Abstract: A power conversion system includes first and second voltage sources for driving a multiple-phase AC motor and a control unit. The control unit is configured to compute first and second output voltage command values used to drive the multiple-phase AC motor based on a first output voltage command vector corresponding to the voltage source that is charged and a second output voltage command vector corresponding to the voltage source that is discharged. The first and second output voltage command vectors are determined so that a resultant vector of the first and second output voltage command vectors is coincident with a motor voltage command vector corresponding to a motor voltage command value, and a motor current command vector corresponding to the motor current command value is positioned within an included angle formed between the second output voltage command vector and a negative vector of the first output voltage command vector.

Abstract: A motor includes: a stator (12) having coils; a rotor (11), which is disposed inside the stator and has a plurality of magnets; and a magnetic path switching part (18), which is provided in the rotor (11) and switches a magnetic path of the rotor (11) to select intense field control as a forward salient-pole structure or weak field control as an inverse salient-pole structure. The magnetic path switching part (18) is formed by use of a member having magnetic anisotropy, which is arranged on a magnetic path connecting magnets (13) of the same pole and a magnetic path connecting magnets (13) of different poles in the rotor (11). By changing the magnetic anisotropy of the member, the forward salient-pole structure and the inverse salient-pole structure are switched therebetween.

Abstract: A power conversion apparatus includes a plurality of power modules, a plurality of capacitors and a bus bar. Each of the power modules has a direct current terminal section and an alternating current terminal section. Each of the power modules is configured and arranged to convert a direct current inputted from the direct current terminal section into a respective phase of a multiple-phase alternating current and to output the multiple-phase alternating current to the alternating current terminal section. Each of the capacitors is arranged with respect to a corresponding one of the power modules. The bus bar forms an inter-phase current path between the power modules that are adjacent and forms an intra-phase current path between one of the power modules and a corresponding one of the capacitors such that an impedance of the inter-phase current path is smaller than an impedance of the intra-phase current path.

Abstract: A carriage for an image scanning unit which scans an image on an object is provided with a light source, a reflecting member placed to face the light source and configured to reflect a light emitted from the light source toward the object to illuminate the image, a housing that contains the light source and the reflecting member, the housing having an opening which allows the light reflected by the reflecting member to pass through and proceed toward the object, and a radiation plate connected to the reflecting member so that heat is conducted from the reflecting member to the radiation plate, at least part of the radiation plate being exposed to outside the housing.

Abstract: A power conversion apparatus for converting direct current from a power source to polyphase alternating current includes a plurality of carrier signal generators, a plurality of gate signal generators, and a plurality of legs. The carrier signal generators are configured and arranged to independently generate and transmit a plurality of carrier signals, respectively. The gate signal generators are operatively coupled to the carrier signal generators, respectively, to receive the carrier signals, each of the gate signal generators being configured and arranged to generate an on/off signal by comparing a command value of each phase of the polyphase alternating current and corresponding one of the carrier signals. The legs are connected to the gate signal generators. Each of the legs is operated based on the on/off signal transmitted from corresponding one of the gate signal generators to convert the direct current to each phase of the polyphase alternating current.

Abstract: A method for starting an engine of a vehicle having a hybrid transmission is provided. The hybrid transmission is capable of providing motor running under a power of an electric motor only and hybrid running under a power of both of the engine and the electric motor. The power of an engine is supplied to the hybrid transmission by way of a clutch. The method includes, when the clutch is engaged for starting the engine during the motor running, issuing an engine start instruction when an engine speed increases to a startable speed with the progress of engagement of the clutch, and after the moment of issue of the engine start instruction, restricting increase of an engagement force of the clutch and thereby suppressing the progress of engagement of the clutch. An apparatus for carrying out the method is also provided.

Abstract: In method and apparatus for engaging an engine clutch for a hybrid transmission, a complete engagement of the engine clutch while at least one of an engine side clutch revolution speed of the engine clutch and a transmission side clutch revolution speed thereof is a revolution speed within a resonance revolution speed region of a revolution transmission system from the engine to a transmission revolution output portion is inhibited and the complete engagement of the engine clutch is carried out when both of the engine side clutch revolution speed of the engine clutch and the transmission side clutch revolution speed thereof become higher than the revolution speed within the resonance revolution speed region.

Abstract: An electric motor structure includes a rotary shaft with a coolant passageway therein and a rotor with a cooling surface non-rotatably coupled to the rotary shaft. The coolant is supplied from the coolant passageway of the rotary shaft to the cooling surface of the rotor and flows along the cooling surface of the rotor as a liquid film. The electric motor structure is further provided with a coolant discharge restricting section configured and arranged to restrict discharging of the coolant from the cooling surface. The coolant discharge restricting section protrudes from the cooling surface in a direction substantially perpendicular to the cooling surface where the coolant flown along the cooling surface is discharged from the cooling surface. Thus, a high cooling performance is obtained even when the rotor rotates at high rotational speeds by maintaining a sufficient liquid film thickness.

Abstract: An integrated drive motor unit which is integrally constituted of a motor, an inverter and a reducer differential unit arranged in a row, and a frame member. The reducer differential unit is connected to an output shaft of the motor, and distributes torque of the motor to a pair of axles, one of which passes through the inverter. The frame member constitutes a part of the motor and a part of the reducer differential unit, and has a portion surrounding the axle passing through the inverter. The inverter is disposed outside the frame member.

Abstract: In method and apparatus for engaging an engine clutch for a hybrid transmission, a complete engagement of the engine clutch while at least one of an engine side clutch revolution speed of the engine clutch and a transmission side clutch revolution speed thereof is a revolution speed within a resonance revolution speed region of a revolution transmission system from the engine to a transmission revolution output portion is inhibited and the complete engagement of the engine clutch is carried out when both of the engine side clutch revolution speed of the engine clutch and the transmission side clutch revolution speed thereof become higher than the revolution speed within the resonance revolution speed region.

Abstract: An electric motor structure includes a rotary shaft with a coolant passageway therein and a rotor with a cooling surface non-rotatably coupled to the rotary shaft. The coolant is supplied from the coolant passageway of the rotary shaft to the cooling surface of the rotor and flows along the cooling surface of the rotor as a liquid film. The electric motor structure is further provided with a coolant discharge restricting section configured and arranged to restrict discharging of the coolant from the cooling surface. The coolant discharge restricting section protrudes from the cooling surface in a direction substantially perpendicular to the cooling surface where the coolant flown along the cooling surface is discharged from the cooling surface. Thus, a high cooling performance is obtained even when the rotor rotates at high rotational speeds by maintaining a sufficient liquid film thickness.

Abstract: A method for starting an engine of a vehicle having a hybrid transmission is provided. The hybrid transmission is capable of providing motor running under a power of an electric motor only and hybrid running under a power of both of the engine and the electric motor. The power of an engine is supplied to the hybrid transmission by way of a clutch. The method includes, when the clutch is engaged for starting the engine during the motor running, issuing an engine start instruction when an engine speed increases to a startable speed with the progress of engagement of the clutch, and after the moment of issue of the engine start instruction, restricting increase of an engagement force of the clutch and thereby suppressing the progress of engagement of the clutch. An apparatus for carrying out the method is also provided.

Abstract: A rotor (17, 31, 71, 91, 101, 121, 131, 141, 201, 401) of a motor (13, 51) is provided with a rotation shaft (21, 59, 410) and a plurality of magnets (15, 53, 75, 105, 210A, 210B, 411) on a circular periphery. Plates (25, 25A, 25B, 25C, 63, 77, 220, 300, 430) made of magnetic materials are provided so that each of which is magnetized by leakage flux of a corresponding magnet (15, 53, 75, 105, 210A, 210B, 401). The plates (25, 25A, 25B, 25C, 33, 63, 77, 107, 220, 300, 430) are disposed along a circular path such that a maximum flux density is formed at both peripheral ends. A magnetic sensor (27) outputs a signal in response to the variation of a flux density on the circular path.

Abstract: A vehicle control system includes a generating device (1,4), a motor (5) electrically connected to this generating device (1,4) and a battery (27), and a controller (11, 12, 13). This controller (11, 12, 13) computes a target motor power based on a vehicle running condition, computes an available battery output which can be supplied from the battery (27) to the motor (5) based on this target motor power, computes a target generated power of the generating device (1,4) based on the available battery output and target motor power, and controls the generating device (1,4) based on the target generated power.

Abstract: A drive unit for an electric vehicle is comprised of a motor, an inverter which supplies alternating current electric power to the motor, a speed reducer which is connected to the motor, and a cooling system which cools the motor, the inverter and the speed reducer. The speed reducer reduces a revolution speed of a mechanical output of the motor. The cooling system comprises a heat exchanger at which first refrigerant for receiving heat of at least one of the motor and the inverter receives heat of second refrigerant for receiving heat of at least one of the motor and the speed reducer.

Abstract: An integrated drive motor unit which is integrally constituted of a motor, an inverter and a reducer differential unit arranged in a row, and a frame member. The reducer differential unit is connected to an output shaft of the motor, and distributes torque of the motor to a pair of axles, one of which passes through the inverter. The frame member constitutes a part of the motor and a part of the reducer differential unit, and has a portion surrounding the axle passing through the inverter. The inverter is disposed outside the frame member.

Abstract: A pole position detector correctly detects a pole position of a permanent magnet motor. Each magnetic sensor (27) provides an electric signal in response to leakage flux from a magnet rotor (17). A computation unit (2) detects a change in the output of the magnetic sensor as a base pole position &thgr;, corrects the base pole position by &Dgr;&thgr; according to the base pole position, the magnitude of each stat or current (IU, IV, IW), and a current phase, and calculates correct rotation angles &thgr;re and &thgr;re′ accordingly. With low-cost magnetic sensors (27), the pole position detector corrects the outputs of the magnetic sensors affected by stat or current and provides a correct pole position or a correct rotor rotation angle.

Abstract: A controller (10, 11, 12) computes a virtual generated power, this being the power generated by a generator (2) when an engine (1) and the generator (2) are controlled so that the power generated by the generator (2) coincides with the power consumption of a motor (4) which is uniquely determined according to a vehicle running state, computes an output limiting value of the motor (4) based on the virtual generated power, and limits the power or torque of the motor (4) by the output limiting value.

Abstract: Torque control of an electrical motor 4 connected to a drive shaft 6 and control of the rotation speed of a generator 2 supplying electrical power to the electrical motor 4 are performed in response to the running conditions of a vehicle. The actual generator output of the generator 2 is estimated at a given time and the drive output of the electrical motor 4 is limited in response to the estimated generator output. The drive output of the electrical motor 4 is limited in response to increases in consumed energy and reductions in the generated output of the generator 2 resulting from increases in the kinetic energy of rotating components of the engine 1 or the generator 2 during acceleration. Thus the difference of the generated output of the generator 2 and the consumed electrical power of the electrical motor 4 can be reduced during acceleration and it is possible to reduce the capacity of the battery supplying auxiliary electrical power.

Abstract: A vehicle control system includes a generating device (1,4), a motor (5) electrically connected to this generating device (1,4) and a battery (27), and a controller (11, 12, 13). This controller (11, 12, 13) computes a target motor power based on a vehicle running condition, computes an available battery output which can be supplied from the battery (27) to the motor (5) based on this target motor power, computes a target generated power of the generating device (1,4) based on the available battery output and target motor power, and controls the generating device (1,4) based on the target generated power.