Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Toshinori Tsukamoto

Naoki Oie

Mahito Shikama

Eisaku Gosyo

Hirofumi Atarashi

Takeo Arai

Hiroyuki Kikuchi

Mitsuyoshi Takao

Takeo Fukuda

Masashi Kato

Kenta Uchida

Bon Aizawa

Kaisaku Yoshimura

Yasuhiro Endo

Akira Kato

Masatoshi Noguchi

Todd Robert Luken

Yoshinori Ando

Kazuaki Igarashi

Yusuke Tatara

Hiroyuki Ando

Nobuyuki Imai

Masaaki Nagashima

Tetsuya Hasebe

Yuichi Fukuchi

Hideharu Takamiya

Yusuke Sakaguchi

Kaoru Noji

Yoshitaka Takasuka

Yoshito Terayama

Azuki Ichikawa

Eisaku Gosho

Masaki Negoro

Toshifumi Hiraboshi

Yoshikazu Fujimoto

Keisuke Urushihara

Takahiro Sato

Freezing of an electrical component of a VTOL rotor is prevented. The aircraftincludes a fuselage, a VTOL rotorincluding one or more bladesthat is supported on the boomto be spaced apart from the fuselage for generating thrust in a vertical direction during take-off and landing, a motorthat is stored in the boom and is configured to cause the one or more blades to rotate, and an inverterfor controlling the motor, a detection unitconfigured to detect a temperature of at least one apparatus of the motor or the inverter, and a control unitconfigured 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.

Aircraft comprising a control unit to run at least one of rotational apparatus or control apparatus based on temperature

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.

Power supply system of vertical take-off and landing aircraft

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.

Thrust generating device

In a vertical take-off and landing aircraft, a plurality of VTOL rotors are divided into a plurality of groups, and each VTOL rotor is included in any one of the groups. After lift is generated by wings (a front wing and a rear wing), a controller sequentially stops rotation of the plurality of VTOL rotors on a group-by-group basis.

Vertical take-off and landing aircraft

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.

Vehicle, and vehicle control method

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 (&#x3b1;) 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.

Vehicle

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.

Cylinder intake air amount calculating apparatus for internal combustion engine

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.

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 deviceincludes an ECU. The ECUcalculates an error KTHERRCOR using an error model equation (8) (step), and calculates a correction coefficient KTHCOR as the reciprocal of the sum of the error KTHERRCOR and 1 (step). The ECUcalculates a passing air amount GAIRTH by correcting a basic passing air amount GAIRTHN calculated by an equation (11) using a correction coefficient KTHCOR (step). A model parameter A for the error model equation (8) is calculated using equations (14) to (18) by onboard identifying calculation with uniform weighting (stepsto).

Intake parameter-calculating device for internal combustion engine and method of calculating intake parameter

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.

Atmospheric pressure estimating apparatus

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.

Apparatus to determine cylinder deactivation state

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.

Control for an internal-combustion engine

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.

Angular speed detecting apparatus for crankshaft of internal combustion engine

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.

Misfire detecting apparatus for internal combustion engine

A misfire detecting apparatus for detecting a misfire of an internal combustion engine based on a detected rotational speed parameter. A moving averaging calculation is performed with respect to data of the detected rotational speed parameter to calculate an averaged speed parameter, a number of the data being equal to a sampling number NTDC. A reference value of the averaged speed parameter and a relative speed parameter are calculated. The relative speed parameter is a deviation of the averaged speed parameter detected at every predetermined crank angle from the reference value. An integrated value of the relative speed parameter is calculated and a misfire determination is performed based on the integrated value. The sampling number (NTDC) is determined by an equation:=720/(&#x3b8;)where (N) is a number of cylinders and (D&#x3b8;) is a sampling angular period (degree) of the rotational speed parameter.

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Wako, Japan

Toshinori Tsukamoto