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    • 1. 发明授权
    • Fluid pressure boosting device and brake pressure boosting system employing the device
    • 采用该装置的流体增压装置和制动升压系统
    • US06196641B1
    • 2001-03-06
    • US09181994
    • 1998-10-29
    • Hiroyuki OkaMichio KobayashiMasahiro ShimadaSatoru WatanabeJunichi HirayamaMamoru SawadaYuzo Imoto
    • Hiroyuki OkaMichio KobayashiMasahiro ShimadaSatoru WatanabeJunichi HirayamaMamoru SawadaYuzo Imoto
    • B60T844
    • B60T13/144B60T8/3275B60T8/441B60T8/4845B60T8/4872
    • A fluid pressure boosting device of the present invention performs jumping action at a higher servo ratio until fluid pressure in a power chamber (25) reaches a first predetermined value and a rear end (20e) of a reaction piston (20)comes in contact with a step of an input shaft (18). Since a switching valve is set in a first position I until the fluid pressure in the power chamber (25) reaches a second predetermined pressure, a reaction chamber (41) is connected to the reservoir (33) so as to be at atmospheric pressure. In this state, the normal brake control at a lower servo ratio is performed. As the fluid pressure in the power chamber (25) reaches a second predetermined value, the switching valve is set in a second position II by the fluid pressure so that the pressurized fluid in the power chamber is introduced into the reaction chamber (41). The fluid pressure in the reaction chamber 41 acts on the step between the reaction piston (20) and the input shaft (18) so that the servo ratio becomes higher. Then, the servo control at a higher servo ratio is performed. The fluid pressure boosting device can be provided with the reversed two-stage servo characteristic, so with simple structure, output larger than the normal output can be obtained when input exceeds a predetermined value.
    • 本发明的流体增压装置以更高的伺服比执行跳动,直到动力室25中的流体压力达到第一预定值,并且反作用活塞(20)的后端(20e)与 输入轴(18)的台阶。 由于在动力室25内的流体压力达到第二预定压力之前将切换阀设定在第一位置I,所以将反应室41与储存器33连接成大气压。 在该状态下,执行较低伺服比的正常制动控制。 当功率室25中的流体压力达到第二预定值时,通过流体压力将切换阀设定在第二位置II,使得动力室中的加压流体被引入到反应室41中。 反应室41中的流体压力作用在反应活塞(20)和输入轴(18)之间的台阶上,使得伺服比变高。 然后,执行伺服控制以较高的伺服比。 流体增压装置可以设置反向两级伺服特性,结构简单,当输入超过预定值时,可以获得大于正常输出的输出。
    • 2. 发明授权
    • Hydraulic pressure type booster
    • 液压式助力器
    • US6164070A
    • 2000-12-26
    • US173760
    • 1998-10-16
    • Michio KobayashiMasahiro ShimadaSatoru Watanabe
    • Michio KobayashiMasahiro ShimadaSatoru Watanabe
    • B60T13/12B60T13/14B60T13/00
    • B60T13/145
    • The collar 13 for slidably supporting and guiding a valve body of the control valve 55 of the hydraulic pressure type booster 1 is press-fitted into the small diameter portion 9a of the stepped hole 9 of the power piston 8. The valve seat member 10 of the control valve 55 is also press-fitted into the small diameter portion 9a. Further, the small diameter protrusion 6b of the stepped cylindrical protrusion 6a of the plug 6, which divides the power chamber 25, is also press-fitted into the small diameter portion 4a of the stepped hole 4 of the housing 3. In the cylindrical member 17 in which the second valve seat 17a of the control valve 55 is formed, the stopper 17b to restrict a limit of retraction of the input shaft 18 is integrally formed. Further, the cylindrical fixing member 11 to fix the flange 10a of the valve seat member 10 is fixed to the power piston 8 with C ring 12 in the axial direction.
    • 用于可滑动地支撑和引导液压式助力器1的控制阀55的阀体的轴环13压配合到动力活塞8的阶梯孔9的小直径部分9a中。阀座构件10 控制阀55也压配合到小直径部分9a中。 此外,分隔动力室25的塞子6的阶梯状的圆筒形突出部6a的小直径突起6b也被压配合到壳体3的台阶孔4的小直径部分4a中。在圆柱形构件 如图17所示,其中形成有控制阀55的第二阀座17a,限制输入轴18的回缩极限的止动器17b一体形成。 此外,用于将阀座构件10的凸缘10a固定的圆筒形固定构件11在轴向上固定到具有C形环12的动力活塞8上。
    • 3. 发明授权
    • Back-up pressure intensifier for master cylinder failure
    • 用于主缸故障的备用增压器
    • US5577384A
    • 1996-11-26
    • US493495
    • 1995-06-22
    • Satoru WatanabeMasaki MachidaMasahiro Shimada
    • Satoru WatanabeMasaki MachidaMasahiro Shimada
    • B60T8/44B60T8/94B60T13/14B60T17/18B60T15/00
    • B60T17/18B60T13/142B60T8/441B60T8/94
    • A braking unit includes an intensifier mechanism for intensifying a braking liquid pressure of a master cylinder upon failure of a liquid pressure booster. The braking unit comprises the intensifier mechanism for intensifying the braking liquid pressure of the master cylinder when actuated, and a control valve which makes the intensifier mechanism operable upon failure of the liquid pressure booster. The control valve comprises a valve member which is urged by a spring tensioned with a given load and which is urged in the opposite direction from the spring by a liquid pressure of a power chamber of the liquid pressure booster. The valve member makes the intensifier mechanism operable whenever the resilience of the spring exceeds the urging force produced by the liquid pressure in the power chamber of the liquid pressure booster. This prevents an operational lag of the intensifier mechanism in the event the liquid pressure booster fails.
    • 制动单元包括用于在液压增压器故障时增压主缸的制动液压的增压器机构。 制动单元包括用于在致动时增强主缸的制动液压力的增压器机构,以及使增压器机构在液压增压器故障时可操作的控制阀。 控制阀包括阀构件,该阀构件被弹簧张紧并以给定的负载推压,并且通过液压增压器的动力室的液体压力与弹簧相反的方向被推动。 只要弹簧的弹性超过由液压增压器的动力室中的液体压力产生的推动力,阀构件就使得增强器机构可操作。 这防止了液压升压器发生故障时增压机构的运行滞后。
    • 4. 发明授权
    • Hydraulic boosting device
    • 液压助力装置
    • US5924284A
    • 1999-07-20
    • US969571
    • 1997-11-13
    • Masahiro ShimadaSatoru Watanabe
    • Masahiro ShimadaSatoru Watanabe
    • B60T13/14B60T13/16B60T13/20
    • B60T13/162B60T13/143B60T13/148
    • In a hydraulic boosting device of the present invention, when the pressure stored in an emergency accumulator is less than a set pressure, a stepped piston 70 moves downward, a throttle valve 72 is set in a first position where the throttle valve 72 is seated in a valve seat 71, and hydraulic fluid flowing from a pump through an inlet path 14 is restricted by a flow limiting valve 68 so as to develop a fluid pressure in an annular path 73. The fluid pressure is stored in the emergency accumulator through a path 69, an accumulator valve 27, and an accumulator path 31. When the pressure stored in the emergency accumulator exceeds the set pressure, the stepped piston 70 moves upward, the throttle valve 72 is set in a second position where the throttle valve 72 is apart from the valve seat 71, and the hydraulic fluid from the pump is not restricted by the flow limiting valve 68 at all so as to flow freely toward a control valve. In this state, no fluid pressure is developed in the annular path 73.
    • 在本发明的液压助力装置中,当存储在应急蓄能器中的压力小于设定压力时,阶梯式活塞70向下移动,节流阀72被设定在节流阀72位于的第一位置 阀座71和从泵通过入口路径14流动的液压流体被限流阀68限制,以便在环形路径73中产生流体压力。流体压力通过路径存储在紧急蓄能器中 69,蓄能器阀27和蓄能器路径31.当紧急蓄能器中存储的压力超过设定压力时,阶梯式活塞70向上移动,节流阀72设定在节流阀72分开的第二位置 并且来自泵的液压流体不受流量限制阀68的限制,从而能够朝向控制阀自由流动。 在该状态下,在环状路径73中不产生流体压力。
    • 8. 发明申请
    • ENGINE CONTROL DEVICE
    • US20150081101A1
    • 2015-03-19
    • US14347025
    • 2011-09-28
    • Satoru Watanabe
    • Satoru Watanabe
    • F01B25/00G05B15/02
    • F01B25/00F02D41/068F02D41/2416F02D41/2422F02D41/266F02D2200/021F02D2200/0414F02D2200/501G05B15/02
    • It is a task of the invention to make it possible to calculate a control target value of one actuator or control target values of a plurality of actuators regarding engine control at a high speed through the use of a multicore processor. With a view to accomplishing this task, a plurality of lattice points that are arranged on a two-dimensional orthogonal coordinate system having axes representing a first operating condition and a second operating condition respectively are associated respectively with at least one or some of a plurality of cores that are arranged in a latticed manner on the multicore processor on one-on-one level on a same line as on the two-dimensional orthogonal coordinate system, and a calculation program for calculating an optimal control value at the associated lattice point or calculation programs for calculating optimal control values at the associated lattice points are allocated respectively to at least one or some of the plurality of the cores. In addition, each of the cores with which the lattice points are associated respectively is programmed, in a case where an operation area on the two-dimensional orthogonal coordinate system to which a current operating point belongs is an area that is defined by the lattice point associated with each of the cores itself, to transmit, to an interpolation calculation core, an optimal control value at the relevant lattice point that is calculated by each of the cores itself. The interpolation calculation core is programmed to perform an interpolation calculation of an optimal control value at the current operating point using optimal control values at all the lattice points that define the operation area on the two-dimensional orthogonal coordinate system to which the current operating point belongs. In addition, the multicore processor outputs the optimal control value at the current operating point, which is obtained from the interpolation calculation core, as a control target value of each of the actuators.
    • 9. 发明授权
    • Engine characteristic estimation method, and computer readable medium
    • 发动机特性估计方法和计算机可读介质
    • US08447492B2
    • 2013-05-21
    • US12376579
    • 2008-03-31
    • Satoru WatanabeMitsuharu Sugita
    • Satoru WatanabeMitsuharu Sugita
    • F02D41/14F02P5/15
    • G05B13/04F02D37/02F02D41/024F02D41/1401F02D41/2432F02D41/2441F02D2041/1423F02P5/15Y02T10/46
    • A method for estimating steady state values of engine operating characteristics is provided so that engine control can later be based on the estimated values. An amount of change in a specific engine characteristic (for which the steady state values are to be estimated) is set as a product of an unknown value and a dimensionless known value for predetermined times from when a specific engine control parameter is changed. A value of the specific engine characteristic at a given time is calculated as a sum of the products at the given time, with the products respectively corresponding to plural prior changes in the specific engine control parameter. Unknown values are calculated multiple times based on values of the specific engine characteristic measured in a conformance test, and the steady state values of the specific engine characteristic are estimated.
    • 提供了一种用于估计发动机工作特性的稳态值的方法,使得发动机控制随后可以基于估计值。 将特定发动机特性(其稳定状态值要被估计)的变化量设定为从特定发动机控制参数改变起的预定时间的未知值和无量纲已知值的乘积。 给定时间的特定发动机特性的值被计算为在给定时间的乘积的总和,其中产品分别对应于特定发动机控制参数中的多个先前变化。 根据在一致性测试中测量的特定发动机特性的值计算多次未知值,并估计特定发动机特性的稳态值。