301 results about "Damping torque" patented technology

An electric power steering system is provided which is capable of providing a favorable steering feeling without using compensation logics such as of inertia compensation and friction compensation. The electric power steering system includes road-noise suppression control means (213) for controlling a steering assist motor (9) in a manner to damp torque transmission in a higher frequency region representing road noises than a frequency region representing road information. A friction value of a steering mechanism (A) is decreased enough to allow the intrinsic vibrations of the steering mechanism (A) to appear. Rotor inertia of the steering assist motor (9) is set to a value small enough to allow the frequencies of the intrinsic vibrations to be present in the frequency region where the torque transmission is damped by the road-noise suppression control means (213).

In an aspect, the invention relates to a decoupler that is positionable between a shaft (eg. for an alternator) and an endless power transmitting element (eg. a belt) on an engine. The decoupler includes a hub that mounts to the shaft, and a pulley that engages the endless power transmitting element, an isolation spring between the hub and the shaft. The decoupler provides at least a selected damping torque between the hub and the pulley.

The invention discloses an automobile steering-by-wire system and a control method of the automobile steering-by-wire system. The automobile steering-by-wire system can control the angle of a steering wheel accurately, and a location servo mode of a road sense motor is adopted for limiting the steering angel of the steering wheel instead of a common mechanical limiting mechanism. Double steering motors adopt a redundancy design, simultaneously receive same control instructions sent by a master controller and work in a location servo control mode to drive a steering gear, and therefore not only is reliability of the system ensured, but also the angle of the steering wheel can be controlled accurately. Three-phase alternating current asynchronous motors are adopted for the road sense motor, the first steering motor and the second steering motor, therefore, even if a winding short circuit fault happens, damping torque can not be generated, and safety and reliability of the system are improved. Road sense coefficients of road sense feedback torque can be adjusted according to needs, personalized configuration of road sense intensity is achieved, and driving comfort is improved.

A method for providing a lanekeeping assistance for a vehicle includes determining road lane characteristics such as a road lane curvature. A vehicle velocity and a vehicle position with respect to a road lane are also determined. A desired steering angle is determined as a function of at least the road lane characteristics. A lanekeeping torque acting on the steering system of the vehicle in order to keep the vehicle on a desired path is determined as a function of at least the desired steering angle. The lanekeeping torque is generated by modifying at least one mechanical steering torque such as a jacking torque, an aligning torque, an inertia torque and a damping torque.

The present invention provides an improved method and apparatus for regulating active damping in a hybrid vehicle powertrain. The method includes: monitoring the damping command sent to the active damping system; determining a mean reference point, which may be a filtered value of the damping torque command; determining if the unfiltered damping torque command value switches from one side to the other of the mean reference point; if a switch is detected, determining if the size of the switch exceeds a predetermined minimum; if it does, then increasing a total number of switches; determining if the total number of switches exceeds a switch threshold; if the total number of switches exceeds the switch threshold, determining if the current damping torque exceeds a damping torque threshold; and decreasing the damping torque if the total number of switches exceeds the switch threshold and the current damping torque exceeds the damping torque threshold.

A method and apparatus for damping torque output from a torque converter turbine to input to a transmission. The damper includes: (a) an input device for connection to an engine; (b) a first spring set having drive springs; (c) a second spring set having secondary springs; (d) a third spring set having parallel springs; (e) a floating apparatus; and (f) an output device. Springs of the first spring set are compressible in a forward direction toward the output device as a result of torque applied to the input device and compressible in a reverse direction toward the input device as a result of torque applied by the output device. The first and second spring sets are in series between the input device and output device during a first forward compression of the first spring set, and the series is in parallel with the third spring set between the input apparatus and output device during a second compression of the first spring set. The first spring set is in parallel with the third spring set between the input apparatus and output device without the second spring set during a third compression of the first spring set. The floating apparatus is between the input apparatus and the output device and between springs of said first and second spring sets during the first forward compression of the first spring set. The method includes the steps of: (a) operating a spring set one and a spring set two in series between torque input and torque output; (b) placing a spring set three in parallel with spring sets one and two allowing more torque per degree of wind-up than in step (a); and (c) removing spring set two from series with spring set one resulting more torque per degree of wind-up than in step (b).

A system for damping audible noise from a drive train. One embodiment is a system with an audible noise signal from a drive train wherein a damping circuit produces a damping torque that is a phase shifted and amplified version of the noise signal that is applied to the air-gap torque of a generator or motor coupled to the drive train and effectively reduces the audible noise.

The invention provides a propulsion system based on “thuniform” movement of a foil member to achieve desired directional movement of a vehicle such as an unmanned submarine type of vessel. A pair of foil members are mounted to the vehicle body for reciprocating oscillating movement towards and away from each other, creating forward movement due to the compression of a fluid medium between the foil members and the expulsion of the compressed fluid rearwardly of the foil members. Each foil member is mounted to a pivot shaft for limited rotational movement with respect to the vehicle body. Damping means are connected between each pivot shaft and its associated foil member so that during operation of the propulsion system damping torque will offset hydrodynamic loads imposed on the foil members by the fluid medium. The damping means will in turn control the pitch angle of the foil members during operation, meaning that a thrust is generated for rigid foil members when moving at zero forward speed. The propulsion system of the invention exhibits increased efficiency and thrust in comparison to other such propulsion systems. The foil members are mounted to the vehicle body in such a manner that the thrust vector thereof can be directed through a full 360 degrees relative to the vehicle, thereby achieving superb maneuverability when the vehicle is provided with sets of the thrusters suitable located thereon.

In a cruise assist ECU, when a vehicle drive state is changed from a running state to a state immediately before vehicle stop or from a stop state to a state immediately after vehicle start, a feedback torque gain compensation part changes a feedback torque gain to a second set value, and maintain it during the state immediately before vehicle stop or the state immediately after vehicle start. Because the second set value is smaller than a first set value, a response delay is increased in feedback control of the feedback torque control part when the first set value of the feedback torque gain is switched to the second set value. This makes it possible to slowly change the FB control value during the transition state in elapse of time, and prevent a brake or damping torque generated in the vehicle from being excessively changed in FB control.

The invention discloses a speed controller parameter optimization method in consideration of primary frequency modulation and ultralow-frequency oscillation suppression. According to the method, a single machine infinite system containing an optimized unit and an equivalent infinite power supply is established, a comprehensive optimized index function is established under the stimulation of frequency step signals of the primary frequency modulation test requirement by regarding the unit openness/power response curve rise time, stabilization time and reverse regulation power as performance indexes of primary frequency modulation and regarding damping torque coefficients of a speed controller and a water turbine system in an ultralow frequency band as ultralow-frequency oscillation damping performance indexes, the primary frequency modulation performance and the damping level can be considered by obtained speed controller parameters, and technical means is provided for optimization of the speed controller parameters and suppression of ultralow-frequency oscillation.

The invention discloses a device and method for suppressing subsynchronous oscillation of a power system. The method comprises the following steps of: firstly, filtering the rotation speed signal of a generator to obtain the subsynchronous rotation speed signal of each mode; processing the subsynchronous rotation speed signal of each mode respectively to obtain a change rate; then, generating an additional control signal through a Sugeno type fuzzy reasoning system; and finally, performing amplification, overlapping and amplitude limiting on the obtained additional control signal, and generating an exciting voltage additional control signal so as to change the exciting current, generate a subsynchronous frequency damping torque and suppress the subsynchronous oscillation. In the method provided by the invention, a training sample of a fuzzy controller is established according to the phase compensation principle, and the parameters of the fuzzy system are optimized and trained by use of a learning algorithm of an error backpropagation neural network. The method solves the problem that the expert experience is difficult to obtain by the fuzzy controller, and the additional exciting damping controller can effectively suppress the subsynchronous oscillation of the power system.

An electrically operated vehicle drive controller has an electric generator target torque calculation processing means for calculating electric generator target torque TG*; an inertia correction torque calculation processing means for calculating inertia correction torque on the basis of inertia torque TGI of an electric generator; a drive motor target torque generation processing means for generating drive motor target torque on the basis of the calculated inertia correction torque; and a damping torque correction processing means for correcting output torque on the basis of an output torque changing index which expresses a change of output torque due to the inertia correction torque.

A control device capable of executing damping control of outputting a damping torque command that suppresses vibration of a rotational speed of a rotating electrical machine caused at least by elastic vibration of a power transmission mechanism. This is accomplished by using feedback control based on the rotational speed of the rotating electrical machine. The control device executes the damping control by a direct-coupling damping controller when the engagement state of the engagement device is a direct-coupling engagement state in which there is no rotational speed difference between engagement members, and executes the damping control by a non-direct-coupling damping controller different from the direct-coupling damping controller in a case where the engagement state of the engagement device is a non-direct-coupling engagement state other than the direct-coupling engagement state.

The invention relates to a sub-synchronous oscillation suppression method based on controlled series compensation, which is based on the concept of damping torque, adopts a design method of phase compensation, and carries out proper amplification and phase shift processing on speed signal delta omega to generate an additional control signal to modulate a TCSC (Thyristor Controlled Series Capacitor) trigger angle. Therefore, equivalent reactance of the TCSC is changed, the TCSC can provide positive electrical damping in the entire sub-synchronous frequency range, and the problem of SSR (Sub-Synchronous Resonance) caused by series compensation capacitors can be thoroughly eliminated.

A torque command (Tht) used in the calculation of a voltage command (Vht) of a voltage-up converter is generated by adding an upper limit value value (Tc_max) of damping control that can be set by a motor drive device with a target drive torque (Tbt). Accordingly, the torque command (Tht) exhibits a waveform absent of variation, differing from a torque command (Tcmd) that is generated by adding damping torque generated based on revolution count variation component with the target drive torque (Tbt). Therefore, the voltage command (Vht) calculated based on the torque command (Tht) exhibits a waveform absent of variation. Accordingly, increase in current passing through the voltage-up converter caused by variation in the voltage command (Vht) can be suppressed. As a result, power loss at the voltage-up converter is reduced and operation of the motor at high efficiency can be realized. Further, the voltage-up converter can be protected from element fracture.

In order to achieve a steering feel for SbW systems and EPS systems having a control design for controlling the steering torque by generating a target steering torque (torTB) that can be adapted to various steering systems, vehicle types, or requirements, in which the resulting steering feel is a steering feel, in all driving conditions and driving situations, which is equivalent to, or better than, hydraulic and electromechanical steering systems available on the market today, according to the invention: a base steering torque (torB) is determined as a function of an externally acting force (torR) and a vehicle speed (velV); a damping torque (torD) is determined as a function of a steering speed (anvSW) and the vehicle speed (velV); a hysteresis torque (torF) is determined as a function of the steering speed (anvSW) and the vehicle speed (velV); a centering torque (torCF; torC) in the direction of the straight-ahead position is determined as a function of a steering wheel angle (angSW) and the vehicle speed (velV); and the base steering torque (torB), the damping torque (torD), the hysteresis torque (torF) and the centering torque (torCF; torC) form individual components, as a function of which the target steering torque (torTB) is determined.

The invention relates to a prime mover speed control system additional damper control method. The mechanical power which affects the prime mover speed control system is calculated according to a pre-defined prime mover speed control system model. The mechanical power is decomposed into damping torque and synchronization torque components, so as to acquire compensated additional damping coefficients under power closed-loop adjustment and rotation speed closed-loop adjustment. According to the additional damping coefficients, the damping torque interval is determined. A speed control system additional damper model is built to carry out phase compensation on a compensation link corresponding to the phase frequency characteristic of the speed control system, so that the additional damping coefficients are positive. According to the invention, ultra-low frequency oscillation damping caused by the speed control system is improved.

The invention discloses a single motor-driven two-degree-of-freedom joint structure, which consists of a motor (1), a machine frame (2), a motor gear (3), a first gear (4), a second gear (4'), a cross-shaped intersecting axle (5), a first angular displacement sensor (6), a second angular displacement sensor (6'), a first magnetorheological damper (7), a second magnetorheological damper(7') and an actuating part (8). The structure realizes the control of the single motor over the two-degree-of-freedom motion by controlling the output damping torque of the magnetorheological dampers with two controllable end shafts.

There is provided a control apparatus for hybrid vehicle. A motor/generator and a drive wheel are connected via a power transmission path. Further, an engine is connected to the power transmission path via a friction clutch. An EV mode using the motor/generator is implemented by disengaging the friction clutch, whereas an HEV mode using the motor/generator and the engine is implemented by engaging the friction clutch. When the engine is started in order to shift to the HEV mode during travel in the EV mode, the engine is rotated by a starter motor, and damping torque Tm2 is output from the motor/generator. Damping torque Tm2′ is then transmitted to the engine via the friction clutch, which is set in a slip condition.

A method for minimizing driveline disturbances in a vehicle includes using a controller to automatically combine a damping torque control command with a motor speed control command in a closed loop to prevent a perceptible discontinuity in an applied motor torque during a change in transmission gear states. The method may include calculating error values in the rotational speeds of one or two traction motors, and using the calculated error value(s) to determine a required damping torque. The controller can multiply the error value for one traction motor by a gain value of the other traction motor before determining the required damping torque. A vehicle includes first and second traction motors, a transmission, and a controller. The transmission is powered by the traction motors, and the controller combines a damping torque control command with motor speed control command to prevent a discontinuity in an applied motor torque as noted above.