Abstract: A motor drive device is a device that controls torque generated by a motor, based on a d-axis current and a q-axis current, to drive the motor. The motor drive device includes a d-axis current instruction generating unit that calculates a first d-axis current instruction, a current instruction correcting unit that generates a positive correction quantity that is added to the first d-axis current instruction when a voltage across terminals of the motor is equal to or larger than a given value, and a voltage feedback control unit that generates a negative correction quantity that is added to the first d-axis current instruction to prevent the voltage across the terminals of the motor from exceeding a given maximum output voltage. The motor drive device controls the torque, based on a second d-axis current instruction created by adding the positive correction quantity and the negative correction quantity to the first d-axis current instruction and on a q-axis current instruction.

Abstract: A generation laser irradiation device irradiates a weld after welding with a generation laser. A detection laser probe irradiates an ultrasonic detection point that passes through the weld and is capable of detecting an ultrasonic wave reflected on a lower surface of a base material with detection laser. A control device determines existence of an internal defect of the weld based on a measurement result of a laser interferometer. The generation laser irradiation device includes a scanning mechanism that scans an irradiation position of the generation laser in a direction intersecting a welding direction.

Abstract: An object of the present invention is to diagnose an abnormality detecting circuit that detects an abnormality, such as an overcurrent of a power semiconductor, with the number of insulating elements to be additionally provided, inhibited from increasing. There are provided: a drive circuit configured to output a gate signal to a power semiconductor; an abnormality detecting circuit configured to detect an abnormality of the power semiconductor; and a diagnosis signal applying circuit configured to apply a diagnosis signal to the abnormality detecting circuit. The diagnosis signal applying circuit applies the diagnosis signal, on the basis of the gate signal output by the drive circuit.

Abstract: An object of the present invention is to diagnose an abnormality detecting circuit that detects an abnormality, such as an overcurrent of a power semiconductor, with the number of insulating elements to be additionally provided, inhibited from increasing. There are provided: a drive circuit configured to output a gate signal to a power semiconductor; an abnormality detecting circuit configured to detect an abnormality of the power semiconductor; and a diagnosis signal applying circuit configured to apply a diagnosis signal to the abnormality detecting circuit. The diagnosis signal applying circuit applies the diagnosis signal, on the basis of the gate signal output by the drive circuit.

Abstract: A method of adjusting the characteristics of a clutch in a hybrid electric vehicle, more particularly to a method of adjusting characteristic of a clutch for a hybrid electric vehicle, which is capable of maintaining the characteristic of the clutch at an appropriate level while suppressing the frequency of the adjustment as possible, thereby a driver or passengers of the vehicle hardly feel annoyance caused by frequent adjustment of characteristic of a clutch.

Abstract: The present invention provides a clutch torque control system of a hybrid electric vehicle, which performs an engine rotational speed control in a power generation system including an engine, a motor-generator, and a clutch for controlling connection and disconnection between the engine and the motor-generator.

Abstract: The present invention provides a system and method for controlling a driving force of a hybrid electric vehicle which can reduce clutch engagement shock generated during transition from an electric operation mode to an internal combustion engine running mode. For this purpose, the present invention provides a driving force control system of a hybrid electric vehicle including an engine, a motor-generator and a clutch, in which at least one starter-generator directly connected to the engine. The output torques of the engine and the starter-generator are controlled so as to make a difference between the rotational speed of the engine and the rotational speed of the motor-generator reach a predetermined threshold value, and the clutch is engaged when the difference between the rotational speeds reach the value.

Abstract: A method of adjusting the characteristics of a clutch in a hybrid electric vehicle, more particularly to a method of adjusting characteristic of a clutch for a hybrid electric vehicle, which is capable of maintaining the characteristic of the clutch at an appropriate level while suppressing the frequency of the adjustment as possible, thereby a driver or passengers of the vehicle hardly feel annoyance caused by frequent adjustment of characteristic of a clutch.

Abstract: The present invention provides a clutch torque control system of a hybrid electric vehicle, which performs an engine rotational speed control in a power generation system including an engine, a motor-generator, and a clutch for controlling connection and disconnection between the engine and the motor-generator.

Abstract: The present invention provides a system and method for controlling a driving force of a hybrid electric vehicle which can reduce clutch engagement shock generated during transition from an electric operation mode to an internal combustion engine running mode. For this purpose, the present invention provides a driving force control system of a hybrid electric vehicle including an engine, a motor-generator and a clutch, in which at least one starter-generator directly connected to the engine. The output torques of the engine and the starter-generator are controlled so as to make a difference between the rotational speed of the engine and the rotational speed of the motor-generator reach a predetermined threshold value, and the clutch is engaged when the difference between the rotational speeds reach the value.

Abstract: A vehicle driving force control apparatus is provided to prohibit a change in a shift schedule that will cause insufficient power generation of a generator that supplies power to an electric motor to drive a first drive wheel. The vehicle driving force control apparatus has a shift schedule change section, a power sufficiency determining section and a shift schedule change prohibit section. The shift schedule change section is configured to change a shift schedule of a transmission of the main drive source. The power sufficiency determining section is configured to determine whether generated power of the generator will be insufficient by a change in the shift schedule by the shift schedule change section, when an electromotive force of the generator is driving the electric motor that supplies torque to the first drive wheel.

Abstract: A driving force control apparatus is provided to prevent shocks from being generated during clutch engagement or release. The clutch is maintained in an engaged state and shocks are prevented from accompanying clutch release during creep travel when the target motor torque is equal to or less than a motor torque prescribed value but the average rear wheel speed, which is equivalent to the travel speed of the auto vehicle, is equal to or less than a low-speed prescribed value. In addition, the drive torque on the rear wheels from the electric motor is also brought to the same level as the creep torque on the front wheels from the internal combustion engine, backlash and other types of gaps between the rear axles of the electric motor are closed, and shocks are minimized or prevented during the subsequent transition to a four-wheel drive state.

Abstract: A driving force control apparatus is provided for a vehicle capable of preventing a shock from being generated by disengaging a clutch disposed between a subordinate drive source and subordinate drive wheels during vehicle travel. When a transition determination is made in which the clutch will be released, e.g., from a four-wheel drive state to a two-wheel drive state, a clutch release section disengage the clutch, upon the drive torque of the drive source substantially reaching a target drive torque in which a difference between an output torque of the clutch and an input torque of the clutch is smaller than a prescribed value in response to the transition determination.

Abstract: An apparatus provides protection to an electric traction motor of a vehicle. The vehicle has a first powertrain and a second powertrain. The first powertrain includes an engine and it is coupled with a first set of road wheels. The second powertrain includes the electric traction motor and it is coupled with a second set of road wheels. The apparatus comprises a revolution speed sensor operatively associated with the electric traction motor. The apparatus also comprises at least one controller. The controller includes control logic for modifying operation of the vehicle in response to monitoring the revolution speed sensor to restrain the vehicle speed from increasing in such a manner as to limit revolution speed of the electric traction motor to revolution speed values below an allowable upper revolution speed limit.

Abstract: A vehicle driving force control apparatus controls a control torque command of an electric motor based on a power supplying condition of an electric power source. The power source supplies electric power to the electric motor that drives at least one wheel of the vehicle. An electric power supplying status detecting section determines an electric power supplying capacity of the electric power source based on the power supplying condition of the power source, while an electric motor torque control section controls the control torque command of the electric motor based on the power supplying condition determined by the electric power supplying status detecting section. Preferably, an internal combustion engine that drives at least one other wheel also drives a generator that acts as the power source of the electric motor. The vehicle driving force control apparatus is especially useful in a four-wheel drive vehicle.

Abstract: A vehicle driving force control apparatus is provided for a vehicle having an electric motor transmitting a drive torque to a first wheel, and a clutch installed between the electric motor and the first wheel. The vehicle driving force control apparatus basically comprises a clutch control section and a motor control section. The clutch control section is configured to control engagement and release of the clutch. The motor control section is configured to control a motor response characteristic by increasing the motor response characteristic of the motor from a first response characteristic to a second response characteristic when the clutch control section releases the clutch. Preferably, the vehicle driving force control apparatus is configured to cancel insufficient torque generation due to undershoot armature current when controlling armature current of an electric motor and transmitting torque to subordinate drive wheels.

Abstract: A control system for a vehicle is disclosed. The vehicle has a first powertrain and a second powertrain. The first powertrain includes an engine and it is coupled with a first set of road wheels. The second powertrain includes an electric motor and it is coupled with a second set of road wheels. A generator is coupled with the engine. The generator is provided as a source of electric power for the electric motor. The control system comprises control logic for determining whether or not there is a need for a predetermined scheme, which is planned to prevent the motor from applying running resistance to the second set of road wheels. The control system also comprises control logic for executing the predetermined scheme in response to the need.

Abstract: A vehicle apparatus is provided to enable a clutch to be re-engaged without creating a shock when there is rollback of the wheels, which are driven by an electric motor via the clutch. The vehicle apparatus comprises a travel direction command determining section, an electric motor counterelectromotive force detecting section and a wheel rotational direction determining section. The travel direction command determining section is configured to determine whether a forward travel command or a reverse travel command has been issued. The electric motor counterelectromotive force detecting section is configured to detect a counterelectromotive force of an electric motor that drives a wheel of a vehicle.

Abstract: A vehicle powertrain includes an electric motor (4) and a clutch (12) between the electric motor and a motor driven road wheel (3L, 3R). Powertrain play between the electric motor (4) and the road wheel is eliminated upon determination that powertrain play elimination (PPE) is needed for motor torque transmission to the motor driven road wheel. The PPE includes controlling engagement of the clutch and regulating the electric motor to produce a very small amount of motor torque required for PPE.

Abstract: A system is provided, which controls a starting and the subsequent vehicle acceleration procedure of a motor vehicle. The system compares a predetermined variable that grows continuously during the starting procedure to a threshold value. It determines a first desired value of torque in response to operator demand, and a second desired value torque in response to acceleration slip. The system performs a feed-forward 4WD control in response to the first desired value of torque when the predetermined variable is lower than or equal to the threshold value. The system determines whether or not driving situation justifies a change from performing the feed-forward 4WD control to performing a feed-back 2/4WD control in response to the second desired value of torque.