Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Nec Corporation

Mitsubishi Jidosha Kogyo K.k.

Hiroaki Miyamoto

Takanori Sugimoto

Yasuyuki Hatsuda

Toshiyuki Matsumi

Akira Hashizaka

Norihiko Hatsumi

Yoshiaki Sano

Hiromitsu Ando

Tomohiro Kikuma

Shigeo Yamamoto

Jun Takemura

Kazuyoshi Nakane

Dai Tanaka

Toshifumi Mizui

Masato Nishida

Hideaki Taniguchi

Sosuke Nanbu

Osamu Hirako

Hiroshi Tanada

Kyoya Igarashi

Kazufumi Hayashikawa

Tsuyoshi Takeo

Tetsuya Furuichi

Ryosuke Koga

Noritaka Terakawa

Yutaka Nakagi

Toshiya Oue

Katsutoshi Nagura

Keisuke Imoto

Masanori Watanabe

Nobuaki Ohta

An antenna diameter adjustment method for adjusting an antenna diameter by changing a distance between a part of each of a plurality of reflectors at which the radio signal is reflected, the plurality of reflectors each being configured to reflect radio signals emitted from a plurality of radiators from a center of a circle along a radial direction thereof and to radiate the radio signal toward an opposite antenna apparatus, and the center of the circle along the radial direction of the circle.

Antenna apparatus, radio transmitter, and antenna diameter adjustment method

A point-to-point radio apparatus (A orB) is configured to perform a first channel search (S) to search for an idle channel available to use in a first point-to-point radio link (A) in response to receiving a first notification (S) indicating that a second point-to-point radio link (E) operated by another point-to-point radio system (E) is unavailable. This contributes to, for example, efficient channel searches in point-to-point radio systems.

Point-to-point radio apparatus, mobile backhaul system, and communication control method

A radio apparatus () notifies a radio apparatus () of a new reverse channel to be used in a reverse link () and another idle reverse channel(s). If reachability of a forward link () is lost by the use of a new forward channel associated with the new reverse channel, the radio apparatus () determines a further new forward channel from among forward channel(s) associated with the idle reverse channel(s) of which the radio apparatus () has been notified by the radio apparatus (). This contributes, for example, to a safe switch of the bidirectional operating radio channels without using a redundant connection, when frequency-division multiplexing with fixed frequency spacing is used.

Point-to-point radio system, point-to-point radio apparatus, and communication control method

A driving-force controller for an electric vehicle including at least two motors that independently drive left and right wheels, includes a detector that detects driving operation by a driver, and a controller that calculates a demand torque Tr of the driver, the torque difference &#x394;T applied to the left and right wheels during cornering, left and right torque-difference maintaining torques TLand TRof the motors when generating the demand torque Tr while maintaining the torque difference &#x394;T, and controls the motors based on the torque-difference maintaining torques TLand TR. The controller determines the priorities of a demand torque mode that generates the demand torque Tr and a torque difference mode that generates the torque difference &#x394;T depending on the driving operation detected by the detector.

Driving-force controller for electric vehicle

A stop lamp lighting control device for an electric vehicle having an electric regenerative braking system includes a calculation unit that converts a first deceleration threshold value for turning on a stop lamp or a second deceleration threshold value for turning off the stop lamp to a first regenerative torque threshold value for turning-on the stop lamp or a second regenerative torque threshold value for turning-off the stop lamp by calculation assumed that a weight of the vehicle is a curb weight or a gross vehicle weight, and a determination unit that performs a comparison between a regenerative torque value generated by the electric regenerative braking system and the first regenerative torque threshold value or the second regenerative torque threshold value and controls the stop lamp to be turned on or turned off based on the comparison result.

Stop lamp lighting control device for electric vehicle

A stop lamp lighting control device for an electric vehicle having an electric regenerative braking system, includes, a first calculation unit that converts a first deceleration threshold value to a first regenerative torque threshold value with a curb weight, a second calculation unit that converting a second deceleration threshold value to a second regenerative torque threshold value with a gross vehicle weight, a third calculation unit that calculates a third regenerative torque threshold value, and a determination unit that controls the stop lamp to be turned on when a regenerative torque value exceeds the first regenerative torque threshold value, the stop lamp to be turned off when the regenerative torque value is equal to or smaller than the second regenerative torque threshold value, and the stop lamp to be turned off when a given state continues.

An output torque control system includes a control unit which includes an acceleration mode detection unit and an output torque control unit. The acceleration mode detection unit selects a normal acceleration mode which includes output torque information indicating an increased amount of output torque of an electric motor as time elapses or a rapid acceleration mode which includes output torque information indicating the increased amount of output torque of the electric motor as time elapses more largely than in the normal acceleration mode based on a result of a detection by a depressing speed detection unit. The output torque control unit selects one of the output torque information which corresponds to the result of the detection by the acceleration mode detection unit to control the output torque produced by the electric motor based on the selected output torque information.

Output torque control system

A vehicle driving force control device includes: a brake unit configured to generate a brake force of a vehicle; a stroke amount detecting unit configured to detect a stroke amount of a brake pedal of the vehicle; a monitoring unit configured to monitor whether generation of the brake force of the brake unit is abnormal; and a creep torque controlling unit configured to increase a reduction amount of a creep torque of the vehicle as the stroke amount increases, when the monitoring unit determines that the generation of the brake force in the brake unit is abnormal.

Vehicle driving force control device

A regeneration control device of an electrically powered vehicle includes a motor generator which performs electric power regeneration by braking a driving wheel of the electrically powered vehicle, and a battery to which electric power regenerated by the motor generator is supplied. A monitoring unit includes at least one of a charging rate detection unit configured to detect a charging rate of the battery and a voltage value detection unit configured to detect a voltage value of the battery. A control unit controls the electric power regeneration of the motor generator according to at least one of the charging rate and the voltage value of the battery detected by the monitoring unit. The control unit is configured to decrease regenerative electric current of the motor generator as at least one of the charging rate and the voltage value is increased.

Regeneration control device of electrically powered vehicle

A motor torque control device of an electrically-driven vehicle equipped with a motor serving as a driving source, is configured to limit an output of the motor when both a brake pedal and an accelerator pedal of the electrically-driven vehicle are stepped. A motor limit torque, which is an upper limit value of a command torque for the motor, is changed depending on a vehicle velocity of the electrically-driven vehicle detected by a vehicle velocity detecting unit and a stepping amount of the brake pedal detected by a brake pedal stepping amount detecting unit.

Motor torque control device

In a vehicle that generates creep torque using an electric motor, a controlling means that causes, on the basis of the results of the detecting by the vehicle speed detecting means and the braking operation detecting means, the electric motor to generate the creep torque, wherein if the brake is operated when the creep torque is generated, the controlling means decreases the creep torque by a first level, if the brake is not operated when the creep torque is generated, the controlling means increases or decrease the creep torque in a level range on the basis of the speed of the vehicle detected by the vehicle speed detecting means, and the first level is a decreasing level larger than a possible maximum decreasing level in the level range.

Apparatus for controlling motor torque

There is provided a base station control apparatus and a base station control method in which a frame is segmented in a situation in which interference may occur. A BS controller divides and controls a base station into three sectors and controls communications with terminal stations (TSs). A control unit determines whether or not the TS is in at least any of a state in which the TS is interfered within a certain sector by any other sector and a state in which the TS is located in a boundary between a plurality of sectors, and segments a communication frame for a TS which is determined as being in at least any of a state in which the TS is interfered within a certain sector by any other sector and a state in which the TS is located in a boundary between a plurality of sectors.

Base station control apparatus and base station control method

When an increase in a temperature of an exhaust-gas purifying catalyst device in an in-cylinder injection type internal combustion engine is demanded, a temperature-increase control section in an electronic control unit accomplishes stratified combustion by causing each fuel injection valve to inject fuel directly into the associated combustion chamber in a compression stroke in such a way that the air-fuel ratio of the internal combustion engine is in a vicinity of a stoichiometric air-fuel ratio. This allows the temperature of the exhaust-gas purifying catalyst device to be maintained or increased without increasing fuel consumption.

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Okazaki, Japan

Hiroaki Miyamoto