Nissan Motor Company Limited

Isamu Kazama

Hiroshi Iwano

Yohei Nakamura

Masayuki Yasuoka

Hiraku Ooba

Naoki Yamamoto

Takahiro Yoshino

Shinsuke Nakazawa

Toru Fuse

Ken Nakayama

Hayato Nagakura

Kazuma Okura

Futoshi Yoshimura

Yoh Kuramoto

Daisuke Hatakenaka

Yoshiharu Tsuruoka

A vehicle management method is provided for managing an electric vehicle by using a management server based on vehicle-specific ID information that defines a condition of use transmitted from an onboard controller. The vehicle management method includes acquiring vehicle ID information from the electric vehicle by using the management server; determining the vehicle ID information to be valid if the vehicle ID information acquired falls within a use period set in advance and determining the vehicle ID information to be invalid if the vehicle ID information acquired falls outside a use period set in advance; and applying a prescribed limitation to charging of a battery of the electric vehicle having the vehicle ID information upon determining that the vehicle ID information is invalid.

Vehicle management method and vehicle management device

A device for restricting movement of a vehicle during connection of a charging cable, the vehicle being equipped with a battery chargeable from an external power source via the charging cable, the device including a charging cable connection detecting section that detects that the charging cable is in a connection state, a vehicle body movement detecting section that detects movement of a vehicle body of the vehicle based on moving speed and moving distance of the vehicle, and a braking section that brakes the vehicle when the movement of the vehicle body is detected while the charging cable is in the connection state based on signals from the charging cable connection detecting section and the vehicle body movement detecting section.

Device for restricting vehicle movement during connection with charging cable

A battery charging system includes a battery, a load and a controller to control supply power to be supplied from an external power source to the battery and the load, in accordance with a request charging power and a request load power. The controller limits power supplied from the external power source to the battery to an allowable battery power, and distributes the supply power from the external power source between the battery and the load in a state holding limitation of limiting the supply power from the external power source to the allowable battery power when a request for the supply of power to the load is generated.

Battery charging system

A torque response control apparatus for an electric motor of a vehicle comprises a motor torque response control means that is configured to carry out finding a difference between a required acceleration that is variable in accordance with a change of a vehicle driving condition and an actual acceleration that is obtained, at the time of the change of the vehicle driving condition, with the aid of a torque characteristic of the electric motor, the difference being caused by the torque characteristic of the electric motor in which the maximum torque is varied in accordance with a rotation speed of the electric motor; and controlling the torque response of the electric motor in a manner to cause a driver to feel the difference of the actual acceleration from the required acceleration to be small by compensating the difference between the required acceleration and the actual acceleration.

Torque response control apparatus for electric motor of vehicle

In an electrically driven vehicle propelled by an electric machine (motor)equipped with a collaborative braking system of regenerative and frictional braking capacities, in order to achieve the 'rollback prevention' at starting on an sloping road, when the regenerative braking is not available due to charging restriction to battery, frictional braking is used instead of regenerative braking and wheels are (automatically, i.e. not manually by driver) braked with friction to prevent the rollback. Moreover, in addition to braking wheels by frictional braking, further control is performed to adjust and match the magnitude of frictional braking force to a braking force in accordance with the starting operation. Thus, at the time of rollback prevention by the frictional braking as well, the similar prevention of rollback will be possible as the prevention by way of regenerative braking such that the effect of rollback prevention may be achieved without a feel of discomfort.

Control apparatus for preventing rolling back of an electrically driven vehicle upon start-up thereof

A vehicle speed VSP enters a creep-cutoff-prohibiting speed region lower than Vwith a forward creep torque being outputted (t), and then this state continues for a time duration set corresponding to a timer value NTM(t). At this time, a creep cutoff is prohibited by setting a creep-cutoff-prohibition flag NFLAG at '1'. A braking force becomes larger than or equal to a creep-cutoff-permitting braking-force value to satisfy a creep-cutoff permitting condition related to the braking force (t) while a creep-cutoff permitting condition related to the vehicle speed has been satisfied because of almost zero of the vehicle speed VSP. In response thereto, the creep-cutoff permitting flag FLAG is set at 1 at t. However, the creep toque continues to be outputted also after twithout the creep cutoff, so that a torque reduction accompanied with strangeness feeling can be prevented.

Creep cut-off control device for electric vehicle

A vehicle moves unintentionally in a downwardly-reverse direction with a forward creep torque being outputted as shown by a time variation of vehicle speed VSP, and a braking is applied at timing tin order to prevent this downward movement. In this case, the downward movement in the reverse direction is detected at timing t, and then this state continues for a duration set corresponding to a timer value NTM. At timing t, a creeping-cut is prohibited by setting a creeping-cut-prohibition flag NFLAG at '1'. At timing t, the braking is started in order to prevent the reverse-directional downward movement. Thereby, at timing t, the vehicle speed VSP becomes near 0. In response thereto, a conventional creeping-cut permitting flag FLAG is set at 1. However, the creep toque continues to be outputted also after twithout the creeping-cut, so that a torque reduction accompanied with strangeness feeling can be prevented.

Creeping-cut control apparatus for electrically driven vehicle

A power generation control system for a fuel cell, including a chargeable/dischargeable unit connected to a fuel cell, for being charged with electric power from the fuel cell and discharging electric power to a load, a target power computing unit for computing a target power to be generated by the fuel cell, a power-lowering request detection unit for detecting a power-lowering request to the fuel cell, an available power detection unit for detecting available power of the chargeable/dischargeable unit, a power extraction limiting unit for limiting electric power to be extracted from the fuel cell based on the power-lowering request detected by the power-lowering request detection unit and the available power detected by the available power detection unit, and a power extraction control unit for controlling electric power to be extracted from the fuel cell based on the target power and an output of the power extraction limiting unit.

Electric power generation control system and electric power generation control method for fuel cell

A control apparatus and a control method are used in a fuel cell system, in which fuel gas and oxidant gas are supplied to a fuel cell stackto generate electric power, a load unitis driven by supplying the generated power thereto, and the generated power is stored in a power storage unit. A control unitsets in advance a margin load power to be supplied from a power storage unitto the fuel cell stackwhen the load of the load unitchanges at a predetermined rate, and computes outputable power of the power storage unit. Then, the control unitcompares the margin load power and the outputable power to generate an amount judgment result. When the outputable power is larger than the margin load power, the control unitcontrols the power generation amount of the fuel cell stacksuch that charged power becomes equal to an electric power difference between the margin load power and the outputable power.

Control apparatus and control method of fuel cell system

A control system for a vehicle, having drive sections (), a power supply section () including an electric power storage unit to supply power to the drive section, includes a demanded power calculating section () calculating a demanded drive power required for driving the vehicle, an allowable drive electric power output calculating section () calculating allowable drive electric power output of the electric power storage unit necessary for compensating a delayed response of the power supply section with respect to a variation in the demanded power, an available electric power output calculating section () calculating available electric power output of the electric power storage unit on the basis of a stage of charge of the electric power storage unit, and a target power calculating unit () calculating target power to be produced by the power supply section on the basis of the demanded drive power, allowable drive electric power output and available electric power output.

Vehicle control system and control method

An electronic engine control system of an internal combustion engine with a supercharging device operable to produce a desired boost pressure, includes an electronically-controlled throttle valve and a pressure sensor located in an induction system to detect an actual boost pressure. The system computes a target air quantity used in a stratified combustion mode or in a homogeneous lean combustion mode, based on at least an operated amount of an accelerator, and computes the desired boost pressure based on engine speed and engine load, and computes a boost-pressure correction factor as the ratio of the desired boost pressure to the actual boost pressure, during the stratified combustion mode or during the homogeneous lean combustion mode. An arithmetic-calculation section is also provided to compensate for the target air quantity by the boost-pressure correction factor during the stratified combustion mode or during the homogeneous lean combustion mode. The compensated target air quantity is determined as a virtual target air quantity. A throttle actuator device drives the electronically-controlled throttle, so that the virtual target air quantity is drawn into the engine, thus compensating for the response delay in boost-pressure change during acceleration/deceleration in the lean or ultra-lean combustion mode.

Apparatus for controlling internal combustion engine with supercharging device

A throttle actuator varies an actual throttle valve opening degree for an engine in response to a control signal independently of driver's accelerator operation. An engine control unit determines a target torque (or a variable quantity representing the target torque) in accordance with an accelerator opening degree, and normally controls the actual throttle opening degree in a normal mode based on the target torque. In a predetermined operating region where the throttle opening responds too sensitively to a change in the target torque, the control unit controls the throttle opening degree in a constraint mode in accordance with a parameter, such as the accelerator opening degree, independent of the target torque.

Throttle control for engine

The disclosed control apparatus and method of an engine of the present invention calculates a target engine torque using an operation amount of an accelerator, converting the target engine torque into a first opening area of a throttle valve, calculates a required air amount at the time of idling, converting the required air amount into a second opening area of the throttle valve, calculates a target total opening area of the throttle valve by adding the first opening area and the second opening area of the throttle valve, calculates a target opening degree of the throttle valve in correspondence to the target total opening area, and outputs the target opening degree to the throttle valve controller which controls an opening degree of the throttle valve.

Control apparatus and control method of engine

An engine comprising a throttle controller operable in response to an intake air control command, a fuel controller operable in response to a fuel control command, and an engine controller for generating the intake air control command and the fuel control command. The engine controller determines a target equivalence ratio for detected operating state of the engine, controls a change between stratified charge combustion and homogeneous charge combustion, delays the target equivalent ratio, determines the intake air control command and the fuel control command in response to the delayed target equivalence ratio.

Engine with torque control

In a control apparatus and method for a vehicular internal combustion engine, an accelerator operating variable detector is provided for detecting an operating variable of an accelerator operated by a driver, a revolution speed detector is provided for detecting a revolution speed of the engine, a driver demand torque calculator is provided for calculating an engine torque demanded by the vehicle driver on the basis of the detected operating variable of the accelerator and the detected revolution speed as a driver's demand torque. An external demand torque calculator is provided for calculating a correction variable for the engine torque demanded from an external load to the engine as an external demand torque, a relatively low response demand torque calculator is provided for calculating a relatively low response demand torque on the basis of at least one of the driver's demand torque and the external demand torque, a relatively high response demand torque calculator is provided for calculating a relatively high response demand torque on the basis of at least one of the driver's demand torque and the external demand torque. A first torque operator is provided for operating at least one object to be controlled in a relatively low response type so as to realize the calculated relatively low response demand torque, and a second torque operator is provided for operating at least one object to be controlled in a relatively high response type so as to realize the calculated relatively high response demand torque.

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Odawara, Japan

Isamu Kazama