| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 141 | Vehicular driving force control apparatus | JP2007123730 | 2007-05-08 | JP2008279810A | 2008-11-20 | MURAKAMI KOJI; SATO HIROSHI; TOYOYOSHI YUKIO; TANIGUCHI MAKOTO; TAKO MASAICHI |
| <P>PROBLEM TO BE SOLVED: To provide a vehicular driving force control apparatus having a motor for driving wheels other than driving wheels driven by an engine by means of power from a generator which can stably output the power from the generator. <P>SOLUTION: The vehicular driving force control apparatus, having the generator and the motor for driving wheels, other than driving wheels by means of power from the generator is provided with a required power computation means for computing required power Palt required to operate the motor. A target output Pout of the generator is set, based on the required power and a maximum output Pmax of the generator that can be output stably. <P>COPYRIGHT: (C)2009,JPO&INPIT | ||||||
| 142 | Hybrid system of vehicle | JP2006098221 | 2006-03-31 | JP2007269207A | 2007-10-18 | YONEMORI TAKASHI; SEO NOBUHIDE |
| <P>PROBLEM TO BE SOLVED: To provide a hybrid system of a vehicle for accurately associating engine output with the output required for the vehicle and reducing electric power losses in the supplementation of electric power by a battery even in the event of an overshoot or undershoot. <P>SOLUTION: The hybrid system of a vehicle, in which a generator is driven by the engine and in which electric power generated by the generator is directly supplied to drive an electric motor for driving wheels, is provided with an electric motor required output setting means for setting the output required of the electric motor, based on the output required by the vehicle; a generator required output setting means for setting the output required of the generator, based on the output required of the electric motor, set by the electric motor required output setting means; and an engine output setting means for setting the engine output according to the output required of the generator, set by the generator required output setting means. <P>COPYRIGHT: (C)2008,JPO&INPIT | ||||||
| 143 | Hydraulic hybrid vehicle | JP2007130760 | 2007-05-16 | JP2007261578A | 2007-10-11 | GRAY CHARLES L JR |
| <P>PROBLEM TO BE SOLVED: To reduce efficiency loss. <P>SOLUTION: A hydraulic hybrid vehicle comprises a pair of drive wheels, an internal combustion engine, at least one accumulator to receive the hydraulic fluid, accumulate the pressure, and release the accumulated pressure, a gear set connected to the drive wheel, first and second hydraulic pump motors arranged at both sides of a gear of the gear set, a third hydraulic pump motor powered by the internal combustion engine to supply the hydraulic fluid to at least one of the first and second hydraulic pump motors in accumulator and pump modes. The first and second hydraulic pump motors which share a common input and output shaft is axially positioned, fastened to both ends of the common input and output shaft, and powered in the motor mode and the pump mode. <P>COPYRIGHT: (C)2008,JPO&INPIT | ||||||
| 144 | Power output device and car having the same | JP2003078065 | 2003-03-20 | JP2004003453A | 2004-01-08 | KIMURA AKIHIRO |
| <P>PROBLEM TO BE SOLVED: To extend a motor traveling range in a hybrid car. <P>SOLUTION: In the motor traveling in which a hybrid car travels only by the power from a motor with an engine stopped, the motor is driven and controlled in a range in which the power of the starting power Ps required to start the engine subtracted from the maximum power Pmax output from a battery is the upper limit, and when the engine is started, the drive of auxiliary machines driven by the power from the battery is stopped until the start of the engine is completed. As a result, the motor traveling range is extended by the power Pa for driving the auxiliary machines compared with a case in which the engine is started with the auxiliary machines are driven. <P>COPYRIGHT: (C)2004,JPO | ||||||
| 145 | Hydraulic hybrid vehicle | JP2001552039 | 2001-01-08 | JP2003519595A | 2003-06-24 | チャールズ エル ジュニア グレイ |
| (57)【要約】 自動車用動力伝達装置は、（１）内燃機関のクランクシャフトと共に回転するためにクランクシャフトに固定されたシャフトを有する液圧ポンプモータ、及び（２）車両の駆動輪へ出力を伝達するためのギヤセットのギヤが取り付けられた共通シャフトを共用するように同軸的に配置された一対のポンプモータの内の少なくとも一方を含む液圧駆動回路を有する。 液圧動力伝達装置の種々のポンプモータの制御のために液圧制御ロジックが設けられている。 | ||||||
| 146 | ハイブリッド車制御装置 | JP2014004059 | 2014-01-14 | JP6032216B2 | 2016-11-24 | 伊東 悠太郎; 池本 宣昭 |
| 147 | 駆動制御システムおよび駆動制御システムを備えた移動体 | JP2014044514 | 2014-03-07 | JP2015171232A | 2015-09-28 | 宮内 努; 鈴木 基也; 綾田 昌高; 篠宮 健志; 寺村 佳子 |
| 【課題】蓄電装置の充電余力に応じてある時間範囲の発熱量を適正にして省エネ効果を得る。 【解決手段】駆動制御システムは移動体に電力を蓄積する電力蓄積手段103と、発電装置102または架線の少なくともいずれかと、電力蓄積手段103とから電力を供給されて移動体を駆動させる駆動装置104と、電力蓄積手段103で電力を蓄積する際の充電電流値を制御する電力蓄積指令手段107とを備え、電力蓄積指令手段107は、移動体が制動する際の速度に基づいて、電力蓄積手段103の充電電流制限値を決定する。 【選択図】図1 |
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| 148 | 車両の異常検出装置および車両 | JP2010529551 | 2008-09-22 | JPWO2010032320A1 | 2012-02-02 | 隆市 釜賀 |
| 車両は、車両の駆動用の蓄電装置(150)と、車両の外部に設けられた電源(402)より供給される電力を受けるための充電インレット(270)と、電源からの電力により蓄電装置を充電する充電回路(294)と、充電インレット(270)と前記充電回路(294)とを接続する電力線(281,282)とを備える。車両の異常検出装置は、電力線(281,282)に試験電圧を印加するための電圧印加回路(293)と、短絡検出部としてのECU(170)とを備える。ECU(170)は、電圧印加回路(293)が電力線(281,282)に試験電圧を印加するにもかかわらず、電力線(281,282)の電圧値(VH,VC)が試験電圧の値を含む所定の正常範囲から外れている場合に、電力線(281,282)の短絡を検出する。ECU(170)は、電力線(281,282)の電圧値(VH,VC)に基づいて、複数の短絡モードの中から検出された短絡に対応する短絡モードを特定する。 | ||||||
| 149 | Control device of the cooling fan | JP2006019630 | 2006-01-27 | JP4848780B2 | 2011-12-28 | 浩治 有留; 雄介 鈴木 |
| A hybrid ECU executes a program including the steps of: setting a fan driving level F for a cooling fan, as based on a high voltage battery's temperature TB, SOC and input and output currents, and a vehicular cabin's internal temperature and background noise (S100); detecting from a signal transmitted from a voltage sensor the voltage of an auxiliary battery serving as a power supply for the cooling fan (S102); and setting a duty command value for the cooling fan from fan driving level F and the auxiliary battery's voltage so that the duty command value is smaller as a voltage of the auxiliary battery is higher (S 104). | ||||||
| 150 | 車両の制御装置および制御方法 | JP2009532148 | 2008-09-02 | JPWO2009034882A1 | 2010-12-24 | 光谷 典丈; 典丈 光谷 |
| プラグインハイブリッド車には、バッテリと、DC/DCコンバータと、補機バッテリと、補機と、ECUとが搭載される。バッテリとDC/DCコンバータとの間には、バッテリと、DC/DCコンバータ、補機バッテリ、補機およびECUとを接続した状態および遮断された状態を切換えるリレーであるSMRが設けられる。ECUは、バッテリの充電を中断すると(S110)、SMRが閉じた状態を維持するステップ(S104)を含む、プログラムを実行する。 | ||||||
| 151 | 車両のシステム起動装置および車両のシステム起動方法 | JP2009532146 | 2008-09-02 | JPWO2009034878A1 | 2010-12-24 | 光谷 典丈; 典丈 光谷 |
| 切替回路(510)は、車両システムが起動されるまでは、パイロット信号(CPLT)をOR回路(518)へ出力する。これにより、抵抗回路(520)によるパイロット信号(CPLT)の電位低下が回避され、パイロット信号(CPLT)は非パルス化される。そして、電源CPU(530)は、コネクタ信号(CNCT)および非パルス化されたパイロット信号(CPLT)のいずれかに応じて起動される。車両システムが起動されると、切替回路(510)は、パイロット信号(CPLT)の出力先を抵抗回路(520)へ切替える。 | ||||||
| 152 | Control device and a control method for a vehicle | JP2009532148 | 2008-09-02 | JP4582255B2 | 2010-11-17 | 典丈 光谷 |
| A plug-in hybrid vehicle has a battery, a DC/DC converter, an auxiliary battery, an auxiliary device, and an ECU. Provided between the battery and the DC/DC converter is an SMR, which serves as a relay to switch between a state in which the battery and each of the DC/DC converter, the auxiliary battery, the auxiliary device, and the ECU are connected to each other and a state in which they are disconnected from each other. When suspending charging of the battery (S110), the ECU executes a program including a step (S104) of maintaining the SMR in the closed state. | ||||||
| 153 | Vehicle hybrid system | JP2006098221 | 2006-03-31 | JP4462224B2 | 2010-05-12 | 宣英 瀬尾; 敬 米盛 |
| Disclosed is a hybrid system of vehicle capable of accurately generating an engine output in conformity to a required vehicle driving power and suppressing an electric power loss even when a battery is used for correcting electric power to prevent occurrence of overshoot or undershoot. The hybrid system of vehicle is designed to drive a generator by an engine and supply an electric power generated by the generator directly to a wheel-driving electric motor so as to drive the motor. The hybrid system of vehicle comprises required motor output setting means for setting a required output of the motor depending on a required vehicle driving power, required generator output setting means for setting a required output of the generator depending on the required motor output set by the required motor output setting means, and engine output setting means for setting an output of the engine depending on the required generator output set by the required generator output setting means. | ||||||
| 154 | Charging control device and a charging control method for a power storage device | JP2007234421 | 2007-09-10 | JP4341712B2 | 2009-10-07 | 典丈 光谷 |
| In an external charging mode of a plug-in hybrid vehicle, electric power from an external power supply electrically connected to a connector (270) is converted and supplied to a power line (192) electrically connected to a battery (150) and an electric air-conditioning device (245). If charge allowable power (Win) of the battery (150) is smaller than or equal to a prescribed value when the electric air-conditioning device (245) is operated, a DFR (260) is opened to stop electric power supply from the external power supply and drive the electric air-conditioning device (245) by electric power of the battery (150). As a result, even if the consumed power of the electric air-conditioning device (245) is suddenly decreased, the inflow of surplus electric power that cannot be absorbed by the battery (150) from the external power supply can be prevented. | ||||||
| 155 | Controller for vehicle | JP2007244039 | 2007-09-20 | JP2009077535A | 2009-04-09 | FUJITAKE YOSHITOKU |
| <P>PROBLEM TO BE SOLVED: To quickly stop the charging of a battery pack, when a charging cable is removed from a vehicle. <P>SOLUTION: When a connector 710 for the charging cable 700 is connected to a charging connector 604 fitted to a hybrid vehicle, a connector signal CNCT indicating a state of connecting the connector 710 for the charging cable 700 to the charging connector 604, fitted to the hybrid vehicle, is input to a power supply ECU 1100 and a HV_ECU 1200, having operating frequency higher than that of the power supply ECU 1100. The power supply ECU 1100 starts the HV_ECU 1200 when the connector signal CNCT is input. The HV_ECU 1200 controls the electrical system for the hybrid vehicle so as to charge the battery pack. The HV_ECU 1200 stops charging, when the input of the connector signal CNCT is stopped during the charging of battery pack. <P>COPYRIGHT: (C)2009,JPO&INPIT | ||||||
| 156 | Charging control device of power storage mechanism and charging control method | JP2007234421 | 2007-09-10 | JP2009071902A | 2009-04-02 | MITSUYA NORITAKE |
| <P>PROBLEM TO BE SOLVED: To prevent the generation of excessive power inside an electric system of a vehicle caused by a change in the operation state of a vehicle-mounted electric load such as an electric-powered air conditioner when the electric load is operated when a power storage mechanism is charged by an external power supply. <P>SOLUTION: The power from the external power supply electrically connected to a connector 270 is transformed in an external charging mode, and the transformed power is supplied to a battery 150 and a power line 192 electrically connected to the electric-powered air conditioner 245. When a charge allowable power (Win) of the battery 150 is not more than a predetermined value when the electric-powered air conditioner 245 works, a DFR 260 is opened to stop power supply from the external power supply so that the electric-powered air conditioner 245 can be driven by the power of the battery 150. As this result, if the power consumption of the electric-powered air conditioner 245 suddenly drops, the inflow of excessive power which cannot be absorbed by the battery 150 can be prevented from the external power supply. <P>COPYRIGHT: (C)2009,JPO&INPIT | ||||||
| 157 | Powertrain, its operating method, and motorized vehicle therewith | JP2008049657 | 2008-02-29 | JP2008213833A | 2008-09-18 | KRAXNER DIETER |
| <P>PROBLEM TO BE SOLVED: To improve a powertrain, its operating method, and a motorized vehicle therewith. <P>SOLUTION: The powertrain comprises a first electric motor E1; an internal combustion engine V with supercharges K, T having at least other electric motors E2, E3; a transmission G for selectively connecting the first electric motor E1 to the internal combustion engine V; and a control device E. Further, the control device E is set so that electric power at the optimal operating points of the other electric motors E2, E3 is supplied without excess between the first and the other electric motors E1, E2, E3, depending on the operating point of the internal combustion engine V. <P>COPYRIGHT: (C)2008,JPO&INPIT | ||||||
| 158 | Vehicle and control method therefor | JP2007040656 | 2007-02-21 | JP2008201292A | 2008-09-04 | OYAMA SHUNSUKE; TANAKA YUICHI |
| <P>PROBLEM TO BE SOLVED: To quickly attain the temperature rise of a storage device, such as, a secondary battery according to the travel of a vehicle. <P>SOLUTION: When the residual capacity of the battery is less than a threshold S1 or lower than a threshold S2 although not lower than the threshold S1, if vehicle demand power P* is lower than a threshold P1, charging power Pcha is set as charging/discharging demand power Pb* (S140), and when the residual capacity of the battery is the threshold S2 or higher or the threshold S1 or higher although lower than the threshold S2, if the vehicle demand power P* is a threshold P2 or higher, discharging power Pdis is set as the charging/discharging power Pb* (S150). When the residual capacity of the battery is the threshold S1 or more and less than the threshold S2 and the vehicle demand power P* is the threshold P1 or higher and lower than the threshold P2, the last charging/discharging demand power Pb* is set, as it is (S160). An engine and motors MG1, MG2 are controlled to charge the battery 50 with the charging/discharging demand power Pb* and to travel with the vehicle demand power P* (S170-S250). <P>COPYRIGHT: (C)2008,JPO&INPIT | ||||||
| 159 | Vehicle and its control method, power output device and its control method, and drive and its control method | JP2007028349 | 2007-02-07 | JP2008189259A | 2008-08-21 | KIMURA AKIHIRO; KAMIOKA KIYOSHIRO; TAJIMA YOICHI; AOKI TSUYOSHI |
| <P>PROBLEM TO BE SOLVED: To make more appropriate the braking control of a vehicle that is capable of running by outputting horsepower to front and rear wheels and that has an electric motor capable of outputting regenerative braking power via a gear change transmission means. <P>SOLUTION: In a hybrid vehicle 20, the ratio of regenerative braking torque in response to required braking torque Tr* to torque generated by a brake unit 90 is set based on the set status of the gear change ratio of a transmission 60 when a brake requiring operation such as the operation of a brake pedal 85 is performed (S280, S290, S310, S320, S390, S400); a motor MG2 is controlled to output the regenerative braking torque that is based on the required braking torque Tr* and the ratio, and the brake unit 90 is controlled so that braking torque based on the required braking torque Tr* and the regenerative braking torque generated by the motor MG2 is imparted to front wheels 39a, 39b and rear wheels 39c, 39d in a predetermined front-to-rear braking torque distribution ratio (d). <P>COPYRIGHT: (C)2008,JPO&INPIT | ||||||
| 160 | Battery control device | JP2006228971 | 2006-08-25 | JP2008049877A | 2008-03-06 | JINNO KUNIHIKO |
| <P>PROBLEM TO BE SOLVED: To enable an efficiently and surely warming device while improving a fuel consumption rate in charging a storage battery by using regenerative power. <P>SOLUTION: When an ignition switch is turned on, an HVECU reads a battery temperature, and if the temperature is lower than a prescribed temperature, executes warming control (steps 100, 102). The warming control sets a target capacity of a battery to a target SOC<SB>L</SB>lower than a normal SOC, if an engine has been started, reads a capacity C of the battery, and if the capacity C is larger than the target SOC<SB>L</SB>, forcibly discharges the battery (steps 106-118). At this moment, the HVECU charges regenerative power while inhibiting the charge by driving force from the engine. By raising the battery temperature by the heat generation caused from the charge/discharge of the battery, the warming of the battery may be implemented surely and in a short period while improving the fuel consumption rate of the engine. <P>COPYRIGHT: (C)2008,JPO&INPIT | ||||||
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