Abstract: The present invention relates to launch control of a vehicle having an automated manual transmission and an automated clutch selectively engaging an output of an engine to an input of the transmission. When a request for vehicle launch is detected, an output speed of the automated clutch and a desired clutch output torque are obtained. The automated clutch is partially engaged to allow for slip between an input to the clutch and an output from the clutch, and a desired amount of the slip between the input to the clutch and the output from the clutch is determined. A desired engine speed is calculated based on the desired amount of slip, with the engine torque automatically adjusted to obtain the desired engine speed.

Abstract: The hybrid drive train has an internal combustion engine connected to a first input shaft via a first clutch and connected to a second input shaft via a second clutch. An electric machine is connected to the second input shaft. The first input shaft is coupled to an output shaft via a first gear, and the second input shaft is coupled to the output shaft via two second gears. In the method for operating the hybrid, the first gear is engaged and torque is applied by the engine. To change, one of the second gears is engaged, engine torque is reduced by slipping the clutch while electric machine torque is increased. To change again, electric machine torque is reduced to zero, the other second gear is engaged while engine torque transmitted via the first clutch is increased by reducing slipping of the first clutch.

Abstract: A hybrid powertrain includes a control unit that regulates electric power interchange an energy storage device and a motor/generator for causing selective torque generation by the motor/generator and for controlling engagement of torque-transmitting mechanisms. The control unit is configured to place the torque-transmitting mechanism in slipping engagement to launch the vehicle and thereby decouple a fixed relationship between engine torque and motor/generator torque or between engine torque and torque at the output member. A method of operating a hybrid vehicle powertrain is also provided.

Abstract: A lock-up clutch control device which controls a lock-up clutch provided in a torque converter installed between an engine and a transmission, is disclosed. The lock-up clutch control device changes over between a converter state and a lock-up state of the torque converter according to a differential pressure command value (LUprs) relating to a differential pressure supplied to the lock-up clutch. The lock-up clutch control device includes a differential pressure generating device (7, 8) which generates the differential pressure supplied to the lock-up clutch; input torque detection means (2, 14, 15) which detects an input torque (Te) to the torque converter; and a controller (1).

Abstract: A method for operating a drive mechanism comprising bringing a mobile element into a predetermined reference position with the help of an engine and setting an absolute position signal to a reference value allocated to a reference position; changing the position of the mobile element with the help of the engine and creating an incremental position measurement signal, depending on the change in position, for the mobile element; controlling the incremental position measurement signal and following the absolute position signal when a change in the incremental position measurement signal occurs; repositioning the mobile element in the reference position with assistance of the engine and determining the position value indicated by the absolute position signal in the reference position; determining a difference value from the position value and the reference value and saving the difference value in a data storage; and, repeating steps b) through e) are performed at least once.

Abstract: A drive train is proposed for a motor vehicle which is driven by an internal combustion engine, having a single friction clutch which has an input element and an output element, wherein the input element is to be connected to a crankshaft of the internal combustion engine; a step-by-step variable speed transmission which has an input shaft connected to the output element of the friction clutch; and an electric machine which can be connected via a clutch to an output shaft of the step-by-step variable speed transmission in order to be able to apply traction force to the output shaft when the friction clutch is opened or closed, and which can be connected as a starter generator to the crankshaft in order to start the internal combustion engine or be driven by the internal combustion engine.

Abstract: A control method and system for a hybrid vehicle powertrain with an electric motor in a power flow path between an internal combustion engine and a multiple-ratio geared transmission. Motor torque, which is added to engine torque to obtain an effective transmission input torque, is modulated to achieve smooth power-on upshifts and coasting downshifts.

Abstract: A controller (20), when switching from a travel mode in which a vehicle travels with an engine clutch (EC) disengaged to a travel mode in which the vehicle travels with the engine clutch (EC) engaged, performs a preparatory speed change to reduce a rotation speed differential in the engine clutch (EC), engages the engine clutch (EC) when the rotation speed differential in the engine clutch (EC) is reduced, and then performs a completion speed change until a speed ratio required in the post-switching travel mode is obtained. The upper limit value of a shifting speed during at least one of the preparatory speed change and the completion speed change is set to a different value to the upper limit value of the shifting speed when a speed change is performed during traveling in the same travel mode.

Abstract: A control method and system for a hybrid vehicle powertrain with an electric motor in a power flow path between an internal combustion engine and a multiple-ratio geared transmission. Motor torque, which is added to engine torque to obtain an effective transmission input torque, is modulated to achieve smooth power-on upshifts and coasting downshifts.

Abstract: In a vehicular drive system for a hybrid vehicle, in which driving forces of an engine and a motor are transmitted through a power transmission mechanism to driven wheels, a common oil stored in a transmission case and a motor case is used for lubricating the power transmission mechanism and the motor. During travel by using an engine, when a synchromesh mechanism operated by a shift fork isolates the motor from the power transmission mechanism, an oil return hole blocking rod, provided in the shift fork, blocks an oil return hole providing communication between the motor case and the transmission case, thereby preventing oil in the motor case from flowing into the transmission case, to lower oil level in the transmission case. Thus, during travel of the hybrid vehicle, driving force loss due to motor drag resistance and oil stirring resistance is minimized.

Abstract: A hybrid power system, comprising a first power unit, a secondary shaft, a first transmission device, an auxiliary power unit, and a second transmission device. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The first transmission device is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The auxiliary power unit has an electric motor with a driving shaft, which is parallel to the primary shaft. The second transmission device is placed between the primary shaft and the driving shaft, transmitting torque from the electric motor to the primary shaft.

Abstract: An apparatus provides protection to an electric traction motor of a vehicle. The vehicle has a first powertrain and a second powertrain. The first powertrain includes an engine and it is coupled with a first set of road wheels. The second powertrain includes the electric traction motor and it is coupled with a second set of road wheels. The apparatus comprises a revolution speed sensor operatively associated with the electric traction motor. The apparatus also comprises at least one controller. The controller includes control logic for modifying operation of the vehicle in response to monitoring the revolution speed sensor to restrain the vehicle speed from increasing in such a manner as to limit revolution speed of the electric traction motor to revolution speed values below an allowable upper revolution speed limit.

Abstract: A vehicle driving force control apparatus is provided for a vehicle having an electric motor transmitting a drive torque to a first wheel, and a clutch installed between the electric motor and the first wheel. The vehicle driving force control apparatus basically comprises a clutch control section and a motor control section. The clutch control section is configured to control engagement and release of the clutch. The motor control section is configured to control a motor response characteristic by increasing the motor response characteristic of the motor from a first response characteristic to a second response characteristic when the clutch control section releases the clutch. Preferably, the vehicle driving force control apparatus is configured to cancel insufficient torque generation due to undershoot armature current when controlling armature current of an electric motor and transmitting torque to subordinate drive wheels.

Abstract: A control system for a vehicle is disclosed. The vehicle has a first powertrain and a second powertrain. The first powertrain includes an engine and it is coupled with a first set of road wheels. The second powertrain includes an electric motor and it is coupled with a second set of road wheels. A generator is coupled with the engine. The generator is provided as a source of electric power for the electric motor. The control system comprises control logic for determining whether or not there is a need for a predetermined scheme, which is planned to prevent the motor from applying running resistance to the second set of road wheels. The control system also comprises control logic for executing the predetermined scheme in response to the need.

Abstract: A vehicle drive control apparatus is provided for detecting clutch trouble early and alert the driver to the need for clutch repair. The vehicle drive control apparatus is provided in a vehicle having a clutch disposed between an electric motor and a wheel driven by the electric motor. The drive control apparatus comprises a clutch control section and a diagnosis section. The clutch control section is configured to control engagement of the clutch to selectively drive the wheel by the electric motor. The diagnosis section is configured to diagnose whether or not the clutch can be operated by controlling the clutch control section to turn on and off the clutch, when the diagnosis section determines that the wheel is not being driven by the electric motor.

Abstract: A vehicle powertrain includes an electric motor (4) and a clutch (12) between the electric motor and a motor driven road wheel (3L, 3R). Powertrain play between the electric motor (4) and the road wheel is eliminated upon determination that powertrain play elimination (PPE) is needed for motor torque transmission to the motor driven road wheel. The PPE includes controlling engagement of the clutch and regulating the electric motor to produce a very small amount of motor torque required for PPE.

Abstract: An apparatus and a method of controlling a vehicle is provided for correcting a lowered value of the torque of en output shaft in the gear shifting and suppressing a revolution speed of an input shaft on the basis of the lowered torque correction. The torque of the input shaft is adjusted at the termination of the gear shifting on the basis of the lowered torque correction.

Abstract: A motor vehicle drive includes an electric motor and at least one clutch in the drive line between the electric machine and the driven wheels of a motor vehicle. If the special case occurs in which high torques have to be supplied by the electric motor when the vehicle speed is very low or when the vehicle is stationary, the clutch is operated in a torque-transmitting slipping manner, ensuring that neither the electric machine nor the clutch are thermally overloaded.

Abstract: A vehicle control apparatus and method drives a driven device with power from a drive power source, and performs a control of stopping the drive power source based on a stop request. The load on the drive power source is reduced by controlling the driven device so as to reduce the load on the drive power source if the stop request has been output and a system that controls the rotating of the drive power source is in a state where the system is not allowed to stop the drive power source.

Abstract: A control and control method for a powertrain for a parallel hybrid electric vehicle (HEV) method and system, including a pre-transmission internal combustion engine (ICE), an electric traction motor/generator (motor), and a controller for the motor to emulate the behavior of the internal combustion engine. Emulation strategy allows the use of the same transmission hardware and control for both the engine and the motor in each of several operating modes. The complexity of the parallel HEV powertrain system is reduced, and vehicle performance is consistent with a substantially constant drive force.

Abstract: A vehicle control device for front and rear wheel drive vehicles, which have one wheel pair driven with an engine and the other pair driven with an electrical motor, and a torque converter with a lock-up mechanism controlling the engagement amount, has a lock-up control means changing the target slip amount to be set in accordance with driving conditions, a motor drive power setting means which sets the drive power distribution ratio of the motor and a compensation means which compensates the target slip amount according to the drive power distribution ratio set by the motor drive power setting means. The control device enables the setting of the optimum slip ratio of the torque converter to improve the fuel consumption, avoiding problems associated with: noise and vibration during the motor assisting.

Abstract: A vehicle driving force control apparatus is provided for a vehicle having an electric motor transmitting a drive torque to a first wheel, and a clutch installed between the electric motor and the first wheel. The vehicle driving force control apparatus basically comprises a clutch control section and a motor control section. The clutch control section is configured to control engagement and release of the clutch. The motor control section is configured to control a motor response characteristic by increasing the motor response characteristic of the motor from a first response characteristic to a second response characteristic when the clutch control section releases the clutch. Preferably, the vehicle driving force control apparatus is configured to cancel insufficient torque generation due to undershoot armature current when controlling armature current of an electric motor and transmitting torque to subordinate drive wheels.

Abstract: A hybrid power system with continuously variable speed, comprising a first power unit, a secondary shaft, a speed converter, a clutch, a second transmission device, and an electric motor. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The speed converter is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The clutch is set on the primary shaft or on the secondary shaft and has a drum, allowing or interrupting transmission of torque from the first power unit to the secondary shaft. The second transmission device is connected with the drum of the clutch. The electric motor is connected with the secondary shaft, either driving the secondary shaft or being driven by the secondary shaft to generate electricity or running idle.

Abstract: A double clutch transmission in connection with an electric unit, as well as a method for operating the transmission.

Abstract: When the engine torque starts decreasing prior to disengagement of a clutch, the motor torque realMT is controlled to compensate for the deficiency in the engine torque tpsET due to the decrease in the engine torque. Further, the motor torque realMT is controlled to compensate for a deficiency in the engine torque tpsET after engagement of the clutch until increasing of the throttle opening is completed. By controlling the motor torque as such, the reduction in the engine torque tpsET can be compensated for by the motor torque realMT not only when the clutch is being disengaged but also prior to the disengagement of the clutch and after engagement thereof, thus preventing fluctuation in acceleration of the vehicle due to the increase and decrease in torque.

Abstract: In driving force controlling apparatus and method for a four-wheel drive vehicle, a command is outputted to a front-and-rear wheel driving force distribution control system to reduce a clutch engagement force of a clutch such as a frictional clutch when a subtraction value of a detected value of a clutch transmission torque from that of a clutch input torque (Tinp−Tr) is smaller than a predetermined value (&dgr;) and detected wheel velocities of both of left and right road wheels of the vehicle are substantially equal to each other (Vw1±&agr;=Vw2 and Vw3±&agr;=Vw4).

Abstract: A power transmitting apparatus for a hybrid vehicle having an engine, first and second power distributors, and first and second motors includes a rotation transmitting unit for transmitting a drive power of the second motor to a power output shaft at a speed reduction ratio &agr;1 greater than a speed reduction ratio &agr;2 at the first power distributor and a speed reduction ratio &agr;3 (<&agr;2) at the second power distributor, a second clutch assembly for selectively connecting an output shaft of the first motor to the first power distributor and an output shaft of the engine, and a first clutch assembly for selectively connecting an output shaft of the second motor to the second power distributor and the rotation transmitting unit. A controller controls operation of the clutch assemblies and the motors depending on an operating state of the hybrid vehicle.

Abstract: A method for controlling gear shifting in a motor vehicle which utilizes a drive assembly that includes an internal combustion engine having an output shaft, a multiple-gear transmission having a transmission input and a transmission output shaft that be selective coupled and uncoupled from one another, a main clutch assembly capable of causing the transmission input shaft and output shaft to be selectively coupled or uncoupled, an electrical machine capable of being selectively coupled to the transmission input shaft via an intermediate transmission, and a control unit for controlling the electrical machine and/or the intermediate transmission during gear shifting, as a function of a standard shift value provided to the transmission along with the operating parameters and the operating states of the components.

Abstract: A control apparatus for a vehicle which executes an automatic stop control of an engine on the basis of a stop condition, and executes a restart control of the engine on the basis of a start condition. The vehicle includes an engagement element which freely interrupts and establishes power transmission between an output of the engine and a drive wheel, a hydraulic servo which freely operates an engagement state of the engagement element and a control unit which executes a feedback control for bringing a hydraulic pressure of the hydraulic servo into a state immediately before the frictional engagement element is engaged, on the basis of the engagement state of the engagement element wherein the control unit starts the feedback control after the hydraulic pressure of the hydraulic servo is controlled to a predetermined hydraulic pressure when the restart control of the engine is executed.

Abstract: A vehicle has a power extraction mechanism 8, 9, 10a, 10b, 10c, which transmits the rotation of the power transmission mechanism to the auxiliary machines 20, 21, a solenoid clutch 11, which enables or disables the transmission of rotation to the auxiliary machines by the power extraction mechanism, and a determination device 30, 31, 32, which determines whether a control system of the motor 22 for auxiliary machines is operating abnormally or normally. The solenoid clutch 11 is maintained in a disengaged state when the control system of the motor 22 for the auxiliary machines is operating normally. In contrast, when an abnormality is detected in the control system, the auxiliary machines are driven by the rotational force of the power transmission mechanism because the solenoid clutch 11 is engaged at that time. In this manner, it is possible to maintain normal operation of the vehicle by driving the auxiliary machines even when there is an abnormality in the control system.

Abstract: A control apparatus for controlling an automotive vehicle having an internal combustion engine provided as one drive unit for driving the vehicle, a starter motor for starting the engine, a clutch device which is released to substantially disconnect a power transmitting path between the drive wheels and the engine, and another drive unit operatively connected to drive wheels, the control apparatus including a first engine-starting device for placing the clutch device in its released state and activating the starter motor to start the engine, when the vehicle is running in a running condition in which the engine cannot be started with a kinetic energy of the vehicle while the clutch device is placed in its engaged state, and a second engine-starting device for placing the clutch device in the engaged state, to start the engine with the vehicle kinetic energy, when the vehicle is running in a running condition in which the engine can be started with the kinetic energy with the clutch device held in the engaged

Abstract: A hybrid car, which can utilize the merits of both the series system hybrid car and the parallel system hybrid car and has high fuel consumption efficiency, is provided. Only one electric rotary machine is mounted in order to reduce the total weight of the car. By eliminating energy to be lost by friction of an internal combustion engine during regenerative braking, energy efficiency regenerated by the regenerative braking is improved. The internal combustion engine, a motor-generator, a clutch and a change gear are connected in the sequence and a unidirectional rotation transmitting means is provided between the internal combustion engine and the motor-generator.

Abstract: The engine control system for a hybrid vehicle, according to the present invention, having an internal combustion engine and an electric motor as driving force sources, comprises: a clutch, provided between the engine and a transmission system, for disabling and enabling driving force transmission between the engine and the transmission system; clutch disengagement detector for detecting engagement/disengagement of the clutch; engine speed detector for detecting an engine speed; and fuel cutter for permitting stopping and restarting of the engine in accordance with at least a result of detection by the clutch disengagement detector among predetermined drive conditions, and cutting fuel supply to the engine when the vehicle decelerates, a fuel-supply restart engine speed at which fuel supply is resumed being set in the fuel cutter.

Abstract: A hybrid vehicle including an internal combustion engine; a continuously variable transmission for transmitting a force between a first pulley and a second pulley through a metal belt; and a motor. An output shaft of the internal combustion engine is connected to the first pulley. The second pulley is connected to an output shaft of the motor. The output shaft of the motor is connected to a driving force transmitting device for transmitting a driving force from the second pulley and the motor. The motor and the driving force transmitting device are connected to the second pulley via an engaging element for selectively connecting or disconnecting the transmission of the driving force to the second pulley. The engaging element disconnects the transmission of the force when the internal combustion engine is stopped.

Abstract: A torque-transmitting device is connected to a prime mover unit and a speed-changing transmission and includes a hydrodynamic torque-converter or fluid coupling with a pump wheel, a turbine wheel and in some cases a stator wheel. The torque-transmitting device has a disconnecting clutch to uncouple it from the prime mover unit.

Abstract: A drive control system for starting an internal combustion engine of a hybrid vehicle running while transmitting the output of an electric motor to a power transmission line for the run, by coupling the internal combustion engine to the power transmission line. The drive control system comprises: a start demand deciding unit for deciding a demand for the start of the internal combustion engine; and an assist setting unit for raising the output torque of the electric motor, when the demand for starting the internal combustion engine is decided by the start demand deciding unit, by a torque corresponding to either a motoring torque necessary for rotating the internal combustion engine or a summed torque of the motoring torque and an inertia torque according to the changing rate of the revolution speed of the internal combustion engine.

Abstract: A drive system for a hybrid drive vehicle, comprises a driving mechanism which includes a clutch, an engine connected the clutch, a first motor for generating power, connected to the clutch, a second motor for driving a drive wheel, connected to the clutch, and a transmission connected to the clutch. A third motor is provided for driving a hydraulic pump of a hydraulic system for the transmission. A first inverter is connected between the first motor and a battery, in which charging and discharging between the first motor and the battery being made through the first inverter. A second inverter is connected between the second motor and the battery, in which charging and discharging between the second motor and the battery being made through the second inverter. A third inverter is connected between the third motor and the battery, in which changing and discharging between the battery and the motor being made through the third inverter.

Abstract: A power output apparatus (20) of the present invention includes an engine (50), a clutch motor (30) connecting with a crankshaft (56) of the engine (50), an assist motor (40) connecting with a drive shaft (22), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). In order to attain stable driving of the engine (50) at a target engine torque and a target engine speed, the engine (50) is feedback controlled with the torque of the clutch motor (30). In the feedback control, a range of scatter of the revolving speed of the crankshaft (56) (that is, a variation in rotation or pulsating torque) due to the pulsating power output from the engine (50) is set as a dead zone. The torque of the clutch motor (30) is accordingly not varied with the variation in rotation of the crankshaft 56 (pulsating torque). This structure effectively prevents the variation in rotation (pulsating torque) from being transmitted to the drive shaft (22).

Abstract: A hybrid drive system for outputting the power of an internal combustion engine and the power of a motor generator through a transmission. The transmission includes an input shaft and an output shaft. The motor generator is arranged to have an input/output motor shaft in parallel with the input shaft and the output shaft. The internal combustion engine is arranged to have its output crankshaft on the same axis as that of the input shaft.

Abstract: A power output apparatus (20) includes an engine (50), a clutch motor (30) connecting with a crankshaft (56), an assist motor (40) connecting with a drive shaft (22), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). When an electrical angle of the rotors in the clutch motor (30) is equal to .pi./2, a constant current is made to flow through three-phase coils (36) of the clutch motor (30) in order to enable a torque equal to or greater than a maximum torque ripple of the engine (50) to be applied from the clutch motor (30) to a drive shaft (22) and the crankshaft (56). This locks up an outer rotor (32) and an inner rotor (34) of the clutch motor (30). This structure enables the torque and rotation of the engine (50) to be directly transmitted to the drive shaft (22) at a high efficiency.

Abstract: A drive system provides a smooth start for a vehicle and converts excess kinetic energy accompanying the difference in speed between the engine and the drive wheels occurring during starting into electrical energy for storage in a battery. The drive system includes a gearbox having at least a first gear element connected to an output shaft of an engine, a second gear element connected to a drive wheel of a vehicle and a third gear element for, by applying a braking torque to the third gear element, reducing the speed of rotation input from the first gear element and outputting it to the second gear element. An engaging element provides selective connection to any of the gear elements for mechanically connecting the output shaft of the engine to the drive wheel.

Abstract: A neutral apparatus for use on an electric vehicle is disclosed. The neutral apparatus comprises a control state detector and a neutral mechanism control circuit. The control state detector detects whether or not the motor control unit is in a predetermined control state. The neutral mechanism control unit can instruct the neutral mechanism to interrupt the power train according to the output signal from the control state detector. If the motor control unit is not in the predetermined control state, this is detected by the control state detector. In response to the output signal from the control state detector, the neutral mechanism control circuit causes the neutral mechanism to interrupt the power train. Thus, power flow from the motor to the drive wheels is interrupted. The control state detector is comprised of a voltage comparator circuit for comparing the output voltage from the motor driver circuit with a reference voltage and produces an output signal.

Abstract: A shift map used for controlling the shifting of a transmission in an electric vehicle based on the accelerator opening degree and the vehicle speed as parameters has a medium shift stage region in a higher shift stage region established in a medium vehicle speed operation region at a lower accelerator opening degree. When the vehicle travels down a downward slope at the lower accelerator opening degree while generating a regenerative braking force, the transmission is downshifted from a higher shift stage to a medium shift stage to increase the regenerative braking force, thereby providing an enhancement in braking feeling and an improvement in energy recovery efficiency.

Abstract: A drive system for driving at least one and preferably, a plurality of driven components. The drive system includes a multi-drive plate for securedly mounting and accurately positioning a plurality of drive system components on a single support structure. The drive system also has a single drive belt for being driven by at least one driving member. The multi-drive plate supports and aligns pulleys connected to the driving member and the driven component so that the single drive belt drives at least one driven component. The driving device may include a clutch for allowing the drive system to be driven by a main driving device or by an auxiliary drive device. The driving device and the at least one driven component are mounted on the same side of the multi-drive plate. The pulleys attached to the driving device and the at least one driven component and the serpentine belt are mounted on another side of the multi-drive plate so that the serpentine belt is easily accessible.

Abstract: A power transmission system in a hybrid vehicle uses the power developed by an electric motor for directly rotating driving wheels, without power loss in a torque convertor connected to an engine. When the vehicle travels by the power of the engine, an input clutch 7 is engaged so that rotation of an engine output shaft 1a is transmitted to a two-gear shift device 9 via the torque convertor 6, the input clutch 7, and an intermediate shaft 21, whereby driving wheels 33a and 33b are driven by a differential unit 11. While powered by the electric motor, the input clutch 7 is released and the rotation of the electric motor 27 is preferably changed in the shift device 9 before being transmitted to the driving wheels 33a and 33b.

Abstract: Transmission between electric motor and tool shaft, for instance for hand tools such as an electric screwdriver and the like, which transmission is provided with an adjustable breaking coupling for discontinuing the drive torque on the tool shaft when a predetermined resistance moment on this tool shaft is exceeded, wherein the breaking coupling in the form of two mutually slidable parts is provided with a signal generator for controlling a member influencing the motor feed, which signal generator comes into operation as soon as the two parts slide relative to one another when the set torque is exceeded, so that a disengagement takes place between motor and tool shaft immediately after the desired resistance moment is exceeded, wherein the inertia of the rotating parts no longer has any effect on the tool shaft so that it stops immediately.