Advance

SAKAI Hideki

    Department of Robotics　Associate Professor
Last Updated :2024/04/19

Researcher Information

URL

Research funding number

  • 80634138

J-Global ID

Research Interests

  • 鉄道   最適化   車両運動   車両工学   感性品質設計   運動制御   車両運動制御   二輪車   制御工学   vehicle dynamics   運動学   機械力学   運動力学   安全   操縦安定性   運転   自動車   

Research Areas

  • Manufacturing technology (mechanical, electrical/electronic, chemical engineering) / Machine elements and tribology
  • Manufacturing technology (mechanical, electrical/electronic, chemical engineering) / Design engineering
  • Social infrastructure (civil Engineering, architecture, disaster prevention) / Civil engineering (planning and transportation)
  • Informatics / Mechanics and mechatronics
  • Informatics / Robotics and intelligent systems
  • Informatics / Mechanics and mechatronics

Academic & Professional Experience

  • 2012/04 - Today  Kindai UniversityFaculty of Engineering
  • 2022/04 - 2024/03  Tokyo High CourtIntellectual Property High Court専門委員
  • 1984/04 - 2012/03  トヨタ自動車(株)
  • 1999/09 - 1999/09  博士（工学）複素コーナリングパワーによる自動車の操縦安定性に関する考察横浜国立大学

Association Memberships

  • The International Association for Vehicle System Dynamics   日本鉄道車両機械技術協会   SOCIETY OF AUTOMOTIVE ENGINEERS OF JAPAN   THE JAPAN SOCIETY OF MECHANICAL ENGINEERS   

Published Papers

  • Hideki Sakai
    SAE Technical Papers SAE 2024-01 (2770) 2024/04 [Refereed]
     
    Handling plays a pivotal role in the performance and driving pleasure of large motorcycles, which are highly sought-after vehicles among enthusiasts. However, motorcycle manufacturers often face time constraints when it comes to handling development due to the considerable effort required to address self-excited vibrations such as weave and wobble. Therefore, it is crucial to minimize the time dedicated to weave and wobble prevention. Sharp's vehicle model provides an effective description of these self-excited vibrations, while Cossalter's textbook includes a bar chart illustrating the sensitivity of design variables to wobble and weave. Despite the valuable insights offered by the sensitivity analysis, countering self-excited vibrations remains challenging, making the applicability of the bar chart limited to local scenarios. To overcome this limitation, this study proposes a novel visual representation method that presents the region of self-excited vibration generation in the two-dimensional plane of design variables and vehicle speed, as an alternative to the conventional bar chart. Furthermore, each design variable is analyzed individually to identify the primary contributors to the vibrations. The comparison of these variable planes highlights an exceptionally narrow range of adjustability for the caster angle. Additionally, the caster trail, vehicle dimensions, and front wheel relaxation distance were found to exert significant influences on self-excited vibrations. To validate these findings, design variables were adjusted based on the caster angle diagram, resulting in the absence of weaving and wobbling at high speeds. These results demonstrate the potential to effectively mitigate weaving and wobbling at higher speeds by incorporating the caster angle diagram into the design process. By doing so, motorcycle manufacturers can reduce the time required for addressing these vibrations while ensuring an enhanced riding experience for enthusiasts.
  • Hideki SAKAI
    Transactions of the JSME (in Japanese) Japan Society of Mechanical Engineers 88 (915) 2022/11 [Refereed]
  • Hideki SAKAI
    Transactions of the JSME (in Japanese) Japan Society of Mechanical Engineers 87 (2) 1 - 14 2021/10 [Refereed]
  • Hideki Sakai
    Advances in Dynamics of Vehicles on Roads and Tracks Springer International Publishing 1360 - 1367 2195-4356 2021/03
  • Hideki SAKAI
    Transactions of the JSME (in Japanese) Japan Society of Mechanical Engineers 86 (890) 20 - pre03 2020/10
  • 酒井 英樹
    自動車技術会論文集 自動車技術会 50 (11) 1561 - 1568 2019/11 [Refereed]
  • 酒井 英樹
    自動車技術会論文集 自動車技術会 50 (6) 1554 - 1560 2019/11 [Refereed]
  • Hideki SAKAI
    日本機械学会論文集 84 (866) 2018/10 [Refereed]
     
    This paper starts with describing a method of deriving the resonance mode of a pendulum utilizing its equation of motion. This resonance mode is that the equilibrium position of the pendulum locates the vertical plane including its fixed point and the mass accelerates in proportion to the distance from the equilibrium position to its mass. Further, the equation of motion of vehicles was converted to a form conforming to the equation of motion of the pendulum. As a result, it was found that the equilibrium position of yaw resonance is the extension line of the vehicle speed vector at the front wheel position. Moreover, it turned out that its rear wheel accelerates toward this extension line in proportion to the distance from this extension line to the rear wheel is the yaw resonance mode under a special condition. Finally, the step steering response was considered. At the moment of steering input, the mode of the yaw lead time constant appears, and then the yaw resonance mode becomes apparent. Hence, the yaw resonance is revealed in the latter half of the transient response. Therefore, it is considered that the yaw natural frequency is suitable as a metric of the latter half behavior of the transient response.
  • Hideki SAKAI
    The Dynamics of Vehicles on Roads and Tracks 2 999 - 1004 2018 
    One of the ways to further improve the expressness of railways is to increase the maximum operating speed. However, as speed increases, meandering behavior is more likely to occur. One of the modes of meandering behavior is wheelset meandering. The characteristic equation that expresses the meandering behavior of the wheelset is a quartic equation of the differential operator even in the model with the least degree of freedom. A way to put this equation into perspective is to use the natural frequency of the geometric snake behavior, which is formulated by ignoring dynamic effects. Therefore, this paper formulates the damping and natural frequency of snake behavior when dynamic effects are taken into consideration, with the aim of making it easier to see the big picture. Next, by examining this formula, we consider the conditions under which snake behavior is less likely to occur.
  • Hideki SAKAI
    The Dynamics of Vehicles on Roads and Tracks 1 335 - 340 2018 
    The roll motion of the vehicle has an effect on the yaw natural frequency. Because the yaw natural frequency formula considering this effect is the solution to a quartic equation, the expression of the formula is thought to be complex and incomprehensible. Accordingly, a seemingly comprehensible approximate formula was suggested in the former paper. In this approximation process, it was assumed that the cornering forces of the front and rear wheels are generated simultaneously. On the other hand, a later report have indicated that the yaw resonance when the vehicle drives at a certain speed has a cornering forces phase difference of 90 degrees between the front and rear wheels. Therefore this paper formulates the yaw natural frequency and yaw damping ratio assuming the phase difference to be 90 degrees. As results of that, qualitatively, the design variables that dominate the characteristic equation are appropriately included in the yaw natural frequency and yaw damping ratio formulas, and quantitatively, the approximation error is reduced. Consequently, these formulas are believed to be more appropriate than the previously proposed formulas. These formulas indicate that, when the load distribution ratio of the front wheels becomes larger, the yaw natural frequency decreases and the yaw damping ratio increases. In addition, this paper also indicates the scope of these approximate formulas quantitatively.
  • Hideki SAKAI
    The Dynamics of Vehicles on Roads and Tracks 1 185 - 192 2018 
    It is believed that immediately after steering, drivers perceive a 2-stage motion of the ve-hicle consisting of "firstly yaw occurs and then after rear cornering force generates." Thus this study considered 2 variables that can describe the 2-stage motion. As a result of that, it shows that the yaw angular velocity occurs first, and the rear wheel cornering force occurs second. Moreover, I show that the first yaw motion is a rotational mode around the rear wheels. Finally, I point out that this is the mode of zero of yaw lead time constant and the length of time that this rotational mode continues is dominated by the time constant.
  • 酒井 英樹
    日本機械学会論文集 83 (854) 2017/10 [Refereed]
  • Hideki SAKAI
    Transactions of the JSME (in Japanese) The Japan Society of Mechanical Engineers 83 (854) 17 - 00043-17-00043 2017/10 [Refereed]
     
    Sport riding performance on racing circuits and other locations is seen as an important element in the marketability of motorcycles. In sport riding, some riders start a turn while braking or start acceleration (driving) while turning. Furthermore, the braking aspect of sport riding performance is also critical to accident avoidance performance since it is similar to that of the braking during cornering performance. Consequently, in this paper a fundamental study was carried out to determine methods for improving the cornering limit performance during driving and braking. In the case of four-wheeled vehicles, the G-G diagram is used as a method to indicate the cornering limit performance. In the G-G diagram the longitudinal driving and lateral driving of the vehicle are set as the two axes. Therefore, the first part of this paper proposes a G-G diagram for motorcycles theoretically. In the latter part of this paper, this paper discusses the braking force distribution ratio of front wheel that would maximize the maximum lateral driving, the influence of the normal load distribution ratio of front wheel on the limit cornering property and the influence of the height of the center of gravity on it. From these result, this paper proposes methods for improving the cornering limit performance while braking.
  • Hideki SAKAI
    Transactions of the JSME (in Japanese) 近畿大学次世代基盤技術研究所 82 (843) 1 - 17 2185-8802 2016/11 [Refereed]
     
    The roll motion of the vehicle has an effect on the yaw natural frequency. Because the yaw natural frequency formula considering this effect is the solution to a quartic equation, the expression of the formula is thought to be complex and incomprehensible. Accordingly, a seemingly comprehensible approximate formula was suggested in the former paper. In this approximation process, it was assumed that the cornering forces of the front and rear wheels are generated simultaneously. On the other hand, a later report have indicated that the yaw resonance when the vehicle drives at a certain speed has a cornering forces phase difference of 90 degrees between the front and rear wheels. Therefore this paper formulates the yaw natural frequency and yaw damping ratio assuming the phase difference to be 90 degrees. As results of that, qualitatively, the design variables that dominate the characteristic equation are appropriately included in the yaw natural frequency and yaw damping ratio formulas, and quantitatively, the approximation error is reduced. Consequently, these formulas are believed to be more appropriate than the previously proposed formulas. These formulas indicate that, when the load distribution ratio of the front wheels becomes larger, the yaw natural frequency decreases and the yaw damping ratio increases. In addition, this paper also indicates the scope of these approximate formulas quantitatively.
  • Hideki SAKAI
    近畿大学次世代基盤技術研究所報告 近畿大学次世代基盤技術研究所 7 73 - 76 2185-8802 2016/07 
    In order to obtain insight about weave phenomenon of wheel set of rail vehicle, this paper starts with formulating its natural frequencies and damping ratios. Interpreting these formulas, this paper points out that larger ratio of creep coefficient normalized by wheel set mass reduces the weave at lower speed than a given speed and the smaller ratio does it at higher speed.Ⅲ.論文集
  • Hideki SAKAI
    日本機械学会論文集 82 (839) 2016/07 [Refereed]
     
    The G-G diagram is one way of expressing the cornering limit during braking or driving. When limit driving data is plotted on a graph with the 2 axes representing longitudinal acceleration and lateral acceleration, the shape of the graph indicates the cornering limit. Although the theoretical outline with a one-wheel model is a circle, the shape on the braking side of a G-G diagram which uses actual measured data is similar to a pentagon. As a result, the basic shape of the diagram is unknown. Therefore this paper proposes a graphical method which uses a two-wheel model to explicitly describe the mechanism that determines the G-G diagram shape. This graphical method is as follows. First, the provisional cornering limit line for the front wheel is plotted in the G-G diagram, ignoring the rear wheel cornering limit. Second, the provisional rear wheel cornering limit is plotted in the G-G diagram, ignoring the front wheel cornering limit. Third, the lower of the two cornering limit lines becomes the shape of the G-G diagram. The reason that the braking-side shape of actual measured data looks like a pentagon is due to the fact that these lines cross each other at two points. Furthermore, this paper describes the vehicle behavior when the diagram shape is the front wheel cornering limit line as “plow”, and the behavior when the shape is the rear wheel line as “spin”. Finally, this paper explains that the cornering limit increases in the order of rear-engine rear-wheel drive (RR), front-engine rear-wheel drive (FR), and front-engine front-wheel drive (FF) vehicles due to the effects of the engine position and position of the drive wheels.
  • 酒井 英樹
    機械の研究 養賢堂 68 (5) 380 - 390 0368-5713 2016/05
  • H. Sakai
    DYNAMICS OF VEHICLES ON ROADS AND TRACKS CRC PRESS-TAYLOR & FRANCIS GROUP 585 - 594 2016 
    This paper first analyzes the influence of pitching motion caused by rolling motion based on the driver's feeling in actual vehicle testing. It was concluded that pitching motion enhances the cornering feeling of the driver, and this result was then utilized to develop a control law for an automotive semi-active suspension that synchronizes the rolling angle with the pitching angle. The law was further applied to an automotive damping force control system. Finally, this research validated that the control law enhances the cornering feeling of the driver through tests of actual vehicles installed with the system.
  • H. Sakai
    DYNAMICS OF VEHICLES ON ROADS AND TRACKS CRC PRESS-TAYLOR & FRANCIS GROUP 789 - 798 2016 
    When drivers are drowsy, sleeping, or the like, steering maneuvers stop momentarily. Focusing on this phenomenon, this paper describes a system to detect this momentary reduction in driving ability. First, the proposed system identifies some regular driver model parameters. Utilizing this model, the system estimates the driver-vehicle system behavior. As soon as a difference between the estimated and actual behavior is detected, the system judges that driving ability has decreased. This system was then verified empirically.
  • 酒井英樹; 宮田繁春; 竹原伸
    自動車技術会論文集 自動車技術会 46 (4) 769 - 774 0287-8321 2015/07 [Refereed]
  • 酒井 英樹
    自動車技術会論文集 自動車技術会 46 (2) 385 - 391 0287-8321 2015/03 [Refereed]
  • 酒井 英樹
    日本機械学会論文集（C編） 近畿大学次世代基盤技術研究所 6 14-00663 - 162 2185-8802 2015 [Refereed]
     
    [Abstract]For characterizing vehicle dynamic behavior, the natural frequency and the damping ratio under position control, that is the control using steering angle as driver's input, have been developed as representative indices. However, a driver believes that he/she is controlling the vehicle maneuvers not only by steering angular input but also by steering torque input, that is, force control. Thus, in order to improve vehicle dynamic behavior further, it would be essential to carry out an analysis of the effect of force control on the natural frequencies and the damping ratios. However unlike position control, those indices under force control have been formulized only for neutral steer vehicles with a specific condition. The reason for this is that the characteristic equation of the system under force control consists of a combination of the steering system and the vehicle system, which turns into a biquadratic equation about Laplace operator s. To solve this equation, this paper formulized those indices by an approximation using general vehicle specifications, with final confirmation that the approximation errors do not exceed 5%. Finally, an example of an improvement in the vehicle dynamic behavior was demonstrated by comparing the results of original settings and those of assumed settings. Based on this result, it is shown that the vehicle dynamic behavior could be identified by force control indices as well as position control indices.Ⅲ.論文集[再録元]日本機械学会論文集81巻824号(2015), No.14-00663
  • Hideki SAKAI
    日本機械学会論文集（C編） 近畿大学次世代基盤技術研究所 81 (823) 14 - 137 2185-8802 2015 [Refereed]
     
    The primary method of improving steering dynamic response performance is expected to involve position control. However
    the driver uses not only the position of the steering wheel but also torque for control. It has been pointed out that particularly
    in regions that are close to straight-line driving, torque is the primary means of steering control. Therefore in order to achieve
    better high-quality dynamic response, it will be necessary to set higher natural frequencies and damping ratios for force
    control. A universal method for achieving this can be achieved by examining the symbolic expressions for these factors.
    Force control natural frequencies and damping ratios have been formularized for stable vehicles at all driving speeds.
    However these formulas cannot be used for vehicles which have unstable regions, and in fact there are vehicles which have
    such unstable regions. This paper examines a method of setting higher natural frequencies and damping ratios in order to
    improve the quality of dynamic response characteristics for vehicles that have unstable regions. I first envision a vehicle with
    neutral steering and steering system damping of 0, and confirm that the characteristic formula is a fourth-order equation for
    the Laplacian operator s. Next I show that when s is converted to a certain variable, the characteristic formula is written as a
    biquadratic equation for that variable. By solving this biquadratic equation, the damped natural frequencies and damping
    ratios are formularized. By considering these formulas, I show that increasing the cornering coefficient is a method that can
    simultaneously increase the damped natural frequency and damping ratio. I also show that this method can be applied to
    under-steer vehicles and vehicles which have steering system damping, and finally demonstrate the utility of this method with
    a time history response in transitional steering.
  • 田端 道彦; 角田 勝; 竹原 伸; 田中 一基; 前田 節雄; 酒井 英樹; 樹野 淳也
    近畿大学次世代基盤技術研究所報告 = Kinki University Research Institute of Fundamental Technology for Next Generation 近畿大学次世代基盤技術研究所 5 15 - 19 2185-8802 2014/06
  • 酒井 英樹
    自動車技術会論文集 自動車技術会 44 (6) 1013 - 1020 2013/11 [Refereed]
  • 宮田 繁春; 竹原 伸; 酒井 英樹
    International Journal of material and Mechanical Engineering 2 (4) 65 - 73 2013/09 [Refereed]
     
    KL変換に基づいた道路標識の制限速度を認識する方法論を論じている。
  • 酒井 英樹
    自動車技術会論文集 自動車技術会 44 (3) 843 - 849 0287-8321 2013/05 [Refereed]
     
    ドライバはステアリングホイールを操作する際，角度とトルクを用いているが，従来の運動性理論はもっぱら角度入力を対象としていた．そこで著者は，トルク入力時の安定性理論を構築した．
    その結果，あらゆる車速において安定な車両は，安定性ではなく応答性の観点から設計すべきとの結論を得た．
    しかしフォースコントロールにおいては，その特性方程式は４次式になるため，応答パラメータの定式化は困難である．そこで，応答パラメータを設計する際の参考とするために，フォースコントロールにおける２根のふるまいを数値的に解析することにより，「フォースコントロールにおける２根の実部の和はポジションコントロールにおける実部と等しい」など，六つの普遍的性質を見出した．
  • SAKAI Hideki
    自動車技術 自動車技術会 67 (4) 27 - 32 0385-7298 2013/04 
    操縦安定性は様々な項目群によって構成されるので，効率の良いタイヤ開発のためには，操縦安定性の全項目を網羅的に把握する必要がある．そこで全項目の代用特性値を理論的に定式化し，それを高度にバランスさせるためのタイヤ特性の設定法を考察した．
  • Hideki Sakai
    Nihon Kikai Gakkai Ronbunshu, C Hen/Transactions of the Japan Society of Mechanical Engineers, Part C Japan Society of Mechanical Engineers 79 (807) 4298 - 4310 0387-5024 2013 [Refereed]
     
    Falling asleep at the wheel often results in crashes. Though how each driver finally reacts varies by driver, it is frequently found that his/her initial dozing off is short and his/her steering is interrupted during this period. Based on this observation, we looked for a way to detect such reduced ability to keep the car continuously in lane. This paper first addresses a method to determine a driver's lane-keeping operation as a numerical formula which represents his/her usual steering maneuver which can be applied as an on-line processing. This paper next shows a method to estimate the expected vehicle's lateral deviation from the center of a lane while the driver is operating the vehicle in a wakeful state. This paper further shows a method for judging whether or not a driver is operating within his wakeful state, by comparing the driver's expected vehicle lateral deviation to his/her actual lateral deviation. This paper finally verifies the usefulness of this approach using a driving simulator. © 2013 The Japan Society of Mechanical Engineers.
  • 酒井 英樹
    日本機械学会論文集C1編 No.2012-JCR-0885 79 (802) 456 - 467 2013 [Refereed]
     
    This paper discusses lead time constant of yaw angular velocity based on equations of motion of automobiles in
    planar motion. However, the equations of motion are too complex to be interpreted because the steering angle input
    generates two variables, lateral and yaw angular accelerations simultaneously. Under reasonable assumption, I derive an
    equivalent transformation models that generates only one acceleration value from the equations of motion. To generate
    only one variable against steering input, rigid body of an automobile is replaced by two particles located at the front and
    rear axles. The equations of motion of the equivalent transformation models imply a mechanism of automobiles
    transient behavior as follows. Steering angle input causes a yaw angular acceleration around the rear axle. This
    acceleration changes into a yaw angular velocity by time integration. The yaw angular velocity causes an attitude
    angular velocity of the rear axle. The velocity changes into an attitude angle at the rear axle by time integration. This
    attitude angle generates a yaw angular acceleration as restoring yaw moment. In this equivalent transformation models,
    lead time constant of the yaw angular velocity implies time difference between the yaw angular velocity and attitude
    angle at the rear axle. Therefore the lead time constant is suitable for criteria of behavior of the automobile at the rear
    axle. Furthermore the equations of motion will introduce a control law to improve automobile dynamic behaviors.
  • 酒井 英樹
    自動車技術会論文集 自動車技術会 44 (2) 441 - 448 0287-8321 2013 [Refereed]
     
    ドライバは操舵する際，力と角度の二つを用いているが，従来の操縦安定性理論はもっぱら角度入力を対象としていたため，力入力における安定の性能設計は行われてこなかった．そこで力入力における安定性を理論的に解析し，安定性を支配するパラメータの組合せを導出し，それを安定性指標とすることで，力入力における安定性理論を構築した．
  • 酒井 英樹; 山本 泰
    自動車技術会論文集 自動車技術会 43 (3) 709 - 716 0287-8321 2012/05 [Refereed]
  • Shigeharu Miyata; Shin Takehara; Hideki Sakai; Takahiro Ishikawa
    2012 12TH INTERNATIONAL CONFERENCE ON CONTROL, AUTOMATION, ROBOTICS & VISION (ICARCV) IEEE 377 - 382 2474-2953 2012 [Refereed]
     
    This study explains that a method utilizing the eigen spaces obtained by the KL transform for automatic recognition by camera of the speed on a speed limit sign has the following advantages: it is robust in response to changes in intensity patterns caused by the direction the sign is facing and by the amount of light striking the sign, and it is able to reduce the recognition processing time by reducing the number of feature vector dimensions during analysis. The method for recognition of traffic signs previously proposed by the authors of this study was a method for recognition based on extracting geometric shapes from the sign and recognizing them based on their aspect ratios. As such, this method was not able to identify the numbers on a speed limit sign, all of which have identical aspect ratios. It will be shown that the method in this study is able to recognize nearly all speed limits indicated on traffic signs within several 100s of ms after image acquisition. This method was applied to still images and its effectiveness was verified from the perspective of the following requirements for providing accurate information concerning the vehicle surroundings to the driver: high processing speed, high recognition accuracy, detection of all detectable objects without omission, and robustness in response to changes in the surrounding environment and to geometric changes in the sign image as the vehicle approaches it.
  • 酒井 英樹; 阿賀 正巳; 北岡 広宣; 倉橋; 哲郎; 町田 貴史; 田島 淳
    Transactions of the Society of Automotive Engineers of Japan 自動車技術会 42 (4) 985 - 992 0287-8321 2011/07 [Refereed]
  • The Development of The Tire Side Force Model Considering The Dependence of Surface Temperature of Tire
    水野 雅彦; 酒井 英樹; 大山 鋼造; 磯村
    Vehicle System Dynamics 41 (Suppl) 361 - 370 2008/04 [Refereed]
  • Enhancement of Vehicle Dynamic Behavior Based on Visual and Motion Sensitivity
    山本 泰; 酒井 英樹; 大木 幹志; 福井 勝彦; 安田; 栄一; 菅原; 朋子; 小野 栄一
    自動車技術会論文集 38 (2) 13 - 18 2007/03 [Refereed]
  • KODAIRA T.
    SAE World Congress, 2007 2007/03 




    Vehicle body movements that occur during cornering have a strong influence on the evaluation of ride and handling. As a first step, we analyze subjective comments from trained drivers and find that the sense of vision played a major part in cornering feel. As a result of quantitative evaluations, we hypothesize that smaller time lag between roll angle and pitch angle made cornering feel better. We perform a human sensitivity evaluation, which confirmed this hypothesis. Given this result, we derive analytical equations for the roll center kinematics and the damping characteristics, in order to find a theoretical condition for the time lag of 0sec (giving a good cornering feel). We verify this by experiment.
  • SAKAI H.
    Toyota Technical Review 55 (1) 20 - 25 2006/04
  • MIZUNO M; SAKAI H; OYAMA K; ISOMURA Y
    Vehicle System Dynamics 71 (711) 3208 - 3215 0387-5024 2005/11 [Refereed]
  • T Takahashi; M Hada; K Oyama; H Sakai
    VEHICLE SYSTEM DYNAMICS SWETS ZEITLINGER PUBLISHERS 42 (1-2) 109 - 118 0042-3114 2004/07 [Refereed]
     
    A newly developed tire model for the Overturning Moment (OTM) characteristics and the analysis of the influence of OTM on vehicle rollover behavior are presented. The new OTM model was developed based on the so-called Magic Formula tire model. The concept of the new model involves identifying the difference between the simple model and the measurements to the newly defined functions. It was seen that the new model agrees very well with the measured data over a wide range of tire vertical loads, slip angles and camber angles. The influence of tire OTM on the vehicle rollover behavior was also investigated by using a full vehicle simulation in which a rather large steering angle was input. The results obtained from the vehicle simulation with three different tire models (model without OTM, simple model and new model) were compared with the experimental results. It was found that the calculated result obtained with the new OTM model agreed best with the experiment.
  • Hiroyuki Shimatani; Satoshi Murata; Kei Watanabe; Takayuki Kaneko; Hideki Sakai
    SAE Technical Papers 108 18 - 22 1999 [Refereed]
     
    Attaining optimum balance between longitudinal compliance and sideforce compliance steer in a torsion beam suspension system is a challenging task. We developed a suspension in which the longitudinal compliance is almost doubled and the side force compliance steer amount is improved by using the link effect of toe control links. This suspension system has been developed to realize excellent controllability, stability, riding comfort, and road noise performance. Copyright © 1999 Society of Automotive Engineers, Inc.
  • 北浜謙一; 酒井英樹
    日本機械学会論文集C編 65 (633) 194 - 1960 1999 [Refereed]
  • 酒井英樹; 佐藤幸治
    日本機械学会論文集C編 65 (633) 1960 - 1965 1999 [Refereed]
  • 動的操舵による横滑り特性の理論的研究―力=モーメント法の周波数領域への拡張―
    酒井英樹
    自動車技術会論文集 29 (2) 133 - 138 1998/03 [Refereed]
  • SAKAI Hideki; KITAHAMA Ken'ichi; SATOH Yukiharu
    Transactions of the Society of Automotive Engineers of Japan 自動車技術会 29 (1) 129 - 134 0287-8321 1998/01 [Refereed]
  • Hideki Sakai
    SAE Technical Papers 106 504 - 524 1997 [Refereed]
     
    This paper examines the steering inputs that cause rear-wheel skid. First, we compare the front and rear side force at maximum lateral acceleration and thus distinguish rear-wheel skid from front-wheel skid. Next, we examine the affect of forward velocity on rear-wheel skid, and show that rear-wheel skid cannot occur below a given forward velocity. We use this velocity as an index of rear-wheel skid tendency and formulate it. This formula shows that the difference between front and rear axle trajectories strongly affects rear-wheel skid. Copyright © 1997 Society of Automotive Engineers, Inc.
  • 酒井英樹; 佐藤幸治
    日本機械学会論文集C編 63 (608) 1179 - 1183 1997 [Refereed]
  • 高速走行時の車両安定性に与える空気力学特性の解析－空力中心が走行中のロールレイトに与える影響
    前田和宏; 酒井英樹
    自動車技術会論文集 26 (3) 86 - 90 1995/05 [Refereed]
  • リヤサスペンション特性と車両運動性能の解析－第2報 : ロールセンタ高が操舵応答に及ぼす影響
    酒井英樹; 佐藤幸治
    自動車技術会論文集 26 (3) 80 - 85 1995/05 [Refereed]
  • リヤサスペンション特性と車両運動性能の解析－第1報 : 複素Cpの提案とロールステアの解析
    酒井英樹; 佐藤幸治
    自動車技術会論文集 26 (2) 51 - 54 1995/03 [Refereed]

Books etc

  • Newton
    酒井英樹 (Supervisor進化をとめないF1カー)ニュートンプレス社 2023/02
  • 世界のハイパーカー
    (SupervisorNewton (ニュートン) 2022年 09月号 p.100-111)ニュートンプレス 2022/07
  • Hideki Sakai (Single work)森北出版 2021/03 9784627676312 170 
    その制御系，もっと手際よく，素性よく作れます！ PIDとFFを使いこなす最短・最善の設計術！ 「制御工学は一通り学んだけど，自分で設計するのは難しい…」 「PIDしか使っていないけど，それ以外も検討したほうがよいのだろうか？」 「上司や先輩はどういう考えで設計しているのだろう？」 このような悩みを抱えていませんか？ 目的に合った制御系をあっという間に設計する，「達人」とよばれるような技術者たち。 彼らは，制御の目的やセンサの種類に着目して，PID制御とFF（フィードフォワード）制御を使い分け・組み合わせているのです。 誰もが達人になれるように，本書では，達人の設計術を体系化し，11ステップのマニュアルにまとめました。自分の設計に自信がもてない方や，望んだ性能にならずに困っている方に向けて，設計の詳細な手順や，制御系の動作を直感的にイメージする方法を解説しています。
  • Automotive vehicle dynamics
    Hideki SAKAI (Single work)森北出版 2015/12 9784627691117 216 
    「気持ちよく曲がる」車両の開発に必要な理論と技術を，操縦安定性の基礎から丁寧に解説しています．

Conference Activities & Talks

  • ウィーブ・ウォブルの対策の鍵はキャスタ角  [Not invited]
    酒井英樹
    自動車技術会秋季学術講演会  2023/10
  • Effect of Differences in Vertical Load Dependence of Cornering Stiffness on Pitching with Cornering  [Not invited]
    自動車技術会2023年春季学術講演会  2023/05
  • 平成の名交通機械  [Invited]
    酒井英樹; 関根康史; 須田義大; 小木曽望; 平田宏一; 植田和昌
    第 31 回 交通・物流部門大会  2022/12
  • 操舵方式がロールモードに及ぼす影響  [Not invited]
    谷崎 広太
    第 31 回 交通・物流部門大会  2022/11
  • 山川淳也; 芝端康二; 酒井英樹; 宮田圭介; 綱島 均
    自動車技術会No.15-21シンポジウム「ゼロエミッションに向けたOEM視点でのEV、FCV化の実現と将来展望」  2021/12
  • 二輪車の安定性の設計についての考察
    酒井英樹
    第 30 回 交通・物流部門大会 (TRANSLOG2021)  2021/12
  • 第 30 回 交通・物流部門大会 (TRANSLOG2021)  2021/12
  • 運動性能  [Invited]
    酒井英樹
    自動車工学基礎講座  2021/07  オンライン  自動車技術会
  • ヨー慣性モーメントが操舵初期の車両運動に及ぼす影響  [Not invited]
    酒井英樹
    自動車技術会2021 年春季大会学術講演会  2021/05  オンライン  自動車技術会
     
    20215040 pp.1-6
  • 酒井英樹
    第29回 交通・物流部門大会 (TRANSLOG2020)  2020/11  オンライン  日本機械学会交通・物流部門
  • 操縦性の気持よさを設計に反映するための主観評価項目の試乗動画に基づく考察  [Not invited]
    酒井英樹
    自動車技術会秋季学術講演会  2020/10
  • 酒井 英樹
    「運動性能の新知識」 ～開発現場からの運動力学～  2019/12
  • 酒井 英樹
    TRANSLOG2019  2019/11
  • 酒井 英樹
    2019/11
  • 酒井 英樹
    TRANSLOG2019  2019/11
  • 酒井 英樹
    TRANSLOG2019  2019/11
  • 酒井 英樹
    交通・物流のダイナミクスの俯瞰 ～共通点と相違点の理解～  2019/11
  • 酒井 英樹
    2019/10
  • 酒井 英樹
    2019/10
  • 酒井 英樹
    日本機械学会セミナー  2019/09
  • Hideki SAKAI
    11th International conference on railway bogies and running gears  2019/09
  • Hideki SAKAI
    IAVSD2019  2019/08
  • 酒井 英樹
    日本機械学会セミナー  2019/06
  • 酒井 英樹
    春季学術講演会  2019/05  パシフィコ横浜  自動車技術会
  • 自動車運動力学～気持ちよいハンドリングのしくみと設計～  [Invited]
    酒井 英樹
    日本機械学会セミナー  2019/03
  • 酒井 英樹
    第２回 技術交流会  2019/02  刈谷市産業振興センター ４階４０１会議室  自動車技術会中部支部
  • 酒井 英樹
    第7回JSAEナイトセミナー  2019/01
  • 自動車運動力学～気持ちよいハンドリングのしくみと設計～  [Invited]
    酒井 英樹
    日本機械学会セミナー  2018/12
  • Hideki SAKAI
    TRANSLOG2018  2018/12  東京大学生産技術研究所  日本機械学会
  • 酒井 英樹
    とことんわかる自動車のモデリングと制御2018 ～自動運転技術とその先の技術課題～  2018/11
  • 酒井 英樹
    交通・物流のダイナミクスの俯瞰 ～共通点と相違点の理解～  2018/11  近畿大学東京センター  日本機械学会 交通・物流部門
  • 9 Theoretical and Fundamental Consideration to Accord between Self-Steer Speed and Rolling in Maneuverability of Motorcycles  [Not invited]
    Hideki SAKAI
    SETC2018  2018/11
  • Hideki SAKAI
    SETC2018  2018/11  Dusseldolf  SAE
  • 酒井 英樹
    自動車技術会秋季学術講演会  2018/10  名古屋国際会議場
  • 酒井 英樹
    日本機械学会セミナー  2018/07
  • ロール運動が操舵過渡応答に及ぼす影響  [Not invited]
    酒井 英樹
    自動車技術会2018年春季大会  2018/05
  • 酒井 英樹
    日本機械学会セミナー  2017/12
  • 酒井 英樹
    2017/12
  • 酒井 英樹
    日本機械学会交通・物流部門大会  2017/12
  • 酒井 英樹
    とことんわかる自動車のモデリングと制御２０１７～自動運転技術の実現に向けて～  2017/11
  • Capsizeモードについての基礎的考察～車体の寝かし込み時のハンドルの切れ込み～  [Not invited]
    酒井 英樹
    自動車技術会秋季学術講演会  2017/10
  • Prediction of Yaw Natural Frequency Taking Roll Motion into Account  [Not invited]
    Hideki SAKAI
    IAVSD2017  2017/08
  • Fundamental and Theoretical Consideration for Reduction of Hunting of Wheel Set  [Not invited]
    Hideki SAKAI
    IAVSD2017  2017/08
  • Theoretical Consideration to a Mode in Planar Motion Against Transient Steering Input  [Not invited]
    Hideki SAKAI
    IAVSD2017  2017/08
  • 酒井 英樹
    日本機械学会セミナー「自動車運動力学」 ～気持ちよいハンドリングのしくみと設計～  2017/07  近畿大学東京センター  日本機械学会交通・物流部門
     
    酒井英樹著「自動車運動力学」 ～気持ちよいハンドリングのしくみと設計～を解説．
  • 限界性能向上のための 制御システムや ライディングテク ニック ～G-G線図による考察～  [Invited]
    酒井 英樹
    自動車技術会春季学術講演会フォーラム  2017/05
  • ロール運動が平面運動に及ぼす影響 前後輪のコーナリングフォースの関係  [Not invited]
    酒井 英樹
    自動車技術会春季学術講演会  2017/05
  • Limit of cornering of motorcycle  [Not invited]
    Hideki SAKAI
    TRANSLOG2016  2016/11 
    In the case of four-wheeled vehicles, as a method to indicate the cornering limit performance, the G-G diagram is used. In a G-G diagram the longitudinal acceleration and lateral acceleration of the vehicle are set as the two axes. A visible outline of the data when the vehicle is being driven at the limit is drawn on these axes to show the height of the cornering limit. Further, another type of G-G diagram that also indicates which of the front or rear wheels have reached their limit has been proposed. Since the height of the cornering limit, as well as which of the wheels has reached the limit at that time will all be discussed for the cornering limit performance of the motorcycle, it was determined that this G-G diagram should also be suitable for studying motorcycles. However, this G-G diagram cannot be applied to motorcycles as is. This is because the yaw moment balance conditions are different for motorcycles and four-wheeled vehicles. During the cornering of a four-wheeled vehicle, there are two yaw moments acting around the center of gravity of the vehicle due to the cornering force of the front wheels and the rear wheels. However, during the cornering of a motorcycle, there is another yaw moment that acts on the vehicle in addition to these two yaw moments. This third yaw moment is due to a braking and driving force. Therefore, in this paper, the three moments acting on the motorcycle will be converted into the two moments that act on a four-wheeled vehicle so that this G-G diagram can be applied to motorcycles. Further, the front wheel braking force distribution ratio that would produce the maximum height of the cornering limit was studied to propose a criterion assuming combined brake system (CBS) control during cornering.
  • A Consideration to Hunting of Wheel Set  [Not invited]
    Hideki SAKAI
    TRANSLOG2016  2016/11 
    In order to obtain insight about weave phenomenon of wheel set of rail vehicle, this paper starts with formulating its natural frequencies and damping ratios. Interpreting these formulas, this paper points out that larger ratio of creep coefficient normalized by wheel set mass reduces the weave at lower speed than a given speed and the smaller ratio does it at higher speed.
  • 酒井 英樹
    とことんわかる自動車のモデリングと制御2016  2016/11
  • フォースコントロールにおいて不安定領域を有する車両のフォースコントロール応答性の基本的考察  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2016/10
  • Optimal Ratio of Braking Forces Distribution for Improvement Limit Cornering Behavior during Braking  [Not invited]
    Hideki SAKAI
    Bicycle & Motorcycle Dynamics Symposium 2016  2016/09
  • 前後荷重配分比がスポーツ走行性能に及ぼす影響の基本的考察  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2016/05
  • タイヤ特性が操縦安定性に及ぼす影響～気持ちよいハンドリングの設計～  [Not invited]
    酒井 英樹
    自動車技術会シンポジウム  2016/03
  • A Theoretical Study on Fundamental of Vehicle Behavior under Force Control  [Not invited]
    Hideki SAKAI
    TSME-ICOM  2015/12
  • 操舵系の減衰比についての研究  [Not invited]
    酒井 英樹
    日本機械学会交通・物流部門大会  2015/12
  • 車線維持に伴う微小な蛇行についての考察  [Not invited]
    酒井 英樹
    日本機械学会交通・物流部門大会  2015/12
  • ロール運動がヨー共振周波数に及ぼす影響  [Not invited]
    酒井 英樹
    日本機械学会交通・物流部門大会  2015/12
  • 酒井 英樹
    日本機械学会，講習会とことんわかる自動車のモデリングと制御2015  2015/11
  • フォールコントロール下の固有振動数と減衰比の研究  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2015/10
  • 自動車の内部運動モデル  [Not invited]
    酒井 英樹
    日本機械学会年次大会  2015/09
  • System to Detect Decrease in Driver’s Lane-Keeping Ability within Several Seconds by Inverse Driver Model  [Not invited]
    Hideki SAKAI
    International Symposium of Vehicle System Dynamics 2015  2015/08
  • Damping Control to Enhance Transient Cornering Feeling using Kalman Filter  [Not invited]
    Hideki SAKAI
    International Symposium of Vehicle System Dynamics 2015  2015/08
  • 前輪ロールステアが操舵応答動特性に及ぼす影響  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2015/05
  • 前後加速度を伴うときの定常旋回限界特性の表示法  [Not invited]
    酒井 英樹
    日本機械学会交通・物流部門大会  2014/12
  • Design for Vehicle Stability under Force Control  [Not invited]
    Hideki SAKAI
    12th International Symposium on Advanced Vehicle Control  2014/11
  • 酒井 英樹
    日本機械学会，講習会とことんわかる自動車のモデリングと制御2014  2014/11
  • 舵の正確さについての一考察  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2014/10
  • Detection of Driver’s Short-Term Reducion of Lane-Keeping Ability within Several Seconds  [Not invited]
    Hideki SAKAI
    FISITA2014  2014/06
  • Design for Vehicle Dynamic Behaviour Under Force Control  [Not invited]
    Hideki SAKAI
    FISITA2014  2014/06
  • ロール固有振動数についての一考察  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2014/05
  • 操舵に対する平面2 自由度運動の発生メカニズムについての一考察  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2014/05
  • 酒井 英樹
    日本機械学会，講習会とことんわかる自動車のモデリングと制御2013  2013/11
  • 後輪横力零化DYC 制御  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  2013/10
  • A Consideration to Yaw Resonance Phenomenon  [Not invited]
    酒井 英樹
    自動車技術会春季学術講演会  2013/05  横浜  自動車技術会春季学術講演会
     
    平面２自由度運動と同じ形式の特性方程式を持つ１自由度減衰振動系は力学的解釈が容易である．そこで平面２自由度運動の解釈のために減衰振動系の運動方程式の特徴を取入れたモデルを考案した．これを用いて車両運動を解釈する．
  • Method for recognition of numbers on speed limit signs utilizing an eigen space method based on the KL transform  [Not invited]
    宮田 繁春; 竹原 伸; 酒井 英樹
    12th International conference on Control, Automation, Robotics and Vision(ICARCV 2012)  2012/12  Guangzhou, China  12th International conference on Control, Automation, Robotics and Vision(ICARCV 2012)
     
    KL変換に基づく部分空間法の考え方を適用して標識の速度表示を認識するための方法について論じた。
  • Recognition of numbers on speed limit signs utilizing an eigen space method based on the KL transform  [Not invited]
    宮田 繁春; 竹原 伸; 酒井 英樹
    第１１回情報科学技術フォーラム（FIT2012）  2012/09  東京  第１１回情報科学技術フォーラム（FIT2012）
     
    KL変換に基づく部分空間法の考え方を適用して、標識の速度表示を認識するための処理法について論じた。
  • Development of active safety system utilizing steady weaving (first repot)  [Not invited]
    酒井 英樹
    2012/05
  • Development of active safety system utilizing steady weaving (second repot)  [Not invited]
    酒井 英樹
    2012/05
  • Development of active safety system utilizing steady weaving (third repot)  [Not invited]
    酒井 英樹
    2012/05
  • The Development of Tire Lateral Force Model Considering the Dependence of Surface Temperature of Tire  [Not invited]
    水野 雅彦; 酒井 英樹; 大山 鋼造; 磯村
    2012
  • Enhancement of vehicle dynamic behavior based on visul and motion sensitivity (First repot)  [Not invited]
    村岸 裕治; 酒井 英樹; 山本 泰; 勝山; 福井 勝彦; 朝賀; 泰男; 小野 英一
    2012
  • Damping control to enhance transient cornering feel  [Not invited]
    酒井 英樹; 穂積 仁; 山本; 泰; 佐野; 克幸; 富田 晃市
    2011/10
  • Consideration for vehicle transient behavior under forced control  [Not invited]
    酒井 英樹; 古平 貴大; 国弘
    2011/05
  • Traffic simulator for evaluating advanced driver assistance system  [Not invited]
    阿賀 正己; 酒井 英樹; 酒井 英樹; 北岡 広宣; 倉橋; 哲郎; 町田; 貴史; 田島 淳; 日達; 富士
    2010/01
  • Development of advanced safety system & traffic realtime estimation tool(ASSTREET) to assure computation trustworthiness(first report)  [Not invited]
    酒井 英樹; 阿賀 正巳; 上前; 北岡 広宣; 田島 淳; 日達; 富士
    2009/05
  • Development of advanced safety system & traffic realtime estimation tool(ASSTREET) to assure computation trustworthiness(second report)  [Not invited]
    田島 淳; 酒井 英樹; 坂本 憲彦; 倉橋 哲郎; 町田
    2009/05
  • Vehicle Transient Response Based on Human Sensitivity  [Not invited]
    大木 幹志; 酒井 英樹; 小野 英一; 井; 勝彦; 村岸 裕治
    AVEC '08 Proceedings  2008/08
  • Motion drive method for a high-fidelity driving simulator and motion sickness valuation  [Not invited]
    坂口 靖雄; 酒井 英樹; 名切 末晴; 米川 隆; 阿賀
    2008/05
  • Vehicle transient response based on human sensitivity  [Not invited]
    古平 貴大; 酒井 英樹; 大木 幹志; 勝山 悦生; 村岸 裕治; 井; 勝彦; 小野 英一
    2007/10
  • Improvement of Vehicle Dynamics Based on Human Sensitivity (Fist Report) - Development of Human Sensitivity Evaluation System  [Not invited]
    村岸 雄二; 酒井 英樹; 古平 貴大; 小野 栄一
    2007/03
  • Enhancement of Vehicle Dynamic Behavior Based on Visual and Motion Sensitivity (Third Repot) -A Study of Pitch-  [Not invited]
    古平 貴大; 酒井 英樹; 山本 泰; 村岸 裕治; 井; 勝彦; 小野 英一
    2006/09
  • Enhancement of vehicle dynamic behavior based on visual and motion sensitivity (third report)  [Not invited]
    古平 貴大; 酒井 英樹; 山本 泰; 村岸 裕治; 井; 勝彦; 小野 英一
    2006/09
  • Enhancement of Vehicle Dynamic Behavior Based on Visual and Motion Sensitivity (Second Report) - A Study of Roll Feeling ?  [Not invited]
    山本 泰; 酒井 英樹; 大木 幹志; 福井 勝彦; 安田; 栄一; 菅原; 朋子; 小野 栄一
    2006/08
  • Extension of Effective Cornering Stiffness by Complex Cornering Stiffness  [Not invited]
    酒井 英樹
    2006/06
  • Enhancement of Vehicle Dynamic Behavior on Visual and Motion Sensitivity (Second Report)  [Not invited]
    山本 泰; 酒井 英樹; 大木 幹志; 福井 勝彦; 安田; 栄一; 菅原; 朋子; 小野 英一
    2006/05
  • The Influence of Roll Characteristics on Vehicle Dynamic Behavior  [Not invited]
    酒井 英樹; 穂積 仁; 杉山
    2005/10
  • The analysis of the vehicle stability after releasing the accelerator in a turn  [Not invited]
    勝山 悦生; 酒井 英樹
    2004/10
  • 温度依存性を考慮したタイヤモデルの開発  [Not invited]
    水野雅彦; 酒井英樹; 大山鋼造; 磯村吉高
    自動車技術会学術講演会  2003/05
  • 正規化コーナリングパワーの測定法  [Not invited]
    北浜謙一; 酒井英樹
    自動車技術会学術講演会  1998/05
  • トーコントロールリンク付トーションビーム式リヤサスペンションの開発  [Not invited]
    酒井 英樹; 嶋谷浩行; 村田智史; 渡辺圭; 金子孝之; 酒井英樹
    自動車技術会学術講演会  1998/05
  • 動的な操舵を加えた場合の限界特性 - 第1報 : スラローム線図の提案  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  1995/10
  • リヤサスペンション特性と車両運動性能の解析 - 第3報:複素Cpと人間=自動車系の関係調査 –  [Not invited]
    酒井英樹; 佐藤幸治
    自動車技術会学術講演会  1994/05
  • リヤサスペンション特性と車両運動性能の解析 第2報：複素Cpによるリヤロールセンタ高の影響解析  [Not invited]
    酒井英樹; 佐藤幸治
    自動車技術会学術講演会  1993/10
  • シンポジウムAVEC'93「複素コーナリングパワーとその応用」  [Not invited]
    酒井 英樹
    AVEC93シンポジウム  1993/09
  • 高速走行時の車両安定性に与える空気力影響の解析 －ロール運動に与える空気ロール力・ヨー力の影響解析－  [Not invited]
    前田和宏; 酒井英樹
    自動車技術会学術講演会  1993/05
  • リヤサスペンション特性と車両運動性能の解析 第1報：複素Cpによるロールステアの解析  [Not invited]
    酒井 英樹
    自動車技術会学術講演会  1993/05
  • タイヤとサスペンションの動的影響を考慮した線形２自由度モデル  [Not invited]
    酒井英樹; 佐藤幸治
    日本機械学会交通・物流部門大会  1992/12

MISC

Industrial Property Rights

  • 特許第4483984号:ドライバ状態推定装置    2013
    山本泰, 酒井 英樹
  • 特許第5040134号:車両制御装置及び方法    2012/10
    村岸裕治, 福井勝彦, 小野栄一, 酒井 英樹
  • 特許第4980810号:経路探索装置、交通シミュレーション装置、歩行者挙動予測装置、    2012/04
    森博子, 北岡広宣, 倉橋哲郎, 酒井 英樹, 阿賀正己, 里見洋平
  • 特許第5074178号:運転者支援装置    2012
    町田貴史, 倉橋哲郎, 酒井 英樹, 阿賀正巳, 里見洋平
  • 特許第4390051号:Traction and brack force control system    2012
    酒井 英樹
  • 特開2011-178336:ドライバ覚醒装置  2011/09/15
    酒井 英樹
  • 特許第4780194号:Steering system for vehicle    2011/09
    酒井 英樹, 国弘 洋司, 大木, 幹志, 堀内, 健太郎, 勝山 悦生
  • 特開2011―60207:ドライバ状態判定装置及びプログラム  2011/03/24
    西智樹, 津田太司, 酒井英樹, 秋山知範
  • 特開2011-39735:生体状態推定装置  2011/02/24
    阿賀正己, 酒井英樹
  • 特許第4643490号:Suspension for vehicle    2010/12
    福井 勝彦, 酒井 英樹, 小野 英一, 山本 泰
  • 特許第4595814号:Steering system for vehicle    2010/10
    酒井 英樹
  • 特許第4577149号:steering system for vehicle    2010/09
    酒井 英樹
  • 特許第4544161号:steering system for vehicle    2010/07
    酒井 英樹
  • 特許第4527244号:Estimation system to road surface condition    2010/06
    天野 也寸志, 酒井 英樹, 小野 英一, 梅野, 孝治, 安井, 由行, 沢田 護
  • 特許第4487657号:Contorol system of traction and bracking force    2010/04
    酒井 英樹
  • 特許第4483984号:Estimation system to state of driver    2010/04
    酒井 英樹
  • 特開2009-169912:交通流シミュレーションシステム  2009/07/30
    倉橋 哲郎, 町田貴史, 森博子, 阿賀正己, 酒井英樹, 里見洋平
  • 特許第4345416号:Bracking force control system    2009/07
    酒井 英樹
  • 特許第4321285号:Estimation system to tire normal force    2009/07
    山本 泰, 酒井 英樹
  • 特開2009-122270:運転模擬試験装置、及びプログラム  2009/06/04
    坂口靖雄, 酒井英樹
  • 特許第4274077号:vehicle control system    2009/03
    酒井 英樹
  • 特許第4254695号:Control system for vehicle behavior    2009/02
    酒井 英樹
  • 特許第4251166号:Vehicle control system    2009/01
    酒井 英樹
  • 特許第4238707号:Traction control system for electric vehicle    2009/01
    遠藤 弘昭, 酒井 英樹
  • 酒井 英樹
  • 特許3147411:四辺形リンクストラットを有する車輪懸架装置    2001/01/12
    酒井 英樹
  • 特許3120632:車両の旋回状態判定方法及び旋回状態判定装置    2000/10/20
    酒井 英樹
  • 特許3102191:車両制御装置    2000/08/25
    酒井 英樹
  • 特許3092447:車両用サスペンション特性の決定方法    2000/07/28
    酒井 英樹
  • 特許3075065:車両の挙動制御装置    2000/06/09
    酒井 英樹
  • 特許3060863:車両の挙動推定装置    2000/04/28
    酒井 英樹
  • 特許2874447:車両の操舵制御装置    1999/01/14
    酒井 英樹

Awards & Honors

  • 2020/08 自動車技術会 出版功績感謝状
     
    受賞者: 酒井英樹
  • 2019/11 日本機械学会交通・物流部門 部門貢献賞
     
    受賞者: 酒井 英樹
  • 2018/08 自動車技術会 技術部門貢献賞
     
    受賞者: 酒井 英樹
  • 2018/05 自動車技術会 2017年秋季学術講演会優秀講演賞
     
    受賞者: 酒井 英樹
  • 2018/05 自動車技術会 JSAEフェローエンジニア
     
    受賞者: 酒井 英樹
  • 2017/12 日本機械学会 フェロー
     
    受賞者: 酒井 英樹
  • 2017/05 自動車技術会 フェロー(会員)
     
    受賞者: 酒井 英樹
  • 2015/03 日本機械学会交通・物流部門大会賞
     
    受賞者: 酒井 英樹
  • 1999/04 日本機械学会賞（論文)
  • 1996/05 自動車技術会 浅原賞学術奨励賞

Research Grants & Projects

  • 部分的な安定判別による二輪車の自励振動防止設計技術の研究
    Date (from‐to) : 2020/04 -2021/03
  • ドライバの感性領域における操舵過渡応答向上のための車両運動制御の研究
    スズキ財団：科学技術研究助成
    Date (from‐to) : 2017/04 -2018/03 
    Author : 酒井 英樹
  • コース追従にともなう蛇行を解消する車両運動制御システムの開発
    スズキ財団：科学技術研究助成
    Date (from‐to) : 2013/04 -2014/03 
    Author : 酒井 英樹

Media Coverage

  • 事故頻発！？突然現れる魔のカーブ
    Date : 2023/09/26
    Publisher, broadcasting station: 広島テレビ
    Program, newspaper magazine: テレビ派
  • こども園バス逆走事故
    Date : 2023/09/19
    Publisher, broadcasting station: 広島テレビ
    Program, newspaper magazine: テレビ派 2023年9月26日

Other link

researchmap


Copyright © MEDIA FUSION Co.,Ltd. All rights reserved.