Abstract: A motor control device which is an example of the present disclosure includes a hardware processor configured to: calculate damper torque on a basis of a difference between a crank angle and a motor angle; calculate, on a basis of the damper torque, reversed phase torque in reverse phase to the damper torque; calculate a correction amount for a phase of the reversed phase torque on a basis of a difference between a first value corresponding to a torsion angle between an input inertial member and an output inertial member and a second value corresponding to a torsion angle between an intermediate inertial member and the output inertial member; and output a motor torque command to be provided to a motor generator on a basis of the reversed phase torque a phase of which has been corrected in accordance with the correction amount.

Abstract: A motor control device according to an embodiment includes a hardware processor configured to: calculate a first torsion torque generated by a motor shaft according to fluctuation of an engine torque based on a difference between a motor angle as a rotation angle of the motor shaft and a shaft angle as a rotation angle of a transmission shaft of a transmission on the downstream side of a damper; calculate a first vibration damping torque to be output by a motor generator to damp vibration of the motor shaft based on the first torsion torque and a drive state value indicating a drive state of an engine; and output a motor torque command value to be provided to the motor generator based on the first vibration damping torque.

Abstract: A vehicle vibration control device includes: a motor generator connected via a motor shaft to a power transmission path between a crankshaft of an engine and a drive axle that transmits a drive torque to a tire; and a motor generator control portion executing control of an output torque which is actually output by the motor generator. The motor generator control portion includes a damper torque calculation section that acquires information on a crank angle and a motor angle to calculate a damper torque generated by a damper, an explosion cycle calculation section, a reverse phase torque calculation section, a delay time calculation section, a compensation time calculation section, a first compensation time calculation section, a torque correction amount calculation section, and a command output section.

Abstract: A vehicle control device includes: a control portion that makes, of a plurality of shock absorbers included in a vehicle, a first damping force of at least one shock absorber that is located on a first direction side on which acceleration acts in a longitudinal direction of the vehicle larger than a second damping force of at least one shock absorber of the plurality of shock absorbers that is located on a second direction side opposite to the first direction in the longitudinal direction of the vehicle before acceleration acting on the vehicle is detected by an acceleration sensor due to acceleration or deceleration of the vehicle.

Abstract: A vehicle control device includes a control unit configured to obtain information relating to a drive state of a vehicle, calculate a requirement torque, compute a first target torque, a second target torque, and an ideal change rate of a total torque of the first drive torque and the second drive torque, and at least control a magnitudes of the first drive torque and the second drive torque outputted from the first drive unit and the second drive unit. The control unit is configured to control the first drive unit to operate a first zero-cross process and control the second drive unit to operate a second zero-cross process after the first zero-cross process ends.

Abstract: A motor control device according to an embodiment includes a hardware processor configured to: calculate a first torsion torque generated by a motor shaft according to fluctuation of an engine torque based on a difference between a motor angle as a rotation angle of the motor shaft and a shaft angle as a rotation angle of a transmission shaft of a transmission on the downstream side of a damper; calculate a first vibration damping torque to be output by a motor generator to damp vibration of the motor shaft based on the first torsion torque and a drive state value indicating a drive state of an engine; and output a motor torque command value to be provided to the motor generator based on the first vibration damping torque.

Abstract: A motor control device which is an example of the present disclosure includes a hardware processor configured to: calculate damper torque on a basis of a difference between a crank angle and a motor angle; calculate, on a basis of the damper torque, reversed phase torque in reverse phase to the damper torque; calculate a correction amount for a phase of the reversed phase torque on a basis of a difference between a first value corresponding to a torsion angle between an input inertial member and an output inertial member and a second value corresponding to a torsion angle between an intermediate inertial member and the output inertial member; and output a motor torque command to be provided to a motor generator on a basis of the reversed phase torque a phase of which has been corrected in accordance with the correction amount.

Abstract: A vehicle vibration control device includes: a motor generator connected via a motor shaft to a power transmission path between a crankshaft of an engine and a drive axle that transmits a drive torque to a tire; and a motor generator control portion executing control of an output torque which is actually output by the motor generator. The motor generator control portion includes a damper torque calculation section that acquires information on a crank angle and a motor angle to calculate a damper torque generated by a damper, an explosion cycle calculation section, a reverse phase torque calculation section, a delay time calculation section, a compensation time calculation section, a first compensation time calculation section, a torque correction amount calculation section, and a command output section.

Abstract: A vehicle control device includes a control unit configured to obtain information relating to a drive state of a vehicle, calculate a requirement torque, compute a first target torque, a second target torque, and an ideal change rate of a total torque of the first drive torque and the second drive torque, and at least control a magnitudes of the first drive torque and the second drive torque outputted from the first drive unit and the second drive unit. The control unit is configured to control the first drive unit to operate a first zero-cross process and control the second drive unit to operate a second zero-cross process after the first zero-cross process ends.

Abstract: An external input device is employed, the external input device being configured to operate a robot system including an imaging apparatus capable of changing an imaging point of view and a robot apparatus, the external input device includes a display area, a robot apparatus operation unit configured to operate the robot apparatus, an imaging operation unit configured to operate the imaging apparatus, and an image display unit configured to display an image captured by the imaging apparatus, wherein the robot apparatus operation unit, the imaging operation unit, and the image display unit are displayed on the display area, and wherein the image display unit is disposed between the robot apparatus operation unit and the imaging operation unit.

Abstract: A vehicle control device includes: a control portion that makes, of a plurality of shock absorbers included in a vehicle, a first damping force of at least one shock absorber that is located on a first direction side on which acceleration acts in a longitudinal direction of the vehicle larger than a second damping force of at least one shock absorber of the plurality of shock absorbers that is located on a second direction side opposite to the first direction in the longitudinal direction of the vehicle before acceleration acting on the vehicle is detected by an acceleration sensor due to acceleration or deceleration of the vehicle.

Abstract: A motor control device of a vehicle including an engine and a motor generator, a transmission transmitting an engine torque and/or a motor torque to a wheel, and a damper reducing vibration of a crankshaft of the engine includes: a damper torque calculation unit calculating a damper torque generated by the damper according to fluctuation in engine torque based on a difference between a crank angle and a motor angle; a reverse-phase torque calculation unit calculating a reverse-phase torque with a reverse phase to the damper torque; a correction amount calculation unit calculating a first value calculated at least based on the crank angle and the motor angle; and a motor torque command output unit outputting a motor torque command given to the motor generator based on the reverse-phase torque corrected by the correction amount.

Abstract: A motor control device of a vehicle including an engine and a motor generator, a transmission transmitting an engine torque and/or a motor torque to a wheel, and a damper reducing vibration of a crankshaft of the engine includes: a damper torque calculation unit calculating a damper torque generated by the damper according to fluctuation in engine torque based on a difference between a crank angle and a motor angle; a reverse-phase torque calculation unit calculating a reverse-phase torque with a reverse phase to the damper torque; a correction amount calculation unit calculating a first value calculated at least based on the crank angle and the motor angle; and a motor torque command output unit outputting a motor torque command given to the motor generator based on the reverse-phase torque corrected by the correction amount.

Abstract: A valve timing control apparatus includes a driving-side rotating member, a driven-side rotating member, a fluid pressure chamber defined by the driving-side rotating member and the driven-side rotating member and divided into a retarded angle chamber and an advanced angle chamber by a parting portion, an angle detecting portion detecting a relative angle of the driven-side rotating member relative to the driving-side rotating member, a fluid control mechanism controlling a supply and a discharge of an operation fluid to and from the fluid pressure chamber, an acceleration operation quantity detecting mechanism detecting an acceleration operation quantity, and a control portion setting either a normal drive mode or an acceleration drive mode as a control mode relative to the fluid control mechanism based on the acceleration operation quantity, and controlling the fluid control mechanism so that the relative angle corresponds to a target angle determined based on the set control mode.

Abstract: A valve timing adjusting system includes a displacement mechanism unit that displaces a camshaft rotational phase relative to a crankshaft, a locking mechanism unit that locks the rotational phase, and a control unit that controls operations of a hydraulic control valve. The control unit includes a property obtainment unit that obtains property information regarding hydraulic properties, and a lock release process completes locking release by supplying oil pressure to the locking mechanism unit for moving the rotational phase from an intermediate locked phase toward one of a retard/advance position, and then supplying oil pressure to the locking mechanism unit for moving the rotational phase toward the other of the retard/advance position; the rotational phase stands by at a predetermined position of the one of the retard/advance position past the intermediate locked phase during the lock release process, until a standby time has elapsed.

Abstract: Provided is a timing adjustment system having improved control for achieving a target rotational phase. The valve timing adjustment system includes a displacement mechanism unit that displaces a rotational phase of a camshaft relative to a crankshaft of an internal combustion engine; a locking mechanism unit that locks the rotational phase at an intermediate locked phase positioned within a displacement range of the rotational phase; a hydraulic pathway that hydraulically drives the displacement mechanism unit and the locking mechanism unit; and a control unit including a control system that controls operations of the hydraulic control valve. The control unit changes a temporal responsiveness of the control system based on a displacement force that displaces the rotational phase.

Abstract: Provided is a timing adjustment system having improved control for achieving a target rotational phase. The valve timing adjustment system includes a displacement mechanism unit that displaces a rotational phase of a camshaft relative to a crankshaft of an internal combustion engine; a locking mechanism unit that locks the rotational phase at an intermediate locked phase positioned within a displacement range of the rotational phase; a hydraulic pathway that hydraulically drives the displacement mechanism unit and the locking mechanism unit; and a control unit including a control system that controls operations of the hydraulic control valve. The control unit changes a temporal responsiveness of the control system based on a displacement force that displaces the rotational phase.

Abstract: A liquid ejection head or microstructure manufacturing method includes providing a substrate with an organic resin material layer for forming a flow passage wall member, and forming a flow path and ejection outlet by partly removing the organic resin material layer by illumination with a laser beam having a pulse width between 2 and 20 picosecs and having a focal point inside the organic resin material layer, with movement of the focal point of the laser beam. The ejection outlet is formed by exposure of the organic resin material to the laser beam condensed by a first lens having a numerical aperture of not less than 0.3, and the liquid flow path is formed by exposure of the organic resin material to the laser beam condensed by a second lens having a numerical aperture which is larger than that of the first lens and which is not less than 0.5.

Abstract: Provided is a valve timing adjustment system having improved control for achieving a target rotational phase. The valve timing adjustment system includes: a displacement mechanism unit that displaces a rotational phase of a camshaft relative to a crankshaft of an internal combustion engine; a locking mechanism unit that locks the rotational phase at an intermediate locked phase positioned within a displacement range of the rotational phase; a hydraulic pathway that hydraulically drives the displacement mechanism unit and the locking mechanism unit; and a control unit including a control system that controls operations of the hydraulic control valve. The control unit changes a temporal responsiveness of the control system based on a displacement force that displaces the rotational phase.

Abstract: A valve timing adjusting system includes a displacement mechanism unit that displaces a camshaft rotational phase relative to a crankshaft, a locking mechanism unit that locks the rotational phase, and a control unit that controls operations of a hydraulic control valve. The control unit includes a property obtainment unit that obtains property information regarding hydraulic properties, and a lock release process completes locking release by supplying oil pressure to the locking mechanism unit for moving the rotational phase from an intermediate locked phase toward one of a retard/advance position, and then supplying oil pressure to the locking mechanism unit for moving the rotational phase toward the other of the retard/advance position; the rotational phase stands by at a predetermined position of the one of the retard/advance position past the intermediate locked phase during the lock release process, until a standby time has elapsed.