Denso Corporation

Nippondenso Co., Ltd.

Hiroyuki Usami

Hiroshi Okada

Masakazu Tanaka

Mamoru Mabuchi

Kinji Hodaira

Akira Kato

Tomohiro Saito

Hiroshi Mori

Hisayoshi Oshima

Tatsuo Sakai

Hitoshi Noguchi

Tetsuro Kikuchi

Kazutoshi Nishinakamura

Kiyoshi Kawaguchi

Makoto Saito

Tomonori Imamura

Masaharu Sakai

Sho Kosaka

Tetsuya Nagata

Takahiko Yamamoto

Shinichirou Koshimoto

Yoshihiro Yamashita

Yohei Kamiya

Tetsurou Kikuchi

Masakatsu Ueno

A centrifugal blower includes an impeller and a casing having an air intake portion. The air intake portion has a bell mouth lower end portion that includes a downstream end, and a bell mouth inner surface portion that includes a radially inner surface. The shroud has a shroud upper end portion that includes an upstream end, and a shroud inner surface portion that includes a radially inner surface. The bell mouth lower end portion and the shroud upper end portion face each other in the axial direction across a gap. A difference between a diameter smallest in the bell mouth inner surface portion and a diameter smallest in the shroud inner surface portion is equal to or smaller than a thickness of the shroud. A vertical vortex generating mechanism configured to generate a vertical vortex is provided on the bell mouth inner surface portion.

Centrifugal blower

A centrifugal blower includes a rotation shaft, an impeller, a casing. The impeller includes a plurality of blades and a side panel. The casing accommodates the impeller and includes an air intake portion positioned adjacent to the side panel. The air intake portion includes a downstream end portion and an inner wall surface. The side panel includes an upstream end portion and an inner panel surface that is an inner surface of the side panel. The downstream end portion and the upstream end portion face each other across a space in an angular range. A difference between a smallest inner radius of the inner wall surface of the air intake portion and a smallest inner radius of the inner panel surface is smaller than or equal to a thickness of the side panel in the angular range.

A vehicle driving system control apparatus includes a regeneration control section that performs a regeneration control when a vehicle is decelerated. In the regeneration control, the regeneration control section drives at least one of a first motor generator and a second motor generator with a power of an axle so as to charge a battery with an electric power generated with the at least one of the first motor generator and the second motor generator. The regeneration control section selects a mode of the regeneration control by controlling engagement and disengagement statuses of first to third clutches in correspondence with at least one of a target energy regeneration amount, a required brake torque and a vehicle speed.

Vehicle driving system control apparatus

A main shaft has a shaft cylindrical portion extending from an outer periphery of a large-diameter portion. A drum has a drum cylindrical portion extending from an outer periphery of a drum plate portion. An axial forward end of the drum cylindrical portion is arranged in an inside of the shaft cylindrical portion. A frictional engagement unit of a clutch is provided in an inside of the shaft cylindrical portion. A motor generator has a rotor, which is firmly fitted to outer walls of the large-diameter portion and the shaft cylindrical portion and rotatable relative to a stator. A working-oil supply passage is formed in an inside of an input shaft.

Power transmitting device

A vehicle driving system control apparatus includes a power transmission device and a power transmission control section. The power transmission device includes an engine input shaft, a motor input shaft, an output shaft, an engine-side gear mechanism transmitting a power of the engine input shaft to the output shaft, a motor-side gear mechanism transmitting a power of the motor input shaft to the output shaft, a first clutch enables and disables a power transmission between the engine input shaft and the motor input shaft, a second clutch enables and disables a power transmission between the motor-side gear mechanism and the output shaft, and a third clutch enables and disables a power transmission between the engine-side gear mechanism and the output shaft. The power transmission control section determines statuses of the clutches and required torques of motor generators in correspondence with a rotation speed of an axle.

When an arriving electric vehicle arrives at a car park with parking spaces, a parking state detection means in a parking and power charging system detects the presence of empty parking spaces. An assignment means assigns a ranking of charging performance to each detected empty parking space so that the empty parking space having the charging device of a higher charging performance has a higher ranking of charging performance on the basis of descending order of charging performance of the charging devices. A communication means obtains vehicle parameters of the arriving electric vehicle. A parking space instruction means instructs the arriving electric vehicle to move to and be parked in the empty parking space having the ranking of charging performance selected on the basis of the vehicle parameter such as necessity to charge or degree to easily charge the on-vehicle battery mounted on the arriving electric vehicle.

Parking and power charging system

The vehicle power generation system, which is mounted on a vehicle having an internal combustion engine as a travel drive power source, and a cooling device for cooling the internal combustion engine by use of coolant containing one of alcohol and ether, includes a fuel cell generating electric energy by electrochemical reaction between one of alcohol and ether as fuel and oxidant in the fuel cell, and a fuel supply device operating to supply one of alcohol and ether contained in the coolant to the fuel cell.

Vehicle power supply system

A secondary battery charging system, mounted on a vehicle having an internal combustion engine, has a secondary battery, a fuel cell, a fuel storage unit, and a fuel supply controller. In order to start the engine of the vehicle, the engine requires the electric power from the secondary battery. The fuel storage unit stores a fuel to be supplied to the fuel cell. When a given condition is satisfied, the fuel supply controller instructs the fuel storage unit to supply the fuel to the fuel cell in order to start the operation of the engine of the vehicle. The fuel cell thereby starts the generation of the electric power by performing electric chemical reaction and supplies the generated electric power to the secondary battery. The secondary battery supplies the electric power to the engine of the vehicle. The engine initiates its operation.

Secondary battery charging system capable of preventing drop of charged electric power

An electric power generation system is mounted on a vehicle having a secondary battery, an electric load, and an internal combustion engine as a driving source consuming gasoline in a mixed fuel which mainly consists of the gasoline and ethanol. The electric power generation system has a fuel cell for generating electric power by electric chemical reaction and a fuel storage unit having an ethanol selection permeable membrane for separating the ethanol from the mixed fuel involving the ethanol and gasoline. On satisfying a given condition, the fuel cell receives the ethanol from the permeable membrane and initiates the generation of electric power, and supplies the generated electric power to at least one of the secondary battery and the electric load.

Electric power generation system for vehicle

A liquid fuel vaporizer includes a combustion chamber in which heat is generated by burning fuel therein, an vaporization chamber in which liquid fuel is vaporized by the heat transferred from the combustion chamber to the vaporization chamber. Both chambers are integrally built in a housing, and liquid fuel is supplied from a single injector to both chambers. Liquid fuel consisting of small particles is supplied to the combustion chamber to improve combustion efficiency. Vaporized fuel in the vaporization chamber is prevented from being ignited and burnt therein by various manners, such as intercepting combustion flame, controlling an air/fuel ratio in a range out of a combustible range, or keeping vaporized fuel temperature at a level lower than its self-igniting temperature.

Liquid fuel vaporizer having single fuel injector

Exhaust gas is caused to flow through a bypass passage during an adsorption mode. At this time, an adsorbing member adsorbs harmful components, e.g. HC, of the exhaust gas. Also, exhaust gas is caused to flow through the bypass passage to thermally desorb the harmful component held at the adsorbing member during a desorption mode. A quantity of heat given from exhaust gas to the adsorbing member during the desorption mode is calculated based on an operation state of an engine. It is determined that the desorption of the harmful components has been finished when the quantity of heat given to the adsorbing member reaches a total quantity of heat required for totally desorbing the harmful components adsorbed by the adsorbing member.

Engine exhaust gas purifying system

An exhaust gas purifying apparatus with a failure diagnosis function is provided. A failure diagnosis device determines that the apparats is failed when the temperature rising speed of an adsorbing device is equal to a set value or less during a gas adsorption process and if the temperature rising speed is equal to an upper limit or more or to a lower limit or less during a gas desorption process. Further, a failure diagnosis device similarly monitors the flow passing through the adsorbing device. A failure diagnosis device determines that the apparatus is failed if the concentration of discharge gas is equal to a set value or more in a discharge passage. And further, a failure diagnosis device measures the concentration of discharge gas flowing through a return passage to accumulate the amount of discharge gas in order to determine that the apparatus is failed if the accumulated value is equal to a set value or less. Exhaust gas sensors are installed in the return passage and the upstream side of the adsorbing device, respectively, and the period of time te from the activation of the return passage until the outputs from the exhaust gas sensors match or a correlation coefficient for these outputs is measured to diagnose failures in the apparatus.

Exhaust gas purifying apparatus

A change-over valve unit has a change-over valve for switching a bypass passage and an exhausting passage disposed in parallel therewith. An adsorbent is disposed in the bypass passage to adsorb exhaust components. An actuator of the change-over valve is isolated from an adsorption cylinder by a pedestal. Furthermore, rotary shafts of the control mechanism of the change-over valve are positioned within the bypass passage of the adsorber when the change-over valve is positioned to open the main exhaust passage. Thus, the heat of the exhaust gas flowing through the main exhaust passage is not transmitted to the rotary shafts.

Change-over valve unit for switching exhaust gas passages and exhaust

Two flow paths separated by a partition wall having a bore formed downstream of a catalyst unit provided in an exhaust pipe of an internal combustion engine. Adsorption means for adsorbing an HC component of an exhaust gas of the internal combustion engine is provided in one of the flow paths. When a temperature of the exhaust gas is above a predetermined level, the exhaust gas flows through the other flow path by means of a change-over valve. Because the bore is provided in the partition wall, the adsorption means is exposed to the exhaust gas and the HC component adsorbed by the adsorption means is easily desorbed because of the high temperature of the exhaust gas. A one-way valve which repeatedly performs an opening/closing operation due to pulsation of the exhaust gas, is provided between recirculation flow pipes. A position of the one-way valve between the recirculation flow pipes is determined so that a phase difference between the exhaust gas pulsation applied to the valve from the upstream side of the catalyst unit and the exhaust gas pulsation applied to the valve from the flow path of the adsorption means, inverts substantially by half-wavelength producing a large differential pressure applied to both the front and rear surfaces across the one-way valve, thereby rapidly recirculating the desorbed HC from the adsorption means to the catalyst unit. When the change-over valve is operated to a position shown by a dotted line to flow the exhaust gas through the adsorption means, the flow-in velocity of the exhaust gas flowing into the adsorption means is made uniform by the rectifying plate, thereby improving HC or the like adsorbing efficiency. When the change-over valve is turned to a position shown by a solid line for opening the exhaust gas flow path, so that the exhaust gas flows through the exhaust gas flow path, the rectifying plate prevents vortices from occurring on the upstream side of the adsorption means to thereby keep the once-adsorbed HC or the like from flowing out toward the exhaust gas pipe.

Exhaust gas purification apparatus

In an automotive engine exhaust pipe having a main flow passage and a bypass flow passage, the exhaust gas flows through the bypass flow passage having an heater-provided catalyst when an engine starts. After a main catalyst reaches a catalytic activation temperature, a switching valve switches the exhaust gas to flow through the main flow passage. The main shaft is divided into a driven shaft inserted into a bearing hole and a driving shaft inserted into another bearing hole, and therefore, a total length thereof in an axial direction is shorter than a length of the main shaft without having segments. Therefore, even though the driven shaft and the driving shaft are deformed into the arch shape, a deformation amount thereof is reduced so that inner peripheries of the bearing holes are not rubbed against the shafts. Since the driving shaft is smaller in diameter than the driven shaft, even though a cross section of the driving shaft is elliptically strained, the inner periphery of the bearing hole is not rubbed against the driving shaft. As a result, since a clearance between the driving shaft and the bearing hole can be narrowed, the exhaust gas from the clearance can be prevented from leaking.

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Kariya, Japan

Hiroyuki Usami