A vehicle structure for an electric vehicle according to the present disclosure comprises a radiator, a power unit for an electric vehicle, and a power supply unit for supplying power to the power unit. One between the power unit and the power supply unit has a cover member having an opposing surface that receives air which has passed through a radiator. The opposing surface has a downward inclined surface for which the distance from the radiator along the front-rear direction of the vehicle becomes greater toward a lower end of the opposing surface, or a width-direction inclined surface for which the distance from the radiator along the front-rear direction of the vehicle becomes greater toward at least one among width-direction ends of the opposing surface.
A drive device according to the present disclosure comprises: a three-phase motor having a stator provided with stator windings; and first and second inverters. First to third stator windings are electrically separated from other stator windings. The U-phase, V-phase, and W-phase of three-phase alternating-current from the first inverter can be electrically connected to first terminals of the first to third stator windings, and the U-phase, V-phase, and W-phase of three-phase alternating-current from the second inverter can be electrically connected to a second terminal of the third stator winding, a second terminal of the first stator winding, and a second terminal of the second stator winding. The first and second inverters are configured to be capable of supplying three-phase alternating-current having phases that are mutually offset by π/3.
H02P 25/18 - Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring with arrangements for switching the windings, e.g. with mechanical switches or relays
This deceleration control device is provided with: a valve that is opened to thereby supply compressed air to a brake mechanism and is closed to thereby stop the supply of the compressed air to the brake mechanism; a sensor for detecting the air pressure of the compressed air supplied to the brake mechanism; a brake instruction acquisition unit for acquiring a brake instruction signal for deceleration control; an air pressure acquisition unit for acquiring the air pressure from the sensor; and a valve control unit for controlling the valve to open or close the same. The valve control unit starts the deceleration control if the brake instruction signal has been acquired and, in the deceleration control, controls the valve to close when the air pressure has risen to at or above a predetermined first threshold value, and controls the valve to open when the air pressure has fallen to at or below a predetermined second threshold value smaller than the first threshold value.
B60T 8/00 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T 13/36 - Compressed-air systems direct, i.e. brakes applied directly by compressed air
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
4.
CRUISING RANGE CALCULATION DEVICE AND METHOD FOR CALCULATING CRUISING RANGE
A cruising range calculation device according to an aspect of the present disclosure calculates a cruising range of a moving body comprising an electric motor as a power source, and a power storage device that supplies power to the electric motor. The cruising range calculation device comprises: a remaining capacity calculation unit that calculates remaining capacity of the power storage device; an electric mileage calculation unit that calculates electric mileage on the basis of a travel distance of the moving body and electricity consumption of the power storage device; a setting unit that sets a rate coefficient indicating a degree of increasing and reducing the electric mileage on the basis of a state of the electric motor; a rate processing unit that executes a rate process of correcting the electric mileage using the rate coefficient; a range calculation unit that calculates a cruising range of the moving body on the basis of the electric mileage having been subjected to the rate process and the remaining capacity of the power storage device; and a display control unit that displays the cruising range of the moving body on a gauge.
B60L 7/14 - Dynamic electric regenerative braking for vehicles propelled by ac motors
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 50/60 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
B60L 58/12 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
Provided is an electric vehicle control device for controlling the acceleration and deceleration of an electric vehicle having a motor serving as a driving source. This electric vehicle control device comprises: an accelerator opening degree detection unit for detecting the accelerator opening degree of an electric vehicle; a motor rotation speed detection unit for detecting the rotation speed of the motor; and a motor control unit for controlling the motor, wherein the motor control unit obtains a target torque on the basis of the accelerator opening degree and the rotation speed of the motor, obtains a torque rate that is an amount of change in torque per unit time on the basis of the accelerator opening degree, and controls the motor so that the torque of the motor becomes the target torque at the torque rate.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 7/14 - Dynamic electric regenerative braking for vehicles propelled by ac motors
This air brake system has a backup air system, and comprises: a double check valve provided to an air flow path that connects a brake valve and a front axle modulator in the backup air system; an air flow path constituted by a second air flow path that connects the double check valve and an air tank; a front solenoid valve provided to the air flow path; and a pressure-reducing valve provided to the air flow path.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/1761 - Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
This solenoid valve control part comprises: an acquisition unit that acquires the rotational speed of a propulsion shaft that transmits power from a vehicle transmission to a differential gear; an estimation unit that estimates a vehicle wheel speed on the basis of the rotational speed of the propulsion shaft; a calculation unit that calculates a vehicle brake slip ratio on the basis of the wheel speed estimate by the estimation unit; and a control unit that performs vehicle ABS control on the basis of the brake slip ratio calculated by the calculation unit.
B60T 13/36 - Compressed-air systems direct, i.e. brakes applied directly by compressed air
B60T 8/1761 - Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
A treatment device for treating a blowby gas from a hydrogen engine, the treatment device comprising: a catalytic part that is provided to an exhaust flow path through which an exhaust gas from the hydrogen engine is made to pass, and that reduces nitrogen oxides contained in the exhaust gas by using hydrogen as a reducing agent; a scavenging flow path through which the blowby gas from the hydrogen engine is made to pass; a scavenging pump that is provided to the scavenging flow path, and with which the blowby gas is scavenged from the hydrogen engine and made to pass through the scavenging flow path; a hydrogen separation filter that is provided downstream of the scavenging pump in the scavenging flow path, and that separates hydrogen contained in the blowby gas so as to generate, from the blowby gas, hydrogen gas and a treated gas that is a blowby gas obtained after removal of the hydrogen; and a hydrogen-gas adding part for adding the hydrogen gas generated at the hydrogen separation filter to the catalytic part.
F01M 13/02 - Crankcase ventilating or breathing by means of additional source of positive or negative pressure
C01B 3/56 - Separation of hydrogen or hydrogen containing gases from gaseous mixtures, e.g. purification by contacting with solids; Regeneration of used solids
In the present invention, a route generation device is provided with: a road information acquisition unit for acquiring road information including traffic lane information representing a traffic lane and object information representing an object; a travelable area map generation unit for generating, on the basis of the road information, a travelable area map which includes traffic lane boundaries defining width-directional ends of a traffic lane and a vehicle-contacting boundary in the road width direction defined by an object present in a space at a prescribed height or higher; a route generation unit for generating, on the basis of the travelable area map, a route in which the entirety of a vehicle stays in the vehicle-contacting boundary and all the wheels of the vehicle stay within the traffic lane boundaries; and an output unit for outputting route information representing a route generated by the route generation unit.
This steering control device comprises: a feed-forward steering angle determining unit for determining a feed-forward steering angle corresponding to a target yaw rate; a feedback steering angle determining unit for determining a feedback steering angle on the basis of a yaw rate detected by a yaw rate sensor and a steering angle detected by a steering angle sensor; a target steering angle determining unit for determining a target steering angle of a vehicle on the basis of the feed-forward steering angle and the feedback steering angle; and a correcting unit which, if the yaw rate detected by the yaw rate sensor exceeds a target yaw rate range including the target yaw rate, and the steering angle detected by the steering angle sensor moves periodically, performs feedback steering angle fixing control for correcting the feedback steering angle output to the target steering angle determining unit to a fixed value.
A reference steering angle determination method according to one embodiment of this invention includes: a step for measuring the amount of lateral movement of a vehicle when the vehicle travels a fixed distance from a starting point to an endpoint in a state in which the steering of the vehicle is fixed at a first steering angle, said lateral direction being a direction parallel to the width direction of the vehicle at the starting point; a step for calculating a theoretical amount of lateral movement of the vehicle when the vehicle travels the fixed distance in a state in which the steering of the vehicle is set to a second steering angle, the second steering angle being a steering angle for which the amount of deviation relative to the midpoint of the steering is within a preset permissible range; and a step for setting the first steering angle as a reference steering angle that serves as a reference steering angle for the vehicle, when the measured amount of lateral movement is equal to or less than the theoretical amount of lateral movement.
Provided is a control device (brake effectiveness determination device) configured to carry out first control of outputting a braking instruction for brake effectiveness determination to a braking device in a self-driving vehicle during travel and second control of detecting a travel state of the self-driving vehicle after the first control and determining whether or not the brake effectiveness is appropriate on the basis this travel state.
B60T 17/22 - Devices for monitoring or checking brake systems; Signal devices
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
B60W 50/04 - Monitoring the functioning of the control system
B60W 60/00 - Drive control systems specially adapted for autonomous road vehicles
Provided is a yaw rate calibration device comprising: a lateral position acquisition unit that acquires a lateral position of a vehicle with respect to a target travel position of a travel lane in which the vehicle travels; a driver steering torque acquisition unit that acquires a driver steering torque inputted by a driver; and a zero-point calibration unit that calibrates the zero point of a yaw rate sensor, wherein the zero-point calibration unit calibrates the zero point of the yaw rate sensor on the basis of the lateral position acquired by the lateral position acquisition unit and the driver steering torque acquired by the driver steering torque acquisition unit.
A vehicle control device according to one aspect of the present invention comprises: a lateral position acquisition unit that acquires a lateral position of a vehicle; a feedforward control unit that determines a feedforward steering angle corresponding to a target yaw rate; a feedback control unit that determines a feedback steering angle on the basis of a yaw rate measured by a yaw rate sensor and a steering angle measured by a steering angle sensor; a steering angle determination unit that determines the steering angle of the vehicle on the basis of the feedforward steering angle and the feedback steering angle; an erratic steering determination unit that detects erratic steering of the vehicle on the basis of a change over time in the lateral position of the vehicle; and an adjustment unit that, when the erratic steering determination unit has detected erratic steering of the vehicle, adjusts the feedback steering angle so as to reduce an amount of variation of the feedback steering angle relative to an average value thereof over a most recent fixed period.
This vehicle control device controls an automobile that runs with an electric motor as the power source, and the vehicle control device is provided with a control unit that controls the electric motor. The control unit controls the electric motor so that when the torque of the electric motor decreases from a torque positive-side region in which the electric-motor torque is in the direction of accelerating the automobile, toward a torque negative-side region in which the electric-motor torque is in the direction of decelerating the automobile, the torque rate, which is the rate of change in torque per unit time, in the torque negative-side region will be smaller than the torque rate in the torque positive-side region.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
This parking route generation device comprises: a pattern storage unit that stores a plurality of reverse path patterns based on a rear axle of a trailer for each wheelbase length of the trailer; a position-setting unit that sets a parking start position for a connected vehicle and a parking target position for the connected vehicle; a trajectory generation unit that generates a plurality of reverse trajectory profiles on the basis of information indicating the wheelbase length of the trailer in the connected vehicle, and information stored in the pattern storage unit; a trajectory selection unit that selects a reverse trajectory profile in which the connected vehicle does not collide with an obstacle; a route-deciding unit that decides a parking route such that the connected vehicle, having begun to park from the parking start position, will be parked in the parking target position by moving in reverse after moving forward; and a route output unit that outputs the parking route.
A cooling device according to one aspect is mounted on a vehicle comprising a vehicle component having a curved surface. This cooling device comprises: a radiator disposed so as to face the curved surface of the vehicle component on one side surface among a pair of side surfaces of a vehicle; and a radiator fan which is disposed between the radiator and the vehicle component and blows outside air to the curved surface from the radiator.
B60K 11/04 - Arrangement or mounting of radiators, radiator shutters, or radiator blinds
B60K 1/04 - Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
B60K 8/00 - Arrangement or mounting of propulsion units not provided for in one of main groups
B60L 50/70 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
B60L 58/33 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
A lane deviation suppression device that comprises: an operability determination unit that determines whether or not a lane deviation suppression operation that suppresses deviation of a vehicle from a traffic lane is possible, determining same on the basis of the yaw angle for the vehicle relative to the traffic lane the vehicle is traveling in; and a vehicle body slip angle acquisition unit that acquires a vehicle body slip angle for the vehicle. The operability determination unit deducts the vehicle body slip angle from the yaw angle and determines whether or not the lane deviation suppression operation is possible.
This steering control device comprises: a traveling scene determining unit which determines a traveling scene of an own vehicle; and a steering control unit which performs steering control for the own vehicle so that the own vehicle travels in the own lane on which the own vehicle is traveling at a traveling position according to the traveling scene.
According to the present invention, a self-position estimation device is provided with a peripheral object information acquisition unit for acquiring peripheral object information, a storage unit storing map information and dynamic object information, a dynamic object determination unit, and a self-position estimation unit. The dynamic object information has fixed portion information that is information regarding a fixed portion in which the morphology of the dynamic object does not change, and a movable portion information that is information regarding a movable portion in which the morphology of the dynamic object changes. The dynamic object determination unit performs a comparison between the peripheral object information and the fixed portion information to determine whether a dynamic object is present in the vicinity of a mobile body, and if the dynamic object determination unit determines that a dynamic object is present in the vicinity of the mobile body, the self-position estimation unit excludes a portion corresponding to the dynamic object from the peripheral object information and performs a comparison between the map information and the peripheral object information to estimate the position of the mobile body on the map information.
This vehicle control device comprises: a host vehicle position recognition unit that recognizes a host vehicle position, which is the position on a map of a host vehicle; a moving body recognition unit that recognizes a moving body in the surroundings of the host vehicle; a map database in which map information is stored; an effect recognition unit that recognizes the effect of the moving body on the host vehicle traveling along a target route, on the basis of the recognition result of the moving body recognition unit and the target route of the host vehicle; and a vehicle control unit that reduces the speed of the host vehicle so as to avoid a collision with the moving body on the basis of the recognition result of the effect recognition unit. The map information includes area information relating to a plurality of areas on the map for specifying the moving body that is the target of the effect recognition. When the host vehicle position satisfies a prescribed host vehicle position condition preset for each area, the effect recognition unit recognizes the effect for the moving body present in an area in which the host vehicle position satisfies the host vehicle position condition, on the basis of the host vehicle position, the area information, and the recognition result of the moving body recognition unit.
A vehicle-use power supply control device (1) comprises: interlock circuits (3, 4) for detecting the opening of cases (62, 72) of electronic devices (6, 7); an interlock detection unit (21) that detects the opening on the basis of input signals from the interlock circuits; a vehicle speed detection unit (22); and a power supply control unit (23) that shuts off the supply of electric power from a vehicle-mounted battery (8) to the electronic device if, after the opening of the case was detected, the duration of the state in which the vehicle speed is zero exceeds a predetermined vehicle stoppage time.
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
B60K 1/04 - Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
In the present invention, a battery pack (1) comprises: battery cells (10) which each have a pair of first surface parts opposing in a first direction, and which are layered so that a positive electrode plate (14a) and a negative electrode plate (14b) are aligned in the first direction; an outer shell (80) that accommodates the layered battery cells (10); an elastic member (60) that is provided between the battery cells (10) that are adjacent in the first direction; and a plurality of frames (20) for fixing the battery cells (10) to the outer shell (80). The elastic member (60) is disposed so as to cover a center portion of the first surface parts (11), and the frames (20) are disposed so as to cover an outer circumferential portion of the first surface parts (11).
[Problem] To provide a power unit suspension structure capable of well-balanced suspension of a power unit while also minimizing space needed for suspension of the power unit, in a vehicle front/rear direction. [Solution] A power unit suspension structure 10 that suspends a power unit 20 that has a motor 24, a transaxle 22, and a power control unit 26. The power unit suspension structure 10 has the transaxle 22 arranged substantially in the center in the vehicle width direction and has the motor 24 positioned on one side and the power control unit 26 positioned on the opposite side to the motor 24, in the vehicle width direction , said positions being above the transaxle 22. The power unit suspension structure 10 suspends the motor 24 and the power control unit 26 above a principal axis of inertia X substantially parallel to the vehicle width direction.
Provided is a convoy travel system that includes a plurality of vehicles and is configured such that the plurality of vehicles form a convoy and travel. The plurality of vehicles include a preceding vehicle and following vehicles configured so as to follow the preceding vehicle by means of automatic driving. The preceding vehicle is equipped with a steering information acquisition unit configured so as to acquire steering information pertaining to steering of the preceding vehicle, and a transmission unit configured so as to transmit the steering information to the following vehicles. The following vehicles are equipped with a reception unit configured so as to receive the steering information, and an automatic driving control unit configured so as to begin a steering angle control for avoiding a collision with an obstruction when the steering information indicates the execution of emergency steering for avoiding a collision with the obstruction.
G08G 1/00 - Traffic control systems for road vehicles
B60W 30/09 - Taking automatic action to avoid collision, e.g. braking and steering
B60W 30/165 - Control of distance between vehicles, e.g. keeping a distance to preceding vehicle automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
B62D 6/00 - Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
G08G 1/09 - Arrangements for giving variable traffic instructions
A motor control device that comprises an acquisition part and a torque control part. The torque control part selectively uses one of a first map and a second map to control motor torque. The first map and the second map each prescribe motor torque in accordance with requested torque and engine speed. When a battery temperature is lower than a switching temperature that is lower than a restriction start temperature at which motor torque is restricted, the torque control part uses the first map to control the motor torque. When the battery temperature is at or above the switching temperature but below the restriction start temperature, the torque control part uses the second map to control the motor torque. An assist region of the second map is larger than an assist region of the first map, and the maximum torque prescribed in the assist region of the second map is lower than the maximum torque prescribed in the assist region of the first map.
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60K 6/547 - Transmission for changing ratio the transmission being a stepped gearing
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 50/16 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
B60W 20/10 - Controlling the power contribution of each of the prime movers to meet required power demand
H01M 10/48 - Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
A charging/discharging control device that comprises: a route information acquisition unit; a section specification unit that specifies excessive discharging sections and excessive charging sections; and a charging/discharging control unit that controls charging/discharging of a battery. The charging/discharging control unit restricts a charging current value for excessive charging sections to a fixed first maximum value. When the charging current value for excessive charging sections is kept at the first maximum value, charge level reaches a maximum charge level at the end of excessive charging sections. The charging/discharging control unit restricts a discharging current value for excessive discharging sections to a fixed second maximum value. When the discharging current value for excessive discharging sections is kept at the second maximum value, charge level reaches a minimum charge level at the end of excessive discharging sections.
B60W 20/12 - Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 50/16 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60W 10/26 - Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
B60W 20/13 - Controlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion
H02J 7/00 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
H02J 7/10 - Regulation of the charging current or voltage using discharge tubes or semiconductor devices using semiconductor devices only
28.
REINFORCING MEMBER FOR STRUCTURAL MEMBER FOR VEHICLE
Provided is a reinforcing member for structural member for vehicle. The reinforcing member is positioned in the internal space of a structural member for vehicle having a closed cross section, is joined by welding to the structural member for vehicle, has a curved portion in at least one part in the longitudinal direction, has a top plate, and a pair of vertical walls which extend from ridgelines on both edges of the top plate, and is formed in an open-ended rectangle shape. The vertical walls are provided with a plurality of protrusions for welding, having a bearing surface for welding at intervals when viewed in the longitudinal direction. The protrusions for welding protrude from the base surface of the vertical walls towards the structural member for vehicle, and a bead that prevents or curbs the occurrence of wrinkles during press-molding is formed on the vertical walls in the curved part, between the protrusions for welding. The bead protrudes from the base surface of the vertical walls towards the structural member for vehicle.
This steering control device performs steering control for allowing a vehicle to travel along a target locus on the basis of detection results from a vehicle-mounted external sensor. This steering control device comprises: a lane width recognition unit that recognizes the lane width of the lane in which the vehicle is travelling; a distance recognition unit that recognizes the distance between a reference line extending along the lane and the vehicle; a variation index calculation unit that, based on the distance, calculates a variation index representing variations in the lateral position of the vehicle in the lane; a lane width threshold value calculation unit that calculates a lane width threshold value, which is a criterion for whether to allow or disallow execution of steering control, on the basis of the variation index and the vehicle width; and a steering control unit that executes steering control if the lane width is larger than the lane width threshold value.
This driving assistance device comprises a guide-line detection unit, a remaining-distance acquisition unit, and a braking control unit. The driving assistance device control the driving of a vehicle on the basis of a guide-line leading to a planned stop position. The guide-line includes a reference mark disposed at a position which is a first distance from the planned stop position. The guide-line detection unit detects the reference mark at a measurement position in a captured image, and upon detecting the reference mark at the measurement position in the captured image, sets the detected position of the reference mark at the measurement position as the center of the reference mark in the extending direction of the guide-line. The remaining-distance acquisition unit acquires the remaining distance on the basis of the position of the reference mark set by the guide-line detection unit.
This convoy traveling system includes vehicle control systems which are respectively installed in a plurality of vehicles, including a manually operated lead vehicle. The vehicle control system controls a host vehicle in which the vehicle control system is installed so that the host vehicle follows a preceding vehicle via wireless communication between the host vehicle and the preceding vehicle. The vehicle control system is provided with a sensor for detecting the status of the host vehicle, an actuator for adjusting the behavior of the host vehicle, and a control device for controlling the host vehicle. When the control device of the lead vehicle receives, via the wireless communication, a status signal that includes information indicating the status of a following vehicle, the control device of the lead vehicle causes the actuator in the host vehicle to operate in order to physically notify the driver of the host vehicle of the status of the following vehicle.
Provided is a travel assistance device configured to execute travel assistance when a plurality of vehicles form a vehicle group and travel in a line. The travel assistance device comprises: a first control unit configured to, if there is lane-change instruction for the vehicle group, cause an end-of-line vehicle to change lanes, such vehicle being the vehicle from among the plurality of vehicles forming the vehicle group that is positioned at the end of the line; and a second control unit configured to, following the lane change of the end-of-line vehicle, allow a lane change for at least one vehicle that is other than the end-of-line vehicle and that is one of the vehicles forming the vehicle group.
G08G 1/00 - Traffic control systems for road vehicles
B60W 30/165 - Control of distance between vehicles, e.g. keeping a distance to preceding vehicle automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
In the present invention, a guide line leading to a planned stop position includes: a first linear section including a reference mark disposed at a position which is a first distance from the planned stop position; and a curve section continuing to the planned stop position side of the linear section. This driving assistance device comprises: a guide line detection unit that detects the guide line; a remaining distance acquisition unit that acquires the remaining distance to the planned stop position; and a braking control unit that controls deceleration of a vehicle. The guide line detection unit detects the reference mark, the curvature of the guide line, and a curvature feature point. If the guide line detection unit has detected the reference mark, the remaining distance acquisition unit acquires the remaining distance on the basis of the position of the reference mark. If the guide line detection unit has detected the curvature feature point without detecting the reference mark, the remaining distance acquisition unit acquires the remaining distance on the basis of the position of the curvature feature point.
Provided is a vehicle reinforcing member that is disposed on the inside of a vehicle structural member, weldedly joined, elongate in form, having a C-shaped cross section, and comprising: an opposing pair of reinforcing-side vertical walls which extend in the vertical and widthwise directions of the vehicle and are disposed on the inside of an opposing pair of first vertical walls of the vehicle structural member; and a reinforcing-side connecting wall which connects the outside edges, widthwise of the vehicle, of the pair of reinforcing-side vertical walls. A ridgeline is formed between the pair of reinforcing-side vertical walls and the reinforcing-side connecting wall. The pair of reinforcing-side vertical walls have a pair of welding protrusions which protrude outwardly of the vehicle in front-back direction over the entirety of the width from the ridgeline to the inside edge widthwise of the vehicle and which are formed with a weld bearing face weldedly joined to the first vertical walls. The pair of welding protrusions are intermittently disposed along the vehicle vertical direction.
This control device (100) for an internal combustion engine is a control device for an engine that burns a natural gas-containing gas mixture. The control device (100) for an internal combustion engine is provided with: a throttle valve (5) that adjusts the intake amount of an engine; an intake amount control unit (11) that controls the throttle valve (5); an air-fuel ratio sensor (4) that detects the air-fuel ratio of a gas mixture burned in the engine; and a fuel amount control unit (15) that performs, on the basis of the detection result of the air-fuel ratio sensor (4), a fuel feedback control for correcting the injection amount of natural gas so that the air-fuel ratio reaches the target air-fuel ratio. The intake amount control unit (11) controls the throttle valve (5) on the basis of a fuel correction value of the fuel feedback control.
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
This lift axle device comprises: a first air spring which corresponds to a first axle; a second air spring which corresponds to a second axle that reciprocates between a down position and lift position; an air bellows; a pneumatic circuit which has a solenoid valve; and a control circuit. The control circuit controls the supply of electric power to the solenoid valve. If the pressure transitions to less than a first pressure, the second axle is placed in the lift position. If the pressure transitions to at least a second pressure, the second axle is placed in the down position. If the pressure transitions to at least the first pressure and less than the second pressure, the second axle is caused to maintain the position thereof.
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
The present invention relates to a reactor 8 which is installed in a gas collection chamber 7A (flow change part) through which exhaust gas 1 of an exhaust system flows in a meandering manner and which is configured so as to be impinged on by a spray of urea water 10 (additive) sprayed from the upstream side of the reactor and receive heat therefrom so as to promote vaporization of the spray of urea water 10. The reactor is provided with: a plurality of flow straightening vanes 12 which are arranged along a direction substantially bisecting an angle formed by an exhaust gas 1 inflow direction (refer to the x arrow) and outflow direction (refer to the y arrow) and which are installed in an orientation aligned with the exhaust gas 1 flow; and a support body 13 which is housed inside the gas collection chamber 7A with the flow straightening vanes 12 supported thereon. Each of the flow straightening vanes 12 is supported by the support body 13 so as to be spaced away from flow path walls of the gas collection chamber 7A.
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
The present invention relates to a reactor 8 which is installed in a gas collection chamber 7A (flow change part) wherethrough exhaust gas 1 of an exhaust system flows in an angled manner, and which induces vaporization of atomized urea-water solution 10 (additive) sprayed from the upstream side of the reactor by means of heat received from an impingement therewith. The reactor is provided with: multiple straightening vanes 12 which are adjacently arranged so as to align with a direction that substantially bisects an angle formed between an inflow direction (refer to arrow X) and outflow direction (refer to arrow y) of the exhaust gas 1; and a support body 13 which is housed inside the gas collection chamber 7A with both ends of each of the straightening vanes 12 supported thereon. Each of the straightening vanes 12 is anchored by having both ends inserted, from the upstream side, into insertion slits 14 formed at multiple levels in the sloped sides of each of the opposing sidewalls 13a, 13a of the support body 13, with each of the straightening vanes 12 assuming, in the anchored state, a mounting orientation aligned with the flow of the exhaust gas 1.
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
39.
PRECEDING-VEHICLE DETERMINATION APPARATUS AND VEHICLE CONTROL SYSTEM
This preceding-vehicle determination apparatus comprises: a vehicle speed sensor which detects the speed of a host vehicle; a preceding vehicle detection sensor which detects the position of a preceding vehicle ahead of the host vehicle; a steering angle sensor which detects the steering angle of the host vehicle; a low speed determination section which determines whether or not the vehicle speed of the host vehicle detected by the vehicle speed sensor is at a determination threshold value or less; a radius of curvature estimation section which estimates the radius of curvature R of the road on which the host vehicle is travelling on the basis of the steering angle if the vehicle speed is equal to or less than the determination threshold value; a coordinate conversion section which converts, on the basis of the radius of curvature R, the position of the preceding vehicle in a first coordinate system in which the curve corresponding to the radius of curvature R is used as the reference, to the position in a second coordinate system in which the straight line along the straight traveling direction of the host vehicle is used as the reference; and a host vehicle lane probability calculation section which calculates, on the basis of the position of the preceding vehicle in the second coordinate system, a probability that the preceding vehicle is present in the lane on which the host vehicle is travelling.
Provided is an exhaust purification apparatus in which an upstream portion of a communication channel 16 is constituted by a gas collecting chamber 16A surrounding an outlet-side end surface of a particulate filter 3 and collecting an exhaust gas 1 emitted from the end surface while switching the flow direction of the exhaust gas in an approximately perpendicular direction, and by a communication tube 16B through which the exhaust gas 1 collected in said gas collecting chamber 16A is discharged from an exhaust outlet 17 and through which the exhaust gas collected in the gas collecting chamber 16A is discharged from the exhaust outlet and is guided to an inlet side of a selective reduction type catalyst 4. The exhaust purification apparatus is equipped with an injector 18 for adding urea water to the flow of the exhaust gas 1, the urea water being added in the middle of said communication channel 16. The injector 18 is installed at a position facing the exhaust outlet 17 of the gas collecting chamber 16A and in a direction approximately perpendicular to the axial center direction of the particulate filter 3, and a reactor 19 for accelerating vaporization by causing the urea water injected by said injector 18 to collide is provided at the exhaust outlet 17 of the gas collecting chamber 16A.
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
The present invention pertains to an exhaust gas purification apparatus in which a particulate filter 3 and a selectively reducing catalyst 4 are arranged in parallel such that the respective inlet sides are oriented the same direction, wherein the apparatus has a communication flow path 16 for returning an exhaust gas 1, discharged from the outlet side of the particulate filter 3, in the opposite direction and introducing the exhaust gas 1 to the inlet side of the adjacent selectively reducing catalyst 4, and is configured such that urea water (reducing agent) can be added upstream of the communication flow path 16. Downstream from the urea water feed point, the communication flow path 16 is returned stepwise toward the inlet side of the adjacent selectively reducing catalyst 4 via a plurality of bent portions x, y, and the communication flow path 16 is formed such that at least the most upstream bent portion x has a bending angle when viewed from the axial center direction of the particulate filter 3.
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
This state quantity estimating device is configured to: calculate a total enthalpy, which is the energy imparted to air by an impeller, an adiabatic compression efficiency of a compressor, and a diffuser outlet flow velocity, which is the flow velocity of air at an outlet surface of a diffuser; allocate to internal energy and pressure energy, on the basis of the adiabatic compression efficiency, a value obtained by subtracting kinetic energy based on the diffuser outlet flow velocity from the total enthalpy; calculate a compression temperature, which is the temperature of air flowing into the outlet surface, by means of a calculation formula including as variables the internal energy and an inlet temperature which is the temperature of the air prior to compression by the impeller; and calculate a compression pressure, which is the pressure of air flowing into the outlet surface, by means of a calculation formula including as variables the pressure energy and an inlet pressure which is the pressure of the air prior to compression by the impeller.
Provided is an exhaust purification device, including: a gas dispersion portion 7C that covers an inlet-side end surface of a selective reduction type catalyst 4 (post-treatment device) and guides exhaust gas 1 through an exhaust introduction port 11 from a direction substantially perpendicular to an axial direction of the selective reduction type catalyst 4; and a mixing pipe 7B (exhaust pipe) that is bent from the exhaust introduction port 11 toward an outlet side of the selective reduction type catalyst 4 and extends in the axial direction of the selective reduction type catalyst 4. The gas dispersion portion 7C has a crushed shape in which an area, of the gas dispersion portion 7C, between the exhaust introduction port 11 and the vicinity of an extension of the axis of the selective reduction type catalyst 4 is secured as an air guiding space 12 that fans out, and the remaining area close to the inlet-side end surface of the selective reduction type catalyst 4 is obtained as a flat restricting space 13; and a boundary portion between the restricting space 13 and the air guiding space 12 of the crushed shape is formed to create an arc-shaped tapered slope 14.
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
A speaker operation confirmation device that confirms operation of a right speaker attached on the right side of a vehicle and a left speaker attached on the left side of the vehicle, and comprises: a confirmation sound acquisition unit that obtains confirmation sounds to be generated by the right speaker and the left speaker; and a confirmation sound generation unit that causes the right speaker and the left speaker to generate the confirmation sound obtained by the confirmation sound acquisition unit. The confirmation sound has the volume of one out of the right speaker and the left speaker getting quieter over time and the volume of the other out of the right speaker and the left speaker getting louder.
B60R 11/02 - Arrangements for holding or mounting articles, not otherwise provided for for radio sets, television sets, telephones, or the like; Arrangement of controls thereof
A vehicle alarm generation device that generates an alarm sound inside the cabin of a vehicle and comprises: an alarm acquisition unit that obtains an alarm level for the generated alarm; and an alarm generation unit that generates an alarm sound corresponding to the alarm level obtained by the alarm acquisition unit. The alarm generation unit constitutes the alarm sound by using chords having a plurality of sounds that have a width of at least 200 Hz and causes the chords and rhythms of the alarm sounds to differ in accordance with the alarm level.
G08B 23/00 - Alarms responsive to unspecified undesired or abnormal conditions
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
G08B 21/00 - Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
A support beam is provided with: a body portion extending along a predetermined direction; and a protruding portion protruding in an orthogonal direction, which is orthogonal to the predetermined direction, from an intermediate section of the body portion in the predetermined direction. The body portion includes: an axle housing support portion provided at the intermediate section of the body portion and used for supporting an axle housing; and a pair of suspension member connecting portions provided at one end and the other end of the body portion in the predetermined direction and connected to a suspension member. The protruding portion has a stabilizer member attaching portion to which a stabilizer member is attached. The stabilizer member attaching portion includes: a bottom wall portion continuous with the body portion and extending along the predetermined direction; a side wall portion continuous with the bottom wall portion and extending along a direction orthogonal to both the predetermined direction and the orthogonal direction; and a top wall portion continuous with the side wall portion and extending so as to face the bottom wall portion.
B60G 9/04 - Resilient suspensions for a rigid axle or axle housing for two or more wheels the axle or housing not being pivotally mounted on the vehicle
This brake system comprises: a pneumatic circuit which has first and second paths for supplying compressed air to a brake booster from an air tank that stores the compressed air; and a control unit which controls a proportional control valve disposed in the second path. The control unit is provided with: a first signal generation unit that is configured so as to generate a first signal which is a pulse signal having a first frequency and shows the driving amount of the proportional control valve; a second signal generation unit which is configured so as to generate a second signal which is a pulse signal having a second frequency equal to or less than one-tenth of the first frequency; and a third signal generation unit which is configured so as to generate a command signal for the proportional control valve by multiplying the first signal and the second signal.
The present invention relates to a mixing structure designed so as to spray and mix urea water (an additive) into an exhaust gas 1 flowing through an interconnecting flow channel 7 (an exhaust flow channel), the mixing structure being provided with a curved part 11 formed in the interconnecting flow channel 7 downstream of the urea water spraying position, and a concave part 12 positioned on the exit side of the curved part 11 and formed in only one of two sides located on either side of a plane that bisects the curved part 11 so as to obtain plane symmetry.
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
Provided is an air intake duct 6 for taking in, as intake air for an engine, outside air from an air intake port 2 that opens to the outer side in the vehicle width direction of a head section 4a mounted on the top surface of a cab of a vehicle, the air intake duct being configured such that: the air intake port 2 opens so as to avoid the area immediately above a duct section 4b that extends downward from the bottom surface of a rear section of the head section 4a along the rear surface of the cab; a level difference is formed at the rear end of the air intake port 2 toward the inner side in the vehicle width direction; and a guide section 7 is formed so as to make the level difference continuous though a concavely curved surface that forms a circular arc when seen in a plan view.
F02M 35/16 - Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
B60K 13/02 - Arrangement in connection with combustion air intake or gas exhaust of propulsion units concerning intake
The present invention relates to an air intake duct 1 for vehicles. The air intake duct 1 is provided with: a duct body 4 having an air intake opening 3 which is open to the upper side of the duct body 4 and comprising an outer shell structure; a louver 5 for covering the air intake opening 3 to prevent the direct entry of rain water; and a metallic mesh 6 disposed inside the louver 5 and preventing fine foreign matter from being sucked in. The air intake duct 1 is configured such that: a drip channel 7 for receiving water droplets w flowing down along the metallic mesh 6 is formed on an inner wall surface of the duct body 4, the inner wall surface being located directly below the air intake opening 3, and the water droplets w can be conducted to a predetermined water recovery section 8 within the duct body 4 through the drip channel 7.
F02M 35/16 - Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
Provided is an exhaust purification system which is capable of increasing the reduction amount of NOx. This exhaust purification system is provided with: an exhaust passage (10) in which an exhaust gas flows; a burner (20) which uses an upstream-side space within the exhaust passage (10) as a combustion space (15) of a fuel; a NOx adsorbent (50) which is positioned in the downstream of the combustion space (15) and adsorbs nitrogen oxides contained in the exhaust gas; a selective reduction catalyst (51) which is positioned in the downstream of the NOx adsorbent (50); an addition valve (53) which is positioned in the upstream of the selective reduction catalyst (51); and a connection passage (54) which is connected to the addition valve (53) so that a urea water to be supplied to the addition valve (53) flows therein toward the addition valve (53), and a part of which passes through the combustion space (15). A DPF (30) is provided in the upstream of the NOx adsorbent (50). A selective reduction catalyst (29), which is positioned in the upstream of the selective reduction catalyst (51), is integrated into the DPF (30).
Provided is an exhaust purification system which is capable of increasing the reduction amount of NOx. This exhaust purification system is provided with: an exhaust passage (10) in which an exhaust gas flows; a selective reduction catalyst (43) which is disposed in the exhaust passage (10); an addition valve (36) which is positioned in the upstream of the selective reduction catalyst (43) in the exhaust passage (10); a connection passage (38) which is connected to the addition valve (36), and in which a urea water flows toward the addition valve (36); and a burner (20) which is positioned in the upstream of the addition valve (36) in the exhaust passage (10), and which uses a part of the space within the exhaust passage (10) as a combustion space (28) of a fuel. The connection passage (38) comprises a heating part (41) that passes through the combustion space (28).
This device for determining abnormalities of cooling water temperature sensors is provided with: an estimated temperature calculation unit configured so as to calculate an estimated temperature, i.e. an estimated value of the temperature of cooling water for cooling an engine; and a determination unit configured so as to determine, on the basis of the estimated temperature, and detection values of two cooling water temperature sensors configured so as to detect the temperature of the cooling water, the presence or absence of abnormalities of the two cooling water temperature sensors. The determination unit is configured so as to have, as a determination permissible condition, the estimated temperature changing from a reference temperature by a determination temperature after the estimated temperature at the current point in time has been set as the reference temperature. Furthermore, the determination unit is configured so as to determine that the two cooling water temperature sensors are normal if the deviation between the detection values of the two cooling water temperature sensors when the determination permissible condition has been established is less than a normal temperature which is equal to or lower than the determination temperature.
F02D 45/00 - Electrical control not provided for in groups
F01P 7/16 - Controlling of coolant flow the coolant being liquid by thermostatic control
F01P 11/16 - Indicating devices; Other safety devices concerning coolant temperature
F02M 26/00 - Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
F02M 26/22 - Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
This throttle valve abnormality determination device is provided with: a first temperature acquisition unit configured so as to acquire a first temperature, i.e. a temperature in a passage through which intake air flows; a second temperature acquisition unit configured so as to acquire a second temperature, i.e. a temperature in the passage; an air amount acquisition unit configured so as to acquire the intake air amount, i.e. the mass flow rate of the intake air; and a permissibility determination unit configured so as to determine whether to allow or prohibit a throttle valve sticking determination on the basis of the first temperature, the second temperature, and the intake air amount. The permissibility determination unit is configured so as to: prohibit the sticking determination if the first temperature is equal to or lower than a freezing temperature, at which freezing of the throttle valve is likely, when an engine is started; and allow the sticking determination after the sticking determination has been prohibited, when the second temperature is equal to or greater than a thawing temperature, at which a frozen portion of the throttle valve thaws, and an integrated value of a heat quantity converted value based on the second temperature and the intake air amount exceeds a threshold value.
F02D 11/10 - Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
Provided is an air intake duct 1 which is mounted on the rear surface of the cab 2 of a transport vehicle, extends vertically, and takes in outside air from an air intake opening 3 open to the upper side of the air intake duct 1, the outside air being taken in as intake air for the engine. The air intake duct 1 is provided with: a duct body 4 having the air intake opening 3 which is open to the upper side thereof and forming an outer shell structure; a side branch section 5 which is formed on the lower part of the duct body 4, has an upper end open to the inside of the duct body 4, and has a lower end open to the outside; a mesh member 6 stretched over the air intake opening 3 and collecting rainwater; a louver 7 with which the air intake opening 3 is covered together with the mesh member 6 and which only permits outside air to enter; and a drip channel (bead 8) which is provided on the inner wall of the duct body 4 directly below the mesh member 6, catches rainwater flowing down along the inner wall, and conducts the rainwater to the upper end of the side branch section 5.
F02M 35/16 - Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
A frame structure for a vehicle comprises: a pair of main side rails extending in the front-rear direction of the vehicle and facing each other; and extension side rails connected to the front portions of the main side rails in the front-rear direction of the vehicle and extending in the front-rear direction of the vehicle. The main side rails have main side rail bodies having a substantially C-shaped cross-section, and the extension side rails have extension side rail bodies having a substantially Z-shaped cross-section. A part of the front end surface of each of the main side rail bodies and a part of the rear end surface of each of the extension side rail bodies face each other in the front-rear direction of the vehicle.
B62D 21/02 - Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
An articulated bus is provided with: a front vehicle having steering wheels and also having rear wheels located behind the steering wheels in the front-rear direction of the vehicle; a rear vehicle disposed behind the front vehicle in the front-rear direction of the vehicle and having an engine mounted thereon; an articulation section for connecting the front vehicle and the rear vehicle so that the front vehicle and the rear vehicle can pivot relative to each other; a hybrid system having a motor generator functioning as a motor and as a generator, the hybrid system further having an HV battery for storing electric energy which is generated by the motor generator and supplying the electric energy to the motor generator. The HV battery is disposed on the roof of the front vehicle.
B60K 1/04 - Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
B60K 6/40 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
This thermostat abnormality determining device includes a cooling water temperature sensor, an estimated temperature calculating unit and a determining unit. The cooling water temperature sensor detects the temperature of cooling water that cools an engine. The estimated temperature calculating unit calculates an estimated temperature, which is an estimated value of the temperature of the cooling water. The determining unit determines if the thermostat has become stuck open after warming-up of the engine is complete. The criteria whereby the determining unit determines that the thermostat has become stuck open are that the estimated temperature is higher than a stuck-open determining temperature, which is a temperature lower than a warm-up completion temperature indicating that warming-up of the engine is complete, and that the cooling water temperature, which is the value detected by the cooling water temperature sensor, has been continuously at or below the stuck-open determining temperature for a determination period.
The present invention relates to a water ingress preventing structure for a tailpipe 1 which, provided at the terminal of an exhaust system passage, discharges an exhaust gas 3 to outside of the vehicle. A curved shape is imparted to the tailpipe 1, and, on the inner peripheral surface of the curved area 1a that is disposed to the outside with respect to the bending direction, a partition wall 5 is provided which gradually moves away from the said inner peripheral surface in the direction downstream in the flow direction of the exhaust gas 3. A dead-end section 6 is defined between said partition wall 5 and said inner peripheral surface of the curved portion 1a disposed to the outside with respect to the bending direction.
An intake joint structure capable of stopping the backflow of a lubricating oil 18 at a connection position between an air intake pipe 24 and an air inlet 12 of a turbocharger, the intake joint structure integrally forming a backflow prevention plate 25 equipped with a cylindrical section 25a fitted onto the air inlet 12, and a tapered section 25b bending from the upstream-side end of the cylindrical section 25a toward the inside, becoming narrower toward the downstream side and toward the center, and being open at the tip thereof. Furthermore, the downstream-side end section 24a of the air intake pipe 24 is formed from a soft material by exchange blow molding along a required range, the cylindrical section 25a of the backflow prevention plate 25 is mounted onto the air inlet 12 via a grommet 26 (first soft layer), the downstream-side end section 24a of the air intake pipe 24 is mounted onto and covers the cylindrical section 25a, and the end section 24a is bound thereon using a hose band 27.
F16L 3/12 - Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets substantially surrounding the pipe, cable or protective tubing comprising a member substantially surrounding the pipe, cable or protective tubing
Provided is an assembly (10) of a tire (20) and a wheel (30). The wheel (30) includes a circular cylindrical rim (31) having an outer peripheral surface (31a). The tire (20) includes two beads (23) assembled to the rim (31) and also includes a tread (21) facing the outer peripheral surface (31a) of the rim (31). The outer peripheral surface (31a) of the rim (31) includes a contact receiving surface (42a) protruding toward the tread (21). The tire (20) further includes a protrusion (25) in contact with the contact receiving surface (42a). The protrusion (25) is located between the two beads (23) in the width direction of the tire (20) and protrudes from the tread (21) toward the outer peripheral surface (31a) of the rim (31).
This exhaust purification device is provided with a reduction catalyst that reduces nitrogen oxides contained in exhaust. The reduction catalyst is provided with a catalyst layer and an adsorption layer covering the catalyst layer. The catalyst layer contains a catalyst support that supports silver. The adsorption layer contains a solid acid metal oxide that is acidic, and the acidity of the adsorption layer is greater than that of the catalyst layer. The adsorption layer has the characteristic of adsorbing ammonia generated at the catalyst layer, and causing the adsorbed ammonia to contact sulfur oxides contained in the exhaust.
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
F01N 3/10 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
An error determination unit comprising: an EGR amount acquisition unit configured so as to obtain an actual EGR amount for an EGR amount being the flow rate for EGR gas; an estimated amount calculation unit configured so as to calculate estimated EGR amounts, on the basis of a working gas pressure being the pressure of working gas having EGR gas and intake air mixed therein, EGR temperature being the temperature of EGR gas directly upstream from an EGR valve, EGR pressure being the pressure of EGR gas directly upstream from the EGR valve, and an aperture opening command value for the EGR valve; and a determination unit configured so as to determine the presence of errors relating to the EGR valve on the basis of the deviation between the actual EGR amount and the estimated amount.
A particulate filter fault diagnosis method comprising: installing, on a downstream side of a particulate filter disposed in the middle of an exhaust pipe, a PM sensor that causes particulates to deposit in a detection unit and outputs a deposited amount of the particulates; setting an assumption condition for making an assumption that the particulate filter is in such a reference state as to have a predetermined particulate collection capability; calculating, under the assumption condition, a virtual output value corresponding to a virtual deposited amount of the particulates in the PM sensor; and determining that the particulate filter is at fault if, when the virtual output value has reached a predetermined determination threshold value, the output of the PM sensor is equal to or more than the predetermined determination threshold value.
F01N 3/023 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
F01N 3/021 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
Provided is a common rail type fuel injection system which is provided to an engine having a plurality of cylinders, and which uses fuel injection control by a control device to inject a high-pressure fuel stored in a common rail from injectors respectively provided on the cylinders. The common rail type fuel injection system is provided with a plurality of communication lines connecting the control device to each of the plurality of injectors. Each of the injectors is provided with a memory unit for storing correction information which is set according to injection characteristics and a communication unit for transmitting the correction information stored in the memory unit to the control device via the communication lines.
F02M 63/00 - SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - Details, component parts or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups or
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 45/00 - Electrical control not provided for in groups
F02M 51/00 - Fuel-injection apparatus characterised by being operated electrically
A burner (20) includes a combustion unit (21), a fuel supply unit (22), a vaporizer (30), an air supply unit (45), and a control unit (50). The fuel supply unit (22) supplies fuel to the combustion unit (21). The vaporizer (30) uses an electric heater (32) to heat and vaporize fuel supplied from the fuel supply unit (22) to the combustion unit (21). The air supply unit (45) supplies air to the vaporizer (30). The control unit (50) controls the supply of fuel from the fuel supply unit (22), the supply of electrical power to the electric heater (32), and the supply of air from the air supply unit (45). The control unit (50) causes the air supply unit (45) to supply air while the supply of fuel from the fuel supply unit (22) is stopped. The control unit (50) supplies electrical power to the electric heater (32) and controls the temperature of the electric heater (32) so as to reach a combustible temperature at which fuel can combust.
F01N 3/025 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
F01N 9/00 - Electrical control of exhaust gas treating apparatus
In the present invention, a lattice board (7) is disposed inclined in a bent section (1A) (flow changing portion), which is disposed at a point along an exhaust pipe (1) and through which exhaust gas (4) flows in a curved manner, so as to substantially bisect an angle formed between an inflow direction (refer to arrow (x) in figure) of the exhaust gas (4) approaching from the upstream side of the bent section (1A) and an outflow direction (refer to arrow (y) in figure) of the exhaust gas (4) which escapes toward the downstream side of the bent section (1A). An injector (3) is arranged such that a urea solution (5) (additive) can be sprayed toward an entry side of the lattice board (7) in the outflow direction of the exhaust gas (4). The spray of the urea solution (5) from the injector (3) collides with the rear side of flow channel walls of the lattice board (7) which the exhaust gas (4) from the upstream side collides with.
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
A truck provided with a front vehicle, a rear vehicle positioned on the vehicle-longitudinal rear side of the front vehicle, and an oscillating connecting part for connecting the front vehicle and the rear vehicle so that the vehicles are free to oscillate about an oscillation center which is an axis extending in the vehicle-vertical direction between the front vehicle and the rear vehicle. The front vehicle has: a front axle part positioned on the vehicle-longitudinal front side, the front axle part being configured from one or more axles; and a rear axle part positioned on the vehicle-longitudinal rear side, the rear axle part being configured from one or more axles. The rear vehicle has a center axle part positioned in the vehicle-longitudinal center, the center axle part being configured from two axles. The distance from the vehicle-longitudinal center of the rear axle part to the axis, and the distance from the vehicle-longitudinal center of the center axle part to the axis are substantially the same.
A vehicular air supply system is provided with a first air-operated component operated by air pressure equal to or less than a first pressure value, a second air-operated component operated by air pressure equal to or less than a second pressure value lower than the first pressure value, a compressed air production component for producing compressed air supplied to the first air-operated component and the second air-operated component, and a first discharged air supply component for supplying air discharged from the first air-operated component to the second air-operated component when the pressure value of air discharged from the first air-operated component is higher than the pressure value of air supplied from the compressed air production component to the second air-operated component.
An estimation unit calculates an estimated value of oxygen concentration in an exhaust passage on the basis of a target injection amount of a fuel injection valve and an air intake amount of an engine. A first determination unit determines the relationship of a detected value to the estimated value of the oxygen concentration, in both a fuel-injecting state and a non-fuel-injecting state. For each of a plurality of cylinders, a second determination unit acquires crankshaft angular acceleration during the expansion strokes of the cylinders in the fuel-injecting state, and determines the relationship of each angular acceleration to the average value of all of the angular accelerations. An abnormality determination unit determines whether or not there is an abnormality in an engine system on the basis of the determination results of the first and second determination units.
An exhaust purification device for purifying exhaust gas flowing through an exhaust channel of an engine, wherein the device is provided with: a cylindrical casing; a pipe disposed on the downstream side of the casing, the pipe being inserted into the casing so as to extend in a direction substantially perpendicular to the axial direction of the casing, and having a through-hole interconnected with the casing formed therein; and an injection device for injecting a reducing agent into the pipe from the upstream-side end of the pipe, a contracting channel part that narrows in the pipe axial direction from the upstream side toward the downstream side being formed in the exhaust channel of the casing.
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
This exhaust gas purification system (10) is equipped with: exhaust gas purification components (21, 22) for purifying exhaust gas; a selective reduction catalyst (26) for promoting reduction of NOx contained in exhaust gas by use of a reducing agent; and a case (11) for housing the exhaust gas purification components (21, 22). The case (11) is equipped with an outer wall having a housing section (23) that is recessed toward the inside of the case (11), and a supply hole (23d) is formed in the bottom part of the housing section (23). In addition, piping (24) positioned inside the case (11) is constructed so as to lead the exhaust gas toward the selective reduction catalyst (26) through a passage that provides communication between the inside and the outside of the piping (24) and through the inside of the piping (24), wherein a tubular end of the piping (24) is connected to the supply hole (23d). An injection device (25) of the exhaust gas purification system (10) injects the reducing agent into the piping (24) through the supply hole (23d).
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
A cover body attaching member (10) has: a metal plate (12) that is provided with an attaching hole for attaching a cover body of a container; a protruding or recessed seal section (20) that is continuously formed around the outer circumferential section of the metal plate (12); and a resin member (14), which covers the seal section (20) by being integrally formed with the outer circumferential section of the metal plate (12), and which has the rear surface side thereof welded to an opening of the container.
B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
F16J 15/04 - Sealings between relatively-stationary surfaces without packing between the surfaces, e.g. with ground surfaces, with cutting edge
F16J 13/12 - Detachable closure members; Means for tightening closures attached by wedging action by means of screw-thread, interrupted screw-thread, bayonet closure, or the like
On the basis of the absolute value (α) of the amount of change of a fuel injection amount before and after an exhaust brake is operated, and the absolute value (β) of the amount of change of an intake air amount before and after the exhaust brake is operated, the exhaust brake is determined to be operating normally when the absolute value (α) of the amount of change of the fuel injection amount is greater than or equal to a fuel injection change amount threshold and the absolute value (β) of the amount of change of the intake air amount is greater than or equal to an intake air change amount threshold, and a malfunction is determined to be occurring in the exhaust brake when the absolute value (α) of the amount of change of the fuel injection amount is less than the fuel injection change amount threshold and the absolute value (β) of the amount of change of the intake air amount is less than the intake air change amount threshold.
The present invention relates to a device for detecting that a fuel shut-off valve (7) for opening and closing a supply line (5) for guiding fuel (3) to a fuel addition valve (6) is stuck closed, and the device is provided with a pressure sensor (8) which detects the pressure of a fuel (3) between the fuel addition valve (6) and the fuel shut-off valve (7), and a control unit (9) which determines that the fuel shut-off valve (7) is stuck closed when a value detected by the pressure sensor (8) is less than a threshold value set according to an engine speed.
F01N 3/36 - Arrangements for supply of additional fuel
F01N 3/00 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
F01N 3/18 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
76.
REGENERATION ABNORMALITY DETERMINATION DEVICE FOR PARTICULATE FILTER
The present invention relates to a regeneration abnormality determination device for a particulate filter (5), and the device is provided with a temperature sensor (10) which detects the inlet exhaust temperature of the particulate filter (5), and a control unit (11) which feedback controls the fuel addition injection amount of a fuel addition valve (8) on the basis of the actual measurement value of the temperature sensor (10) in a predetermined temperature range around a regeneration target temperature in order to keep the inlet exhaust temperature of the particulate filter (5) at the regeneration target temperature during forced regeneration, the control unit (11) being configured so as to perform the simulated calculation of the inlet exhaust temperature of the particulate filter (5) on the basis of an indicated injection amount for the fuel addition valve (8), and detect the abnormality of the feedback control on the basis of the state of the discrepancy between the calculation amount of the inlet exhaust temperature and the actual measurement value of the temperature sensor (10).
F01N 3/18 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
F01N 3/023 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
F01N 3/025 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
F01N 3/029 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
F01N 3/36 - Arrangements for supply of additional fuel
F02D 43/00 - Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
F02D 45/00 - Electrical control not provided for in groups
77.
ABNORMALITY DETECTION METHOD FOR AFTER TURBO CATALYST
Provided is a method for detecting the abnormality of an after turbo catalyst. The present invention relates to an abnormality detection method for an ATC (43) which causes fuel from a fuel injection device (10) which has received a post injection command from a control device (2) to undergo an oxidation reaction in an exhaust pipe (41) to increase the temperature of exhaust gas by the reaction heat thereof. The present invention is provided with an ATC inlet side temperature measurement means (42) for measuring the inlet side temperature of the ATC (43) and transmitting a measurement value to the control device (2), and an ATC downstream side temperature measurement means (44) for measuring the downstream side temperature of the ATC (43). The control device (2) determines the operation of the fuel injection device (10) when the downstream side temperature of the ATC (43) does not become higher than the inlet side temperature of the ATC (43) after transmitting the post injection command, and if the fuel injection device (10) is operating normally, determines that the ATC (43) is abnormal.
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
F02M 41/12 - Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
A failure detection device for a fuel addition valve is provided with a control device which, when the amplitude of fuel pressure fluctuation detected by a pressure sensor is greater than or equal to a pressure threshold (α), recognizes that fuel has been actually injected, when the amplitude of the fuel pressure fluctuation detected by the pressure sensor is less than the pressure threshold (α), recognizes that the fuel has not been actually injected, finds the number of actual fuel injections (N), when the ratio (N/S) of the number of actual fuel injections (N) to the number of fuel injection instructions (S) is greater than or equal to a number ratio threshold (β), determines that the fuel addition valve is operating normally, and when the ratio (N/S) of the number of actual fuel injections (N) to the number of fuel injection instructions (S) is less than the number ratio threshold (β), determines that a malfunction is occurring in the fuel addition valve.
F01N 3/18 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
79.
ANOMALY DETERMINATION SYSTEM AND ANOMALY DETERMINATION METHOD
This anomaly determination system is provided with an inlet pressure sensor (31) which detects the inlet pressure of a pressure loss unit (26) provided in the fluid passage (25) in a vehicle, an outlet pressure sensor (32) which detects the outlet pressure of the pressure loss unit (26), an outside pressure sensor (33) which detects the outside pressure, which is the pressure outside of the fluid passage (25), and an anomaly determination unit (35) which determines anomalies in the pressure loss unit (26). The anomaly determination unit (35) determines that there is an anomaly in the pressure loss unit (26) if the difference between the inlet and outlet pressure, the difference between the outlet and outside pressure, and the difference between the outside and inlet pressure, detected when the flow rate in the fluid passage (25) is less than the minimum flow rate at which anomalies in the pressure loss unit (26) are detectable, are within an allowable range, and the pressure difference between the inlet pressure and outlet pressure when the flow rate is greater than or equal to the minimum flow rate is within a first pressure loss range.
F01N 3/023 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
F02D 45/00 - Electrical control not provided for in groups
A diagnostic device for a urea water supply system, the device having a sensor that detects urea water concentration. The device is provided with: an acquisition unit that acquires detected values from the sensor; a calculation unit that calculates the rate (η) at which NOx is purified by a selective reduction catalyst; and a diagnostic unit that diagnoses the state of a urea water supply system. A first condition is that the purification rate (η) calculated by the calculation unit is at or above a standard purification rate, and a second condition is that a detected value (Cur) acquired by the acquisition unit is at or above a standard concentration. When only one of the first condition and the second condition is met, the diagnostic device diagnoses abnormality in the sensor.
A urea water suitability determining device provided with: a concentration detection unit that detects urea water concentration and outputs detected values; a determination unit that uses said detected values to determine whether the urea water is suitable; and a temperature detection unit that detects the temperatures of a plurality of detection targets. The temperatures of the plurality of detection targets differ from each other when an engine is driving. The determination unit calculates each of the temperature differences between the temperature of a specified detection target and the temperatures of the other detection targets and commences determination of urea water suitability when determination commencement conditions are met. The determination commencement conditions include the temperature differences being within a standard range. The standard range is a range of temperature differences for which the urea water is determined to be in a quiet state.
This invention relates to a combustion chamber structure of a direct-injection diesel engine which has a downwardly-recessed cavity (10) in the apical surface of a piston (9), and inside of the cavity (10), fuel is injected in a radial pattern from the center of a cylinder ceiling portion for autoignition. A cut-out section (20) forms a step on the outer periphery of the opening of the cavity (10), said step being recessed to a prescribed depth relative to the apical surface of the piston (9), and the cut-out section (20) comprises a guide surface (20a) which, outwards in the radial direction, gradually increases in height and then rises to form a concave shape. An entrance lip (22) is formed in a position a step down from the apical surface of the piston (9) and is configured by the inner peripheral section of the bottom surface of the cut-out section (20) and the combustion chamber wall surface (21) rising from the bottom surface of the cavity (10). In the outer periphery of the cut-out section (20), a shelf section (23) is recessed from the apical surface of the piston (9) but not as deep as the step of the cut-out section (20), configuring a step.
F02B 23/06 - Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
F02F 3/26 - Pistons having combustion chamber in piston head
A piston (1) has a combustion chamber (5) formed in the piston top surface and also has an oil gallery (6) formed so as to surround the combustion chamber. The wall thickness of the piston, which is measured from the slide side surface of the piston to the oil gallery thereof, is set such that the piston skirt side (B) has a greater thickness than the piston top surface side (A).
A frame structure for a vehicle is provided with: a pair of opposed main side rails which extends in the front-rear direction of the vehicle; and extension side rails which are connected to the front portions of the main side rails in the front-rear direction of the vehicle and which extend in the front-rear direction of the vehicle. The extension side rails are formed to have a substantially C-shaped cross-section, and the front portions of the extension side rails in the front-rear direction of the vehicle have less height than the rear portions thereof.
B62D 21/02 - Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
B62D 21/11 - Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension
B62D 33/067 - Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other tiltable
A container in accordance with ISO standards enables highly efficient loading and unloading of freight and satisfies the conditions of strength set by the ISO standards. This container (1) in accordance with ISO standards has: a freight room (2) in which freight is loaded; and openings (30) which are provided in the freight room (2) and to which doors are mounted in an openable and closable manner. The openings (30) are provided in at least both side surfaces of the freight room (2) which extend in the longitudinal direction of the freight room (2), and the container (1) has a floor member (8) which supports the floor surface of the freight room (2). The floor member (8) has: side frames (9R, 9L) which form both side surfaces of the floor member (8) which extend in the longitudinal direction; a center cross member (9C) which is mounted so as to extend in the direction perpendicular to the side frames (9R,9L); and top plates (10TR, 10TL) and bottom plates (10BR, 10BL), the top plates and the bottom plates interconnecting the side frames (9R, 9L) of both side surfaces. The floor member (8) is configured so that the cross-sectional area thereof measured parallel to the center cross member (9C) gradually reduces as the floor member (8) extends away from the center cross member (9C).
An exhaust gas purification system equipped with: a selective reduction type catalyst disposed in an exhaust gas passage of the engine; a fluid feeder that supplies a urea-based fluid to a portion of the exhaust gas passage which is located upstream from the selective reduction type catalyst; a gas separation part that separates a feed gas into a high-oxygen-concentration gas and a high-nitrogen-concentration gas; an ozone generator that has an ozone generation space into which the high-oxygen-concentration gas is introduced and that produces ozone from the introduced high-oxygen-concentration gas; an ozone feeder that supplies ozone to a portion of the exhaust gas passage that is located upstream from the selective reduction type catalyst; a vortex tube that separates the high-nitrogen-concentration gas into a cold gas and a warm gas and discharges the gases separately; and a cooler that cools the ozone generation space by blowing the cold gas discharged from the vortex tube against the ozone generator.
Somewhere in a discharge pipe are disposed an NOx catalyst of the selective HC reduction type capable of diminishing NOx at temperatures lower than a set temperature T and a catalytic particulate filter loaded with an oxidation catalyst capable of diminishing NOx at temperatures not lower than the set temperature T. In cases when the temperature of the exhaust gas is lower than the set temperature T, the fuel is intermittently added at a set flow rate Q from a fuel addition device located on the inlet side of the NOx catalyst of the selective HC reduction type and is supplied to the NOx catalyst of the selective HC reduction type. In cases when the temperature of the exhaust gas is the set temperature T or higher, the fuel is temporarily added by rich spike addition at a flow rate Q' that is not less than the set flow rate Q, from the fuel addition device to thereby deliver the fuel to the catalytic particulate filter and increase the active temperature range. Thus, exhaust gas purification is conducted in a wide temperature range.
F01N 3/36 - Arrangements for supply of additional fuel
B01D 53/94 - Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
F01N 3/023 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
F01N 3/035 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
F01N 3/24 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
This bed height adjustment system for adjusting the height of a bed of a vehicle is provided with: air springs (14, 15) that support the bed; valve units (10, 12) that are connected to an air tank (11), and adjust the height of the air springs (14, 15) by supplying and discharging air; a relay (1) having a dump signal line (1a) and a reset signal line (1b), which are connected to the valve units (10, 12); a pressure switch (16) that switches between on and off states depending on whether or not air is being supplied from the valve units (10, 12); and an indicator (5) that lights up when energized when the pressure switch (16) is in the on state, and turns off when the pressure switch (16) is in the off state.
B60P 1/16 - Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with a tipping movement of load supporting or containing element actuated by fluid-operated mechanisms
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
B60G 17/017 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
B60P 1/04 - Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with a tipping movement of load supporting or containing element
This bed height adjustment system for adjusting the height of a bed of a vehicle is provided with: air springs (14, 15) that support the bed; valve units (10, 12) that are connected to an air tank (11), and adjust the height of the air springs (14, 15) by supplying and discharging air; and a vehicle control electronic control unit (ECU) (1) having a dump signal line (1a) and a reset signal line (1b), which are connected to the valve units (10, 12). The valve units (10, 12) adjust the height of the air springs (14, 15) to a dump state by inputting the signal of the dump signal line (1a), and resets the height of the air springs (14, 15) to a normal state by inputting the signal of the reset signal line (1b). While a signal is not being inputted, the dump state or normal state is maintained.
B60P 1/16 - Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading with a tipping movement of load supporting or containing element actuated by fluid-operated mechanisms
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
B60G 17/017 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
Trunnion plate sections (4b) are formed integrally with trunnion brackets (4) which are mounted to the lower surfaces of opposite ends widthwise of a cross member (10) by fastening members (16). The trunnion plate sections (4b) extend so as to rise upward from the outer surfaces of the trunnion brackets (4) and are mounted to the outer surfaces of webs (5a) of frames (5) by fastening members (17).
B60G 5/02 - Resilient suspensions for a set of tandem wheels or axles having interrelated movements mounted on a single pivoted arm
B60G 11/04 - Resilient suspensions characterised by arrangement, location, or kind of springs having leaf springs only arranged substantially parallel to the longitudinal axis of the vehicle
91.
AUTOMATIC REGENERATION CONTROL DEVICE FOR PARTICULATE FILTER
When filter regeneration has begun due to a determination of particulate accumulation, a load request to a work unit is output from an engine control device to a unit control device during idling or during low-load operation, and when a load cannot be applied or when a load application cancelation switch is on, and when the exhaust temperature cannot be maintained without applying a load, a regeneration abort signal is output from the unit control device to the engine control device (step S7), the engine control device performs a regeneration abort signal reception process (step S8), a load is not mandatorily applied to a hydraulic unit (step S9), the addition of fuel is stopped, and automatic regeneration control is aborted (step S10).
F01N 3/023 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
F01N 3/025 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
F01N 3/029 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
F02D 29/00 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
F02D 29/04 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
F02D 41/04 - Introducing corrections for particular operating conditions
The temperature of cooling water is detected when an engine is started, and when the detected temperature falls below a set water temperature, the operation of a water pump (1) is stopped independently from a normal control, wherein the rotational frequency of the water pump (1) is controlled in accordance with the engine operating state, and the total amount of heat required to raise the current water temperature to the set water temperature is calculated, and the total amount of heat lost from the engine to the cooling water since the engine was started is calculated. When the cumulative value reaches the aforementioned total amount of heat the water pump (1) is operated for a prescribed amount of time, thereby producing a uniform temperature distribution, after which the temperature of the cooling water is again detected. If the detected water temperature is still below the set water temperature the same control is repeated, and if the detected temperature is equal to or greater than the set water temperature normal control is restored.
In the present invention, the number of water-temperature sensors that detect the temperature of cooling water (12) that has passed through an engine (1) is increased to two (18, 19), and a control device (20) is provided that verifies that the detected temperature from each of said water-temperature sensors (18, 19) is within normal limits and then uses one of said detected temperatures as the temperature of the cooling water (12). Said control device (20) is configured such that if the detected temperature from one of the water-temperature sensors (18, 19) is not within normal limits, the remaining detected temperature is used as the temperature of the cooling water (12), said remaining detected temperature being within normal limits.
A burner (20) is provided with: a cylinder section (21) having a premixing chamber (27) in which a mixed gas which contains fuel is formed, and also having a combustion chamber (28) in which the fuel combusts; a first pipe (41) for supplying fuel heated by an electric heater (46) to the premixing chamber (27); and a second pipe (50) having provided therein a heat exchange section (55) which converts the combustion heat of fuel to the vaporization heat of the fuel and supplying the fuel heated by the heat exchange section (55) to the premixing chamber (27). The second pipe (50) is branched at a branch point (48) from the first pipe (41), and the electric heater (46) and the heat exchange section (55) are connected in parallel to the premixing chamber (27).
F01N 3/025 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
F23D 11/02 - Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space the combustion space being a chamber substantially at atmospheric pressure
Two locations drawn inward from vehicle-widthwise outside ends in the top part of a back panel (4) of a cab (1) are designated as load support points (A, B), a pair of reinforcing studs (13, 14) are attached to the back panel (4) so as to connect the load support points (A, B) and a floor (9) directly above a pair of rear-side cab mountings (7, 8) supporting the rear part of the cab (1) from a frame (6) side, a reinforcing beam (12) is attached to the back panel (4) so as to connect the top ends of the reinforcing studs (13, 14) together, and the unreinforced parts on the vehicle-widthwise sides of the reinforcing beam (12) remain as impact-absorbing parts (15, 16).
This invention relates to a method for manufacturing a flat pipe (1) provided with concave/convex shapes on the inner and outer surfaces. An incision having a shape corresponding to the deployed flat pipe (1) is formed on a metal thin plate (2). When the incision is formed, an intermediate portion (4) (middle portion) with respect to the width direction in the shape corresponding to the deployed flat pipe (1) is left joined to thin plate (2). A concave/convex shape is machined within the range of the shape of the deployed flat pipe (1), and subsequently, a portion having the shape of the deployed flat pipe (1) is cut and raised from the thin plate (2) so as to flank the remaining intermediate portion (4). The tips of the cut-and-raised pieces (8) are closed together to form the overall shape of the flat pipe (1), the remaining intermediate portion (4) is separated from the thin plate (2), and the flat pipe (1) is obtained.
B21D 53/02 - Making other particular articles heat exchangers, e.g. radiators, condensers
B21D 5/01 - Bending sheet metal along straight lines, e.g. to form simple curves between rams and anvils or abutments
F28F 1/02 - Tubular elements of cross-section which is non-circular
F28F 1/42 - Tubular elements or assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being both outside and inside the tubular element
A disconnection detection method for a closed breather (18) that extracts blow-by gas (17) from an engine (1), separates and recovers oil mist, and then returns the blow-by gas to an intake pipe (5) via a return pipe (19), wherein, when exhaust gas (9) is not being recirculated the mass flow rate of the working gas in the cylinders is calculated on the basis of the boost pressure, the intake temperature of the intake manifold (7), and the engine rotational frequency, and a determination is made as to whether the calculated value for the mass flow rate diverges from a detection value from an air flow sensor (24). When it is determined that the calculated value diverges, the deviation in the previous determination and the deviation in the current determination are compared, and if the amount of change between the two deviations has increased so as to exceed a prescribed range, it is determined that a disconnection state wherein the gas return pipe (19) is disconnected from the intake pipe (5) exists.
This system for cooling a power control device (10) of a hybrid automobile (C) provided with an engine (1) and a motor/generator (2) is provided with: cooling devices (20, 40) that cool the power control device (10); an electronic control device (15) that controls the cooling devices (20, 40); and an intake air temperature sensor (36) that detects the intake air temperature (Tint) and is provided to the air intake pathway (50) of the engine (1). The electronic control device (15) is configured in a manner so as to determine whether or not the automobile (C) is in a baseline driving state such that the amount of intake air to the engine (1) is secured at or above a baseline intake air quantity, when the automobile (C) has been determined to be in the baseline driving state, to determine the presence/absence of an abnormality of the cooling devices (20, 40) using the intake air temperature (Tint) detected by the intake air temperature sensor (36), and when the automobile (C) has been determined not to be in the baseline driving state, not to determine the presence/absence of an abnormality of the cooling devices (20, 40).
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 11/14 - with provision for direct mechanical propulsion
B60W 10/26 - Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
B60W 10/30 - Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
B60W 20/00 - Control systems specially adapted for hybrid vehicles
F01P 11/14 - Indicating devices; Other safety devices
99.
COOLING SYSTEM FOR VEHICLE-MOUNTED POWER CONTROL DEVICE AND METHOD FOR DIAGNOSING ABNORMALITY IN COOLING SYSTEM
This cooling system is provided with: a cooling device; and an electronic control device that controls the cooling device. The cooling device has: a rotating body that feeds out a cooling medium; and a drive source that controls the rotating body. The electronic control device stores diagnostic criteria information indicating the tolerance in actual rotational frequency when the actual rotational frequency of the drive source has deviated from the instructed rotational frequency. The tolerance changes in accordance with the instructed rotational frequency and the value of the voltage imposed on the drive source. The electronic control device determines the tolerance on the basis of the diagnostic criteria information and determines whether or not the cooling device is in a normal state.
B60K 11/02 - Arrangement in connection with cooling of propulsion units with liquid cooling
B60K 11/06 - Arrangement in connection with cooling of propulsion units with air cooling
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
B60W 10/30 - Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
B60W 20/00 - Control systems specially adapted for hybrid vehicles
A fault detection device equipped with a waste gate valve (23), a control unit (31), a working gas amount calculation unit (35), and a determination unit (38). The control unit (31) acquires the rotational speed (NE) of an engine (10), the boost pressure (Pb), and the intake temperature (Tin). The working gas amount calculation unit (35) calculates a calculated value (Gc) for the mass flow rate of the working gas for the engine (10) using the rotational speed (NE), the boost pressure (Pb), and the intake temperature (Tin). The determination unit (38) determines that the waste gate valve (38) is abnormal when the calculated value (Gc) does not equal a standard value (Gs).
patents
