Abstract: A magnetic flux detector has a core member and an armature member. The core member generates a magnetic flux by an exciting coil receiving an excitation current controlled by an excitation current controller. The magnetic flux detector also has a search coil provided in a magnetic path for the magnetic flux, and a magnetic flux calculator, which determines the magnitude of the magnetic flux by measuring an electromotive force induced in the search coil by a change in the magnetic flux. The excitation current controller controls the excitation current to increase from zero to a predetermined value during a first predetermined time period and then to decrease to zero during a second predetermined time period. The magnetic flux calculator determines the magnitude of the magnetic flux based on the integrated electromotive forces during the first and second time periods.

Abstract: A magnetic flux detector comprises a core member 12 and an armature member 11, and the core member 12 generates a magnetic flux by an exciting coil 13 when the exciting coil receives an excitation current controlled by an excitation current controller 30. The magnetic flux detector further comprises a search coil 14, which is provided in a magnetic path for the magnetic flux, and a magnetic flux calculator 40, which determines the magnitude of the magnetic flux by measuring an electromotive force induced in the search coil 14 by a change in the magnetic flux. The magnetic flux calculator 40 has a potential setup resistor 43, whose resistance B is sufficiently larger than the internal resistance A of the search coil 14 (approximately A=B/3˜B/30).

Abstract: In separately excited DC brush motors ML and MR, an armature current control circuit for feeding power to armatures 61 and a field current control circuit for feeding power to a field system 62 form separate systems and are independently controllable except that both the control circuits share a battery B2 between them. When the overrotation of the motors ML and MR is detected from the backflow of an armature current and a rise in the voltage of the battery B2 or when the reverse rotation of the motors ML and MR is detected from an increase in the armature current and a decrease in PWM for the armature current, the generation of counter electromotive force is restrained by reducing the field current of the motors ML and MR so as to prevent the armature current control circuit from being damaged.

Abstract: A magnetic flux detector comprises a core member 12 and an armature member 11, and the core member 12 generates a magnetic flux by an exciting coil 13 when the exciting coil receives an excitation current controlled by an excitation current controller 30. The magnetic flux detector further comprises a search coil 14, which is provided in a magnetic path for the magnetic flux, and a magnetic flux calculator 40, which determines the magnitude of the magnetic flux by measuring an electromotive force induced in the search coil 14 by a change in the magnetic flux.

Abstract: A magnetic flux detector comprises a core member 12 and an armature member 11, and the core member 12 generates a magnetic flux by an exciting coil 13 when the exciting coil receives an excitation current controlled by an excitation current controller 30. The magnetic flux detector further comprises a search coil 14, which is provided in a magnetic path for the magnetic flux, and a magnetic flux calculator 40, which determines the magnitude of the magnetic flux by measuring an electromotive force induced in the search coil 14 by a change in the magnetic flux. The magnetic flux calculator 40 has a potential setup resistor 43, whose resistance B is sufficiently larger than the internal resistance A of the search coil 14 (approximately A=B/3˜B/30).

Abstract: A front-and-rear wheel drive vehicle includes an engine driving a pair of front wheels and rear wheels, and a field-control motor driving the other pair of front wheels and rear wheels. Also included is a speed sensor detecting the rotating speed of the other pair of wheels, and a control unit controlling field current of the motor based on the detected rotating speed. The motor drives the other pair of wheels such as to render assistance in starting the vehicle, and the assistance terminates when the vehicle speed reaches a predetermined value.

Abstract: A driving force control device for a four-wheel drive vehicle including one pair of front or rear driven wheels which are driven directly by a prime mover and another pair of front or rear driven wheels which are driven via a hydraulic clutch, a first hydraulic pump which is driven by being operatively connected to the one pair of driven wheels, and a second hydraulic pump which is driven by being operatively connected to the other pair of driven wheels. The engagement force of the hydraulic clutch is controllable based on the difference in rotation of the first and second hydraulic pumps. The torque transmission to the other pair of the front or rear driven wheels can thus be controlled according to the driving conditions of the vehicle.

Abstract: A starting assistance device for a vehicle has an electric motor and a dog clutch which is switched on at the time of starting of the vehicle to thereby transmit a torque to idler wheels. A sensor is provided to detect the switching on and switching off of the dog clutch. In case the switching off of the dog clutch is not detected when the rotational speeds of the idler wheels have exceeded a predetermined value after the starting of the vehicle, the electric motor is driven in such a direction of rotation so as to cancel the torque which operates on the dog clutch due to the frictional force in the electric motor.

Abstract: A subtractor calculates an actual wheel speed difference between rotational speeds of left and right wheels on a motor vehicle, and a steering angle converter calculates an actual steering angle from the actual wheel speed difference. The difference between the actual steering angle and an adequate steering angle which is produced based on a lateral acceleration is compared with a predetermined reference range. If the difference between the actual and adequate steering angles exceeds the predetermined reference range, then the pneumatic pressure of a tire on one of the left and right wheels is determined as being lowered. In the steering angle converter, a weight value is established according to a running condition of the motor vehicle, and the calculated actual steering angle or comparative sensitivity is varied according to the weight value.

Abstract: A driving wheel slip control system installed in a vehicle and having abnormality-detecting and failsafe functions. The system includes a slip status signal-generating device for generating a slip status signal indicative of whether or not the driving wheels of the vehicle are in a predetermined slip state, and a slip level signal-generating device for generating a slip level signal indicative of a degree of slip of the driving wheels. If a logical relationship between the slip status signal and the slip level signal is abnormal, and if the prime mover for driving the driving wheels is not accelerating and at the same time the slip level signal indicates the predetermined slip state, the slip level signal is determined to be abnormal. If an abnormality is detected during driving wheel slip control, an amount of reduction in output of the driving wheels is set to a predetermined amount to thereby continue driving wheel slip control, until the prime mover enters an operating condition other than acceleration.

Abstract: Mechanical anisotropy of a free cutting steel having excellent machinability can be effectively decreased by controlling inclusions so that the steel may contain inclusion A which softens at a temperature below 1000.degree. C. and inclusion B which has a melting point above 1300.degree. C. but exhibits plasticity at a temperature between 900.degree. and 1300.degree. C., that the inclusion A and the inclusion B may exist in a mutually adhered form, and that the areal percentage of the inclusion A may be at least 1% of areal percentage of the inclusion B.Typical compositions of the inclusion A are: Pb, Bi, MnS--MnTe, SiO.sub.2 --K.sub.2 O, SiO.sub.2 --Na.sub.2 O, SiO.sub.2 --K.sub.2 O--Al.sub.2 O.sub.3, SiO.sub.2 --Na.sub.2 O--Al.sub.2 O.sub.3 and SiO.sub.2 --Na.sub.2 O--CaO--MnO; and typical compositions of the inclusion B are: MnS, MnSe and Mn(S,Se).