the wheel speed data detected by the pulse cycle measuring circuit, and the system is controlled on the basis of the result of the discrimination by the discriminator.

Abstract: An anti-skid control system for a motor vehicle, includes a brake fluid pressure buildup-control mode and a brake fluid pressure reduction mode, each of which occur cyclically. In each buildup-control mode, a control valve is repetitively opened and closed so that brake fluid pressure buildup and holding operations are performed alternately. The time period of each buildup-control mode is from a high peak of a wheel speed signal until a point of intersection between a reference velocity V.sub.W0 and the wheel speed V.sub.W. The reference velocity V.sub.W0 has an initial point Q positioned under the high peak V.sub.HP of the wheel speed V.sub.W by a velocity value .DELTA.V and extending straight at a gradient .theta.. The speed value .DELTA.V, the gradient .theta., and an initial pressure buildup time T.sub.P, in each building-control mode, are determined in accordance with the wheel acceleration in the preceding wheel acceleration, i.e., coefficient of friction of the road surface.

Abstract: An anti-skid control system for motor vehicles is provided wherein when the time period from when the wheel velocity being decreased reaches a second reference velocity to a low peak of the wheel velocity at which the reduction of the brake pressure is to be stopped, is longer than a predetermined time period, the reduction of the brake pressure is continued until the wheel velocity is increased up to a first reference velocity which is higher than the second reference velocity. In this way, even if the wheel velocity drops sharply because the coefficient of friction of the road surface suddenly changes from high to low, the wheel velocity recovers so that the wheels of the motor vehicle are prevented from locking early.

Abstract: An anti-skid control system for motor vehicles is provided wherein a computed wheel speed Vv is set up on the basis of the highest one of the wheel speeds of the motor vehicle; a first reference speed VT1 and a second reference speed VT2 are set up which are lower than and follow the computed vehicle speed Vv either with a first and second predetermined speed difference respectively or with a first and a second predetermined ratio respectively, the first reference speed VT1 being higher than the second reference speed VT2 (VT1>VT2); in the case where the wheel speed continues decreasing with a deceleration lower than a predetermined threshold level of deceleration, reduction of brake pressure is started at a point of time when a predetermined time period T1 elapsed from a point of time when the wheel speed reached the level of the second reference speed VT2; and the reduction of the brake pressure is stopped at a point of time when the wheel speed was increased up to the level of the first reference speed

Abstract: An antiskid control system wherein the conventional method of performing an opening/closing change-over operation by a pulse train signal on a electromagnetic valve for increasing hydraulic braking pressure at a variable rate of increase is not employed but the pressure increasing rate is arranged to be variable by the use of an electromagnetic valve having some throttled position.

Abstract: An anti-lock system adapted for a two-channel brake system with intercrossed piping for a pair of front and rear wheel brake devices; comprising a first passage line connecting the front and rear wheel brake devices of each of the two channels to a master cylinder; a second passage line connecting a reservoir to the front and rear wheel brake devices; a normally open type first valve device disposed in the first line; a normally closed type second valve device disposed in the second line; an electronic control device which produces signals for controlling the first and second valve devices according to the presence or absence of a locking tendency of the front or rear wheel; a third passage line is arranged to connect the reservoir to the rear wheel brake device; and a third valve device is arranged in the third line to be normally in a position A in which the rear wheel brake device is allowed to communicate with the master cylinder and to be switched by a signal produced from the electronic control device o