51results about How to "Reduce torque variation" patented technology

A microprocessor-based controller is provided for generated heat in at various locations in an exhaust system of an engine by changing the heat generation technique utilized. In one case, some cylinder air-fuel ratios are modulated between stoichiometry and rich, while others are modulated between stoichiometry and lean. Another approach operates some cylinder lean, while others are modulated between a first rich, and a second, less rich, value. Further, compensation based on engine airflow is also provided. Finally, various methods are described for temperature control and for controlling modulation of air-fuel ratio.

An object of the present invention is to provide a controller for an electric four-wheel-drive vehicle, which is capable of minimizing torque changes and consuming excessive power even when the excessive power is generated by a generator. A motor control unit causes an AC motor to generate desired torque by controlling an inverter. When the power generated by the generator exceeds the power consumed by the inverter and AC motor to generate excessive power, a current command determination unit in the motor control unit consumes the excessive power by increasing a loss in the AC motor.

The present invention provides a control system for an internal combustion engine for detecting a torque variation based on a rotational speed of the engine and suppress the torque variation. The system includes a detector for detecting a rotational speed of the engine, a memory for storing a variation pattern of the rotational speed of the engine when a torque of the internal combustion engine is excessive and a controller for calculating a variation component of the rotational speed based on the detected rotational speed, The controller calculates the correlation between the variation component and the variation pattern that is read out from the memory and then determines a torque variation state of the engine based on the correlation.

A transmission control apparatus includes transmission lines disposed between a pair of transmission shafts and a hydraulic multiple disc transmission clutch disposed on one side of the transmission lines. Power from an engine is transmitted via one of the transmission lines to a traveling unit. Each of the transmission lines has a friction clutch. A first gear mechanism operated by a first actuator is disposed between one of the transmission shafts and the first transmission line. A second gear mechanism operated by a second actuator is disposed between one of the transmission shafts and the second transmission line. When the first transmission line is powered, a first system operates the second gear mechanism into a speed position; the first clutch to a non-transmitting state and the second clutch to a transmitting state, thereby providing a progressive shifting of the transmission clutch from a transmitting state to a semi-transmitting state.

A control apparatus of an engine having a compression ignition combustion mode and a spark ignition combustion mode selects the spark ignition combustion mode when operation conditions fall within a spark ignition operation area set in a spark ignition operation area/compression ignition operation area setting map memory part and selects the compression ignition combustion mode when the operation conditions fall within a switching stable area set in the memory part upon operation by the spark ignition combustion mode. The control apparatus controls to continue the compression ignition combustion mode as long as the operation conditions fall within a compression ignition operation area set in the memory part upon operation by the compression ignition combustion mode.

Exemplary embodiments of the present invention relate to a friction compensation logic of MDPS and a friction compensation method using the same. The friction compensation logic of MDPS in accordance with an embodiment of the present invention includes: a signal processor configured to extract only a signal having a limited range from column torque signals input from a column torque; a friction compensation sign calculator configured to determine a friction compensation sign by integrating the column torque signal extracted by the signal processor and calculating the friction compensation sign by limiting the integrated value to a set value; and a friction compensation torque calculator configured to calculate a friction compensation torque by reflecting a friction compensation amount to a value calculated by the friction compensation sign calculator.

In an electric power steering apparatus including a charge-discharge circuit 16 that selectively configures a first output mode in which only a main power supply including a battery 9 is used to supply an electric power to a motor 4 or a second output mode in which the main power supply and an auxiliary power supply 14 are used to supply the electric power to the motor 4, and a control circuit 6 that selects the output mode of the charge-discharge circuit 16 according to the electric power required for steering assist, the control circuit 6 selects the second output mode when the electric power required for steering assist in the first output mode becomes equal to or higher than an upward threshold value P1 or selects the first output mode when the electric power required for steering assist in the second output mode becomes equal to or lower than a downward threshold value P2 that is lower than the upward threshold value P1.

A permanent magnet type motor with a permanent magnet, capable of reducing vibration and noise without lowering the motor efficiency, which comprises a stator (1) having multi-phase stator windings, and a rotor (10) disposed inside the stator in opposed relation through air gaps, and having a stator core (12) and permanent magnets (14) installed in the stator core, wherein the permanent magnets (14) are so shaped that their section at right angles with the axis of rotation is convexed on both inner and outer diameter sides and that the focus of magnetism orientation in each magnet pole of the permanent magnet (14) is disposed outside the rotor (10).

A torque converter includes a lock-up device that directly connects a torque converter cover that rotates together with a pump impeller to a turbine runner connected to an output axis. The lock-up device includes a damper spring in a clutch piston that contacts with or moves away from the torque converter cover. In addition, an intermediate member is provided inside the damper spring. A center part of the damper spring is projected toward the inner side of the clutch piston in the radial direction by damper pressing portions and fixed to both ends of the damper spring and a connecting member and pushed onto the projecting part of the intermediate member.

A caliper housing including a piston bore and a bridge extending between the piston bore and a pair of caliper fingers interconnecting the caliper fingers and the piston bore. The caliper fingers of the caliper housing extend downwardly from the bridge to define a flat surface. A rotor having a disc shape defines a first side and a second side and disposed adjacent to the caliper fingers. An outer brake pad defining a first centroid is disposed adjacent to the first side of the rotor abutting the caliper fingers allowing the caliper fingers to urge the outer brake pad into engagement with the first side of the rotor. Each of the caliper fingers defines a pivot edge extending between the outer brake pad and the flat surface of the caliper fingers allowing the outer brake pad to pivot about the pivot edge.

A power transmission mechanism transmits torque of the input shaft to the output shaft, and includes gear mechanisms corresponding to each of gear stages respectively. A control device controls the power transmission mechanism to realize one of a first control mode, a second control mode and a third control mode selectively. In the first control mode, a first gear stage is selected and the power transmission mechanism transmits torque via only a first gear mechanism. In the second control mode, a second gear stage is selected and the power transmission mechanism transmits torque via only a second gear mechanism. In the third control mode, at gear-shift from the first gear stage to the second gear stage, the power transmission mechanism circulates torque having a prescribed amount to the input shaft from the output shaft via the first gear mechanism while transmitting torque of the input shaft to the output shaft.

The invention provides a rotation damper which can reduce the torque change which is caused by the correspondence of a sealing material to the change of the temperature and can be applied without poor conditions in cold areas. The structure of a rotation damper (D) comprises a shell (11), a silicon oil (21) which is filled into the shell (11), a rotor (31), a rotation shaft (32) with one part convex out of the shell (11), a rotor brake plate (35) which is continuously arranged at the lower end of the rotation shaft (32) and can be rotatablely arranged in the shell (11), and an O-shaped ring (41) which is arranged between the shell (11) and the rotation shaft (32) and can prevent the silicon oil (21) from being leaked out of the shell (11); wherein, the O-shaped ring (41) is formed by an ethylene-propylene-diene rubber which has non-expansibility to the silicon oil (21).