| YAMAHA MOTOR ELECTRONICS Kabushiki Kaisha Patent applications |
| Patent application number | Title | Published |
|---|
| 20090255509 | IDLING STATE STABILIZING DEVICE FOR ENGINE - An idling state stabilizing device for an engine is disclosed that can decrease the torque that is necessary for rotation of a magneto by decreasing an output current, without setting an engine speed high, even though the engine is in the idling state, can stabilize the engine rotation, and accordingly can improve fuel economy, and further can reduce noises. A current value output from a generator when an engine is in an idling state is set as an output current value in a power generation control device. The power generation control device determines that the engine is in the idling state when the engine speed becomes equal to or less than an idling state rotational speed, detects the maximum engine speed and the minimum engine speed during a predetermined time period when the engine is in the idling state, calculates an engine speed fluctuation amount of the engine by subtracting the minimum engine speed from the maximum engine speed, and controls the current value output from the generator to be a low output current value which is lower than the previous output current value when the engine speed fluctuation amount is equal to or greater than a predetermined amount. | 10-15-2009 |
| 20080296910 | POWER GENERATION CONTROL DEVICE AND VEHICLE HAVING THE SAME - A power generation control device for determining a crank position of an engine to reduce a start-up torque following an engine stop, enhancing startability, and reducing electric power consumption of a battery at start-up is provided. The power generation control device includes a magneto generator rotated by an engine, a generated electric current controller that rectifies an alternating electric current generated by the magneto into a direct current and supplies the direct current as a generated electric current to an electric appliance and controls a power generation amount to the electric appliance. A controlling section controls a power generation amount of a rectifying section. The controlling section is provided with an exhaust stroke stop estimation time control module for calculating engine rotational speed and acceleration values based on a signal related to a rotation cycle of a crankshaft or the magneto generator, for estimating a stop of the engine according to the rotational speed and the acceleration values, and for performing a control for increasing the power generation amount of the rectifying section when the engine stop is estimated to occur at an exhaust stroke of the engine. | 12-04-2008 |
| 20080258891 | DRIVING STATE DISPLAY DEVICE AND STRADDLE TYPE VEHICLE HAVING THE SAME - A driving state display device of a straddle type vehicle has a nonvolatile memory in which operation modes are stored to be readable with a grade point provided for each operation mode, the grade point being proportional to a degree of energy-saving operation or uneconomic operation. A microcomputer calculates the rotational speed and acceleration of an engine to determine the operation mode of the vehicle. The grade point corresponding to the operation mode is read from the nonvolatile memory and accumulated until a predetermined time period has elapsed, after which it is determined whether the accumulated value falls in an energy-saving operation range or an uneconomic operation range without the use of a fuel flow meter or the like, said determined result communicated to a rider of the vehicle via a display. | 10-23-2008 |
| 20080249676 | BRAKING FORCE CORRECTING METHOD FOR ELECTRIC GOLF CAR AND ELECTRIC GOLF CAR EMPLOYING THE CORRECTING METHOD - If a user applies a brake system while an electric vehicle that includes a battery is moving and it is confirmed that the user is not simultaneously applying the accelerator, a comparison is made between an actual deceleration and an expected deceleration corresponding to the user demand sensed by the braking system. If the actual deceleration is lower than the expected deceleration, an amount of regenerative electric current supplied to the battery is increased to better correlate the expected deceleration and the actual deceleration. | 10-09-2008 |
| 20080224842 | BRAKE WEAR DETECTING METHOD FOR ELECTRIC GOLF CAR AND ELECTRIC GOLF CAR EMPLOYING THE DETECTING METHOD - When a user initiates a braking operation, an accelerator position is checked to see if the accelerator opening is about zero, a deceleration threshold value is computed based upon a brake pedal effort, the deceleration of the vehicle is obtained based upon the pedal effort, and an actual deceleration value is obtained by detecting a speed of the vehicle over time. If it is confirmed that an accelerator opening is zero, a comparison is made between the pedal-effort based deceleration threshold value and the actual deceleration are compared to determine if the brake has worn sufficiently to warrant maintenance. | 09-18-2008 |
| 20080218322 | Release Signal Authentication Method of Immobilizer - In a release signal authentication method for an immobilizer, a main switch can be turned on in a state that a battery is not mounted or the like, power is supplied to a CPU by power generation resulting from manual rotation of the engine, a release signal can be inputted by the user in a state that the engine is rotating, and the rotation of the engine is continued if the release signal matches with a release signal registered in advance. Further, in the release signal authentication method for an immobilizer, an input of the release signal can be given by operating an electrical apparatus using voltage supplied by the main switch, the release signal can be discriminated in the CPU, and the release signal can be discriminated only when a voltage amount supplied to the main switch is equal to or higher than a voltage amount that the CPU can recognize that the main switch is in a ON-state. | 09-11-2008 |
| 20080218122 | BATTERY CHARGING METHOD FOR AN ELECTRIC GOLF CAR - A charger and a vehicle body battery are connected together via a connector. The vehicle body includes a first CPU that determines if the vehicle body battery is being charged or not. The charger includes a second CPU that transmits a charging signal to indicate that the vehicle body is being charged. The connector connects the first CPU and the second CPU. The battery is charged by the charger. The charging signal has a periodicity with a combination of ON signals and OFF signals. The first CPU disables travel of the vehicle body only while the periodicity of the charging signal is continued. | 09-11-2008 |
