Abstract: A wheel load adjusting apparatus used in a railcar, and the railcar includes: first and second air springs arranged between a carbody and a first bogie so as to be spaced apart from each other in a car width direction; third and fourth air springs arranged between the carbody and a second bogie so as to be spaced apart from each other in the car width direction; and first to fourth automatic level controlling valves provided upstream of the first four air springs and configured to adjust heights of the four air springs to maintain constant height of the air springs, wherein when the railcar passes through a curve, the wheel load adjusting apparatus limits an air supply/air discharge operation of at least one of the four automatic level controlling valves to suppress an increase in a pressure difference between at least two of the four air springs.

Abstract: A wheel load adjusting apparatus used in a railcar, and the railcar includes: first and second air springs arranged between a carbody and a first bogie so as to be spaced apart from each other in a car width direction; third and fourth air springs arranged between the carbody and a second bogie so as to be spaced apart from each other in the car width direction; and first to fourth automatic level controlling valves provided upstream of the first four air springs and configured to adjust heights of the four air springs to maintain constant height of the air springs, wherein when the railcar passes through a curve, the wheel load adjusting apparatus limits an air supply/air discharge operation of at least one of the four automatic level controlling valves to suppress an increase in a pressure difference between at least two of the four air springs.

Abstract: An oil-pressure driving system includes a variable displacement oil-pressure pump, a tilting angle adjuster, an electric motor, and a control device. In the control device, a target assist torque calculating portion calculates a target assist torque, a first torque limiting portion limits the target assist torque to an output value that is a virtual limit value or less, and a drive control portion controls the electric motor such that the electric motor outputs a command torque corresponding to the output value. Further, in the control device, a torque deficiency calculating portion calculates a torque deficiency by subtracting the output value from the target assist torque, a tilting angle calculating portion calculates a tilting angle command value by which the output torque of the oil-pressure pump is reduced by the torque deficiency, and a tilting angle control portion outputs a tilt signal corresponding to the tilting angle command value to the tilting angle adjuster.

Abstract: A control device includes a torque setting section for setting a target output torque of an electric motor based on a driving state including an accelerator operation amount; a non-transmission state determiner section for determining whether a driving power transmission path is in a non-transmission state in which driving power is not permitted to be transmitted from the electric motor to a drive wheel or in a transmission state in which the driving power is permitted; and a torque compensation section for compensating the target output torque, when the non-transmission state determiner section determines that the driving power transmission path is in the non-transmission state. The torque compensation section compensates the target output torque by using a slowness characteristic in which a change in the motor rotational speed which occurs with time is slower when in the non-transmission state than when in the transmission state.

Abstract: An oil-pressure driving system includes a variable displacement oil-pressure pump, tilting angle adjuster, electric motor, and control device. In the control device, a target assist torque calculating portion calculates a target assist torque, a first torque limiting portion limits the target assist torque to an output value that is a virtual limit value or less, and a drive control portion controls the electric motor such that the electric motor outputs a command torque corresponding to the output value. Further, in the control device, a torque deficiency calculating portion calculates a torque deficiency by subtracting the output value from the target assist torque, a tilting angle calculating portion calculates a tilting angle command value by which the output torque of the oil-pressure pump is reduced by the torque deficiency, and a tilting angle control portion outputs a tilt signal corresponding to the tilting angle command value to the tilting angle adjuster.

Abstract: A control device includes a torque setting section for setting a target output torque of an electric motor based on a driving state including an accelerator operation amount; a non-transmission state determiner section for determining whether a driving power transmission path is in a non-transmission state in which driving power is not permitted to be transmitted from the electric motor to a drive wheel or in a transmission state in which the driving power is permitted; and a torque compensation section for compensating the target output torque, when the non-transmission state determiner section determines that the driving power transmission path is in the non-transmission state. The torque compensation section compensates the target output torque by using a slowness characteristic in which a change in the motor rotational speed which occurs with time is slower when in the non-transmission state than when in the transmission state.

Abstract: An electric vehicle comprises an electric motor; a manual transmission which selects one driving power transmission path and shifts a present driving power transmission path to the selected driving transmission path, in response to a rider changing a speed of the electric motor; a shifting state detecting device for detecting whether the manual transmission is in a driving power transmission state or in a driving power cut-off state; and a motor controller for executing a first control routine to control the electric motor; wherein in the first routine, torque control of the electric motor is performed when the manual transmission is detected to be in the driving power transmission state, and mitigation control of the electric motor is performed to mitigate an impact caused by shifting, when the manual transmission is detected to be in the driving power cut-off state, the mitigation control being different from the torque control.

Abstract: An electric vehicle comprises a motor controller for controlling an electric motor to execute a control routine to perform torque control when the driving power transmission path is detected to be in the driving power transmission state, and executes a control routine to perform rotational speed control, when the driving power transmission path is detected to be in the driving power cut-off state; wherein in the rotational speed control, an angular velocity of an upstream rotary member gets close to an angular velocity of a downstream rotary member; wherein when shifting from the driving power cut-off state to the driving power transmission state, the motor controller switches the rotational speed control to the torque control after performing predetermined transit control; and wherein a change rate of the torque output is made less in the transit control than in the torque control.

Abstract: An electric vehicle comprises an electric motor; a manual transmission which selects one driving power transmission path and shifts a present driving power transmission path to the selected driving transmission path, in response to a rider changing a speed of the electric motor; a shifting state detecting device for detecting whether the manual transmission is in a driving power transmission state or in a driving power cut-off state; and a motor controller for executing a first control routine to control the electric motor; wherein in the first routine, torque control of the electric motor is performed when the manual transmission is detected to be in the driving power transmission state, and mitigation control of the electric motor is performed to mitigate an impact caused by shifting, when the manual transmission is detected to be in the driving power cut-off state, the mitigation control being different from the torque control.

Abstract: An electric vehicle comprises a motor controller for controlling an electric motor to execute a control routine to perform torque control when the driving power transmission path is detected to be in the driving power transmission state, and executes a control routine to perform rotational speed control, when the driving power transmission path is detected to be in the driving power cut-off state; wherein in the rotational speed control, an angular velocity of an upstream rotary member gets close to an angular velocity of a downstream rotary member; wherein when shifting from the driving power cut-off state to the driving power transmission state, the motor controller switches the rotational speed control to the torque control after performing predetermined transit control; and wherein a change rate of the torque output is made less in the transit control than in the torque control.

Abstract: A vehicle control system includes a determiner configured to determine whether or not a driver has performed a predetermined acceleration or deceleration operation; a detector configured to detect a value of at least one of a relative rotational position and relative rotational speed of an input shaft and an output shaft, the input shaft being positioned upstream of an engagement portion of driving power transmission members which are engaged with each other with a slack on a driving power transmission path, and the output shaft being positioned downstream of the engagement portion, and a controller configured to execute control for accelerating or decelerating the input shaft or the output shaft to reduce at least one of a contact speed and transmission torque of the driving power transmission members based on the value detected by the detector, if the determiner determines that the driver has performed the acceleration or deceleration operation.

Abstract: A vehicle control system includes a determiner configured to determine whether or not a driver has performed a predetermined acceleration or deceleration operation; a detector configured to detect a value of at least one of a relative rotational position and relative rotational speed of an input shaft and an output shaft, the input shaft being positioned upstream of an engagement portion of driving power transmission members which are engaged with each other with a slack on a driving power transmission path, and the output shaft being positioned downstream of the engagement portion, and a controller configured to execute control for accelerating or decelerating the input shaft or the output shaft to reduce at least one of a contact speed and transmission torque of the driving power transmission members based on the value detected by the detector, if the determiner determines that the driver has performed the acceleration or deceleration operation.

Abstract: A method of estimating an air-intake amount of an internal combustion engine is provided. The method may comprise detecting a fluid energy amount in an interior of an air-intake passage at first and second points in time while an intake valve is closed from a compression stroke to an exhaust stroke, and calculating a predicted air-intake amount using the values of the fluid energy amounts at the first and second points with reference to an air-intake amount calculation map showing a correlation between the values of the fluid energy amounts at the first and second points and the predicted air-intake amount in the intake stroke, the air-intake amount calculation map being pre-created by finding the values of the fluid energy amounts in the air-intake passage at the first and second points and the air-intake amount, for plural running states of the internal combustion engine.

Abstract: A method of controlling a variable valve timing system comprising calculating, by a sliding mode control, a first control amount based on a deviation between a target value and an actually measured value of the position of the displacing member of the variable valve timing system, calculating a second control amount by integrating the deviation as an input when the deviation falls within a predetermined numeric value range containing a zero value, or by integrating the zero value as the input when the deviation falls outside the predetermined numeric value range; and adding the first control amount and the second control amount to set a compensation control amount for compensating the position of the displacing member.

Abstract: A method of estimating an air-intake amount of an internal combustion engine is provided. The method may comprise detecting a fluid energy amount in an interior of an air-intake passage at first and second points in time while an intake valve is closed from a compression stroke to an exhaust stroke, and calculating a predicted air-intake amount using the values of the fluid energy amounts at the first and second points with reference to an air-intake amount calculation map showing a correlation between the values of the fluid energy amounts at the first and second points and the predicted air-intake amount in the intake stroke, the air-intake amount calculation map being pre-created by finding the values of the fluid energy amounts in the air-intake passage at the first and second points and the air-intake amount, for plural running states of the internal combustion engine.

Abstract: A method of reducing at least one of a contact speed and a transmitting torque between power transmission members, when a slack between the power transmission members in a power transmission path from a drive source to a wheel is apparently gone upon an acceleration or deceleration of the drive source or the wheel.

Abstract: A method of controlling a variable valve timing system comprising calculating, by a sliding mode control, a first control amount based on a deviation between a target value and an actually measured value of the position of the displacing member of the variable valve timing system, calculating a second control amount by integrating the deviation as an input when the deviation falls within a predetermined numeric value range containing a zero value, or by integrating the zero value as the input when the deviation falls outside the predetermined numeric value range; and adding the first control amount and the second control amount to set a compensation control amount for compensating the position of the displacing member.

Abstract: A method of reducing at least one of a contact speed and a transmitting torque between power transmission members, when a slack between the power transmission members in a power transmission path from a drive source to a wheel is apparently gone upon an acceleration or deceleration of the drive source or the wheel.