Toyota Jidosha Kabushiki Kaisha

Nippon Soken, Inc.

Rentaro Kuroki

Takuya Hirai

Yusuke Kinoshita

Masaki Matsunaga

Akihiro Sato

Masaki Mitsuyasu

Yukari Okamura

Jonggap Kim

Takeaki Suzuki

Yasunari Kido

Takayuki Kogure

Daisaku Sawada

Akira Kato

Masato Ehara

Takaharu Tateishi

Naohiro Seo

Shunsuke Kobuna

Tatsuro Kiyohara

Makoto Suzuki

Tomohiro Shinagawa

Yasushi Ito

Kenichi Yamada

Hiroki Ichinose

Hiromichi Yanagihara

Takayuki Otsuka

Toshihisa Sugiyama

Kazuhiko Shiratani

Yoshimitsu Henda

Zenichiro Kato

Sho Tomita

Shinichi Mitani

Makoto Nakamura

Takahiko Fujiwara

Koichi Kimura

Daisuke Akihisa

Yukihiro Nakasaka

Yoshio Yamashita

Masaki Takeyama

Koichi Ueda

Minoru Kato

Nobuhiko Koga

Nao Murase

Fumito Chiba

Keiji Hayashi

Shogo Suda

Yuichi Shimasaki

Kazuhiro Miyajima

Minoru Yamashita

Shozo Yoshida

Syou Tomita

A device predicts the future behavior of a vehicle participating in vehicle-grid integration based on past behavior history of the vehicle, and acquires a user input value representing scheduled future behavior of the vehicle. A first integrated error is obtained by integrating an error between the predicted value and an actual value of the vehicle behavior during a predetermined period, and a second integrated error is obtained by integrating an error between the user input value and the actual value during the same period. The device determines that the user input value is a final predicted value of the future behavior of the vehicle when the first integrated error is smaller than the second integrated error, and determines that the predicted value is the final predicted value when the first integrated error is equal to or larger than the second integrated error.

Behavior prediction of a vehicle participating in vehicle-grid integration

An electric power management system includes a plurality of the vehicles, each including a battery, and a server that manages an exchange of electric power between the battery and an electric power system of an electric power company. The server detects a predetermined operation of a user that correlates with termination of the exchange of the electric power between the battery and the electric power system. When the predetermined operation is detected, the server calculates an estimated time when the exchange of the electric power between the battery and the electric power system is terminated, and executes a process of distributing the electric power to be exchanged by the vehicle in which the exchange of the electric power with the electric power system is estimated to be terminated at the calculated estimated time to another vehicle that performs the exchange of the electric power with the electric power system.

Electric power management system, electric power management server, and electric power management method

A control system includes a computer that controls each of multiple power balancing resources. The computer selects one or more control targets to be used for power balancing of an external electric power source from the power balancing resources, and controls each of the one or more control targets so as to cause the power storage device to charge or discharge for the power balancing. The computer preferentially selects the power balancing resource provided with a small-capacity power storage device as the control target for the power balancing of which duration is shorter than a predetermined time, and preferentially selects the power balancing resource provided with a large-capacity power storage device as the control target for the power balancing of which the duration is longer than the predetermined time.

Control system and power balancing method

An electric power management system is a system that performs an exchange of electric power with an electric power system of an electric power company that is a counterparty of the exchange of the electric power, and includes a plurality of the vehicles, each including a battery, and a server that manages an exchange of the electric power between the battery of each of the vehicles and the electric power system. The server manages the exchange of the electric power for each vehicle group in which the vehicles are bundled, and configures the vehicle groups in advance such that distributions of the electric power supply and demand characteristics of the batteries of the vehicles included in the vehicle groups are the same or similar.

A control system includes a computer configured to remotely control at least one of charging and discharging of a power storage device mounted on a control target. The computer is configured to transmit a first command indicating charging power or discharging power of the power storage device to the control target via each of a first communication path and a second communication path. The control system further includes a determination unit configured to determine whether or not any one of the first communication path and the second communication path is under a cyberattack by using a second command received by the control target via the first communication path when the computer transmits the first command, and a third command received by the control target via the second communication path when the computer transmits the first command.

Control system

A running control device of a vehicle includes an engine with cylinders, a clutch connecting/disconnecting a power transmission path between the engine and wheels, and a variable mechanism to vary an intake air amount sucked into the cylinders. The running control device performs a normal running mode by transmitting engine drive force to the wheels, a neutral inertia running mode by disconnecting the power transmission path between the engine and the wheels, and a cylinder resting inertia running mode by resting at least a part of the cylinders while the power transmission path between the engine and the wheels is connected. The running control device makes the intake air amount sucked into the cylinders larger at the time of return from the neutral inertia running mode to the normal running mode as compared to the case of return from the cylinder resting inertia running mode to the normal running mode.

Vehicle drive controller

A heat exchanger includes: heat exchanger bodies arranged in parallel, each allowing a fluid to be cooled to flow therethrough in one direction; a housing that forms a coolant passage that allows a coolant to flow therethrough around each of the heat exchanger bodies; a coolant inlet portion and a coolant outlet portion located in a position corresponding to first ends of the heat exchanger bodies in a flow direction of the fluid to be cooled; a separating portion that separates the coolant passages in a position corresponding to second ends of the head exchanger bodies in the flow direction of the fluid to be cooled so that a communicating portion that allows the coolant passages to communicate with each other is left; and a flow passage area increasing portion that increases a flow passage area of the communicating portion. This structure achieves good cooling performance in the heat exchanger.

Heat exchanger

A running control device has an engine coupling running mode enabling an engine brake running mode performed by coupling an engine and wheels with an engine brake applied by driven rotation of the engine, and an inertia running mode performed with an engine brake force lower than that of the engine brake running mode. The running control device includes a steering wheel steering angle as a condition of terminating the inertia running mode. The running control device performs a first inertia running mode with the rotation of the engine stopped and a second inertia running mode with the engine rotating. The first inertia running mode is terminated when the steering angle becomes equal to or greater than a predefined first determination value. The second inertia running mode is terminated when the steering angle becomes equal to or greater than a predefined second determination value larger than the first determination value.

Vehicle travel control device for controlling a running mode of an engine

A viscosity measuring apparatus is mounted on a vehicle provided with an engine, a cylinder pressure sensor configured to detect cylinder pressure which is inner pressure of a cylinder of the engine, a fuel injection valve configured to supply fuel to the engine, and a temperature sensor configured to detect temperature of a coolant of the engine. The viscosity measuring apparatus is provided with: an estimating device configured to calculate a cooling loss from a heating value of the cylinder based on the cylinder pressure detected by the cylinder pressure sensor and an input heating value of the cylinder, and to estimate viscosity of the coolant on the basis of the calculated cooling loss.

Viscosity measuring apparatus

An upper limit value of an upward gradient of a road surface for starting neutral coasting is set to be larger than an upper limit of the upward gradient of the road surface for starting free-run coasting, so, when the upward gradient is relatively large and a coasting distance is short, the vehicle is caused to travel in the neutral coasting, and stop and restart of the engine are not carried out. Therefore, a decrease in drivability of the vehicle is suppressed. When the upward gradient is relatively small and the coasting distance is long, the vehicle is caused to travel in the free-run coasting, and supply of fuel to the engine is stopped, so fuel economy of the vehicle is obtained. Thus, it is possible to achieve both fuel economy and drivability of the vehicle during coasting on an upward gradient.

Drive control device for vehicle

A running control device of a vehicle includes an engine, a connecting/disconnecting device separating the engine and wheels, and a transmission transmitting power of the engine toward the wheels, the running control device being configured to execute a normal running-mode performed by using the power of the engine with the engine and the wheels coupled, a free-run inertia running-mode that is performed by separating the engine and the wheels and stopping the engine during running, and a neutral inertia running-mode that is a performed by separating the engine and the wheels and operating the engine in a self-sustaining manner during running, the running control device setting a gear ratio of the transmission on a low vehicle speed side in the case of return from the free-run inertia running-mode to the normal running-mode as compared to the case of return from the neutral inertia running-mode to the normal running-mode.

Vehicle travel control device

A running control device of a vehicle including an engine, a connecting/disconnecting device separating the engine and wheels, and a transmission transmitting power of the engine toward the wheels, the running control device of a vehicle being configured to execute a normal running mode performed by using the power of the engine with the engine and the wheels coupled, a free-run inertia running mode that is an inertia running mode performed by separating the engine and the wheels and stopping the engine during running, and a neutral inertia running mode that is an inertia running mode performed by separating the engine and the wheels and operating the engine in a self-sustaining manner during running, the running control device of a vehicle setting a gear ratio of the transmission on a high vehicle speed side in the case of return from the free-run inertia running mode to the normal running mode.

A running control device of a vehicle includes an engine, a clutch separating the engine and wheels, and a torque converter with a lockup clutch transmitting power of the engine toward the wheels, the running control device of a vehicle is configured to execute a neutral inertia running mode that is an inertia running mode performed while the engine and the wheels are separated and a cylinder resting inertia running mode performed by stopping operation in at least some of cylinders of the engine while the engine and the wheels are coupled, the lockup clutch has a weak engagement force while the neutral inertia running mode is performed as compared to while the cylinder resting inertia running mode is performed.

A running control device of a vehicle includes an engine and a brake booster amplifying a brake force by forming a negative pressure in a negative pressure tank by rotation of the engine. The running control device is configured to execute an engine brake running mode performed with the engine coupled to wheels such that an engine brake is applied by driven rotation of the engine and an inertia running mode performed with an engine brake force made lower than that of the engine brake running mode. The running control device executes a first inertia running mode performed with the rotation of the engine stopped and a second inertia running mode performed with the engine kept rotating as the inertia running mode in accordance with predefined respective execution conditions. The running control device comprises a prediction portion configured to predict a necessity of the negative pressure.

In consideration of an amplification effect of a braking force at the time of brake operation, upper-limits (&#x3b1;, &#x3b2;) of a brake operation force (Brk) with which the execution of free-run coasting and neutral coasting is started may be different, on the basis of whether or not a brake booster can be filled with a negative pressure. Therefore, while the braking force at the time of brake operation is secured, the range of the brake operation force (Brk) with which coasting is executed can be enlarged, and an improvement in fuel economy can be made.

Coasting control device and method for vehicle

Growing community of inventors

Susono, Japan

Rentaro Kuroki