Denso Corporation

Kyoto University

Youhei Morimoto

Hiroshi Haraguchi

Noriaki Ikemoto

Akikazu Kojima

Satoru Sasaki

Yutaro Ito

Kazuhiro Higuchi

Shinya Hoshi

Takahiro Narita

Masuhiro Kondo

Mitsuhiro Nishimura

Koji Ishizuka

Masahiro Asano

Sumitaka Ikeda

Yoshimitsu Takashima

Tsuyoshi Okamoto

Kazuo Kojima

Tokuji Kuronita

Shigekazu Hidaka

Yutaro Itoh

Yuutarou Itou

Tsuneyuki Egami

Shigeto Yahata

Tsukasa Kuboshima

Masaki Nishiyama

Satoshi Horike

Hironari Nakagawa

Jyun Kawamura

Koji Tsutsumi

Xinyi Li

Kensuke Ueda

Hiroki Takezaki

Hiroaki Umeda

An energy management system is provided with a fuel synthesizing apparatus, a power generation apparatus, a COrecovering unit, a compressor, a COstorage unit, a COpressure reducing unit and a heat recovery unit. The fuel synthesizing apparatus generates hydrocarbon from HO and COusing externally supplied power. The power generation apparatus generates power using the hydrocarbon. The COrecovering unit recovers COfrom an exhaust gas exhausted from the power generation apparatus during a power generation. The compressor compresses the recovered CO. The COstorage unit stores the COcompressed by the compressor. The COpressure reducing unit depressurizes the COstored in the COstorage unit in order to supply the fuel synthesizing apparatus therewith. The heat recovery unit recovers heat from the CO, the heat having been stored in the COwhen compressed or depressurized.

Energy management system

An energy conversion system includes a fuel synthesis device, an HO supply unit, a COsupply unit, and a supply control unit. The fuel synthesis device includes an electrolyte, and a pair of electrodes provided on both sides of the electrolyte. The HO supply unit supplies HO to the fuel synthesis device. The COsupply unit supplies COto the fuel synthesis device. The supply control unit controls a supply of HO and a supply of CO. The fuel synthesis device electrolyzes HO and COusing external electric power, and synthesizes a hydrocarbon using Hand CO generated by electrolysis. The supply control unit starts the supply of HO to the fuel synthesis device by the HO supply unit after the supply of COto the fuel synthesis device by the COsupply unit is started.

Energy conversion system

Provided is a carbon dioxide recovery system that separates COfrom a CO-containing gas containing COby an electrochemical reaction, and comprises an electrochemical cell comprising a working electrode containing a COadsorbent, and a counter electrode. Application of a voltage between the working electrode and the counter electrode causes electrons to be supplied from the counter electrode to the working electrode, and enables the COadsorbent to bind to COas electrons are supplied. The COadsorbent is a crystalline porous body, and has a molecular structure in which a functional group that exchanges electrons and binds to COis regularly arranged.

Carbon dioxide recovery system and working electrode

A travel control device includes: a first planning unit that, in response to the automobile being predicted to enter a restricted section in which a traveling condition is restricted, plans a traveling mode satisfying the restricted traveling condition as a first traveling mode in the restricted section; a second planning unit that plans a second traveling mode in a preparation section so as to perform the first traveling mode planned by the first planning unit, the preparation section being defined as a section extending to the restricted section before the automobile enters the restricted section, the second traveling mode adjusting a value of at least one parameter related to the first traveling mode to a preparation value appropriate for the first traveling mode; a control unit that controls travel of the automobile in the preparation section so as to perform the second traveling mode planned by the second planning unit.

Travel control device

A controller is applied to a vehicle including an engine () and a motor generator (and) as power sources of the vehicle and a battery () that transfers power with the motor generator. The controller charges the battery with a regeneration power that is a power regenerated by the motor generator when the vehicle is decelerated. The controller includes a SOC prediction unit (and) to predict a SOC indicating a remaining capacity of the battery in a scheduled travel route of the vehicle, based on a predicted result of a road grade and a vehicle speed in the scheduled travel route, a discharge control unit (andto) to execute a discharge increasing control to previously increase a discharge quantity of the battery to prevent the battery from becoming in a saturation state based on a predicted SOC that is the SOC predicted by the SOC prediction unit, when the discharge control unit determines that the battery becomes in the saturation state where the battery cannot be charged with the regeneration power based on the predicted SOC, a determination unit (andto) to determine whether a behavior of the predicted SOC shifts from a behavior of an actual SOC or determine whether a SOC shift factor occurs, after a start of the discharge increasing control, where the SOC shift factor is a vehicle control or an environment change that predicts the behavior of the predicted SOC shifts from the behavior of the actual SOC, and a correction unit (toandto) to correct the discharge increasing control by executing a prediction of the SOC in the scheduled travel route again, when the determination unit determines that the behavior of the predicted SOC shifts from the behavior of the actual SOC or determines that the SOC shift factor occurs.

Controller for vehicle

A controller includes a SOC prediction unit to predict a SOC, based on a predicted result of a road grade and a vehicle speed in a scheduled travel route, and a discharge control unit to execute a discharge increasing control to previously increase a discharge quantity of the battery to prevent the battery from becoming in a saturation state based on a predicted SOC, when the battery becomes in the saturation state. The discharge control unit includes a first mode to execute an assist discharge increasing control in an assist travel, and a second mode to execute an EV discharge increasing control by decreasing the vehicle speed and by increasing an opportunity of an EV travel, as the discharge increasing control. When the EV discharge increasing control can be executed, the EV discharge increasing control is executed with priority relative to the assist discharge increasing control.

A vehicle control device that includes a search unit that searches, based on geographic information to be supplied from a navigation device, for a deceleration start position before a downhill that is suited to regeneration by a motor; and a charge level control unit that performs, when a vehicle reaches the deceleration start position, deceleration control for reducing a charge level of a battery by reducing a vehicle speed. When the charge level control unit performs the deceleration control, the vehicle speed is reduced by reducing a driving force of the vehicle to a level at which only motor output is used as the driving force.

Vehicle control device

A vehicle control device includes an engine, and a motor that is driven by power to be supplied from a battery, the vehicle control device controlling a vehicle that uses at least one of engine output and motor output as a driving force. The vehicle control device includes a regeneration control and a downhill-acceleration control unit. The regeneration control unit causes the motor to perform regeneration on a downhill. The downhill-acceleration control unit performs downhill acceleration control for causing, in a specific zone on the downhill, the vehicle to travel at increased speed without allowing the vehicle to use the engine output as drive output, and without causing the motor to perform the regeneration.

A travel control apparatus is provided with: a speed controller that controls speed of a vehicle having an internal combustion engine; and a determination part that determines an emission deterioration state of the internal combustion engine. The speed controller is configured to execute burn-and-coast control that repeatedly executes burn control in which the vehicle is accelerated by driving force of the internal combustion engine, and coasting control in which the vehicle is driven by inertia, by stopping the generation of the driving force or rotation of the internal combustion engine. The speed controller is configured to execute emission suppression control that suppresses emissions by adjusting the burn-and-coast control when the emission deterioration state of the internal combustion engine is determined by the determination part.

Travel control apparatus

The vehicle control system includes an engine, a battery, a motor generator that generates driving power and generates electric power to charge the battery, a power conversion device that generates driving power to the motor generator and charges the battery, and a control device that controls the engine and the power conversion device. The control device controls the engine and the power conversion device and the remaining capacity of the battery is equal to a target value when the remaining capacity of the battery is equal to or less than the lower threshold. The control device reduces the target value of the remaining value of the battery as compared with a case where temperature of the battery is equal to or more than a threshold value when the temperature of the battery is less than the threshold value.

Vehicle control system

A vehicle includes an engine, a first MG, a second MG, a main battery which can be charged and discharged, and a heating device. The heating device includes an exhaust heater which uses an exhaust heat of the engine, and a heat pump system which uses an electric power of the main battery. A hybrid control device determines a start timing of the heating device, based on a coolant temperature and a SOC. Specifically, the start timing of the heating device is determined such that a timing that the coolant temperature reaches a target temperature matches a timing that the SOC reaches a target value. After a warming-up operation is completed, an EV travelling of the vehicle can be executed according to the electric power of the main battery charged in the warming-up operation, and a fuel consumption of the engine is improved.

When a request of a warming-up of a transmission is generated, a hybrid ECU sets a target input rotational speed of the transmission where a heat loss quantity of a MG becomes maximum, based on a request driving force of a vehicle. In this case, the heat loss quantity is a quantity of a heat loss causing an increasing of a temperature of an ATF in the MG. Thus, the hybrid ECU sets the target input rotational speed where the heat loss quantity becomes maximum and controls the transmission and the MG to output power that meets the request driving force of the vehicle. Since the hybrid ECU controls a torque of the MG, a torque of the engine, and a transmission ratio of the transmission to achieve the target input rotational speed, the hybrid ECU controls the MG, the engine, and the transmission in a condition that the heat loss quantity becomes maximum.

Vehicle control system for controlling heat exchange between a motor and a transmission

A hybrid vehicle controller controls a start or a stop of an engine according to a heating requirement or an engine-warming requirement. When at least one of the heating requirement and the engine-warming requirement is generated and a state of charge (SOC) of a main battery is higher than a specified threshold, the controller performs an SOC-fall-control to drop an SOC of a main battery. When the SOC of the main battery falls to a specified value, the engine is restarted. Since the engine can be started in a state where the SOC is lower enough than the upper limit by performing the SOC-fall-control, the engine output power can be converted into the heat for heating the passenger compartment or warming-up the engine.

Controller for hybrid vehicle

An engine shaft of an engine, rotatable shafts of motor generators and a drive force output shaft are interconnected with each other through a drive force transmission arrangement. An ECU computes a torque command value of each of the motor generators through use of an equation of torque equilibrium, which corresponds to the drive force transmission arrangement, based on an engine shaft demand motor generator torque and an output shaft demand motor generator torque.

Drive force output apparatus for vehicle

A control device of a hybrid vehicle minimizes fuel consumption by an internal combustion engine while controlling, for a preset period that substantially corresponds to an update cycle of an instructed fuel consumption change rate, an electrical charge-discharge energy balance of a battery to have a predetermined value, (i) by setting, in a predetermined update cycle, the fuel consumption change rate based on travel pattern information and a target electrical charge-discharge balance and (ii) by setting an engine output power increase/decrease amount based on the instructed fuel consumption change rate and the target drive power.

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Kariya, Japan

Youhei Morimoto