Abstract: A controller of a thrust generating device executes one of first control of controlling thrust by changing the pitch angle of each blade while maintaining the rotational speed of a propeller at a reference value, or second control of allowing the thrust greater than the thrust generated in the first control to be generated by making the rotational speed of the propeller larger than the reference value.

Abstract: A controller (a control unit) of a power supply system of a vertical take-off and landing aircraft is configured to: after lift is generated by wings (a front wing and a rear wing), perform stop control of controlling electric power supplied to a motor so that rotation of a VTOL rotor continues to stop; temporarily cancel the stop control in response to the temperature of any one switching element detected by a temperature detection unit (a temperature sensor) becoming equal to or higher than a temperature threshold during the stop control; and resume the stop control after the stop control has been temporarily canceled.

Abstract: Freezing of an electrical component of a VTOL rotor is prevented. The aircraft 100 includes a fuselage 12, a VTOL rotor 20 including one or more blades 23 that is supported on the boom 18 to be spaced apart from the fuselage for generating thrust in a vertical direction during take-off and landing, a motor 21 that is stored in the boom and is configured to cause the one or more blades to rotate, and an inverter 22 for controlling the motor, a detection unit 80 configured to detect a temperature of at least one apparatus of the motor or the inverter, and a control unit 99 configured to run the at least one apparatus based on a thrust request for a plurality of VTOL rotors and a detection result of the temperature.

Abstract: According to this vehicle and control method for the same, an electric motor control device sets a target left power and a target right power, on the basis of the power suppliable by a power supply, power loss dependent on the respective rotation state quantities of a left electric motor and a right electric motor, the target power difference between the left electric motor and the right electric motor, and the target sum of power of the left electric motor and the right electric motor, and controls the left electric motor and the right electric motor using the target left power and the target right power.

Abstract: Provided is a vehicle provided with left and right electric motors electrically connected to a battery and mechanically connected respectively to left and right vehicle wheels, a power generator mechanically connected to an internal combustion engine being electrically connected to the battery, wherein the battery is reliably protected during traction control and at other such times. Two electric motors, specifically first and second electric motors, are temporarily handled integrally to determine a torque down amount (TD), which is the total allowable power variation width (?) of the two electric motors, on the basis of left and right total power (Y), and the respective motive powers of the first and second electric motors are controlled while being limited by values obtained by simply dividing the determined torque down amount (TD) equally, whereby the allowable input/output power (allowable input power (Z)) of the battery is reliably protected.

Abstract: According to this vehicle and control method for the same, an electric motor control device sets a target left power and a target right power, on the basis of the power suppliable by a power supply, power loss dependent on the respective rotation state quantities of a left electric motor and a right electric motor, the target power difference between the left electric motor and the right electric motor, and the target sum of power of the left electric motor and the right electric motor, and controls the left electric motor and the right electric motor using the target left power and the target right power.

Abstract: Provided is a vehicle provided with left and right electric motors electrically connected to a battery and mechanically connected respectively to left and right vehicle wheels, a power generator mechanically connected to an internal combustion engine being electrically connected to the battery, wherein the battery is reliably protected during traction control and at other such times. Two electric motors, specifically first and second electric motors, are temporarily handled integrally to determine a torque down amount (TD), which is the total allowable power variation width (?) of the two electric motors, on the basis of left and right total power (Y), and the respective motive powers of the first and second electric motors are controlled while being limited by values obtained by simply dividing the determined torque down amount (TD) equally, whereby the allowable input/output power (allowable input power (Z)) of the battery is reliably protected.

Abstract: A cylinder intake air amount calculating apparatus for an internal combustion engine that calculates a cylinder intake air amount, which is an amount of fresh air sucked in a cylinder of the engine using an intake air pipe model equation which is obtained by modeling an intake pipe of the engine, is provided. An intake air flow rate is obtained. The cylinder intake air amount is calculated by applying the intake air flow rate and a preceding value of the cylinder intake air amount to the intake pipe model equation. A predicted intake air flow rate which is a predicted value of the intake air flow rate is calculated. A predicted cylinder intake air amount which is a predicted value of the cylinder intake air amount is calculated by applying the predicted intake air flow rate and the cylinder intake air amount to the intake pipe model equation.

Abstract: A cylinder intake air amount calculating apparatus for an internal combustion engine for calculating a cylinder intake air amount which is an amount of fresh air sucked into a cylinder of the engine, is provided. An intake air flow rate, which is a flow rate of fresh air passing through an intake air passage of the engine, is obtained, and an intake pressure and an intake air temperature of the engine are detected. A theoretical cylinder intake air amount is calculated based on the intake pressure, the intake air temperature, and a volume of the cylinder. A volumetric efficiency of the engine is calculated by dividing a preceding calculated value of the cylinder intake air amount by the theoretical cylinder intake air amount. The cylinder intake air amount is calculated using the volumetric efficiency, the intake air flow rate, and the preceding calculated value of the cylinder intake air amount.

Abstract: To provide an intake parameter-calculating device and intake parameter-calculating method for an internal combustion engine, which are capable of accurately calculating intake parameters in a case where an intake throttle valve is provided. The intake parameter-calculating device 1 includes an ECU 2. The ECU 2 calculates an error KTHERRCOR using an error model equation (8) (step 2), and calculates a correction coefficient KTHCOR as the reciprocal of the sum of the error KTHERRCOR and 1 (step 3). The ECU 2 calculates a passing air amount GAIRTH by correcting a basic passing air amount GAIRTHN calculated by an equation (11) using a correction coefficient KTHCOR (step 6). A model parameter A for the error model equation (8) is calculated using equations (14) to (18) by onboard identifying calculation with uniform weighting (steps 48 to 53).

Abstract: An atmospheric pressure estimating apparatus which estimates an atmospheric pressure applied to a calculation of control parameters of an internal combustion engine, is provided. An estimated intake air control valve passing air flow rate is calculated based on the estimated atmospheric pressure, the detected intake pressure, and the detected intake air control valve opening. The estimated atmospheric pressure is updated so that the estimated intake air control valve passing air flow rate coincides with the detected intake air control valve passing air flow rate. The estimated intake air control valve passing air flow rate is calculated using the updated estimated atmospheric pressure. The update of the estimated atmospheric pressure and the calculation of the estimated control valve passing air flow rate are sequentially performed. Consequently, the estimated control valve passing air flow rate follows the intake air flow rate, and the estimated atmospheric pressure follows the atmospheric pressure.

Abstract: An apparatus determines a cylinder deactivation state of an internal combustion engine capable of deactivating one or more cylinders among a plurality of cylinders in accordance with an instruction from a program-controlled electronic control unit (ECU). The apparatus includes detection means to output a signal corresponding to an intake air amount into the internal combustion engine. The ECU includes Fourier transformation means to perform Fourier transformation on the signal from the detection means at plural fundamental frequencies, and determines the cylinder deactivation state with spectrums obtained from the Fourier transformation means based on predetermined relationship between the spectrums of Fourier transformation at the plural fundamental frequencies and the cylinder deactivation state of the internal combustion engine. The ECU distinguishes a deactivated cylinder with a phase obtained from the Fourier transformation means.

Abstract: To provide an intake parameter-calculating device and intake parameter-calculating method for an internal combustion engine, which are capable of accurately calculating intake parameters in a case where an intake throttle valve is provided. The intake parameter-calculating device 1 includes an ECU 2. The ECU 2 calculates an error KTHERRCOR using an error model equation (8) (step 2), and calculates a correction coefficient KTHCOR as the reciprocal of the sum of the error KTHERRCOR and 1 (step 3). The ECU 2 calculates a passing air amount GAIRTH by correcting a basic passing air amount GAIRTHN calculated by an equation (11) using a correction coefficient KTHCOR (step 6). A model parameter A for the error model equation (8) is calculated using equations (14) to (18) by onboard identifying calculation with uniform weighting (steps 48 to 53).

Abstract: A cylinder intake air amount calculating apparatus for an internal combustion engine for calculating a cylinder intake air amount which is an amount of fresh air sucked into a cylinder of the engine, is provided. An intake air flow rate, which is a flow rate of fresh air passing through an intake air passage of the engine, is obtained, and an intake pressure and an intake air temperature of the engine are detected. A theoretical cylinder intake air amount is calculated based on the intake pressure, the intake air temperature, and a volume of the cylinder. A volumetric efficiency of the engine is calculated by dividing a preceding calculated value of the cylinder intake air amount by the theoretical cylinder intake air amount. The cylinder intake air amount is calculated using the volumetric efficiency, the intake air flow rate, and the preceding calculated value of the cylinder intake air amount.

Abstract: An atmospheric pressure estimating apparatus which estimates an atmospheric pressure applied to a calculation of control parameters of an internal combustion engine, is provided. An estimated intake air control valve passing air flow rate is calculated based on the estimated atmospheric pressure, the detected intake pressure, and the detected intake air control valve opening. The estimated atmospheric pressure is updated so that the estimated intake air control valve passing air flow rate coincides with the detected intake air control valve passing air flow rate. The estimated intake air control valve passing air flow rate is calculated using the updated estimated atmospheric pressure. The update of the estimated atmospheric pressure and the calculation of the estimated control valve passing air flow rate are sequentially performed. Consequently, the estimated control valve passing air flow rate follows the intake air flow rate, and the estimated atmospheric pressure follows the atmospheric pressure.

Abstract: A cylinder intake air amount calculating apparatus for an internal combustion engine is provided. The cylinder intake air amount calculating apparatus calculates a cylinder intake air amount which is an amount of fresh air sucked in a cylinder of the engine using an intake air pipe model equation which is obtained by modeling an intake pipe of the engine. An intake air flow rate which is a flow rate of fresh air passing through the intake pipe of the engine is obtained. The cylinder intake air amount is calculated by applying the intake air flow rate and a preceding value of the cylinder intake air amount to the intake pipe model equation. A predicted intake air flow rate which is a predicted value of the intake air flow rate is calculated. A predicted cylinder intake air amount which is a predicted value of the cylinder intake air amount is calculated by applying the predicted intake air flow rate and the cylinder intake air amount to the intake pipe model equation.

Abstract: A rotational speed parameter is detected in accordance with a rotational speed of the engine. A reference value of the rotational speed parameter is calculated. For each cylinder, an error between the reference value and the rotational speed parameter detected every predetermined crank angle is calculated as a relative speed parameter. For each cylinder, an integrated value is calculated by integrating the relative speed parameters over a predetermined period. For each cylinder, an average value per cylinder of the sum of the integrated values of all the cylinders is calculated. For each cylinder, an error between the integrated value of the cylinder and the average value is calculated. For each cylinder, the output of the engine is controlled in accordance with the error calculated for the cylinder such that variations in the output between the cylinders are suppressed.

Abstract: An apparatus determines a cylinder deactivation state of an internal combustion engine capable of deactivating one or more cylinders among a plurality of cylinders in accordance with an instruction from a program-controlled electronic control unit (ECU). The apparatus includes detection means to output a signal corresponding to an intake air amount into the internal combustion engine. The ECU includes Fourier transformation means to perform Fourier transformation on the signal from the detection means at plural fundamental frequencies, and determines the cylinder deactivation state with spectrums obtained from the Fourier transformation means based on predetermined relationship between the spectrums of Fourier transformation at the plural fundamental frequencies and the cylinder deactivation state of the internal combustion engine. The ECU distinguishes a deactivated cylinder with a phase obtained from the Fourier transformation means.

Abstract: An angular speed detecting apparatus for a crankshaft of an internal combustion engine. The angular speed detecting apparatus detects a rotational angular speed of the crankshaft based on an output of a pulse generator which generates a crank pulse at every predetermined rotational angle of the crankshaft. An average value of a speed parameter indicating a rotational angular speed of the crankshaft is calculated using the data sampled at intervals of 720/N degrees where N is a number of cylinders of the engine. A learning correction coefficient for correcting the speed parameter is calculated according to the average value. The speed parameter is corrected using the learning correction coefficient.

Abstract: A misfire detecting apparatus for an internal combustion engine wherein a rotational speed parameter according to a rotational speed of the engine is detected. A reference value of the rotational speed parameter is then calculated. Next, a difference between the reference value and a rotational speed parameter detected at every predetermined crank angle as a relative speed parameter is calculated. Further, an integrated value of the relative speed parameter is calculated, and a misfire determination is performed based on the calculated integrated value.