Provided is a control device for a vehicle including a first oil pump that is driven by a first drive source driving a drive wheel of a vehicle and configured to supply oil to a hydraulic pressure actuation machine, and a second oil pump that is driven by a second drive source different from the first drive source and configured to supply oil to the hydraulic pressure actuation machine. The control device drives the second oil pump when a start switch of the vehicle is turned on and the first drive source is started for the first time, and drives the second oil pump when the second oil pump is not driven for a first predetermined time after the first drive source is started, and a rotation speed of the second oil pump when the first drive source is started is lower than a rotation speed of the second oil pump after the first drive source is started.
An information processing device includes a communication unit and a controller. The communication unit performs data communication with another vehicle present in a periphery of a host vehicle. The controller controls the data communication performed by the communication unit. The controller identifies a designated moving body, which is the other vehicle for which a quality of communication with the host vehicle does not satisfy a predetermined standard. The controller controls directivity related to wireless communication performed by the communication unit based on a relative positional relationship between a first future position where the host vehicle will travel in the future and a second future position where the designated moving body will travel in the future.
H04B 7/08 - Diversity systems; Multi-antenna systems, i.e. transmission or reception using multiple antennas using two or more spaced independent antennas at the receiving station
H04W 4/40 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
A grommet includes an umbrella-shaped member that is separate from a grommet body. The umbrella-shaped member has a covering portion that covers an insertion hole of a sound insulator provided on one surface of a vehicle body panel. The covering portion is inclined to increase in diameter toward the sound insulator. The grommet body has an engagement portion that axially locks to a front end of the covering portion, which is the front end of the umbrella-shaped member.
H01B 17/58 - Tubes, sleeves, beads or bobbins through which the conductor passes
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
This vehicle-mounted electronic apparatus comprises: a connector into which a retainer is inserted; a circuit board on which the connector is mounted; a case accommodating the circuit board and the connector in such a way that an opening portion of the connector into which the retainer is inserted is exposed to the outside; and a drainage mechanism provided so as to face an electricity conducting portion through which electricity flows, for discharging water to the outside of the case.
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
H01R 13/52 - Dustproof, splashproof, drip-proof, waterproof, or flameproof cases
H05K 5/02 - Casings, cabinets or drawers for electric apparatus - Details
An aspect of the present invention is a battery heating method for heating a battery in an electric vehicle when the temperature of the battery, which supplies power to an electric powertrain, is lower than a prescribed temperature determined in advance, or when it is estimated that the temperature of the battery will become lower than the prescribed temperature. This battery heating method has, as heating modes for heating the battery, a first mode for heating the battery by using heat generated by the battery itself, and a second mode for heating the battery by using heat generated by the electric powertrain. The first mode and the second mode are switched until the temperature of the battery reaches the prescribed temperature.
B60L 58/27 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
The invention relates to a device forming a brake disc protector for a vehicle, comprising a central base ring (Cbr) securing the device forming the brake disc protector to a non-rotatable vehicle structural element (K), a blade-type envelope having a substantially circular general shape with a maximum angular extent of approximately 300°, the blade-type envelope extending from one end of the central base ring (Cbr) and comprising a first structure (Sbi) extending in a plane substantially perpendicular to an axis of revolution of the central base ring (Cbr), the first structure (Sbi) comprising a first series of blades (Bi), each blade (Bi) of the first structure (Sbi) extending radially over the angular extent of the blade-type envelope with an angle of inclination with respect to the plane in which the first structure (Sbi) extends.
A component comprising: a first case portion having a tunnel portion having an opening end opening toward an axial direction; and a second case portion having a catch tank portion opening upward, wherein the first case portion and the second case portion face each other such that a bottom portion of the tunnel portion and a bottom portion of the catch tank portion are coupled to each other, an opening area of the opening end of the tunnel portion on the second case portion side is larger than an opening area of the opening end of the tunnel portion on a side opposite to the second case portion side, the tunnel portion as a whole is inclined downward from the second case portion side of the tunnel portion to the side opposite to the second case portion side of the tunnel portion, and the second case portion side of the tunnel portion is inclined downward toward the catch tank portion.
H02K 9/193 - Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil with means for preventing leakage of the cooling medium
F16H 57/04 - Features relating to lubrication or cooling
H02K 7/116 - Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
8.
Control Method for Series Hybrid Vehicle and Control Device for Series Hybrid Vehicle
A vehicle is a series hybrid vehicle that drives drive wheels using a travel motor by utilizing power of a power generation motor, which generates power by being driven by motive power of an internal combustion engine provided with a turbo charger. A method for controlling the vehicle includes executing a fuel cut of the internal combustion engine when excess power is greater than at least power that can be inputted in the system and the internal combustion engine is being supercharged.
B60W 20/40 - Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
B60W 20/11 - Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
B60W 20/13 - Controlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion
9.
INFORMATION PROCESSING DEVICE AND INFORMATION PROCESSING METHOD
An information processing device includes a communication unit and a controller. The communication unit performs data communication with another vehicle present in a periphery of a host vehicle. The controller controls the data communication performed by the communication unit. The controller specifies each second other vehicle for which a quality of communication with the host vehicle does not satisfy a prescribed standard as a designated moving body. The controller identifies a relative position relative to the host vehicle, and a reception power of radio waves received from the designated moving body, for each designated moving body. The controller controls directivity related to wireless communication performed by the communication unit based on the relative position and reception power for each other vehicle.
G08G 1/09 - Arrangements for giving variable traffic instructions
G08G 1/052 - Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
H04B 7/0404 - Diversity systems; Multi-antenna systems, i.e. transmission or reception using multiple antennas using two or more spaced independent antennas the mobile station comprising multiple antennas, e.g. to provide uplink diversity
10.
CATALYST ATMOSPHERE CONTROL METHOD AND CATALYST ATMOSPHERE CONTROL DEVICE
Provided is a catalyst atmosphere control method for controlling an atmosphere of a three-way catalyst provided in an exhaust passage of an internal combustion engine, the catalyst atmosphere control method involving executing an air-fuel ratio variation operation of periodically varying a pre-catalyst air-fuel ratio, as an air-fuel ratio upstream of the three-way catalyst, between a lean side and a rich side centered around the theoretical air-fuel ratio when it is detected that the three-way catalyst has reached a predetermined active state. In particular, a lean time is adjusted so as to be longer than a rich time in the air-fuel variation operation.
This pressure control system (15) controls pressure applied to a battery module (2) in which a plurality of battery cells (21) having a solid electrolyte and a negative electrode containing lithium are laminated. The pressure control system (15) comprises a movable end plate (166) for applying pressure to the battery module (2) by pressing the battery module (2) along the lamination direction of the battery cells (21), and a controller (10) for adjusting the pressure value by controlling the movable end plate (166), and in a case in which a battery control system (1) controlling charging/discharging of the battery module (2) is to be stopped, the controller (10) first reduces the pressure to a prescribed pressure, then the battery control system (1) is stopped.
H01M 10/42 - Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
H01M 10/48 - Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
A battery control system (1) comprises: a pressure application means (16) that applies pressure to a battery module (2) by pressing the battery module (2) along the lamination direction of battery cells (21) each having a negative electrode including lithium and a solid electrolyte; a controller (10) that adjusts the value of pressure by controlling the pressure application means (16); and a discharging means (15) that performs balancing of remaining discharge capacities among the battery cells (21) in the battery module (2). The controller (10) starts a first pressure application control in which pressure is increased to a prescribed pressure or higher, by the pressure application means (16), before the balancing is started.
H02J 7/02 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
A component comprising: a motor accommodating portion that accommodates a motor; an inverter accommodating portion that accommodates an inverter; a coupling portion that couples the motor accommodating portion and the inverter accommodating portion and is integrally formed with the motor accommodating portion and the inverter accommodating portion; and an oil passage that is formed in the coupling portion in a manner of extending along an axial direction of the motor.
A rear door assembly includes a vehicle body structure, a rear door and a four-bar linkage assembly. The vehicle body structure has a roof structure and a side wall defining a rear door opening. The four-bar linkage assembly supports the rear door for movement between open and closed orientations. The four-bar linkage includes a rearward member, a support bracket and a forward member. A first end of the rearward member is pivotally attached to an upright portion of the side wall and a second end attached to the rear door. A rearward end of the support bracket is fixed to the roof structure and is cantilevered therefrom. The forward member has a first end attached to the rearward end of the support bracket and a second end attached to the rear door inboard of the rearward member. The first end of the rearward member is outboard of the support bracket.
An energy storage device is provided that includes a first electrode, a second electrode, and a polymer electrolyte membrane disposed between the first electrode and the second electrode. The polymer electrolyte membrane includes a copolymer network including a polyoxide and a polysulfide. The polymer electrolyte membrane is prelithiated by deep discharging of the battery of in a voltage range of −0.5 V to 5.0 V such that the polymer electrolyte membrane after deep discharging includes additional lithium ions stored therein as compared with prior to deep discharging.
H01M 4/38 - Selection of substances as active materials, active masses, active liquids of elements or alloys
H01M 4/485 - Selection of substances as active materials, active masses, active liquids of inorganic oxides or hydroxides of mixed oxides or hydroxides for inserting or intercalating light metals, e.g. LiTi2O4 or LiTi2OxFy
H01M 10/0525 - Rocking-chair batteries, i.e. batteries with lithium insertion or intercalation in both electrodes; Lithium-ion batteries
One aspect of the present invention is a method for controlling an electric vehicle, the method adjusting a driving force distribution between front wheels and rear wheels, which are drive wheels, to control the posture of a vehicle body in a front-rear direction. This method for controlling the electric vehicle receives a selection of one seat of a plurality of seats and sets a reference position corresponding to the selected seat. After that, a rotation center of the vehicle body is moved to the reference position by adjusting the driving force distribution.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
17.
IRON ALLOY AND PART FOR A MOTOR VEHICLE COMPRISING SAID ALLOY
The present invention relates to an iron alloy comprising, in wt %: C ranging from 3.1 to 3.9; Si ranging from 1.8 to 2.8; Mn ranging from 0.5 to 0.9; V ranging from 0.2 to 0.6; Mo ≤ 0.7; Cu < 0.6; Cr ≤ 0.35; Ni < 0.2; S < 0.15; P < 0.1; Sn < 0.1; iron and unavoidable impurities.
A rear door assembly includes a vehicle body structure, a rear door and a four-bar linage assembly. The vehicle body structure has a roof structure and a side wall defining a rear door opening. The four-bar linkage assembly supports the rear door for movement between open and closed orientations. The four-bar linkage includes a rearward member, a support bracket and a forward member. A first end of the rearward member is pivotally attached to an upright portion of the side wall and a second end attached to the rear door. A rearward end of the support bracket is fixed to the roof structure and is cantilevered therefrom. The forward member has a first end attached to the rearward end of the support bracket and a second end attached to the rear door inboard of the rearward member. The first end of the rearward member is outboard of the support bracket.
A vehicle front end assembly includes a grille, a front end module, an upper grille panel and a bell crank assembly. The front end module has a radiator positioned rearwardly with respect to the grille. The upper grille panel extends rearwardly with respect to the grille and overlies the front end module. The upper grille panel has a bell crank access area. The bell crank assembly is positioned in the bell crank access area of the upper grille panel. The bell crank assembly has a bell crank that is movable with respect to the upper grille panel. The bell crank assembly further has an airflow barrier that is fixedly supported with respect to the bell crank assembly. The airflow barrier has a front wall that is positioned forward of the bell crank to deflect air flow received through the grille.
The vehicle front end assembly includes a grille, a front end module, an upper grille panel and a hood lock assembly. The front end module has a radiator unit positioned rearwardly with respect to the grille. The front end module further has a support frame that is positioned rearwardly with respect to the radiator unit. The upper grille panel has a hood lock access area. The hood lock assembly is positioned in the hood lock access area of the upper grille panel. The hood lock assembly has a hood lock that is movable with respect to the upper grille panel. The hood lock assembly further has an airflow barrier that is fixedly supported with respect to the hood lock assembly. The airflow barrier has a front wall that is positioned forward of the hood lock to deflect air flow received through the grille.
A method automatically controls a motor vehicle with wheels including at least two steered wheels. The method includes the following steps: the motor vehicle acquiring parameters relating to an obstacle avoidance trajectory, and a computer computing a provisional control instruction for an actuator for braking the steered wheels, based on the parameters and by way of a closed-loop controller. The method also includes the following steps: acquiring a lateral acceleration or a roll angle to which the motor vehicle is subject, and computing, in open-loop mode, a correction term or the provisional control instruction, based on the acquired lateral acceleration or roll angle.
In the present invention, the curvature of a plurality of corners constituting a continuous corner being traveled by a host vehicle is measured on the basis of map information; a continuous corner for which the average value of the curvature exceeds a first threshold value defined on the basis of the driving history of a driver or a remaining corner being traveled by the host vehicle after the driver has executed a prescribed driving operation during travel of the continuous corner is determined to be a specific continuous corner; on the basis of the curvature, a target speed calculation unit calculates a target speed by which the driver determines that acceleration/deceleration based on a pedal operation is unnecessary when the host vehicle is travelling a corner; a target deceleration force is calculated on the basis of the target speed for a corner being entered by the host vehicle and the speed of the host vehicle prior to entering the corner; the driving force of the host vehicle prior to entering the corner is corrected on the basis of the target deceleration force; the target deceleration force is updated every time a corner is passed in the specific continuous corner; and the driving force is corrected on the basis of the updated target deceleration force.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
23.
ALL-SOLID-STATE BATTERY AND METHOD FOR CONTROLLING ALL-SOLID-STATE BATTERY
This method for controlling an all-solid-state battery comprises: a step for discharging a battery cell while constraining the battery cell at a first constraint pressure when the temperature of the battery cell is higher than or equal to a first temperature T1 set in advance and lower than a second temperature T2 set in advance; and a step for reducing the constraint pressure of the battery cell to a second constraint pressure lower than the first constraint pressure when the temperature of the battery cell is higher than or equal to the second temperature T2.
H01M 10/48 - Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
[Problem] To improve layout performance of a unit. [Solution] This unit comprises: a bolt; and a rotary electrical machine. The rotary electrical machine has a rotor and a stator that surrounds the outer circumference of the rotor. The stator has a stator projection part that projects outward in a radial direction on the outer circumference of the stator. The bolt is inserted into the stator projection part in a direction from one end side toward the other end side in the axial direction of the stator. A neutral point of the stator and a head of the bolt are disposed on the one end side in the axial direction of the stator. In an axial-direction view, the neutral point of the stator is offset from the head of the bolt.
A charge-discharge control system according to an aspect of the present invention is a charge-discharge control system in which each of a plurality of charge-discharge elements autonomously controls charging-discharging, and the charge-discharge control system includes: an external control device that broadcasts a control signal to the charge-discharge elements that perform charging-discharging; and an authentication device that permits charging-discharging of each of the charge-discharge elements. The charge-discharge elements having received the control signal transmit, to the authentication device, a permission request signal for requesting permission for charging-discharging, which is based on the received control signal. The authentication device having received the permission request signal determines whether the permission request signal is a permission request signal based on the control signal received by the charge-discharge elements, and the authentication device connects a power line for performing charging-discharging to the charge-discharge elements if the authentication device determines that the permission request signal is the permission request signal based on the control signal received by the charge-discharge elements.
A charge/discharge control method for a charge/discharge element includes receiving a request value (Pfr) of a frequency adjustment capacity according to a system frequency (f) of an electric power system (10) based on a priority degree (β) and the request value (Pfr) being received, the priority degree indicating a degree at which charging or discharging of an own element (EV1) is prioritized over charging or discharging of another charge/discharge element (EV2, EV3, . . . ), correcting the output property to increase an upper limit value or a lower limit value of an output range as the priority degree (β) is higher, and performing charging or discharging with an output determined based on a deviation (Δf) between the system frequency (f) measured at a connection end to the electric power system (10) and a reference frequency (fref) of the electric power system (10) and the output property after the correction.
H02J 3/32 - Arrangements for balancing the load in a network by storage of energy using batteries with converting means
H02J 3/02 - Circuit arrangements for ac mains or ac distribution networks using a single network for simultaneous distribution of ac power and of dc power
H02J 7/00 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
H02J 13/00 - Circuit arrangements for providing remote indication of network conditions, e.g. an instantaneous record of the open or closed condition of each circuitbreaker in the network; Circuit arrangements for providing remote control of switching means in a power distribution network, e.g. switching in and out of current consumers by using a pulse code signal carried by the network
A composite material structure according to the present invention comprises a sound-absorbing material and a fiber-reinforced resin. Additionally, the sound-absorbing material is wrapped in oil-repellent wrapping paper, and the fiber-reinforced resin adheres closely to the wrapping paper and covers the entirety of the sound-absorbing material wrapped in the wrapping paper, whereby adhesion between the fiber-reinforced resin and the sound-absorbing material can be prevented and a composite material structure enabling 100% reuse of the sound-absorbing material can be provided.
B32B 5/02 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by structural features of a layer comprising fibres or filaments
Provided is a stationary fuel cell system in which two power generation modules are layered and disposed in the vertical direction, said power generation modules each being provided with an auxiliary machine structure that includes an auxiliary machine for exchanging gas with a fuel cell stack, a first fuel cell stack that is connected to one surface of the auxiliary machine structure in the vertical direction, and a second fuel cell stack that is connected to the other surface of the auxiliary machine structure in the vertical direction and that has a smaller dimension in the vertical direction than the first fuel cell stack, wherein: the second fuel cell stack of the upper-side power generation module is connected to the lower surface of the auxiliary machine structure of the upper-side power generation module; and the second fuel cell stack of the lower-side power generation module is connected to the upper surface of the auxiliary machine structure of the lower-side power generation module.
Provided is a vehicle drive force control method that comprises measuring a frictional coefficient and a slip rate on a vehicle travel road surface in a prescribed measurement period, generating a µ-S characteristic map that represents a relationship between the frictional coefficient and the slip rate on the travel road surface on the basis of a combination of the frictional coefficient and the slip rate obtained in each measurement period, determining whether the travel road surface is a muddy road surface on the basis of the generated µ-S characteristic map, identifying an appropriate slip rate zone on the µ-S characteristic map in which the slip rate is lower than the slip rate during maximum friction and the road surface transmission torque is equal to or greater than a prescribed value when the travel road surface is determined to be a muddy road surface, and adjusting the drive force so that the slip rate is included in the appropriate slip rate zone.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
31.
METHOD AND DEVICE FOR DIAGNOSING DETERIORATION OF EXHAUST GAS PURIFICATION CATALYST
When the temperature of a three-way catalyst (15) is in a first temperature range (200-300°C), the air-fuel ratio in the catalyst is enriched (S2, S3) and the ammonia level is detected with a downstream ammonia sensor 20 (S4). The detected ammonia level is compared with threshold #A (S5). When the catalyst temperature is further in a second temperature range (350-400°C), the air-fuel ratio in the catalyst is similarly enriched (S7, S8) and the ammonia level is detected (S9). The detected ammonia level is compared with threshold #B (S10). When the ammonia level under the first temperature range is lower than threshold #A and the ammonia level under the second temperature range is at or higher than threshold #B, it is determined that the catalyst is deteriorated (S11).
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
F02D 41/04 - Introducing corrections for particular operating conditions
32.
STEERING CONTROL METHOD AND STEERING CONTROL DEVICE
In this steering control method, a front-wheel slip angle is estimated, and: when the road surface on which a vehicle is travelling is a low-μ road surface and the axial force difference between a feedback axial force and a standard axial force or a feedforward axial force is less than a first prescribed value, a steering reaction force based on the feedforward axial force is applied (S6); when the road surface is a low-μ road surface and the axial force difference is greater than or equal to the first prescribed value, a steering reaction force based on the feedback axial force is applied (S9); when the road surface is not a low-μ road surface and the front-wheel slip angle is less than a third prescribed value, a steering reaction force based on the feedforward axial force is applied, (S12); and when the road surface is not a low-μ road surface and the front-wheel slip angle is greater than or equal to the third prescribed value, a steering reaction force based on the feedback axial force is applied (S13).
A controller (19) sets a stop candidate position on a stop line positioned on a travel route of a host vehicle, executes deceleration control for decelerating the host vehicle in order for the host vehicle to stop in front of the stop candidate position, and, if there is an acceleration operation by a driver of the host vehicle after the stop candidate position has been set, releases the setting of the stop candidate position, or performs autonomous control of travelling of the host vehicle such that the host vehicle passes through the stop candidate position in a state in which the stop candidate position has been set.
In this invention, a controller (7) determines whether or not a subject vehicle passes through a target intersection on a non-priority side, on which the movement of other mobile objects is prioritized over the travel of the subject vehicle, and enters a connecting lane included in a connecting road connecting to a destination or a passing point, and if the subject vehicle is to pass through the target intersection on the non-priority side and enter the connecting lane, generates a target travel path for the subject vehicle to pass through the target intersection on a priority side, on which the subject vehicle is allowed to travel with priority over the movement of other mobile objects, and enter the connecting lane.
This stationary fuel cell system comprises: a plurality of power generation modules, which comprise an auxiliary machine structure that includes an auxiliary machine for exchanging gas with fuel cell stacks, a first fuel cell stack connected to one surface of the auxiliary machine structure in the vertical direction, and a second fuel cell stack connected to the other surface of the auxiliary machine structure in the vertical direction; and a piping module, which comprises an intake pipe through which air supplied to the power generation modules flows, an exhaust pipe through which gas discharged from the power generation modules flows, and a fuel pipe through which fuel supplied to the power generation modules flows. The plurality of power generation modules are disposed so as to be stacked in the vertical direction, and the piping module is disposed between two of the stacked power generation modules.
This stationary fuel cell system comprises: an auxiliary machine structure including an auxiliary machine that performs a transfer of gas to and from a fuel cell stack; a power generation module comprising the fuel cell stack connected to at least one face of the auxiliary machine structure, the face found in the up/down direction; and a box-shaped frame formed by a plurality of frame members, the power generation module being disposed inside the frame. The auxiliary machine structure is coupled to a cross member that is provided to each of a pair of lateral faces opposing each other while sandwiching therebetween the power generation module in the frame.
Provided is a stationary fuel cell system (1) which comprises a power generation module (2) that includes an auxiliary structure (7) and a fuel cell stack (6) and a box-shaped frame (5) and in which the power generation module is disposed inside the frame, said stationary fuel cell system comprising: pipes (8, 9, 11) through which gas supplied to or discharged from the power generation module flows; and branch pipes (13, 14, 15) which branch off from the pipes and which are connected to the power generation module, wherein the auxiliary structure is supported by cross members (20) which are provided on a pair of opposite side surfaces of the frame and which extend in the horizontal direction, and, when one side surface of a pair of side surfaces of the frame that are orthogonal to the side surfaces on which the cross members are provided is an insertion surface, and the other side surface thereof is a non-insertion surface, connection parts between the branch pipes and the auxiliary structure are on a side closer to the non-insertion surface of the auxiliary structure.
A stationary fuel cell system comprising: two power generation modules provided with a fuel cell stack, and an auxiliary equipment structure including auxiliary equipment that transfers gas to and from the fuel cell stack; a piping module provided with an intake pipe through which air supplied to the power generation module flows, and an exhaust pipe through which air exhausted from the power generation module flows; and an electrical equipment module provided with a main power line that is connected to a branch power line drawn out from the fuel cell stack and that sends power generated by the power generation module to an external power converter, wherein the two power generation modules are arranged overlapping vertically, the piping module and the main power line are placed between the two power generation modules arranged overlapping, the intake pipe and the exhaust pipe are arranged side by side, and the main power line is placed aligned with the intake pipe and the exhaust pipe at a position facing the exhaust pipe and sandwiching the intake pipe.
The present invention is provided with an NOx sensor (20) on the downstream side of a ternary catalyst (15) in an internal combustion engine (1), the NOx sensor (20) having sensitivity to NOx density and ammonia density in the exhaust, wherein a detection signal from the NOx sensor (20) is used in exhaust purification control. After the internal combustion engine (1) has started, an assessment is made as to whether there is a predetermined condition, such as a fuel cut in which ammonia is not generated in the ternary catalyst (15), and if the predetermined condition is present, the amount of ammonia detected by the NOx sensor (20) is compared to a predetermined threshold. If the amount of ammonia is less than the threshold, it is determined that there is no effect from ammonia dissolved in condensate water and the use of the detection signal from the NOx sensor (20) is allowed in the exhaust purification control.
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
This localization method comprises: measuring, as observation values of an object being detected, the position and the angle of a moving object from a signal received from a satellite (S01); calculating, on the basis of a relative amount of movement of the moving object, a travel path tracing back by a predetermined distance from the observation values of the object being detected at a predetermined time, or a travel path of the moving object tracing back by a predetermined time from the observation values of the object being detected at the predetermined time (S02); detecting the confidence level of the observation values of the object being detected at the predetermined time on the basis of a deviation between the calculated travel path and the past observation values in a section corresponding to the travel path, and confidence levels stored in association with the past observation values (S03); storing the observation values of the object being detected at the predetermined time in association with the detected confidence level (S04); and localizing the moving object on the basis of observation values having a confidence level higher than or equal to a first predetermined value (S05).
G01S 19/49 - Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system whereby the further system is an inertial position system, e.g. loosely-coupled
G01C 21/28 - Navigation; Navigational instruments not provided for in groups specially adapted for navigation in a road network with correlation of data from several navigational instruments
41.
CHARGING/DISCHARGING MANAGEMENT METHOD AND CHARGING/DISCHARGING MANAGEMENT DEVICE
When establishing a first priority level indicating the extent to which priority is given to charging/discharging a battery mounted in an electric vehicle at a first charging/discharging site, a charging/discharging management method and a charging/discharging management device according to the present invention acquire battery information indicating charge status of the battery and acquire, from an electric power meter installed at the first charging/discharging site, first electric power information indicating a first electric power that is charged/discharged at the first charging/discharging site. A second charging/discharging site, to which the electric vehicle is predicted to arrive after departing the first charging/discharging site, is extracted from among a plurality of charging/discharging sites. Then, a charging/discharging map of the second charging/discharging site is acquired, and the first priority level is established on the basis of the battery information, the first electric power information, and the charging/discharging map of the second charging/discharging site.
B60L 53/10 - Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
A hydraulic actuation device includes a case; an oil passage provided in the case; and a support member provided in the case and configured to support a supported member. The oil passage includes an opening portion that allows the oil passage to communicate with a space inside the case, the support member is inserted into the opening portion, and a communication between the oil passage and the space inside the case is blocked by the support member.
A light assembly for a vehicle includes a light bar and a projector. The light bar configured to be connected to the vehicle. The projector is rotatably connected to the light bar. The projector is rotatable relative to the light bar.
B60Q 1/26 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
B60Q 1/32 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating vehicle sides
45.
DRIVING ASSISTANCE METHOD AND DRIVING ASSISTANCE DEVICE
Provided are a driving assistance method and a driving assistance device (19) that perform risk handling control in which, when a portion of detection ranges of a plurality of imaging devices (11) that are mounted on a host vehicle (V1) overlap in a lane adjacent to a host vehicle lane in which the host vehicle (V1) travels, it is determined whether or not another vehicle (V2) will enter the overlapping portion of the detection ranges within a prescribed time, and when it has been determined that said other vehicle (V2) will enter the overlapping portion within the prescribed time, the host vehicle (V1) is controlled to handle the risk that the state of travel of said other vehicle (V2) will be incorrectly recognized from the detection results of the plurality of imaging devices (11).
This automobile is provided with: an entertainment execution device (41) that executes entertainment software, communicates with a radio control device (RC), or plays back a video content; and a display device (6) that displays an image outputted from the entertainment execution device on a flexible display (65) that is capable of being raised or lowered between a steering wheel (501) and a windshield (W) or a front windshield (W1).
B60R 11/02 - Arrangements for holding or mounting articles, not otherwise provided for for radio sets, television sets, telephones, or the like; Arrangement of controls thereof
A63F 13/803 - Driving vehicles or craft, e.g. cars, airplanes, ships, robots or tanks
B60J 1/02 - Windows; Windscreens; Accessories therefor arranged at the vehicle front
B62D 5/04 - Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
B62D 6/00 - Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
G09B 9/042 - Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of land vehicles providing simulation in a real vehicle
47.
VEHICLE TRAVEL ASSISTANCE METHOD AND VEHICLE TRAVEL ASSISTANCE DEVICE
This vehicle travel assistance device includes: a control unit (2) that sets a travel route ahead of a vehicle; a first topographic information acquisition unit (3) that can acquire information about three-dimensional topographic shapes around the vehicle; and a second topographic information acquisition unit (4) that can acquire information about three-dimensional topographic shapes around the vehicle by a method different than that of the first topographic information acquisition unit (3). The control unit (2) acquires, as road surface conditions, three-dimensional topographic shapes ahead of the vehicle during travel, on the basis of information from the first topographic information acquisition unit (3) and the second topographic information acquisition unit (4). The control unit (2) uses the current position as a starting point to set, in accordance with the acquired road surface conditions ahead of the vehicle, a future travel route ahead of the vehicle along which travel will be easy.
The present invention provides a means for enabling a lithium deposition-type all-solid-state battery to be more reliably prevented from short circuit. The present invention provides an all-solid-state battery which is provided with a power generation element that comprises: a positive electrode having a positive electrode active material layer which contains a positive electrode active material; a negative electrode having a negative electrode collector on which lithium metal is deposited during the charging of the battery; a solid electrolyte layer which is interposed between the positive electrode and the negative electrode, and contains a solid electrolyte; and a negative electrode intermediate layer which is arranged adjacent to the negative electrode collector-side surface of the solid electrolyte layer, and contains at least one material that is selected from the group consisting of metal materials that can be alloyed with lithium and carbon materials that can absorb lithium ions. With respect to this all-solid-state battery, a surface of the negative electrode intermediate layer, the surface being adjacent to the solid electrolyte layer, has a surface roughness Rz of 2.5 µm or less.
H01M 10/0585 - Construction or manufacture of accumulators having only flat construction elements, i.e. flat positive electrodes, flat negative electrodes and flat separators
A vehicle body structure includes a floor structure, a rear side member and a reinforcing member. The floor structure at least partially defines a door sill portion, a rear wheel well portion and a rear seat support portion. The rear side member extends wider and is directly attached to a lower surface of the floor structure adjacent to the door sill portion and a forward section of the rear wheel well portion. The reinforcing member is fixedly attached to an upper surface of the floor structure adjacent to the door sill portion and the forward section of the rear wheel well portion such that a portion of the floor structure, a portion of the reinforcing member and a portion of the rear side member are welded together via a plurality of triple welds.
An engine malfunction determination system includes a vehicle engine, an engine sensor system, an engine control module and an electronic display device. The engine sensor system has at least one sensor configured to detect an operation condition of the vehicle engine. The engine control module is in electrical communication with the sensor system to receive a detection signal from the engine sensor system regarding the operation condition of the vehicle engine. The engine control module is programmed to determine an anomaly in the detection signal. The electronic display device is programmed to display an indication of engine malfunction when the engine control module determines that the anomaly in the detection signal exceeds a predetermined threshold.
A vehicle includes a vehicle engine, a steering control unit, an on-board sensor network and a virtual hazard inference system. The vehicle engine generates a torque output of the vehicle. The steering control unit controls a steering angle of the vehicle. The on-board sensor network is programmed to detect external objects within a detection zone. The virtual hazard inference system has a processor programmed to infer a presence of an occluded object that is not detected by the on-board sensor network. The processor controls the vehicle engine and the steering control unit to perform at least one of a torque control operation and a steering control operation.
Provided is a driving assistance method and a driving assistance device (19) that, in a case in which another vehicle that is traveling beside a host vehicle (V1) has been detected and when it is determined that the position of the other vehicle (V2) is in an edge portion (C3, C4) of a detection range of an imaging device (11) or will enter the edge portion (C3, C4) within a predetermined time, perform autonomous control of travel of the host vehicle (V1) so that the position of the other vehicle (V2) is not included in the edge portion (C3, C4) of the detection range.
The present invention comprises: a steering apparatus (5) in which a steering wheel (501) is mechanically separated from steered wheels (502), and the operation of the steering wheel is transmitted to the steered wheels as an electric signal; an entertainment execution apparatus (41) that executes entertainment software or communicates with a radio control device (RC); and a mode select controller (2) that enables selection of an entertainment mode for running the entertainment execution device and a driving mode for driving an automobile (V), and that executes control according to each mode. Additionally, if the entertainment mode is selected, the mode select controller controls the steering device (5) such that the steered wheels (502) are not steered even if the steering wheel (501) is operated.
B62D 6/00 - Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
A63F 13/803 - Driving vehicles or craft, e.g. cars, airplanes, ships, robots or tanks
B62D 5/04 - Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
G09B 9/042 - Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of land vehicles providing simulation in a real vehicle
54.
STATOR OF DYNAMO-ELECTRIC MACHINE AND MANUFACTURING METHOD THEREFOR
In the present invention, a stator of a dynamo-electric machine comprises a slotted stator core, and a multi-phase flat wire coil made from segment coils, said flat wire coil passing through the slot and projecting from the end face of the stator core. In the present invention, a single-phase flat wire coil has an even number of segment coils stacked in the radial direction in one slot and in another slot. The even-numbered segment coils inside one slot and the odd-numbered segment coils in the other slot are joined to one another at the distal ends thereof, flanking the adjacent rectangular wire coils of the other phases. Projecting parts of the even-numbered segment coils in one slot describe a curved shape that is protrudes toward the outside-diameter side.
H02K 3/50 - Fastening of winding heads, equalising connectors, or connections thereto
H02K 15/04 - Methods or apparatus specially adapted for manufacturing, assembling, maintaining or repairing of dynamo-electric machines of windings, prior to mounting into machines
H02K 15/085 - Forming windings by laying conductors into or around core parts by laying conductors into slotted stators
This stator for a rotary electric machine is equipped with: a stator core which has a slot; and a flat wire coil which comprises segment coils, passes through the slot, and projects from the end surface of the stator core in the axial direction. An end section of one segment coil and an end section of another segment coil form a welded section. The one segment coil and the other segment coil are positioned in a state in which the segment coil thickness direction inside the slot and in the welded section aligns with the radial direction, and have, in the interval from the end-surface side of the stator core to the welded section side, a radial-direction curving section which curves toward the radial-direction side, a peripheral-direction extending section which is adjacent to the radial-direction curving section and extends toward the peripheral-direction side, and an axial-direction curving section which is adjacent to the peripheral-direction extending section and curves toward the axial-direction side, but do not have an edge-wise curving section.
This solid oxide fuel cell has a metal support, an anode active layer provided on the metal support, an electrolyte layer provided on the anode active layer, and a cathode layer provided on the electrolyte layer. The anode active layer includes composite particles. The composite particles have Ni particles and a bimetal. The bimetal is a solid solution of Ni and a second metal. The second metal is at least one selected from elements in group 8 to group 10 other than Ni.
H01M 8/0637 - Direct internal reforming at the anode of the fuel cell
H01M 8/12 - Fuel cells with solid electrolytes operating at high temperature, e.g. with stabilised ZrO2 electrolyte
H01M 8/1213 - Fuel cells with solid electrolytes operating at high temperature, e.g. with stabilised ZrO2 electrolyte characterised by the electrode/electrolyte combination or the supporting material
Provided is a gear structure comprising a shaft portion 1, a web portion 2 which is fixed to an outer periphery of the shaft portion 1, and a toothing portion 3 which is fixed to an outer periphery of the web portion 2, wherein the web portion 2 includes a hollow portion 4 which is formed along the circumferential direction, a projection portion 5 which is formed on an outer peripheral surface, a groove portion 6, a wheel retainer 7, and a wheel retainer cover 8, and the toothing portion 3 is restrained in the width direction on the outer peripheral surface of the web portion 2 by the projection portion 5 and the wheel retainer 7 fitted to the groove portion 6. This gear structure has a split structure and can secure the strength required for teeth 3A and achieve a decrease in manufacturing time and an increase in productivity.
The capless refueling assembly (1) is attached to the leading end of a refueling pipe (2) that extends from a fuel tank. The capless refueling assembly (1) is provided with a main body (10), a flap valve (11), and a pair of stopper ribs (16). A refueling port (10a) into which the nozzle (30) of a refueling gun (3) is inserted is formed on the main body (10). The flap valve (11) is provided inside the main body (10) so as to be able to open and close and opens/closes the refueling port (10a). The stopper ribs (16) protrude inward from the inner surface of the liquid fuel flow channel formed inside the main body (10). The pair of stopper ribs (16) protrude inward toward each other and control the insertion depth of the nozzle (30). The shortest distance between the pair of stopper ribs (16) is set to be smaller than the outer diameter of the leading end of the nozzle (30).
A cooling device according to the present invention comprises: a heatsink in which a plurality of fins are installed upright on a base plate and a flow path is formed between the fins; a fan that causes a main air stream to flow into the flow path; and a plasma actuator that discharges electricity between electrodes separated by a plate-shaped dielectric body and generates an induced flow. The plasma actuator is such that the main face of the dielectric body and the main faces of the fins are disposed upstream of the heatsink in the flow direction of the main air stream so as to be parallel to each other, and the flow direction of the induced flow is set to be the same as the flow direction of the main air stream; and therefore it is possible to provide a cooling device which is inexpensive due to machining of a heatsink not being necessary, and which can improve cooling efficiency by the thinning a boundary layer near the fins.
A continuously variable transmission includes: a first pulley and a second pulley each including a fixed pulley and a movable pulley; and an endless member wound around the first pulley and the second pulley, wherein the continuously variable transmission continuously changes a speed ratio by controlling a thrust of the movable pulley with a hydraulic pressure, the thrust of the movable pulley is made smaller as a rotation speed of the first pulley decreases, and when the rotation speed of the first pulley is lower than a predetermined rotation speed, the thrust of the movable pulley in a case where the speed ratio is on a Low side of the predetermined speed ratio is not made smaller than the thrust of the movable pulley in a case where the speed ratio is on a High side of the predetermined speed ratio.
A power transmission device having: a case formed by assembling a first case member and a second case member; and a shaft member supported by the case, the power transmission device comprising: a protrusion provided to the first case member and protruding in the axial direction along to the direction of assembling the case; and a recess provided to the second case member and recessed in the axial direction. The shaft member is supported by the protrusion in the recess.
This steering control method comprising: calculating a target steering angle of a steering wheel (S1); driving a steering motor on the basis of a difference between the target steering angle and an actual steering angle of the steering wheel (S2); estimating first estimated current axial force which is steering rack axial force, by multiplying a steering current, which is the current that drives the steering motor, by a first coefficient (S3); estimating second estimated current axial force which is steering rack axial force, by multiplying the steering current by a second coefficient larger than the first coefficient (S4); calculating an estimated steering rack axial force on the basis of the first estimated current axial force, when the steering state of the steering wheel is a largely-turned steering state (S6); calculating an estimated steering rack axial force on the basis of the second estimated current axial force when the steering state is a turn-back steering state (S7); calculating a target reaction force current on the basis of the estimated steering rack axial force (S8); and driving a reaction force motor that applies a steering reaction force to the steering wheel on the basis of the estimated target reaction force current (S9).
Provided are a driving assistance method and a driving assistance device (14), wherein the steering direction of a steering-controlled wheel of a vehicle (V) is acquired, a left threshold value for when a steering wheel is turned in the left direction and a right threshold value for when the steering wheel is turned in the right direction are set as threshold values for releasing autonomous steering control of the vehicle (V), the autonomous steering control is released when the absolute value of a torque inputted to the steering wheel surpasses the left threshold value or the right threshold value, if the steering direction is in the left direction, then the right threshold value is greater than the left threshold value, and if the steering direction is in the right direction, then the left threshold value is greater than the right threshold value.
This monitoring device 1, which monitors the surroundings of a moving object on the basis of information received from a sensor that detects the surroundings of the moving object, is provided with an attribute acquisition unit 51 that acquires attribute information indicating the attributes of a parking place where the moving object is parked, a monitoring setting unit 52 that calculates a monitoring level for the surroundings of the object on the basis of the attribute information and determines monitoring settings corresponding to the monitoring level, and a signal output unit 53 that outputs a recommendation signal for recommending the contents of the monitoring settings to the user and/or an instruction signal for controlling the sensor with the monitoring settings.
This charge/discharge control method is for a charge/discharge element (EV1, EV2) and is conducted in every control cycle (ts) from a start time point (t0). The method involves measuring a power consumption amount obtained by integrating the power consumption of the whole group including one or more of the charge/discharge elements (EV1, EV2) from the start time point (t0) to a control time point (t1, t2,...) at which one or more of the control cycles (ts) have elapsed. A target power amount (Ptarget) is obtained by integrating a target power that is predetermined for the whole group, from the start time point (t0) to the control time point. The method involves: determining a command value (Pev(t)) on the basis of an average power amount obtained by dividing, by the control cycle (ts), a differential power amount (ΔE(t)) obtained by subtracting the power consumption amount from the target power amount; and broadcasting the same to the one or more charge/discharge elements (EV1, EV2). Each of the one or more charge/discharge elements that has received the command value (Pev(t)) autonomously controls own charge/discharge power on the basis of the command value (Pev(t)).
H02J 7/00 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
H02J 3/14 - Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load by switching loads on to, or off from, network, e.g. progressively balanced loading
H02J 3/38 - Arrangements for parallelly feeding a single network by two or more generators, converters or transformers
H02J 7/02 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
66.
POWER MANAGEMENT METHOD AND POWER MANAGEMENT SYSTEM
In this power management method for a power management system 1, a change in supply-demand gap obtained by subtracting the amount of power consumption by power consumption facilities 23 from the amount of power generation by a power generation facility 21 is predicted for each of a plurality of microgrids 20A to 20D. First data indicating inter-area operations of electric vehicles 30 located in areas A-D corresponding respectively to the plurality of microgrids 20A to 20D is used to identify a second area from which the largest number of electric vehicles 30 move to a first area corresponding to a first microgrid for which the predicted supply-demand gap is smaller than a threshold value. The electric vehicles 30 located in the second area are each encouraged to move to the first area and discharge the secondary battery thereof.
[Problem] To reduce a gear ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] A unit according to the present invention comprises: an input element; an output element; and a gear device which is configured by coupling rotation elements of a first planetary gear mechanism and a second planetary gear mechanism at one place such that, on a collinear diagram, a second rotation part that is constituted by the coupled rotation elements is disposed between a first rotation part and a third rotation part and a fifth rotation part is disposed between the second rotation part and a fourth rotation part, wherein the input element is connected to the first rotation part, the output element is connected to the fifth rotation part, the third rotation part is fixed, the fourth rotation part can be selectively connected to a fixation element or the first rotation part, and any specific two of the second rotation part, the fourth rotation part, and the fifth rotation part can be connected to or disconnected from each other.
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] This unit is provided with: an input element; an output element; and a gear device that is configured by coupling, at one position, mutual rotatable elements of a first planetary gear mechanism and a second planetary gear mechanism, and in which a second rotary section, which corresponds to the coupled mutual rotatable elements, is disposed between a first rotary section and a third rotary section, and a fifth rotary section is disposed between the second rotary section and a fourth rotary section, on a collinear diagram. The input element is connected to the first rotary section, the output element is connected to the fifth rotary section, the third rotary section is fixed, the fourth rotary section is selectively connectable to a fixed element or to the first rotary section, and the fifth rotary section is connectable to the first rotary section.
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] This unit comprises: an input element; an output element; and a gear device which is configured by connecting the rotating elements of a first planetary gear mechanism and a second planetary gear mechanism to each other at two locations, and in which a first rotating part, a second rotating part, a third rotating part, and a fourth rotating part are arranged in this order on a speed diagram. The input element is connectable to the first rotating part and connectable to the second rotating part, the output element is connected to the third rotating part, and the fourth rotating part can be switched between a rotating state and a non-rotating state.
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] This unit is provided with an input element, an output element, and a gear device in which a first rotation site, second rotation site, third rotation site, and fourth rotation site are arranged in the stated order in a velocity diagram. The input element can connect to the first rotation site and to the second rotation site, the output element is connected to the third rotation site, and the fourth rotation element can switch between a rotating state and a non-rotating state. The gear device is provided with a first planetary gear mechanism and a secondary planetary gear mechanism. The first rotation site is constituted of a third rotational element. The second rotation site is constituted by linking a second rotational element and a sixth rotational element. The third rotation site is constituted of a fifth rotational element. The fourth rotation site is constituted by linking a first rotational element and a fourth rotational element.
[Problem] To reduce the step ratio during gear shifting in a unit having a motive power transmission mechanism therein. [Solution] This unit comprises: an input element; an output element; and a gear device in which a first rotation part, a second rotation part, a third rotation part, and a fourth rotation part are arranged in the stated order on a speed diagram. The input element can be connected to the first rotation part and the second rotation part, the output element can be connected to the third rotation part, and the fourth rotation part can be switched between a rotating state and a non-rotating state. The gear device is provided with a first planetary gear mechanism and a second planetary gear mechanism, the first rotation part is configured from a fourth rotation element, the second rotation part is configured from a third rotation element, the third rotation part is configured by coupling a second rotation element and a fifth rotation element, and the fourth rotation part is configured by coupling a first rotation element and a sixth rotation element.
[Problem] To reduce a step ratio during gear-shifting in a unit having a power transmission mechanism therein. [Solution] This unit comprises: an input element; an output element; and a gearbox in which a first rotating part, a second rotating part, a third rotating part, and a fourth rotating part are aligned in that order in a velocity diagram. The input element is capable of connecting to the first rotating part and of connecting to the second rotating part. The output element is connected to the third rotating part. The fourth rotating part is capable of switching between a rotational state and a non-rotational state. The gearbox comprises a first planetary gear mechanism and a second planetary gear mechanism. The first rotating part is constituted of a third rotating element. The second rotating part is constituted by linking a second rotating element and a sixth rotating element. The third rotating part is constituted by linking a first rotating element and a fifth rotating element. The fourth rotating part is constituted of a fourth rotating element.
[Problem] To reduce a step ratio during deceleration in a unit having a power transmission mechanism therein. [Solution] This unit comprises an input element, an output element, and a gear device in which a first rotary portion, a second rotary portion, a third rotary portion, and a fourth rotary portion are provided side by side in said order in a velocity diagram. The input element is connectable to the first rotary portion and is connectable to the second rotary portion, the output element is connectable to the third rotary portion, and the fourth rotary portion can be switched between a rotary state and a non-rotary state. The gear device comprises a first planetary gear mechanism and a second planetary gear mechanism, wherein the first rotary portion is constituted by joining a third rotary element and a fourth rotary element, the second rotary portion is constituted by a second rotary element, the third rotary portion is constituted by joining the first rotary element and a fifth rotary element, and the fourth rotary portion is constituted by a sixth rotary element.
F16H 3/66 - Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
F16H 3/58 - Gearings having only two central gears, connected by orbital gears with sets of orbital gears, each consisting of two or more intermeshing orbital gears
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] A unit according to the present invention comprises an input element, an output element, and a gear device in which a first rotation part, a second rotation part, a third rotation part, and a fourth rotation part are aligned in this order in a speed diagram. The input element can connect to the first rotation part and can connect to the second rotation part. The output element is connected to the third rotation part, and the fourth rotation part can switch between a rotating state and a non-rotating state. The gear device comprises a first planetary gear mechanism and a second planetary gear mechanism. The first rotation part is configured with a third rotation element coupled with a fourth rotation element, the second rotation part is configured by a fifth rotation element, the third rotation part is configured with a second rotation element coupled with a sixth rotation element, and the fourth rotation part is configured by a first rotation element.
Provided are a driving assistance method and a driving assistance device (14) that: predict whether a vehicle (V) being driven by the steering operation of a driver will depart from the lane (L) during travel; acquire a departure direction in which the vehicle (V) departs from the lane (L) and the turning direction of the vehicle (V), when it is predicted that the vehicle (V) will depart from the lane (L), and determine whether the departure direction and the turning direction are the same direction; and, when it is determined that the departure direction and the turning direction are the same direction, execute a steering control such that the steering wheel of the vehicle (V) does not turn in the departure direction and the vehicle (V) does not depart from the lane (L).
[Problem] To reduce the step ratio during gear shifting in a unit having a motive power transmission mechanism therein. [Solution] This unit comprises: an input element; an output element; and a gear device that is configured by coupling a first planetary gear mechanism and a second planetary gear mechanism to respective rotating elements at one location, the gear device being such that, on a collinear diagram, a second rotation part is disposed between a first rotation part and a third rotation part that are the coupled respective rotational elements, and a fifth rotation part is disposed between the first rotation part and a fourth rotation part. The input element is connected to the first rotation part. The output element is connected to the fifth rotation part. The third rotation part is fixed in place. The fourth rotation part can be selectively connected to a fixed element or the second rotation part. Any specific two of the first rotation part, the fourth rotation part, and the fifth rotation part can be connected to and disconnected from each other.
[Problem] To reduce the step ratio during gear shifting in a unit having a motive power transmission mechanism therein. [Solution] This unit comprises: an input element; an output element; and a gear device in which a first rotation part, a second rotation part, a third rotation part, and a fourth rotation part are arranged in the stated order on a speed diagram. The input element can be connected to the first rotation part and the second rotation part, the output element can be connected to the third rotation part, and the fourth rotation part can be switched between a rotating state and a non-rotating state. The gear device is provided with a first planetary gear mechanism and a second planetary gear mechanism, the first rotation part is configured by coupling a first rotation element and a sixth rotation element, the second rotation part is configured by coupling a second rotation element and a fifth rotation element, the third rotation part is configured from a third rotation element, and the fourth rotation part is configured from a fourth rotation element.
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] The unit comprises: an input element; an output element; and a gear device in which a first rotation part, a second rotation part, a third rotation part, and a fourth rotation part are arranged in this order on a velocity diagram. The input element is connectable to the first rotation part and connectable to the second rotation part. The output element is connected to the third rotation part. The fourth rotation part can switch between a rotation state and a non-rotation state. The gear device comprises a first epicyclic gear mechanism and a second epicyclic gear mechanism. The first rotation part is configured by coupling a first rotation element and a sixth rotation element. The second rotation part is configured by a fifth rotation element. The third rotation part is configured by a second rotation element. The fourth rotation part is configured by coupling a third rotation element and a fourth rotation element.
[Problem] To reduce a step ratio during gear shifting in a unit that internally includes a power transmission mechanism. [Solution] This unit comprises an input element, an output element, and a gear device in which a first rotating part, a second rotating part, a third rotating part and a fourth rotating part are arranged in the stated order on a velocity diagram. The input element can be connected to the first rotating part and can be connected to the second rotating part, the output element is connected to the third rotating part, and the fourth rotating part can switch between a rotating state and a non-rotating state. The gear device comprises a first planetary gear mechanism and a second planetary gear mechanism, the first rotating part consists of a first rotating element, the second rotating part is configured by linking a second rotating element and a sixth rotating element, the third rotating part is configured by linking a third rotating element and a fifth rotating element, and the fourth rotating part consists of a fourth rotating element.
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] This unit comprises: an input element; an output element; and a gear device in which a first rotation part, a second rotation part, a third rotation part, and a fourth rotation part are arranged in this order on a velocity diagram. The input element is connectable to the first rotation part and connectable to the second rotation part. The output element is connected to the third rotation part. The fourth rotation part can switch between a rotation state and a non-rotation state. The gear device comprises a first epicyclic gear mechanism and a second epicyclic gear mechanism. The first rotation part is configured by a fourth rotation element. The second rotation part is configured by coupling a first rotation element and a fifth rotation element. The third rotation part is configured by coupling a second rotation element and a sixth rotation element. The fourth rotation part is configured by a third rotation element.
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] The unit includes an input element, an output element, and a gear device in which a first rotating part, a second rotating part, a third rotating part, and a fourth rotating part are arranged side by side in this order on a speed diagram. The input element is connectable to the first rotating part and the second rotating part, the output element is connected to the third rotating part, and the fourth rotating part can be switched between a rotating state and a non-rotating state. The gear device includes a first planetary gear mechanism and a second planetary gear mechanism, the first rotating part is configured by combining a first rotating element and a fourth rotating element, the second rotating part is configured of a second rotating element, the third rotating part is configured by combining a third rotating element and a fifth rotating element, and the fourth rotating part is configured of a sixth rotating element.
[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] This unit comprises an input element, an output element, and a gear device in which a first rotation site, a second rotation site, a third rotation site, and a fourth rotation site are arranged in the stated order in a velocity diagram. The input element can connect to the first rotation site and to the second rotation site, the output element is connected to the third rotation site, and the fourth rotation site can switch between a rotating state and a non-rotating state. The gear device comprises a first planetary gear mechanism and a second planetary gear mechanism. The first rotation site is constituted of a sixth rotating element, the second rotation site is constituted by coupling of a first rotating element and a fifth rotating element, the third rotation site is constituted of a second rotating element, and the fourth rotation site is constituted by coupling of a third rotating element and the fourth rotating element.
[Problem] To reduce the step ratio during shifting at a unit that has an internal power transmission mechanism. [Solution] A unit according to the present invention comprises an input element, an output element, and a gear device that has a first rotary portion, a second rotary portion, a third rotary portion, and a fourth rotary portion that are aligned in that order on a velocity diagram. The input element can be connected to the first rotary portion and can also be connected to the second rotary portion, the output element is connected to the third rotary portion, and the fourth rotary portion can be switched between a rotating state and a non-rotating state. The gear device comprises a first planetary gear mechanism and a second planetary gear mechanism, the first rotary portion is formed from a first rotary element, the second rotary portion is formed by the coupling of a second rotary element and a sixth rotary element, the third rotary portion is formed by a fifth rotary element, and the fourth rotary portion is formed by the coupling of a third rotary element and a fourth rotary element.
F16H 3/66 - Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
F16H 3/58 - Gearings having only two central gears, connected by orbital gears with sets of orbital gears, each consisting of two or more intermeshing orbital gears
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Automobiles and structural parts therefor; Sport utility vehicles; Electric automobiles and sport utility vehicles and structural parts therefor; Vehicle bumpers; Mudguards for land vehicles; Bodies for vehicles; Vehicle chassis; Vehicle wheels; Windscreens, Automobile windshields; Windshield wipers for vehicles; Steering wheels for land vehicles; Vehicle seats; Spoilers for vehicles; Luggage carriers for vehicles; Fitted vehicle covers; Fitted vehicle seat covers; Sun-blinds adapted for automobiles; Kick plates for automobiles
85.
CHARGE-DISCHARGE CONTROL METHOD AND CHARGE-DISCHARGE CONTROL DEVICE
The power reception control device is configured to: acquire information indicating differential power obtained by subtracting a current value of total transmission power transmitted to an entirety of a load group via a power supply base point, from a maximum value of the total transmission power transmittable to the entirety of the load group via the power supply base point; calculate element differential power of an own power receiving element by multiplying the differential power indicated by the acquired information by a priority of the own power receiving element, the priority indicating a degree to which power reception of the own power receiving element takes priority over power reception of another power receiving element; and control charging-discharging of the own power receiving element based on the element differential power and a charge-discharge schedule of a power system.
Provided is a hybrid vehicle control method in which electric power is exchanged between a drive motor 1 and a battery 2, a generator 4 driven by a power generation engine 3 charges the battery 2, and exhaust gas exhausted from the engine 3 is treated by a catalyst, wherein when the charging rate of the battery 2 exceeds a predetermined threshold value due to regenerative power received from the drive motor 1, fuel supply to the engine 3 is stopped to stop the power generation of the generator 4, regenerative power is consumed by stopping fuel supply to the engine 3 and supplying power from the battery 2 to the generator 4 to cause the engine 3 to perform power running (motoring), and in a state in which the temperature of the catalyst is lower than an upper limit temperature at which catalyst deterioration can be minimized, the discharge amount of the battery 2 is increased commensurately as the temperature of the catalyst approaches the upper limit temperature or as the temperature of the catalyst rises faster.
B60W 20/13 - Controlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion
B60L 58/12 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
A switch device 1 comprises a plurality of switch parts (10), the plurality of switch parts (10) including at least one first switch part (10a, 10c, 10d) and a second switch part (10b). A first operation button (20a, 20c, 20d) of the at least one first switch part (10a, 10c, 10d) moves in parallel with a first direction in response to a first operation of pressing the first operation button (20a, 20c, 20d) and a second operation button (20b) of the second switch part (10b) turns about a support shaft (26) in response to a second operation of pressing down or lifting up the second operation button (20b).
A dispatch device (2) comprises at least one controller (27) characterized by performing: a process for acquiring information on a first dispatch request for transporting a passenger; a process for acquiring information on a second dispatch request for transporting cargo; a process for calculating a first travel route for the vehicle to travel on the basis of the information on the first dispatch request; a process for acquiring information on a loading/unloading point, which is a loading/unloading point of the cargo transported by a vehicle (3); a process for calculating a loading/unloading cost required for loading and unloading the cargo at the loading/unloading point between the starting point and the ending point of the first travel route in accordance with the loading/unloading point; a process for changing the first travel route to pass through the loading/unloading point when the loading/unloading cost satisfies an allowable condition; and a process for outputting a route change notification from a terminal device to inform of a change in the first travel route.
37 - Construction and mining; installation and repair services
41 - Education, entertainment, sporting and cultural services
42 - Scientific, technological and industrial services, research and design
Goods & Services
(1) Car repair and maintenance services; technical support services, namely, trouble-shooting in the nature of consulting services in the field of car repair and maintenance and providing technical advice in the field of car repair, maintenance and diagnosis in the nature of servicing of cars and providing information relating to car maintenance and repair; live video remote service support for trouble-shooting in the field of car repair, maintenance and diagnosis, namely, providing information relating to car maintenance and repair via live video
(2) Technical training services in the field of car maintenance, diagnosis, and repair
(3) Technical support services, namely, troubleshooting of computer software problems and troubleshooting in the nature of diagnosing computer hardware and software problems in cars
A hydraulic supply device includes: a first oil pump configured to supply oil to a supply passage; a second oil pump driven together with the first oil pump or driven when the first oil pump is stopped; a first check valve provided in a first oil passage that allows a suction side of the second oil pump to communicate with an oil source, and configured to close the first oil passage when the second oil pump is stopped; a second check valve provided in a second oil passage that allows a discharge side of the second oil pump to communicate with the supply passage, and configured to close the second oil passage when the second oil pump is stopped; and a third oil passage into which the oil supplied to the supply passage flows, wherein the oil flowing into the third oil passage is used as an auxiliary pressure for operation of the second check valve when the second oil passage is closed.
F15B 11/17 - Servomotor systems without provision for follow-up action with two or more servomotors using two or more pumps
F15B 13/02 - Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
F16H 61/662 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for continuously variable gearings with endless flexible members
91.
Method for Controlling Hybrid Vehicle and Device for Controlling Hybrid Vehicle
A method for controlling a hybrid vehicle executes control in which a state of charge of the battery at a time point at which the hybrid vehicle reaches a destination is lower than an upper limit state of charge by executing an EV mode until the hybrid vehicle reaches the destination. During execution of the control, if an estimated value of a lowest temperature of an engine coolant until the hybrid vehicle reaches the destination is equal to or higher than a first threshold value, the EV mode is started when the EV mode is continuable to the destination, and if the estimated value of the lowest temperature is lower than the first threshold value, a section for executing the EV mode is shortened compared to when the estimated value of the lowest temperature is equal to or higher than the first threshold value.
B60W 20/13 - Controlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
92.
INFORMATION MANAGEMENT METHOD AND INFORMATION MANAGEMENT DEVICE
This information management method and information management device acquires, from a power spot outside a vehicle, external power information which indicates: external power supplied to a battery from the power spot; and the proportion of external power which is derived from renewable energy. The information management method and information management device update, on the basis of the external power information, battery information which contains: a first variable indicative of the total amount of power stored in the battery mounted in each of multiple vehicles; and a second variable indicative of the amount of power, in the total amount of power, derived from the renewable energy. The information management method and information management device also update the battery information on the basis of discharge power information indicative of an amount of discharge power supplied from the battery.
According to the present invention: when inputtable power to a battery 2 is set to decrease as the charging rate of the battery 2 approaches a predetermined upper limit and the charging rate of the battery 2 reaches the vicinity of the upper limit due to regenerative power received from a drive motor 1 and generated power received from a generator 4, and the inputtable power becomes less than the sum of the regenerative power and the generated power, the supply of fuel to an engine 3 stops and power generation of the generator 4 is stopped, the power from the battery 2 is supplied to the generator 4, and the engine 3 is subjected to a power operation, whereby the regenerative power is consumed; when the temperature of a catalyst while a power generation request is stopped exceeds a predetermined temperature for inhibiting degradation of the catalyst, the supply of fuel to the engine 3 is continued whereby the output of the engine 3 is maintained; and, thereafter, when the moving average of a current pertaining to said sum exceeds a predetermined standard value, or when the negative electrode potential of the battery 2 becomes less than a predetermined standard potential, the output of the engine 3 is reduced.
A resin panel of the present invention forms an outer panel of a body. In addition, the resin panel has an outer wall plate and a reinforcement, the reinforcement being erected from a back surface of the outer wall plate toward the inside at a predetermined angle. An upper rib is lower in strength than a lower rib against a load input from the outside of the outer wall plate toward the inside and hence a resin panel having increased rigidity against a load applied by the human hand placed thereon can be provided.
An aspect of the present invention pertains to an electric vehicle control method for performing attitude control that controls the attitude in the front‐back direction, by adjusting driving force distribution between a front wheel and a rear wheel which are driving wheels. In this control method, the total driving force, which is a required driving force for an electric vehicle, is calculated on the basis of operation of an accelerator pedal. In addition, on the basis of this total driving force, estimated acceleration which is an estimated value for acceleration generated when an electric vehicle is driven with the total driving force, or estimated jerk which is an estimated value for jerk that is the time change rate of acceleration, is calculated. On the basis of the estimated acceleration or the estimated jerk, attitude control execution determination for switching the attitude control on or off is performed.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
97.
ELECTRIC VEHICLE CONTROL METHOD AND ELECTRIC VEHICLE CONTROL DEVICE
An embodiment of the present invention is an electric vehicle control method for performing posture control for controlling a posture in the front and rear direction by adjusting the drive force allocation of front and rear wheels that are drive wheels. This electric vehicle control method detects a basic posture that is the actual posture in the front and rear direction when an electric vehicle stops. A posture control drive force allocation is also calculated that is the drive force allocation for controlling a posture in the front and rear direction when the electric vehicle is accelerated or decelerated. A corrected drive force allocation is then calculated by correcting the posture control drive force allocation on the basis of the basic posture, and the drive wheels are controlled with this corrected drive force allocation.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
This all-solid-state battery comprises: a power generation element having a positive electrode layer, a solid electrolyte layer, and a negative electrode structure layer; and a negative electrode current collector foil connected to the negative electrode structure layer. The negative electrode current collector foil has a connection region which is a region connected to the negative electrode structure layer; and an extension region extending from the connection region toward the lateral side of the power generation element. The extension region is provided with a protective layer having a thickness that increases as the distance from the power generation element increases.
H01M 10/0585 - Construction or manufacture of accumulators having only flat construction elements, i.e. flat positive electrodes, flat negative electrodes and flat separators
H01M 4/13 - Electrodes for accumulators with non-aqueous electrolyte, e.g. for lithium-accumulators; Processes of manufacture thereof
H01M 4/134 - Electrodes based on metals, Si or alloys
This all-solid-state battery comprises a power generation element, a first current collector foil, a second current collector foil, and a wall structure that is separated from the power generation element and surrounds the outer peripheral ends of the power generation element when viewed from the power generation element layering direction. The wall structure has a first wall part that extends so as to rise up in the lamination direction from the first current collector foil side toward the second current corrector foil side. The first wall part is fixed to the first current collector foil but is not fixed to the second current collector foil.
H01M 10/0585 - Construction or manufacture of accumulators having only flat construction elements, i.e. flat positive electrodes, flat negative electrodes and flat separators
H01M 4/134 - Electrodes based on metals, Si or alloys
H01M 50/586 - Means for preventing undesired use or discharge for preventing incorrect connections inside or outside the batteries inside the batteries, e.g. incorrect connections of electrodes
An automatic transmission, in which when starting with an accelerator pedal opening less than a predetermined opening, the automatic transmission is set to a first speed ratio, and when starting with the accelerator pedal opening equal to or greater than the predetermined opening, the automatic transmission is set to a second speed ratio lower than the first speed ratio.
F16H 61/662 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for continuously variable gearings with endless flexible members
