Honda Motor Co., Ltd.

Kosuke Higashitani

Yuji Yasui

Masahiro Sato

Hiroshi Tagami

Mitsunobu Saito

Shuichi Kazuno

Takuya Shirasaka

Masanobu Asakawa

Ikue Kawasumi

Kenichi Shimizu

Yasutaka Sakai

Kuniaki Ojima

Koichiro Shinozaki

Morio Kayano

Daishi Igarashi

Katsura Okubo

Yasushi Kojima

Akihiro Matsui

Akio Futatsudera

Takuto Nakagawa

Takeshi Taguchi

Jiro Fujimoto

Kazuya Yokota

Shingo Takamoto

Vehicle speed data of a plurality of vehicles registered for each link of map information and respective average vehicle speeds calculated from the vehicle speed data are acquired, and the links are divided into vehicle speed groups according to the magnitude of the average vehicle speed. For each of the vehicle speed groups, the vehicle speed data of the plurality of vehicles is collectively subjected to frequency distribution analysis, and a predicted vehicle speed transition simulating a change in vehicle speed is calculated for each of the vehicle speed groups. An electricity consumption rate model of the vehicle is applied to the calculated predicted vehicle speed transition to predict an electricity consumption rate corresponding to the average vehicle speed for each of the vehicle speed groups.

Electricity consumption rate predicting device

A fuel cell system includes a FC, a TRC, an oxygen-containing gas supply apparatus, a battery, and an ECU. The ECU is capable of performing power consumption control which allows the oxygen-containing gas supply apparatus to consume electrical energy during regeneration of the TRC. The ECU is configured to determine a charge margin with respect to a charge limitation value of the battery, in a manner that the charge margin set after the power consumption control starts becomes smaller than the charge margin set before the power consumption control is performed.

Fuel cell system

In a control method for a fuel cell system, a fuel cell side converter that is provided between a fuel cell and an inverter is controlled to step up a fuel cell voltage to an inverter terminal voltage supplied to the inverter. A margin voltage is set to guarantee step-up operation or interruption of operation of the fuel cell side converter. A directly connected state or a voltage transforming state regarding an operation state of an energy storage device side converter is selected such that the inverter terminal voltage is higher than a sum of the margin voltage and the fuel cell voltage. The energy storage device side converter does not transform the energy storage device voltage in the directly connected state. The energy storage device side converter transforms the energy storage device voltage to the inverter terminal voltage in the voltage transforming state.

Fuel cell system control method and fuel cell vehicle

A power supply system includes a fuel cell, a power storage device, a first voltage adjusting device, a second voltage adjusting device, and a controller. The controller is to control the first voltage adjusting device and the second voltage adjusting device. The controller is to switch the second voltage adjusting device from a direct coupling state to a voltage adjusting state in a case where a first absolute value of a first difference between a secondary voltage of the second voltage adjusting device applied across a load and a fuel cell voltage is less than a predetermined allowable voltage value or in a case where a second absolute value of a second difference between a fuel cell current being to flow from the fuel cell into the first voltage adjusting device and a target current value of the fuel cell current exceeds a predetermined allowable current value.

Power supply system and fuel cell vehicle

There are provided: a power supply provided with a fuel cell; a fuel cell vehicle; an inverter device capable of supplying electric power that is supplied from the fuel cell to an external load; a radiator; a radiator fan; a dryness detection device that detects a dry condition of the fuel cell; and an ECU that control supply of electric power to the external load. The ECU drives the radiator fan when the dryness detection device detects dryness of the fuel cell while electric power is being supplied from the fuel cell to the external load.

Electric power supply system

This electric vehicle is provided with at least a first traveling mode and a second traveling mode for which the maximum velocity (Vmax) is set lower than for the first traveling mode. The second traveling mode is a traveling mode that prioritizes travel distance per one electric power consumption unit.

Control method of electric vehicle

An electric vehicle is provided with a first operating mode having no limitation relating to power performance, or including a predetermined limitation on power performance, and a second operating mode in which power performance is more limited than in the first operating mode, and in which power consumption is reduced relative to the first operating mode. In the second operating mode, output limiting control is performed for limiting the output of an electric drive motor, a determination is made as to whether a limit discontinuation request has been inputted by the driver to an input device, and when a limit discontinuation request has been inputted from the driver to the input device during travel in the second operating mode, output limiting control is discontinued while the second operating mode is continued.

Electric vehicle

An electric vehicle includes a drive motor, an air conditioning system, an electric storage device, and a power consumption controller. The drive motor is to generate drive force for the electric vehicle. The electric storage device is to supply power to the drive motor and the air conditioning system. The power consumption controller is configured to control power consumption of the drive motor and the air conditioning system to limit the power consumption of the drive motor while securing preset power consumption of the air conditioning system and to keep securing power for the air conditioning system through limitation of the power consumption of the drive motor until driving of the drive motor is stopped if a remaining charge of the electric storage device approaches zero with consumption of power by the drive motor.

A control system for an internal combustion engine, which is capable of enhancing the accuracy of fuel control and ignition timing control even when there is a possibility that the reliability of a calculated intake air amount lowers, and enables reduction of manufacturing costs. An ECU of the control system calculates a first estimated intake air amount according to a valve lift, a cam phase, and a compression ratio, calculates a second estimated intake air amount according to the flow rate of air detected by an air flow sensor. The ECU determines a fuel injection amount according to the first estimated intake air amount when an estimated flow rate Gin_vt calculated based on an engine speed, the valve lift, the cam phase, and the compression ratio is within the range of Gin_vt&#x2266;Gin, and according to the second estimated intake air amount when GinGin_vt.

Control system for internal combustion engine

A control apparatus which is capable of compensating for a control error properly and quickly even under a condition where the control error is temporarily increased e.g. by degradation of reliability of the detection results of reference parameters other than controlled variables, thereby making it possible to ensure a high accuracy of control. An air-fuel ratio controller of the control apparatus calculates modified errors by multiplying e.g. an air-fuel ratio error estimated value by link weight functions, calculates basic local correction values such that the modified errors become equal to 0; calculates local correction values by multiplying the basic local correction values and the like by the link weight functions; calculates corrected valve lift by adding a lift correction value, which is the total sum of the local correction values, to a value of valve lift; calculates a first estimated intake air amount for feedforward control of an air-fuel ratio, based on the corrected valve lift; calculates an air-fuel ratio correction coefficient for feedback control of the air-fuel ratio; and calculates a fuel injection amount based on these.

Control apparatus, control method, and engine control unit

A control apparatus which is capable of compensating for a control error properly and quickly even under a condition where the control error is temporarily increased e.g. by degradation of reliability of the detection results of reference parameters other than controlled variables, thereby making it possible to ensure a high accuracy of control. An air-fuel ratio controller of the control apparatus calculates an air-fuel ratio error estimated value and an error weight, calculates an modified error, calculates a basic lift correction value such that the modified error becomes equal to 0, calculates a lift correction value, calculates corrected valve lift by adding the lift correction value to valve lift, calculates a first estimated intake air amount for feedforward control of an air-fuel ratio according to the corrected valve lift, calculates an air-fuel ratio correction coefficient for feedback control of the air-fuel ratio, and calculates a fuel injection amount according to these.

A control system for an internal combustion engine, which is capable of enhancing the accuracy of fuel control and ignition timing control even when there is a possibility that the reliability of a calculated intake air amount lowers, and enables reduction of manufacturing costs. An ECU of the control system calculates a first estimated intake air amount according to a valve lift, a cam phase, and a compression ratio, calculates a second estimated intake air amount according to the flow rate of air detected by an air flow sensor. The ECU determines a fuel injection amount according to the first estimated intake air amount when an estimated flow rate Gin_vt calculated based on an engine speed, the valve lift, the cam phase, and the compression ratio is within the range of Gin_vt&#x2266;Gin, and according to the second estimated intake air amount when Gin&#x2266;Gin_vt.

A control system for an internal combustion engine, which is capable of properly performing air-fuel ratio control and ignition timing control according to an actual amount of intake air, even when reliability of the results of detection of the operating condition of a variable intake mechanism is low. The control system for controlling air-fuel ratio and ignition timing includes an ECU. The ECU calculates a target air-fuel ratio, calculates an air-fuel ratio correction coefficient, calculates a statistically processed value of an air-fuel ratio index value, calculates a corrected valve lift and a corrected cam phase, and determines a fuel injection amount according to the corrected valve lift, the corrected cam phase, and the air-fuel ratio correction coefficient.

A control system which is capable of enhancing both the stability and the accuracy of control when the output of a controlled object is feedback-controlled by a plurality of control inputs. An ECUof a control systemcontrols engine speed NE during idling by an ignition control input Usl_ig and an intake control input Usl_ar. The ECUcalculates a target engine speed NE_cmd according to an engine coolant temperature TW and the like (step), and determines the ignition control input Usl_ig and the intake control input Usl_ar with a plurality of predetermined target value filter-type two-degree-of-freedom sliding mode control algorithms [equations (1) to (12)] sharing one switching function &#x3c3;ne therebetween, such that the engine speed NE converges to the target engine speed NE_cmd (stepstoand).

Control system

A cam phase control system for an internal combustion engine, which is capable of suppressing deviation of the cam phase which is caused by a sudden change in the engine speed due to the structure of a variable cam phase mechanism, thereby securing excellent controllability and high control accuracy. The coma phase control system of the engine comprise an ECU and an electromagnetic variable cam phase mechanism. The ECU calculates an SLD control input for causing the cam phase to converge to a target cam phase by equations (1) to (6), calculates a gain-adjusted value by modulating the SLD control input by equations (20) to (25), calculates a correction value according to the engine speed NE, and calculates a control input for controlling the variable cam phase mechanism by correcting the gain-adjusted value by the correction value.

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Saitama-ken, Japan

Kosuke Higashitani