59results about How to "Suppresses torque fluctuations" patented technology

In an internal combustion engine equipped with an injector for oylinder-inside injection to inject fuel into a cylinder and an injector for intake port injection to inject fuel into an intake port, both the injectors being switched for use depending upon operating conditions, wherein when an operating condition range using either one of the first or the second injector is switched to an operating condition range using the other one thereof, the amount of fuel to be injected by the either one of the first or the second injector is gradually decreased and the amount of fuel to be injected by the other one is gradually increased over a predetermined period during the switching. Further, at the time of the switching, at least one of ignition timing and throttle opening angle is gradually varied.

Wind power installations generally have an active drive for wind direction tracking. The active drive rotates the machine housing of the wind power installation in such a way that the rotor blades of the rotor are oriented in the direction of the wind. Multiple azimuthal drives are typically used for larger wind power installations. The present invention includes a wind power installation comprising a machine housing, a rotor with at least one rotor blade, and a displacement device for orientating the rotor in the direction of the wind. The displacement device has a three-phase asynchronous motor drive that is supplied with three-phase current and is at times or completely acted upon with direct current during the stoppage time of the machine housing. Thus improved displacement devices, such as azimuthal drives, are provided ensuring uniform load distribution for each drive and preventing unwanted torque fluctuations in the individual drives.

An image transfer device provided in an image forming apparatus in which, employing an endless belt as an intermediate transfer member, image transfer is performed at nip positions of a primary transfer portion and secondary transfer portion. Generation of warp in the transferred image resulting from transmission of fluctuations in load and torque of the endless belt generated at the nip position of one transfer portion nip to the nip position of the other transfer portion is prevented. The endless belt is turned between rollers and the endless belt is individually driven at the primary transfer portion and secondary transfer portion by drive sources to generate deflection between the primary transfer portion and the secondary transfer portion.

An internal combustion engine is provided with a plurality of cylinders, air intake valves provided to each of the cylinders, and a variable valve actuation mechanism for varying the valve actuation of the air intake valves. A motor drives the variable valve actuation mechanism. A motor controller controls the motor. The internal combustion engine is capable of operating in a cylinder deactivation mode, in which the air intake valves of some of the cylinders are kept shut. When the internal combustion engine is reactivated from the cylinder deactivation mode, the motor controller executes an air intake amount correction process, in which the opening duration of the air intake valves is temporarily increased, thereby increasing the amount of air taken in by operating cylinder for which the air intake valves have been opened or closed even during the cylinder deactivation mode.

A method for controlling engagement and release of friction clutches in a multiple-ratio transmission for a hybrid electric vehicle powertrain uses electric motor torque to augment engine torque as a power-on downshift is commanded. Near the end of a downshift event, total powertrain torque is modulated or reduced to reduce torque disturbances.

A valve train of an internal combustion engine is provided with a plurality of camshaft supports arranged on a support member of the engine, and a camshaft is supported on the camshaft supports. The camshaft has valve operating cams thereon for opening and closing engine valves of engine. A torque reducing mechanism is provided to apply a counter torque to the camshaft to suppress torque fluctuation of the camshaft caused by reaction forces applied to the cams by the engine valves. The torque reducing mechanism has a rotating member that rotates together with the camshaft, and a counterforce applying member for applying a counterforce to the rotating member to apply a counter torque to the camshaft. The counterforce applying member is supported on a connecting member connecting adjacent ones of the camshaft supports. The torque reducing mechanism suppresses torque fluctuation of the camshaft, suppresses increase in the weight of the camshaft, and suppresses increase in the size of the engine, ensuring a necessary supporting rigidity for supporting a counterforce applying mechanism included in the torque reducing mechanism.

A plurality of concavities and convexities is provided on tips of all rotor teeth 24 of the SR motor 5. Depths of the concave portions α are deep on an edge side where a stator tooth 23 and rotor tooth 24 first approach and are shallow as a facing area between the stator tooth 23 and rotor tooth 24 increases. Therefore, magnetic resistance between the stator tooth 23 and rotor tooth 24 becomes high at an early stage of the stator tooth 23 and rotor tooth 24 facing each other and becomes low as the facing area between the stator tooth 23 and rotor tooth 24 increases. As a result, torque fluctuation can be suppressed at a time of a large current and a minimum generation torque can be increased at a time of a small current.

A torsional vibration reducing device includes: a rotating body; an inertial body; a coupling member configured to transmit the torque to the rotating body and to the inertial body; and a first coupling portion and a second coupling portion, which are separately provided to either the rotating body or the inertial body The first coupling portion engages with the coupling member so as to: restrict movement of the coupling member in a rotational direction of the rotating body; and allow movement of the coupling member in a radial direction of the rotating body. The second coupling portion engages with the coupling member such that when the rotating body and the inertial body rotate relative to each other, a contact portion of the coupling member with respect to the first coupling portion moves in the radial direction of the rotating body.

A control apparatus for an internal combustion engine, which makes it possible to ensure quick recovery of a storage amount of oxygen saturated due to a fuel cut, to restore the capacity of a catalytic converter to absorb air-fuel ratio disturbances, and to suppress torque fluctuations through prevention of overcorrection of the air-fuel ratio during normal operation. The control apparatus for an internal combustion engine according to the present invention is equipped with a proportional gain changeover unit. This unit makes a changeover in a proportional gain for proportional calculation in a downstream-side control unit for a predetermined period from a normal proportional gain to a post-fuel-cut proportional gain set larger than the normal proportional gain by a predetermined value, when a fuel cutoff unit starts cutting the fuel supply.

A method for setting a desired output voltage of a power supply branch of a controllable energy store, for controlling and supplying electrical energy to an n-phase electric motor, where n≧1. The controllable energy store has n parallel power supply branches, which each have at least two serially connected energy storage modules including at least one electrical energy storage cell having an assigned, controllable coupling unit; are connected to a reference bus on one side; and are connected to phases, respectively, of the electric motor on the other side. At least one coupling unit is controlled by pulses so that the arithmetic mean of the output voltage of a power supply branch corresponds to the desired output voltage. The energy storage cells respectively assigned to the coupling unit are switched into the respective power supply branch for a pulse duration, and are bypassed during a pause time.

The invention discloses a parallel hybrid electric vehicle (PHEV) mode switching coordination control system based on interference compensation and a control method thereof. The control system comprises a driving module, a control module and a disturbance observer, and is simple and efficient, and close in logic. According to the control method, engine and motor torque errors, clutch friction torque errors, uncertainty of a system dynamics model, system modeling errors, elastic constants and damping coefficients of all parts and other factors are considered comprehensively, and the mode switching control system and the control method thereof based on the interference compensation are designed for the mode switching process, the interference observer is simplified to a low pass filter for interference compensation, and the control method is high in precision, simple and efficient, and is more suitable for promotion.

In a motor stator, teeth radially project from an annular stator core, and a plurality of slots formed between adjacent teeth are skewed. Phase windings alternately pass through slots having different skew directions, wherein the length of bridging portions, which do not contribute to generation of torque, is short and the length of the portions which are located in the slots, and which contribute to the generation of torque, is long. Further, the phase windings are bent at an obtuse angle at opposite ends of the bridging portions.

The present invention provides a motor driving device with a current feedback control function that is controlled by a PWM. The motor driving device comprises the following components: a carrier signal generator which outputs a carrier signal of a triangular wave; a timing generator which is matched with timing of the carrier signal and outputs a current detection triggering signal and a current control triggering signal; a motor current detector which detects an average current value in a certain interval; a current controller which compares a current instruction value with an average current value and outputs a voltage instruction value; and a PWM controller which compares the carrier signal with the voltage instruction value and outputs a PWM signal, wherein, the timing generator outputs the current detection triggering signal and the current control triggering signal every N periods (N is a positive integer) of the carrier signal. The motor current detector uses an average interval of the average current value as N periods of the carrier signal.

A convertible rotary seal has a housing for receiving a polish rod. A mandrel is rotatably mounted in the seal housing and surrounds the polish rod. A wear sleeve surrounding the mandrel engages a primary seal. A secondary seal engages the mandrel and polish rod and rotates therewith but may be converted for use as a static seal if necessary. A locking mechanism selectively secures the mandrel in a stationary orientation with respect to the seal housing. Fluid that leaks past the primary seal will be detectible through an external orifice. If a leak in the primary seal is detected via the external port, then the mandrel may be secured in a stationary orientation with respect to the housing and the secondary seal may be reconfigured to operate as a stationary seal until such time as the rotary sealing unit can be overhauled.

A rotating electric machine is comprised of a stator having a stator core and a stator coil wound around the stator core, the stator core having at least two tip portions, and a rotor having a rotor core and a plurality of permanent magnets provided in the rotor core, the rotor being rotatable relative to the stator. A direction of flux of the permanent magnets is perpendicular to a direction of an array of the stator, and the tip portions of the stator core sandwich the rotor and are disposed to be nearer to the rotor than the stator coil.

An ECU determines whether or not an engine water temperature has exceeded a predetermined value; and actively opens and closes a wastegate valve, and calculates a shift in a learning value amount. The ECU determines whether or not the learning value shift amount is sufficiently large to surpass a predetermined value and when the determination result is Yes (when the condition is fulfilled), takes in the learning value shift. The ECU determines whether or not the engine water temperature is sufficiently low to be below a predetermined value and reflects the learning value shift in the air-fuel ratio learning value.

In a ring body of a stator, permanent magnets are arranged in alternate inter-pole magnetic path portions located between an even number of stator poles so that magnetic fields pointing in the circumferential direction of the ring body are generated. Coils are wound around alternate inter-pole magnetic path portions where permanent magnets are not provided so that magnetic fields that oppose the magnetic fields generated by the permanent magnets are generated. When electric power is not supplied to the coils, a ring-shaped magnetic circuit is formed by the permanent magnets, and therefore, magnetic flux does not leak to a rotor. When electric power is supplied to the coils, the magnetic flux of the magnetic fields of the permanent magnets and that of the coils combine with each other and flow from the stator poles to rotor poles of the rotor, whereby strong attraction force is obtained.

A torsional compensator for an internal combustion engine is provided. The torsional compensator comprises a rotor portion and a stator portion. The rotor portion is in driving engagement with an output of the internal combustion engine. The first rotor portion comprises at least one of first magnetic array and a first ferromagnetic array. The stator portion is disposed about the rotor portion. The stator portion is coupled to at least one of the internal combustion engine, a transmission, and a compensator housing. The stator portion comprises at least one of a second magnetic array and a second ferromagnetic array. In response to rotation of the rotor portion within the stator portion, a magnetic reluctance force is generated. The magnetic reluctance force applies a torque to the output of the internal combustion engine to dampen a torque ripple of the internal combustion engine.

In an engine having a premixed combustion mode, an EGR flow rate estimating precision is deteriorated at a transient time, and a torque fluctuation and an exhaust gas deterioration are caused. In an engine control apparatus having a premixed combustion mode and a diffusion combustion mode, a sensor detecting an EGR flow rate is arranged in an EGR flow path of the engine, and a cylinder state of the engine is estimated by using an output value of the sensor detecting the EGR flow rate at a time when the engine is in the premixed combustion mode. Since it is possible to accurately detect the EGR flow rate at the transient time and feed back the EGR flow rate at a high response, it is possible to prevent a torque fluctuation and an exhaust gas deterioration.

A torque fluctuation inhibiting device includes a mass body, first and second centrifugal elements, and first and second cam mechanisms. The mass body is rotatable with a rotor and is also rotatable relatively to the rotor. Each of the first and second centrifugal elements receives a centrifugal force to be generated by rotation of the rotor and the mass body. When a relative displacement is produced between the rotor and the mass body in a rotational direction, the first cam mechanism converts the centrifugal force that acts on the first centrifugal element into a first circumferential force directed to reduce the relative displacement. When the relative displacement is produced between the rotor and the mass body in the rotational direction, the second cam mechanism converts the centrifugal force that acts on the second centrifugal element into a second circumferential force directed to reduce the relative displacement.

A fault ride-through circuit with a variable frequency transformer (VFT) and a control method thereof are provided, and the control method comprises: pretreating acquired voltages of grids, a voltage of a stator interface and a voltage of a rotor interface to obtain a rotor voltage DC component and a rotor voltage DC component; testing and treating a voltage frequency of a first grid and a voltage frequency of a second grid; carrying out a reference voltage calculation for a stator voltage DC component, a rotor voltage DC component, the voltage frequencies of the first grid and the second grid to obtain a positive voltage reference value of the first PWM convertor and the second PWM convertor, and processing the voltage reference values to obtain the switch signals for controlling the first PWM convertor and the second PWM convertor.