Abstract: A hybrid vehicle comprises a drive wheel (5), an internal combustion engine (1), a power generating motor (2) that generates an electric power by using an output power of the engine (1), and a planetary gear set (13) that comprises a combination of a gear element that is driven by the engine (1), a gear element that is connected to the power generating motor (2), and a gear element that is connected to the drive wheel (5). A target engine power is computed based on an accelerator operation amount. The engine (1) is controlled based on the target engine power. And control a rate of variation in the rotation speed of the engine (1) to be smaller, when the rotation speed of the power generating motor (2) increases than when the rotation speed of the power generating motor (2) decreases toward zero as a result of controlling the engine (1) based on the target engine power. Fuel consumption rate is thus improved.

Abstract: In intake air control apparatus and method for an internal combustion engine, a target angle calculating section calculates a target angle of one of first and second variably operated valve mechanisms from a target load in accordance with an accelerator opening angle and a present engine speed, a variably operated valve mechanism actual angle outputting section derives and outputs an actual angle of the one of the first and second variably operated valve mechanisms which is varied toward the target angle, and another target angle calculating section calculates another target angle of the other of the first and second variably operated valve mechanisms from a derived and outputted present corresponding variably operated valve mechanism actual angle equivalent value, the present engine speed, and the target load on the basis of a known relationship among four of the working angle, the central angle, the engine speed, and a load.

Abstract: Disclosed is a control apparatus for a hybrid vehicle having an engine, a drive motor (3) that regenerates power, and an electric power storage device (6) that gives/receives power to/from the drive motor (3). The control apparatus includes power consumption means (2) for consuming power; a sensor (26, 27) that detects a state of charge of the electric power storage device; means (18, 23, 51) for detecting a driving state of the vehicle; and a controller (9).

Abstract: In intake air control apparatus and method for an internal combustion engine, a target angle calculating section calculates a target angle of one of first and second variably operated valve mechanisms from a target load in accordance with an accelerator opening angle and a present engine speed, a variably operated valve mechanism actual angle outputting section derives and outputs an actual angle of the one of the first and second variably operated valve mechanisms which is varied toward the target angle, and another target angle calculating section calculates another target angle of the other of the first and second variably operated valve mechanisms from a derived and outputted present corresponding variably operated valve mechanism actual angle equivalent value, the present engine speed, and the target load on the basis of a known relationship among four of the working angle, the central angle, the engine speed, and a load.

Abstract: An electric power tool incorporating a single fan that provides efficient cooling of the motor and transmission while reducing the cost and size of the power tool. The power tool includes a speed reduction transmission provided within a housing between the motor and a chuck which is located at the front end of the power tool. The rotation of the fan cools the motor and the transmission by drawing in external air from intake ports formed in the housing, and collectively exhausts the warmed cooling air through exhaust ports formed in the housing. The power tool includes a fan, located between the motor and the transmission, that is constructed to draw in two separate streams of cooling air from air intake ports located adjacent to the motor and the transmission, and to exhaust used cooling air through exhaust ports located adjacent to the fan.

Abstract: Disclosed is a control apparatus for a hybrid vehicle having an engine, a drive motor (3) that regenerates power, and an electric power storage device (6) that gives/receives power to/from the drive motor (3). The control apparatus includes power consumption means (2) for consuming power; a sensor (26, 27) that detects a state of charge of the electric power storage device; means (18, 23, 51) for detecting a driving state of the vehicle; and a controller (9).

Abstract: A hybrid vehicle comprises a drive wheel (5), an internal combustion engine (1), a power generating motor (2) that generates an electric power by using an output power of the engine (1), and a planetary gear set (13) that comprises a combination of a gear element that is driven by the engine (1), a gear element that is connected to the power generating motor (2), and a gear element that is connected to the drive wheel (5). A target engine power is computed based on an accelerator operation amount. The engine (1) is controlled based on the target engine power. And control a rate of variation in the rotation speed of the engine (1) to be smaller, when the rotation speed of the power generating motor (2) increases than when the rotation speed of the power generating motor (2) decreases toward zero as a result of controlling the engine (1) based on the target engine power. Fuel consumption rate is thus improved.

Abstract: In a contact for a connector, a metal material id processed to be bent in a predetermined shape in a manner so that a terminal portion is formed in the vicinity of an end and a contacting portion is formed in the vicinity of the other end. A nickel plating layer as a foundation plating layer and a gold plating layer are formed on substantially entire surface of the contact including the terminal portion and the contacting portion. Laser beams are irradiated at a portion between the terminal portion and the contacting portion, and especially in the vicinity of the terminal portion so that the nickel plating layer as the foundation plating layer is unsheathed by removing the gold plating layer or gold in the gold plating layer and nickel in the foundation layer are alloyed. Nickel and the alloy of nickel and gold respectively have low wetting property with respect to solder, so that diffusion of melted solder stops at the portion.

Abstract: A hybrid drive system has an engine (11); a motor-generator (16); a transmission (12) for converting drive force inputted from at least one of the engine (11) and the motor-generator (16) and transmitting the converted drive force to a drive wheel (15); a first rotating shaft (41), a second rotating shaft (42) and a third rotating shaft (43) disposed mutually in parallel.

Abstract: A hybrid electric vehicle comprises a first motor (2) connected to an internal combustion engine (1), a second motor (3) generating vehicle drive force, and a power storage device (6). A controller (9) supplies power from the power storage device (6) to the second motor (3) in response to an accelerator pedal depression amount (B16, B42). The controller (9) calculates an available power supply to the first motor (2) by subtracting the power supply to the second motor (3) from the available power of the power storage device (6) (B28). When the target rotation speed of the engine (1) exceeds the actual rotation speed of the engine (1), power from the power storage device (6) is supplied to the first motor (2) in a range which does not exceed the available power supply (B23, B32), thereby accelerating engine rotation without decreasing power supply to the second motor (3).

Abstract: An electric power tool incorporating a single fan that provides efficient cooling of the motor and transmission while reducing the cost and size of the power tool. The power tool includes a speed reduction transmission provided within a housing between the motor and a chuck which is located at the front end of the power tool. The rotation of the fan cools the motor and the transmission by drawing in external air from intake ports formed in the housing, and collectively exhausts the warmed cooling air through exhaust ports formed in the housing. The power tool includes a fan, located between the motor and the transmission, that is constructed to draw in two separate streams of cooling air from air intake ports located adjacent to the motor and the transmission, and to exhaust used cooling air through exhaust ports located adjacent to the fan.

Abstract: A hybrid electric vehicle runs by torque of an internal combustion engine (11, 111) and torque of an electric motor (13, 116) that are output through a transmission. The transmission comprises a first shaft (21, A113) that is connectable to the internal combustion engine (11, 111), a second rotation shaft (22, A114) that is connectable to the electric motor (13, 116), and a third rotation shaft (23, A112) that is connected to drive wheels (14, 115). A plurality of combinations of gears that are selectively applied are provided between the first rotation shaft (21, A113) and the third rotation shaft (23, A112), and between the second rotation shaft (22, A114) and the third rotation shaft (23, A112). A variety of power transmissions to the drive wheels (14, 115) are made possible by further providing a clutch (64, 151) that connects the first rotation shaft (21, A113) and the second rotation shaft (22, A114).

Abstract: A target driving power is calculated in accordance with the operating condition, a fuel consumption rate per power unit is calculated at all the possible operating points of an engine (1) and a drive motor (5) to realize the target driving power, a target fuel consumption rate is set on the basis of the operating condition, and an operating point of the engine (1) and drive motor (5) at which a fuel consumption rate that is equal to the target fuel consumption rate can be realized is searched.

Abstract: A hybrid electric vehicle comprises a first motor (2) connected to an internal combustion engine (1), a second motor (3) generating vehicle drive force, and a power storage device (6). A controller (9) supplies power from the power storage device (6) to the second motor (3) in response to an accelerator pedal depression amount (B16, B42). The controller (9) calculates an available power supply to the first motor (2) by subtracting the power supply to the second motor (3) from the available power of the power storage device (6) (B28). When the target rotation speed of the engine (1) exceeds the actual rotation speed of the engine (1), power from the power storage device (6) is supplied to the first motor (2) in a range which does not exceed the available power supply (B23, B32), thereby accelerating engine rotation without decreasing power supply to the second motor (3).

Abstract: An intake valve control system for an internal combustion engine includes a first valve control mechanism for varying an actual operation angle of an intake valve, a second valve control mechanism for varying an actual maximum lift phase of the intake valve and a control unit that operates the first and second valve control mechanisms to adjust an intake air amount by controlling the operation angle predominantly in a low-intake range and controlling the maximum lift phase predominantly in a high-intake range. The control unit is configured to calculate a target operation angle and a target maximum lift phase according to engine operating conditions so that the actual operation angle and maximum lift phase are controlled to the target operation angle and maximum lift phase, respectively, and correct the target operation angle in a transient operating state where the actual maximum lift phase deviates from the target maximum lift phase.

Abstract: An intake-air control system for an engine enabling an intake-air quantity and a compression ratio to be variably controlled, includes sensors detecting engine operating conditions and the compression ratio, and a control unit electronically connected to the sensors for feedback-controlling the intake-air quantity based on the compression ratio as well as the engine operating conditions, while feedback-controlling the compression ratio based on the engine operating conditions. The control unit executes phase-matching between an intake-air quantity change occurring based on intake-air quantity control and a compression ratio change occurring based on compression ratio control, considering a relatively slower response in the compression ratio change than a response in the intake-air quantity change.

Abstract: A control unit (41) controls an opening of an exhaust recirculation valve (6) according to a running condition of a diesel engine (1). The control unit (41) calculates an equivalence ratio of the gas mixture supplied to the engine (1) and a target intake fresh air amount taking account of the air amount in the exhaust gas recirculated by the exhaust gas circulation valve (6), based on the opening of the valve (6) and a target excess air factor of the engine (1) set according to the running condition. By controlling a turbocharger (50) according to the target intake fresh air amount, and by controlling the fuel supply mechanism according to a fuel injection amount calculated from the equivalence ratio, the excess air factor of the engine (1) and an exhaust gas recirculation rate of the exhaust gas recirculation valve (6) are respectively controlled to optimum values.

Abstract: In air-fuel ratio control apparatus and method for an internal combustion engine having an EGR valve interposed in an EGR passage between an intake manifold and an exhaust manifold, a target EGR quantity is calculated, a determination is made which of air-fuel ratio feedback controls through an EGR control and through an intake-air quantity is to be executed according to the target EGR quantity, and one of the air-fuel ratio feedback controls is selectively made according to a result of a determination of which of the air-fuel feedback controls is to be executed. During an execution of a rich spike control, the feedback control through the intake-air quantity control is unconditionally executed.

Abstract: A basic target excess air factor tLAMBDA0 and a target fresh air intake amount tQac are set base upon the operation condition of an engine (30). A target excess air factor tLAMBDA is calculated by multiplying the ratio of a real fresh air intake amount rQac as detected by a sensor (16) and the target fresh air intake amount tQac by the basic target excess air factor tLAMBDA0. A fuel injector (9) is controlled so that the amount of fuel injected thereby converges to a target fuel injection amount tQf which corresponds to the target excess air factor tLAMBDA. It is possible to prevent variation of the output torque of the engine (30) accompanying a rich spike by this control, even if the basic target excess air factor tLAMBDA0 varies abruptly, since the fuel injection amount varies in correspondence to the variation of the real fresh air intake amount rQac.

Abstract: A method for controlling an engine comprises establishing a torque correction coefficient (KA) to compensate for reducing effect of available engine torque in operating range of different excess air ratios (&lgr;) that are lower than a predetermined value (unity=1). An initial base desired in-cylinder air mass (tQacb) is determined based on a requested engine torque (tTe). A desired excess air ratio (t&lgr;) is determined. The initial base desired in-cylinder air mass (tQacb) is adjusted with at least the desired excess air ratio (t&lgr;) and the correction coefficient (KA) to generate a desired in-cylinder air mass (tQac). A desired injected fuel mass (tQf) is controlled based on the desired in-cylinder air mass (tQac) to deliver the requested engine torque (tTe) with the desired excess air ratio (t&lgr;) held accomplished.