A gas passage (35) that is connected to an exhaust passage (13) and a water passage (36) that is connected to a water jacket (15) are formed in a turbine housing (31). The water passage (36) and the gas passage (35) are arranged adjacent to each other in an exhaust gas-introducing side joint part (51) of the turbine housing (31), and a mating face (52) in which the water passage (36) opens and a mating face (53) in which the gas passage (35) opens are formed not to connect smoothly to each other. The turbine housing (31) is attached to the cylinder head (14) with an O-ring (56) that prevents leakage of coolant interposed between the mating face (52) and the cylinder head (14), and a seal member (55) that prevents leakage of exhaust gas interposed between the mating face (53) and the cylinder head (14).
The invention relates to a method of producing an amorphous lithium metal (II) phosphate aerogel, the method comprising: - dissolving (100) a lithium salt and a metal salt in a first organic solvent, - dissolving a phosphor source in the first organic solvent, - mixing (102) the dissolved salts and the dissolved phosphor source for receipt of a gel, - supercritical (106) drying of the gel for receipt of the lithium metal (II) phosphate aerogel.
B01J 13/00 - Colloid chemistry, e.g. the production of colloidal materials or their solutions, not otherwise provided forMaking microcapsules or microballoons
The invention relates to a method of producing phase pure nano-plate lithium metal (II) phosphate crystals (100; 102; 300), the method comprising mixing (200; 204) a lithium salt, a transition metal salt, a phosphor source and a phosphate terminated surfactant and heat treating (208) the mixture. The obtained crystalline plates display a strongly decreased growth in the direction of the z-axis due to complexation of the corresponding crystal planes by coordinating phosphate terminated surfactant molecules.
The invention relates to a method of producing a nanoporous battery electrode material, the method comprising: - providing an electrically conductive support (100), the support (100) consisting of a bimodal matrix structure, the matrix structure compris- ing nano- and micro pores (300) with a monomodal nano- and micro pore size distribution, - evacuating (404) the support (100), - soaking (406) the evacuated support (100) with a precursor liquid, the precursor liquid comprising precursor components for temperature controlled synthesis of phospho-olivine nano crystals, - heat treating (410) the soaked support (100) for formation of the phospoolivine nano crystals (110;304) within the nano pores (302).
H01M 4/58 - Selection of substances as active materials, active masses, active liquids of inorganic compounds other than oxides or hydroxides, e.g. sulfides, selenides, tellurides, halogenides or LiCoFySelection of substances as active materials, active masses, active liquids of polyanionic structures, e.g. phosphates, silicates or borates
An exhaust purification catalyst has a catalyst coat layer having a two-layer structure including a lower layer, and a upper layer formed on a surface of the lower layer. At least one of platinum or palladium is present in at least the upper layer, and 60% by mass or more of the total amount of rhodium in the catalyst coat layer is present in the lower layer.
A secondary-battery current collector foil (X) includes: an electrically conductive metal foil element (1); a metal intermediate layer (2) formed on the metal foil element (1); and a carbon thin film layer (3) deposited on the metal intermediate layer (2). The metal intermediate layer (2) is formed between the metal foil element (1) and the carbon thin film layer (3) so that the metal intermediate layer (2) closely adheres to both the metal foil element (1) and the carbon thin film layer (3). The metal intermediate layer maybe made of Ri, Nb, Ta,. Zn, Hf, W, Cu, Ni, and formed through metal vapor -deposition.
Imaging means (1) captures an image of a face of a driver of a vehicle. First image processing means performs image processing on a wide portion of the face of the driver in the first image using a first image captured by the imaging means (1). Second image processing means performs image processing on a part of the face of the driver in a second image captured by the imaging means (1) at a higher exposure than the exposure of the first image, using the second image.
A61B 3/10 - Objective types, i.e. instruments for examining the eyes independent of the patients perceptions or reactions
A61B 5/18 - Devices for psychotechnicsTesting reaction times for vehicle drivers
B60K 28/06 - Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to incapacity of driver
G08B 21/06 - Alarms for ensuring the safety of persons indicating a condition of sleep, e.g. anti-dozing alarms
8.
EXHAUST EMISSION CONTROL SYSTEM OF INTERNAL COMBUSTION ENGINE
An exhaust emission control system of an internal combustion engine includes: a bypass passage (22) provided in an exhaust passage (14) of the engine and arranged to bypass a main passage (16) as a part of the exhaust passage, a NOx adsorbent (28) provided in the bypass passage and adapted to adsorb at least NOx as one of components contained in exhaust gas, a channel switching device (30) that switches a channel of the exhaust gas between the main passage and the bypass passage, an adsorption control device (50) that controls the channel switching device, based on operating conditions of the engine, so as to cause the exhaust gas to flow through the bypass passage, and an adsorbing capability determining device (50) that determines, when the adsorbing capability of the NOx adsorbent degrades, whether the degradation in the adsorbing capability is a surmountable degradation from which the NOx adsorbent can recover, or an insurmountable degradation from which the NOx adsorbent cannot recover.
F01N 3/08 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
F01N 11/00 - Monitoring or diagnostic devices for exhaust-gas treatment apparatus
9.
BATTERY ELECTRODE FOIL, POSITIVE ELECTRODE PLATE, BATTERY, VEHICLE, AND BATTERY-EQUIPPED APPLIANCE, AND MANUFACTURE METHOD FOR THE BATTERY ELECTRODE FOIL, AND MANUFACTURE METHOD OF THE POSITIVE ELECTRODE PLATE
A battery electrode foil (32) includes an aluminum electrode foil (33), and corrosion-resistant layers (34A, 34B) of 5 to 100 nm in thickness that are made of zirconium, and that are formed on surfaces (33a, 33b) of the aluminum electrode foil, and that are in direct contact with aluminum that constitutes the aluminum electrode foil.
BATTERY ELECTRODE FOIL, POSITIVE ELECTRODE PLATE, BATTERY, VEHICLE, AND BATTERY-EQUIPPED APPLIANCE, AND METHOD OF MANUFACTURING THE BATTERY ELECTRODE FOIL AND THE POSITIVE ELECTRODE PLATE
A battery electrode foil.(32) includes an aluminum electrode foil (33), and corrosion-resistant layers (34A, 34B) of 5 to 100 nm in thickness that are made of an alloy containing iron and chrome, and that are formed on surfaces (33a, 33b) of the aluminum electrode foil, and that are in direct contact with the aluminum electrode foil.
A web meandering correction system (1) includes: an edge detector (2) that detects an edge position signal of a web; an HPF processing unit (3) that executes a high-pass filtering process on the edge position signal using a predetermined lower limit frequency as a reference; a high-frequency noise analyzing unit (4) that analyzes high-frequency noise that has passed through the HPF processing unit (3); an LPF processing unit (5) that executes a low-pass filtering process on the edge position signal using a predetermined upper limit frequency as a reference; a coefficient setting unit (6) that sets a coefficient that determines the characteristics of the low-pass filtering process on the basis of a result of analysis by the high-frequency noise analyzing unit (4); and a meandering correction unit (7) that corrects meandering of the web on the basis of information acquired by the LPF processing unit (5).
A failure diagnostic information generating apparatus includes a repair information acquiring unit that acquires repair information indicating the content of repair or replacement conducted for a vehicle malfunction or a cause of the malfunction; an malfunction-time vehicle information acquiring unit that acquires malfunction-time vehicle information indicating a vehicle state detected when the malfunction occurs; an instruction information generating unit that generates instruction information, usable for future repair or replacement, on the basis of the repair information and the malfunction-time vehicle information; and a recurrence information acquiring unit that acquires recurrence information indicating whether the malfunction has recurred after the repair or replacement. It is determined, using the recurrence information, whether the malfunction has recurred after the repair or replacement. On the basis of the determination result, the instruction information generating unit determines whether to generate instruction information or whether to use generated instruction information for future repair or replacement.
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
13.
WOUND ELECTRODE BODY MANUFACTURING METHOD AND APPARATUS, AND ELECTRODE WINDING APPARATUS
A method for manufacturing a wound electrode body includes a first step of winding a predetermined length of strip electrodes (11, 13) and the strip separators (12, 14), one on top of the other, onto a winding shaft (121) from among a plurality of winding shafts (121, 122) provided on a turret (110), a second step of cutting the strip electrodes (11, 13) with cutters (131, 132), and a third step of winding the remaining tail ends of the strip electrodes (11, 13) cut in the second step by rotating the winding shafts (121, 122) while rotating the turret (110), and feeding the strip separators (12, 14).
An electrode collector manufacturing apparatus (50) includes a chamber (51), the inside of which can be reduced in pressure, a substrate retaining mechanism (55) that retains a conductive substrate (12), and a gas introducing mechanism (54) that introduces a fluorine gas and an inert gas into the chamber (51). Inside the chamber (51) are provided an etching portion (52) that etches a surface of the substrate (12), and carbon film forming portions (56a) and (56b) that form a carbon film on the surface of the etched substrate (12). The gas introducing mechanism (54) is structured to create in the chamber a mixed gas atmosphere in which the fluorine and the inert gas are mixed at a predetermined molar ratio.
An operation controller controls operations of a plurality of electrical loads (1, 2) mounted on a vehicle and includes a start-up request accepting unit (3) and a start-up coordinating unit (3). The start-up request accepting unit (3) accepts a start-up request from the electrical loads (1, 2). The start-up coordinating unit (3): controls start-up of the electrical load, from which the start-up request is output, on the basis of a priority assigned to the electrical load; outputs a signal for restricting start-up to a first electrical load (1) having a relatively high priority, when the start-up request accepting unit (3) accepts the start-up request from a second electrical load (2) having a relatively low priority; and allows the second electrical load to start up, when the first electrical load (1) is stopped after a predetermined waiting time elapses since the signal has been output.
B60R 16/03 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for supply of electrical power to vehicle subsystems
H02J 7/14 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
16.
VEHICLE CONTROL APPARATUS AND VEHICLE CONTROL METHOD
A control apparatus is applied to a vehicle that has shift modes including the continuously variable shift mode, in which a ratio of the rotational speed of a power source to the rotational speed of a drive shaft (3) is continuously adjusted, and the stepped shift mode, in which the ratio is fixed. The control apparatus includes a control unit (4) that controls the torque that is output from the power source to make the time that is required to bring the drive torque of the drive shaft (3) from a predetermined value to a target value in the stepped shift mode equal to the time that is required to bring the drive torque of the drive shaft (3) from the predetermined value to the target value in the continuously variable shift mode. In this way, the difference in drivability between the continuously variable shift mode and the stepped shift mode is rninimized.
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 performanceAdaptation 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
17.
IMPACT DETECTION STRUCTURE, IMPACT DETECTION SYSTEM AND METHOD, AND OCCUPANT PROTECTION SYSTEM AND METHOD
The side impact detection system (12) includes a two-stage load transmitting structure (22) that transmits to a floor tunnel, in which a side impact-detecting G sensor is provided, load caused by a side impact at a predetermined impact speed Vp in two stages having a predetermined time lag in such a manner that the load transmitted or the rate of change in the load differs between the first-stage load transmission and the second-stage load transmission.
B60R 21/0136 - Electrical circuits for triggering safety arrangements in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle
G01L 5/00 - Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
B60R 21/01 - Electrical circuits for triggering safety arrangements in case of vehicle accidents or impending vehicle accidents
B60R 21/00 - Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
B60R 13/10 - Registration, licensing, or like devices
NATIONAL UNIVERSITY CORPORATION SHIZUOKA UNIVERSITY (Japan)
Inventor
Fujinami, Tatsuo
Takami, Masayoshi
Abstract
An electrolyte membrane for a fuel cell includes a fluorine polymer electrolyte having a sulfonic acid group, and a copolymer which includes at least an aromatic ring and a cyclic imide that is condensed or not condensed with the aromatic ring, and in which an aromatic repeating unit having a structure in which the aromatic ring and the cyclic imide are bonded together directly or by only a single atom, is linked with a siloxane repeating unit having a structure that includes a siloxane structure.
A network device (101) that arranges and transfers in an initial period of the cycle a synchronization frame that synchronizes network devices (123, 124,125) within a network includes: a cycle timer (142) that measures a time within the cycle and a synchronization management unit (141) that suspends frame transmission for a predetermined period till a start of the next cycle in each cycle, on the basis of information from the cycle timer (142).
An exhaust gas purifying catalyst is provided in which a NOx storageτeduction catalyst layer (3) is formed on a NOx adsorption layer (2) that includes a NOx adsorbent whose NOx adsorption amount when saturated at 2000C is equal to or larger than 0.1 mass%. NOx is adsorbed on the NOx adsorption layer (2) when exhaust gas is in a low temperature range equal to or lower than about 2000C, and NOx released from the NOx adsorption layer in a high temperature range exceeding about 2000C is stored and reduced (converted) on the NOx storage-reduction catalyst (3) as the upper layer. Thus, the catalyst is able to control emissions of NOx over a wide temperature range from low temperatures to high temperatures.
A drying system includes a plurality of drying furnaces disposed along the travelling path of an electrode base material (800), and water vapor sensors provided in the drying furnaces for detecting water vapors from a coating (820). The water vapor sensor (200) includes an air intake (210) having an air intake opening through which air is taken in, a duct (220) through which the air from the air intake (210) is passed, and a water detector (230) provided in the duct (220) for detecting the amount of water contained in the air. The air intake (210) is mounted right above the coating (820) for each line of the coating formed on the travelling electrode base material (800). The distance between the air intake (210) and the coating (820) is equal to or smaller than a boundary layer. The water detector (230) is placed, along with the air intake (210), in the drying furnace.
An EGR apparatus (20) includes an EGR passage (21) that connects an intake passage (11) and an exhaust passage (13) of an internal combustion engine (10) in order to introduce a part of an exhaust gas into the intake passage (11), and an EGR valve (22) for adjusting the amount of exhaust gas flowing through the passage (21). An oxygen concentration sensor (54) that outputs a continuous value corresponding to the oxygen concentration of the exhaust gas flowing through the exhaust passage (13) is provided in the exhaust passage (13). Valve-opening driving is performed on the EGR valve (22) during fuel cut processing for halting the fuel supply of the internal combustion engine (10), and when a variation range of the output value of the oxygen concentration sensor (54) accompanying the valve-opening driving is smaller than a predetermined value, it is determined that an abnormality is present in the EGR apparatus (20).
The invention relates to a hybrid vehicle and a control method thereof. The basic concept is to measure the atmospheric pressure with a sensor (89) and to control the maximum discharge from the battery depending on atmospheric pressure. If said pressure is below a threshold, maximum discharge is limited.
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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 20/00 - Control systems specially adapted for hybrid vehicles
B60K 6/445 - Differential gearing distribution type
B60W 40/02 - Estimation or calculation of driving parameters for road vehicle drive control systems not related to the control of a particular sub-unit related to ambient conditions
24.
FILM TRANSPORT APPARATUS AND FILM TRANSPORT CONTROL METHOD
A film transport apparatus (10) includes: an edge sensor (2) that detects a lateral position deviation of a film (20); a lateral position correction device (4) that corrects a lateral position of the film (20) with a guide roll (3); a tension sensor (6a, 6b) that detects tensions applied respectively near left and right ends of the film (20); and a control unit (1) that executes feedback control such that the lateral position correction device (4) is controlled on the basis of the lateral position deviation detected by the edge sensor (2) so that the film (20) is located at a target position. The control unit (1) changes the feedback control based on a left and right tension difference, which is a difference between the tension applied near the left end of the film (20) and the tension applied near the right end of the film (20), the tensions being detected by the tension sensor (6a, 6b).
A reforming apparatus (20) includes: an evaporation part (26) that heats reforming water to generate steam; a reforming part (21) having a reforming catalyst that is supplied with a mixture of the steam generated by the evaporation part (26) and reforming fuel and generates reforming gas; a mixing part (92) that is disposed on the lower side of the reforming part (21) in the gravity direction and mixes the reforming fuel with the steam; a reforming fuel supply pipe (41) having a desulfurizer (46) for removing a sulfur content of the reforming fuel; and a reforming fuel connecting pipe (93) connected at one end to the reforming fuel supply pipe (41) and opened at the other end to the mixing part (92). A connecting part between the reforming fuel supply pipe (41) and the reforming fuel connecting pipe (93) is disposed above the mixing part (92) in the gravity direction.
B01J 8/04 - Chemical or physical processes in general, conducted in the presence of fluids and solid particlesApparatus for such processes with stationary particles, e.g. in fixed beds the fluid passing successively through two or more beds
C01B 3/38 - Production of hydrogen or of gaseous mixtures containing hydrogen by reaction of gaseous or liquid organic compounds with gasifying agents, e.g. water, carbon dioxide, air by reaction of hydrocarbons with gasifying agents using catalysts
C01B 3/48 - Production of hydrogen or of gaseous mixtures containing hydrogen by reaction of gaseous or liquid organic compounds with gasifying agents, e.g. water, carbon dioxide, air by reaction of hydrocarbons with gasifying agents followed by reaction of water vapour with carbon monoxide
H01M 8/06 - Combination of fuel cells with means for production of reactants or for treatment of residues
A strut-type suspension device (10) includes: a knuckle (12) that supports a wheel; a lower arm (30) that connects the knuckle (12) to a vehicle body; a shock absorber (25) disposed between the knuckle (12) and the vehicle body to attenuate oscillation of the lower arm (30); a stabilizer bar (51) that controls rolling of the vehicle body; and a stabilizer link (53) that connects a shell case (25a) of the shock absorber (25) and an end of the stabilizer bar (51). The stabilizer link (53) is positioned such that the moment (Mk) which is generated about a kingpin axis (KP) by wheel weight and the moment (Ms) which is generated about the kingpin axis (KP) by a reaction force of the stabilizer link equilibrate when the shock absorbers (25) for the right and left wheels (W) are stroked in opposite directions.
B60G 15/07 - Resilient suspensions characterised by arrangement, location, or type of combined spring and vibration- damper, e.g. telescopic type having mechanical spring and fluid damper the damper being connected to the stub axle and the spring being arranged around the damper
A moving body positioning device according to the present invention includes: previous value PSR estimating means for computing an estimated previous value in a previous cycle based on a magnitude of a difference vector between a positioning result of the moving body in the previous cycle and a computed result of the satellite position in the previous cycle; PSR estimating means for computing an estimated pseudorange in the current cycle by adding the estimated previous value to a difference between ADRs that are computed in the previous and current cycles; and PSR error determination means for determining whether an error in the pseudorange exceeds a given allowable range, in which the positioning means determines the position of the moving body in the current cycle based on the estimated pseudorange when it is determined that the error in the pseudorange in the current cycle exceeds the given allowable range.
G01S 5/02 - Position-fixing by co-ordinating two or more direction or position-line determinationsPosition-fixing by co-ordinating two or more distance determinations using radio waves
G01S 5/14 - Determining absolute distances from a plurality of spaced points of known location
A vehicular rear impact sensor mounting structure (10) includes a pair of rear side members (34) which are parallel to one another in a vehicle width direction; a rear bumper reinforcement (30) that is connected to rear end portions of the rear side members; a lower back panel (32) that is fitted to the rear side members at a predetermined distance from the rear bumper reinforcement, and that is forward of the rear bumper reinforcement in a 'vehicle longitudinal direction; A rear impact sensor (24) for detecting a rear impact to a vehicle is provided on the inside surface of the lower back panel.
B60R 21/0136 - Electrical circuits for triggering safety arrangements in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle
The light distribution region of headlights (12) is divided into a plurality of regions, and each of the divided regions can be irradiated or non-irradiated by light, and the light distribution characteristic can be changed separately for each divided region. The radiation or non-radiation of light to each divided region is controlled by a light distribution control ECU (14). Besides, light reflection/emission regions (hatched portions in FIG 4) are detected by detecting light regions of reflection, such as white lines, reflectors, etc., and light regions of light emission, such as street lights or the like, are detected. Then, divided regions corresponding to light distribution region irradiated by the headlights (12) which correspond to the detected light reflection/emission regions are specifically determined, and the headlights (12) are controlled so that the light radiated to the specifically determined divided regions 22 becomes dark in light distribution relative to other regions.
B60Q 1/08 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically
30.
TRANSMISSION HYDRAULIC CIRCUIT, TRANSMISSION PROVIDED THEREWITH AND VEHICLE EQUIPPED WITH SAME
A hydraulic circuit (50) is provided with an oil cooler (180), a lubricating unit (200), a relief valve (210) and an oil pan (100). The lubricating unit (200) receives hydraulic oil cooled by the cooler (180) as lubricating oil and discharges the same to the oil pan (100). The relief valve (210) regulates oil pressure within an oil path (190) by discharging a portion of the hydraulic oil from the oil path (190). The oil cooler (180) is arranged upstream of the lubricating unit (200) and the relief valve (210), and cools the hydraulic oil flowing to the lubricating unit (200) and the relief valve (210).
A fuel cell is configured by sandwiching a membrane electrode assembly bonded respectively with an anode (411a) and a cathode (411c) on both sides of an electrolyte membrane (solid polymer membrane) between separators (42CA1, 42AN1). This fuel cell includes an anode side gas flow path (424d1, 424d2) for allowing the flow of a fuel gas in a first direction along the surface of the anode (411a), and a cathode side gas flow path (422d1, 422d2) for allowing the flow of oxidant gas along the surface of the cathode (411c) in a second direction opposite the first direction. A formed water capturing section (424d2, 422d2) for capturing at least one of formed water formed during generation of electricity contained in anode off gas and formed water contained in cathode off gas is provided in at least one of farthermost downstream in the direction of fuel gas flow in the anode side gas flow path (424d1, 424d2) and farthermost downstream in the direction of oxidant gas flow in the cathode side gas flow path (422d1, 422d2).
A traveling support device has: a road-vehicle communication portion (14) that receives first current-signal information relating to a signal displayed by a traffic signal at a first clock time, from a road side transmitter (B) installed on a road; an inter-vehicle communication portion (12) that receives second current-signal information relating to a signal displayed by the traffic signal at a second clock time, from another vehicle that receives the second current-signal information from the road side transmitter; and a signal cycle estimating portion (100) that estimates signal cycle information relating to transition of the signal on the traffic signal on the basis of the first current-signal information received by the road-vehicle communication portion and the second current-signal information received by the inter-vehicle communication portion.
G08G 1/096 - Arrangements for giving variable traffic instructions provided with indicators in which a mark progresses showing the time elapsed, e.g. of green phase
G08G 1/0967 - Systems involving transmission of highway information, e.g. weather, speed limits
A cetane number estimation method is provided in which: the preliminary injection is preformed multiple times at different compression end temperatures with a fuel tank (26) containing fuel having a predetermined cetane number, and an engine torque increase caused by each preliminary injection is calculated and the relation between the compression end temperatures at the respective preliminary injections and the engine torque increases caused by the respective preliminary injections is determined; the compression end temperature and the engine torque increase at a predetermined reference point on the relation are recorded as a basic compression eng temperature and a basic engine toque increase; the preliminary injection is performed at the basic compression end temperature and an engine torque increase caused by this preliminary injection is calculated; and the cetane number of fuel is estimated based on the relation between the calculated engine torque increase and the basic engine torque increase.
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
F02D 41/12 - Introducing corrections for particular operating conditions for deceleration
A positioning device includes a positioning unit (12) that determines a position etc. of a moving body at a reference time, a state detection sensor (14) that detects a state of the moving body, a transmission path (16) that transmits a detection result in a clock period, and a synchronization unit (11). The synchronization unit includes a first synchronization unit that specifies a detection result that has to be synchronized, an estimation unit that estimates the reference time, a time difference calculation unit that calculates a time difference between a detection time when the detection result has been detected and the reference time, and a second synchronization unit that calculates a position of the moving body at the detection time by using the calculated time difference and positioning determination results at the reference time, and associates a calculation result of the moving body position and the specified detection result.
An exhaust gas purification device has: a bypass passage (20) disposed in an exhaust passage (15) of an internal combustion engine (10); an adsorbent (21) which is disposed in the bypass passage (20), and adsorbs unburned components in exhaust gas at a low temperature and desorbs the adsorbed unburned components at a high temperature; and an exhaust gas purification catalyst (22) which is disposed in the exhaust passage (15) at a downstream side of a portion where the bypass passage (20) merges, and purifies unburned components in exhaust gas; and a desorption amount adjustment (19) unit that adjusts the desorption amount of unburned components adsorbed by the adsorbent (21) based on an integrated fuel cut air amount (fgs), which is an integrated value of air amount taken into a combustion chamber of the internal combustion engine (10) during execution of fuel cut.
An assembled battery that secures a heat-dissipation characteristic and has a uniform thickness (size) of unit cells that constitute the assembled battery in a direction of arrangement is provided. In an assembled battery (100) in which a plurality of unit cells (20) are arranged in an arrangement direction, in a unit cell container (50) of at least one of the plurality of unit cells (20), one or more gap-filling members (10a, 10b) that fill in a gap between an electrode body (80A-80D) and two side walls (52, 54) of the cell container (50) are inserted, and the one or more gap-filling members (10a, 10b) are disposed so that a distance between the electrode body (80A-80D) and a channel-side side wall (52) that directly faces a channel through which a cooling medium passes is shorter than a distance between the electrode body (80A-80D) and a non-channel-side side wall (54) that does not directly face the channel.
H01M 10/647 - Prismatic or flat cells, e.g. pouch cells
H01M 10/651 - Means for temperature control structurally associated with the cells characterised by parameters specified by a numeric value or mathematical formula, e.g. ratios, sizes or concentrations
H01M 10/6557 - Solid parts with flow channel passages or pipes for heat exchange arranged between the cells
H01M 10/6563 - Gases with forced flow, e.g. by blowers
H01M 2/18 - Separators; Membranes; Diaphragms; Spacing elements characterised by the shape
A polishing apparatus for polishing an end edge of a work piece by bringing a bristle tip of a polishing brush (3) into contact with the end edge of the work piece (2) as the bristle tip passes the end edge of the work piece includes in a first aspect a support plate (16) having a through hole (5) into which the polishing brush is inserted and a suppression portion that is provided at the support plate and suppresses a deformation of the bristle tip of the polishing brush when the work piece is polished. In a second aspect, the apparatus includes a brush which is constituted such that on an orthoaxial cross-section of the polishing brush, a rigidity of bristle groups on left and right sides (30) of an advancement direction of the polishing brush is greater than a rigidity of a substantially central bristle group (31).
B24D 13/10 - Wheels having flexibly-acting working parts, e.g. buffing wheelsMountings therefor acting by their periphery comprising assemblies of brushes
B24D 13/14 - Wheels having flexibly-acting working parts, e.g. buffing wheelsMountings therefor acting by the front face
38.
APPARATUS AND METHOD FOR DIAGNOSING CATALYST DETERIORATION
A catalyst deterioration diagnosing apparatus is provided with means (20) for performing stoichiometric feedback control on the air-fuel ratio based on at least output from an upstream air-fuel ratio sensor (17) provided upstream of a catalyst (11), means (20) for measuring the oxygen storage capacity of the catalyst (11), and means (20) for correcting the measured value of the oxygen storage capacity based on at least the output behavior of a downstream air-fuel ratio sensor (18) provided downstream of the catalyst (11) during the stoichiometric feedback control. The measured value of the oxygen storage capacity is corrected using the output behavior of the downstream air-fuel ratio sensor during stoichiometric feedback control. The diagnostic is performed after eliminating the effects from sulfur by correcting the measured value to a value corresponding to when low sulfur fuel is used, which makes it possible to prevent an erroneous diagnosis from being made.
Internal combustion engine air-fuel ratio control apparatus and method are provided in which the target air-fuel ratio of exhaust gas flowing into an exhaust-gas purification catalyst unit (3) is controlled through at least proportional-integral control such that the correction amount per unit time of the oxygen amount in said catalyst unit (3) is maintained constant. When the intake air amount is smaller than a predetermined amount and the air-fuel ratio detected by an oxygen sensor (5) provided downstream of the catalyst unit (3) is rich, said target air-fuel ratio is controlled to suppress an increase in the air-fuel ratio in the exhaust-gas purification catalyst unit (3). Accordingly, even if rapid acceleration operation is performed in a state where the intake air amount is extremely small and the air-fuel ratio detected by the oxygen sensor (5) is rich, NOx in exhaust gas can be sufficiently removed through reduction reactions at the exhaust-gas purification catalyst unit (3).
In a brake control apparatus (20) that controls braking forces which are applied to wheels based on the pressure of a brake fluid, when a hydraulic pressure actuator (40) controls the hydraulic pressure that is transferred to wheel cylinders (23) using the hydraulic pressure of the brake fluid in a power hydraulic pressure source (30), a brake ECU (70) closes a simulator cut valve (68) if the pressure of the brake fluid in the power hydraulic pressure source (30) falls below a predetermined value (Pssc) or if it is determined that the number of times the brake operation member (24) is operated within a predetermined value. In addition, the ECU (70) may change the timing for closing the simulator cut valve (68) based on the road surface condition estimated at the time of antilock control start. Thus, a driver is less likely to feel unusual brake feel when a braking control mode is changed.
B60T 8/40 - 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 having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
NATIONAL UNIVERSITY CORPORATION NAGOYA INSTITUTE OF TECHNOLOGY (Japan)
Inventor
Murayama, Hideyuki
Takesue, Naoyuki
Fujimoto, Hideo
Abstract
A control method for a power assist device (50) provided with an operation handle (6), a force sensor (7) that detects an operation force applied to the operation handle (6) and an orientation (θh) of the operation force, a robot arm (3), and an actuator (11). When the orientation (θh) of the operation force is detected to be within a predetermined angle range with respect to a preset advancing direction of the operation handle, the actuator (11) is controlled so as to move the operation handle (6) along the advancing direction (A) by employing only a component of the operation force along the advancing direction; and when the orientation (θh) of the operation force is detected to be outside the predetermined angle range, the actuator is controlled to move the operation handle (6) by the operation force applied to the operation handle (6) and the orientation of the operation force.
A method of controlling a power assist device (50) that includes an operating handle (6), a force sensor (7), a robot arm (3), an actuator (11) that drives the robot arm (3), and conveying means (14) for conveying the robot arm (3). When a body (100) is in motion, the conveying means (14) is controlled to move in synchronization with the body, and when the motion of the body (100) is stopped or has resumed, the drive of the robot arm (3) is stopped for a predetermined time, and does not resume until after a predetermined time has elapsed.
A collector region 44 is not formed in at least a portion of an ineffective region 32 where an insulating film 64 is formed on a front face of an IGBT 2. In this portion in which the collector region 44 is not formed, a collector electrode 42 and a buffer layer 45 contact each other. Since the buffer layer 45 and the collector region 44 differ from each other in conductivity type, no electric charge is introduced from the collector electrode 42 into the buffer layer 45. Thus, introduction of electric charges into a drift region 46 at a portion in the ineffective region 32 is suppressed, which alleviates electric field concentration in a semiconductor substrate 4. Further, in the IGBT 2, the semiconductor substrate 4 and the collector electrode 42 contact each other and heat transfer to the collector electrode 42 is not hindered even in the range where the collector region 44 is not formed. Thus, concentration of heat generation in the semiconductor substrate 4 is alleviated.
An electrode element contains a positive electrode active material and a second solid electrolyte. The positive electrode active material has an active material and a first solid electrolyte. Seventy percent or more of a surface of the active material is coated with the first solid electrolyte.
A frictional material (10) has resin binder (1) and carbonized granulated material (2) that is dispersedly provided in the resin binder (1). The carbonized granulated material (2) is obtained by carbonizing granulated material containing fiber base material, resin binder, and at least one kind of filler. Because no organics, such as resin binder, are contained in the carbonized granulated material (2), the amount of organics, such as resin binders, contained in the frictional material (10) is very small as compared to the amount of organics contained in a conventional frictional material in which granulated materials containing resin binders are dispersedly provided, therefore the frictional material (10) provides a significantly high heat resistance (e.g., anti-fade performance). Further, because the resin binder (1) is provided in the carbonized granulated material, the spring constant of the frictional material (10) is smaller than that of a conventional frictional material using carbonized organic material as binder, and therefore the anti-noise performance of the frictional material (10) is high.
A vehicle seat (10) is equipped with a seat frame composed of a sub-frame (16) and a rod (30) provided between certain regions of the sub- frame. The rod is equipped with a minor vibration damping portion (34) that maintains rigidity of the seat frame when the seat frame is displaced by a large amount and suppresses an increase in rigidity of the seat frame when the seat frame is displaced by a small amount to reduce the level of minor vibrations in the vehicle seat.
A brake control system (10) includes a wheel cylinder (54), a brake pedal (12), a master cylinder (14) in which communication between it and an external master cylinder reservoir (88) is cut off when the operating amount of the brake pedal (12) is equal to or greater than a predetermined value, an internal reservoir (30), and a pump (22) which selectively discharges hydraulic fluid in two directions, one being a direction that increases the hydraulic pressure in the wheel cylinder (54) by drawing up hydraulic fluid from the internal reservoir (30), and the other being a direction that stores hydraulic fluid in the internal reservoir (30). The pump (22) is driven to discharge hydraulic fluid in the direction that stores hydraulic fluid when communication is open between the master cylinder (14) and the master cylinder reservoir (88), and driven to discharge hydraulic fluid in the direction that increases the hydraulic pressure when communication is cut off between the master cylinder (14) and the master cylinder reservoir (88). A further invention is directed to a brake control method.
B60T 8/48 - 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 having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure
48.
CONTROL APPARATUS FOR AN INTERNAL COMBUSTION ENGINE
When an abnormality determining process is cancelled when a fuel cut is stopped, an EGR valve (33), which is open wider than normal from the process, is returned to its original opening amount (i.e., fully closed), and fuel injection in an engine (1) is resumed. However, during execution of the abnormality determining process, an EGR passage (32) is full of air. Also, when the EGR valve (33) is returned to the fully closed state, there is a response delay in the change in the flowrate of air that flows from the EGR passage (32) into the air passage (4) following that return, such that excess air flows into the air passage (4). As a result, the intake air amount of the engine (1) becomes excessive for the fuel injection quantity after fuel injection resumes. The fuel injection quantity is thus increase corrected to inhibit this from happening.
F02D 21/08 - Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion-air the other gas being the exhaust gas of engine
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/12 - Introducing corrections for particular operating conditions for deceleration
49.
CONTROL APPARATUS AND CONTROL METHOD FOR VARIABLE VALVE OPERATING MECHANISM
A control apparatus (26) and a control method for a variable valve operating mechanism (100) are employed for a multi-cylinder internal combustion engine (1) including the variable valve operating mechanism (100) and a valve stop mechanism (24, 25). The variable valve operating mechanism (100) includes a variable mechanism portion that changes a valve characteristic of an engine valve (9, 10), and an actuator (120) that drives the variable mechanism portion. The valve stop mechanism (24, 25) stops opening/closing of the engine valve (9, 10) in at least one cylinder. A controlled variable (DT) for the actuator (120) is set so that an actual value (VT) of the valve characteristic matches a target value (VTp). A control characteristic value used to set the controlled variable (DT), and used to make the actual value (VT) match the target value (VTp) is set in a manner such that when a reduced-cylinder operation is performed, the control characteristic value is different from the control characteristic value when an all-cylinder operation is performed.
Flexible wall portions inclined with respect to a front-back direction are formed on seatback side frames respectively. During normal operation of a vehicle, the flexible wall portions are held inclined by an angle θ, and the rigidity of the seatback side frames in the front-back direction is held low. Therefore, appropriate seating comfort in the vehicle seat may be ensured. In the event of a head-on collision of the vehicle, the deformation of an upper frame portion toward the rear causes the flexible wall portions to extend along the front-back direction, thereby increasing the rigidity of the seatback side frames.
B60N 2/42 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
B60N 2/427 - Seats or parts thereof displaced during a crash
A parking lot guidance system includes skill information storing means for storing information about parking skill of a driver, parking lot information storing means for storing parking space information about parking spaces in a parking lot, and guiding means for guiding the driver to a particular parking space. If the parking skill of the driver is below a predetermined level, the guiding means guides the driver to a parking space that allows the driver to park head-in.
A viscous coupling (10) of a suspension apparatus (1) includes a shaft (20) which is connected to an arm and rotates as the arm moves up and down, a case body (12) which is connected to a vehicle body and houses viscous fluid, plates (22, 24) which generate damping force according to relative rotation between the shaft (20) and the case body (12), and damping force increase reducing means for reducing the degree of increase in damping force when the relative rotation between the shaft (20) and the case body (12) reaches a predetermined state.
F16F 9/12 - Devices with one or more rotary vanes turning in the fluid, any throttling effect being immaterial
B60G 13/02 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally
An all-solid lithium secondary battery (1) which uses a sulfide-based solid electrolyte material and has a power-generating element that has formed therein an oxide layer (8) containing substantially no moisture, which is produced by oxidation of the sulfide-based solid electrolyte material in a zone where the electrolyte-containing layer (3, 4/ 5) containing at least the sulfide-based solid electrolyte material is in contact with an external air.
H01M 10/0585 - Construction or manufacture of accumulators having only flat construction elements, i.e. flat positive electrodes, flat negative electrodes and flat separators
H01M 10/42 - Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
H01M 4/13 - Electrodes for accumulators with non-aqueous electrolyte, e.g. for lithium-accumulatorsProcesses of manufacture thereof
H01M 4/62 - Selection of inactive substances as ingredients for active masses, e.g. binders, fillers
In the case of a severe collision, the severity of the collision exceeds a first threshold value at which a pretensioner mechanism starts to activate, and then exceeds a second threshold value within a collision-discriminating time range T following the start of the activation; therefore, the force limiter mechanism unit is set at a high load. In the case of a gentle collision, the severity of the collision exceeds the first threshold value, at which the pretensioner mechanism starts to activate, but does not exceed the second threshold value within the collision-discriminating time range T following the start of the activation; therefore the force limiter mechanism unit is set at a low load. Therefore, without a determination delay, the switching of the force limiter mechanism can be appropriately selected.
A vehicular body front portion structure (1) includes a cowl panel (2) and a dash panel (3) that extends below the cowl panel (2). The cowl panel (2) has a concave body (7) with an opening formed on the upper side when viewed from the side of the vehicle body. The concave body (7) is formed from a front plate portion (7a), a bottom plate portion (7b), and a rear plate portion (7c). The cowl panel (2) is spot-welded to the front plate portion (7a). A drainage groove (12) that extends in the vehicle width direction of the vehicle body is provided in a front end portion of the bottom plate portion (7b). An in-groove recessed portion (13), which is recessed from the drainage groove on the lower side of the concave body (7) and which inhibits the dash panel (3) from detaching from the cowl panel (2), is formed in the bottom of the drainage groove (12).
A vehicle airbag device has: a pad cover provided at the center of a steering wheel constituted of a spoke, a rim, and a hub and secured to the hub or to the spoke; an airbag that is provided, in a folded state, at the pad cover and deploys upon collision of the vehicle by tearing the pad cover to restrain a vehicle occupant; and an inflator secured to the hub or to the spoke to supply inflation gas into the airbag upon collision of the vehicle. The pad cover has an extension portion extending from the center of the steering wheel to the rim such that the extension portion overlaps the spoke. The extension portion has a tear portion that tears upon collision of the vehicle. A portion of the airbag is disposed, in a folded state, at the extension portion.
B60R 21/203 - Arrangements for storing inflatable members in their non-use or deflated conditionArrangement or mounting of air bag modules or components in steering wheels or steering columns
B60R 21/20 - Arrangements for storing inflatable members in their non-use or deflated conditionArrangement or mounting of air bag modules or components
B60R 21/26 - Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
B60R 21/215 - Arrangements for storing inflatable members in their non-use or deflated conditionArrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
57.
OPERATION CONTROL MAP, DISPLAY UNIT, AND WHITE LINE DETECTION APPARATUS
An operation control map of a white line detection apparatus, provided with a white line detection portion (5) that detects a white line on a road based on a captured image of the road surface, that references the operation control map (9) to determine whether to allow operation of the white line detection portion (5). The operation control map, includes a region (10) in which operation of the white line detection (5) is allowed, and a region (11) in which operation is not allowed, based on the gain of a road surface image signal and the temperature of a road surface imaging portion (3). The allowed region (10) is set if the reduced accuracy of white line detection, due to the thermal noise generated in the solid-state imaging sensor, falls within an acceptable range, and the disallowed region (11) is set if the reduced accuracy of white line detection falls outside of the acceptable range.
In a method for growing a p-type SiC semiconductor single crystal on a SiC single crystal substrate, using a first solution in which C is dissolved in a melt of Si, a second solution is prepared by adding A1 and N to the first solution such that an amount of A1 added is larger than that of N added, and the p-type SiC semiconductor single crystal is grown on the SiC single crystal substrate from the second solution. A p-type SiC semiconductor single crystal is provided which is grown by the method as described above, and which contains 1 x 1020 cm3 of A1 and 2 x 1018 to 7 x 1018 cm3 of N as impurities.
When the condition for starting an engine (50) is satisfied, the controller (90) executes the lock switching control in which the wheels (88) are forcibly locked by the brake device (86) and the parking lock mechanism (200) is released to unlock the driveshaft (step S4, step S5), and then the controller (90) executes the cranking control (step S6) in which the engine (50) is started by the motor-generator (MG1).
F02N 11/08 - Circuits specially adapted for starting of engines
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
60.
NEGATIVE ELECTRODE ACTIVE MATERIAL, LITHIUM SECONDARY BATTERY USING THE SAME, AND METHOD OF MANUFACTURING NEGATIVE ELECTRODE ACTIVE MATERIAL
The invention provides a negative electrode active material characterized in that carbonaceous matter (4) consisting of carbon adheres to the surface of a tin particle (2) consisting of tin, with a mixture phase (3), in which tin and carbon are mixed, interposed between the carbonaceous matter (4) and the tin particle (2).
A fuel injection control system of an internal combustion engine includes injection setting means, rotational speed change detecting means, and injection control means. The injection setting means calculates the required number of injections and the required injection times with regard to a plurality of fuel injections, based on operating conditions of the engine. The rotational speed change detecting means determines whether the amount of change of the engine speed is equal to or larger than a predetermined value. When it is determined that the amount of change of the engine speed is equal to or larger than the predetermined value, the injection control means controls a fuel injection valve so as to reduce or eliminate differences between the actual injection times and the required injection times. In this manner, even when the engine speed changes rapidly, deteriorations in the driveability and exhaust emissions are prevented.
An exhaust pipe (11) is connected to an intake branch pipe (2) downstream of a throttle valve (7) by an EGR passage (16). An EGR control valve (17) that controls an EGR gas amount is arranged in the EGR passage (16). An EGR catalyst (18) is arranged in the EGR passage (16) downstream of the EGR control valve (17). An ozone supply apparatus (20) is provided which supplies ozone to oxidize and remove particulate matter. An ozone supply end (2Ie) of the ozone supply apparatus (20) is connected to the EGR passage (16) upstream of the EGR catalyst (18). If an EGR gas supply operation is being performed and an EGR catalyst temperature is within a set temperature range that is set beforehand, an ozone supply operation is performed. If the EGR gas supply operation is not being performed or the EGR catalyst temperature is outside of the set temperature range, the ozone supply operation is prohibited from being performed.
It is determined whether a request for a turbo flow mode is output (step 100). It is determined whether there is a possibility that a catalyst may be deactivated (step 104). More specifically, it is determined whether a catalyst IN gas temperature Tc is above a predetermined value B. The predetermined value B is set in advance so that when the catalyst IN gas temperature Tc is equal to or below the predetermined value B, the catalyst is deactivated. When it is determined that there is a possibility that the catalyst may be deactivated if exhaust valves are placed in the turbo flow mode, a retard amount in an ignition timing retard correction is determined (step 106). An ignition timing C is calculated (step 108 to step 114). It is permitted to switch a valve opening mode to the turbo flow mode (step 116).
F02D 23/00 - Controlling engines characterised by their being supercharged
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
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 operationControl specially adapted for catalytic conversion
F02B 37/18 - Control of the pumps by bypassing exhaust
In an internal combustion engine (1), there is formed on a cylinder head (1H) side a tumble flow (TF) that is directed from an intake vent (3io) opened on the cylinder head (1H) to an exhaust vent (3eo) opened on the cylinder head (1H). A direct injection valve (10) injects fuel directly into a combustion space (B), The direct injection valve (10) injects the fuel toward a section where a piston top surface (5T) intersects with a cylinder inner surface (1Sw), at a point closer to an intake top dead center than a middle between the intake top dead center and an intake bottom dead center, and thereafter injects the fuel into the combustion space (B) again.
A control apparatus for a hybrid system with an EGR device (3, 4) performs fuel cut control to stop fuel injection in the engine (10), determines whether an EGR rate of gas sucked into the engine (10) is equal to or lower than a predetermined critical EGR rate that does not cause misfiring in the engine (10), and continues fuel cut control and generates a required output only by an electric motor (33) during a period from a time point at which a condition for switching fuel injection control from fuel cut control to normal fuel injection control is fulfilled to a time point at which it is determined that the EGR rate has become equal to or lower than the critical EGR rate, when the condition for switching the fuel injection control to normal fuel injection control is fulfilled during the performance of fuel cut control.
B60W 20/00 - Control systems specially adapted for hybrid vehicles
B60K 6/365 - 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 transmission gearings with the gears having orbital motion
B60K 6/445 - Differential gearing distribution type
B60K 1/02 - Arrangement or mounting of electrical propulsion units comprising more than one electric motor
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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
A vehicle occupant protection apparatus includes first collision detection means that is provided for a vehicle and detects a collision of the vehicle; second collision detection means that is provided closer to a middle of the vehicle than the first collision detection means and detects a collision of the vehicle; first protection means that protects an occupant from a collision of the vehicle; control means that activates the first protection means at the time when the first and second collision detection means detect a collision of the vehicle; and collision prediction means that predicts a collision of the vehicle. Every time the collision prediction means predicts a collision of the vehicle in a direction from the first collision detection means toward the middle of the vehicle, the control means activates the first protection means at the time when the first collision detection means detects the collision of the vehicle.
B60R 21/00 - Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
B60R 21/0134 - Electrical circuits for triggering safety arrangements in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle
B60R 21/0136 - Electrical circuits for triggering safety arrangements in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle
B60R 21/02 - Occupant safety arrangements or fittings
B60R 21/16 - Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
In a method for growing a silicon carbide single crystal on a silicon, carbide single crystal substrate by contacting the substrate with a solution containing C prepared by dissolving C into the melt that contains Cr and X, which consists of at least one element of Ce and Nd, such that a proportion of Cr in a whole composition of the melt is in a range of 30 to 70 at,%, and a proportion of X in the whole composition of the melt is in a range of 0.5 at.% to 20 at.% in the case where X is Ce, or in a range of 1 at.% to 25 at.% in the case where X is Nd, and the silicon carbide single crystal is grown from the solution.
A method of producing a ring member includes a cutting process in which a rectangular sheet is formed by cutting a strip-shaped material pulled out from a coiled material; a joining process in which opposite edges of the sheet are butted, and a cylindrical member is formed by joining the edges to each other; and a ring formation process in which a ring member is formed by cutting the cylindrical member in a direction perpendicular to an axis of the cylindrical member. In the cutting process, the strip-shaped material is i) cut along one of a first section line parallel to an edge of the strip-shaped material facing a direction in which the strip-shaped material is pulled, or a second section line perpendicular to the edge, and then ii) cut along the other of the first or second section line, that is perpendicular to the line previously cut.
B23P 15/00 - Making specific metal objects by operations not covered by a single other subclass or a group in this subclass
B21D 53/14 - Making other particular articles belts, e.g. machine-gun belts
F16G 1/20 - Driving-belts made of a single metal strip
B21B 5/00 - Extending closed shapes of metal bands by rolling
B21D 39/02 - Application of procedures in order to connect objects or parts, e.g. coating with sheet metal otherwise than by platingTube expanders of sheet metal by folding, e.g. connecting edges of a sheet to form a cylinder
An on-board camera (3) is disposed, behind a neighboring member that is located above a steering column (1), on the steering column (1) that can move forward at the time of a collision of a vehicle in which the on-board camera (3) is installed. The on-board camera (3) includes: a camera portion (11, 12); and a support mechanism (13). The support mechanism (13) supports the camera portion (11, 12) in such a manner that the camera portion (11, 12) can move in a direction away from the neighboring member when the neighboring member and the camera portion (11, 12) are brought into contact with each other because of a forward movement of the steering column (1) at the time of the collision.
In a method for growing a silicon carbide single crystal on a silicon carbide single crystal substrate by contacting the substrate with a solution containing C by dissolving C into the melt that contains Si, Cr and X, which consists of at least one element of Sn, In and Ga, such that the proportion of Cr in the whole composition of the melt is in a range of 30 to 70 at.%, and the proportion of X is in a range of 1 to 25 at.%, and the silicon carbide crystal is grown from the solution.
A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve (17) that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve (19) that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley (21) at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (21); and an orifice (25) that is provided in an oil passage (24) between the fail-safe valve (19) and the drive pulley (21). Then, a hydraulic pressure in the oil passage (24) on the drive pulley (21) side of the orifice (25) is supplied to the first sheave pressure regulating valve (17) as a feedback pressure.
F16H 61/12 - Detecting malfunction or potential malfunction, e.g. fail safe
F16H 61/662 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for continuously variable gearings with endless flexible members
In an internal combustion engine (10), oil in an oil pan (21) is pressure-fed to lubrication sites through operation of an oil pump (22). After being used for lubrication of the lubrication sites, the oil runs down and collects in the oil pan (21). The internal combustion engine (10) is provided with a blow-by gas process device (40) including a communication passageway (48) that connects a portion of the intake passageway (12) on the downstream side of the throttle valve (13) in the intake flow direction and an interior of the crankcase (15) in communication. A pressure chamber (47) to which an end portion of the communication passageway (48) is open is defined in the interior of the crankcase (15). Oil scattered in the interior of the crankcase (15) is introduced into an interior of the pressure chamber (47) before mixing with the oil collected in the oil pan (21).
A display image specification generation device is equipped with an operation information acquisition unit (40) that acquires actual operation information representing an actual operation state of a vehicle, an environment information acquisition unit (40) that acquires actual environment information representing an actual running environment of the vehicle, and a specification information generation unit (30) that generates specification information on a display image that can be changed in accordance with an operation input of a user (an image displayed on a display by a game console (10)) corresponding to the actual operation information acquired by the operation information acquisition unit and the actual environment information acquired by the environment information acquisition unit, in accordance with a specification generation condition that determines the specification information on the display image according to a relationship between operation information and environment information. The display image specification generation device as described above or the like makes it possible to further enhance the degree of association between the actual running of the vehicle and the display image.
A first fastening portion (100) for fastening a cylinder block (20) and a bracket (50) to each other and a second fastening portion (200) for fastening a crank case (30) and the bracket (50) to each other are so provided as to have interposed therebetween a fastening bolt (40) for fastening the cylinder block (20) and the crank case (30) to each other.
F16M 7/00 - Details of attaching or adjusting engine beds, frames, or supporting-legs on foundation or baseAttaching non-moving engine parts, e.g. cylinder blocks
A fuel injection valve (1) has: a nozzle body (4) that has a first injection hole (2) and a second injection hole (3); a first needle (5) that is movably arranged in the nozzle body (4) and opens and closes the first injection hole (2) by moving up and down in the nozzle body (4); and a second needle (7) that is movably arranged in the first needle (5) and opens and closes the second injection hole (3) by moving up and down in the first needle (5). Two grooves (10) may be formed at the second needle (7) to extend over the entire circumference of the second needle (7). Thus structured, the fuel injection valve (1) minimizes an increase in the eccentricity of each needle.
F02M 61/12 - Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
76.
HYDRAULIC CONTROL SYSTEM AND METHOD OF CONTINUOUSLY VARIABLE TRANSMISSION
A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve (17) that regulates a line pressure (PI), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve (19) that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley (21) at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (21); and a first regulator valve (12) and a second regulator valve (13) that regulate the line pressure (Pl). An output pressure (Psf) of the fail-safe valve (19) is supplied to the first and second regulator valves (12 and 13) in a feedback manner as a drive pulley (21) side hydraulic pressure to thereby regulate the line pressure (Pl).
F16H 61/12 - Detecting malfunction or potential malfunction, e.g. fail safe
F16H 61/662 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for continuously variable gearings with endless flexible members
A protective coating is formed on the surface of a semiconductor device. The surface is located on the side to which an extension portion of a wire connected to a pad of the semiconductor device is pulled. The protective coating is formed such that its height decreases toward the pad.
H01L 23/485 - Arrangements for conducting electric current to or from the solid state body in operation, e.g. leads or terminal arrangements consisting of lead-in layers inseparably applied to the semiconductor body consisting of layered constructions comprising conductive layers and insulating layers, e.g. planar contacts
H01L 21/60 - Attaching leads or other conductive members, to be used for carrying current to or from the device in operation
H01L 23/31 - Encapsulation, e.g. encapsulating layers, coatings characterised by the arrangement
H01L 21/607 - Attaching leads or other conductive members, to be used for carrying current to or from the device in operation involving the application of mechanical vibrations, e.g. ultrasonic vibrations
With a vehicle seat arranging structure (10), a second-row passenger-side seat (18) may be placed in a rearward slide position by sliding the second-row passenger-side seat (18) toward the rear of a vehicle by 150 millimeters so that the second-row passenger-side seat (18) is closer to the rear of the vehicle than the second-row driver-side seat (16). In addition, each of the second-row driver-side seat (16) and the second-row passenger-side seat (18) may be placed in an obliquely-inward frontward-oriented position by swiveling each of the second-row driver-side seat (16) and the second-row passenger-side seat (18) from the frontward-oriented position 10 degrees inward in the vehicle-width direction. In this way, the sense of distance between the occupants seated in the second-row driver-side seat (16) and the second-row passenger-side seat (18) is reduced. As a result, it is possible to promote communication between these occupants (to make it easier for these occupants to communicate with each other).
B60N 2/01 - Arrangement of seats relative to one another
B60N 2/06 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
B60N 2/12 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable and tiltable
B60N 2/14 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable rotatable, e.g. to permit easy access
An ECU includes: an engine control unit (8100) that controls devices provided for an engine on the basis of a target engine rotational speed; and an engine model (8300) that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with a target engine torque and an actual engine rotational speed (NE) in a steady state, and that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with the target engine torque independently of the actual engine rotational speed (NE) in a transient state in which the engine is unstable as compared with the steady state. When the engine is controlled by the thus configured ECU, the control accuracy is improved.
A covering structure for a vehicle-mounted radar device includes a radar device (1) mounted on a vehicle (3), and a vehicle outer plate (2) that is disposed on the outer side of the radar device (1) with respect to the vehicle (3). The radar device is mounted on the vehicle (3) such that a beam axis (A) of the radar device is angled with respect to a line perpendicular to the vehicle outer plate within a range of 10° to 42°.
H01Q 1/32 - Adaptation for use in or on road or rail vehicles
H01Q 1/42 - Housings not intimately mechanically associated with radiating elements, e.g. radome
H01Q 15/08 - Refracting or diffracting devices, e.g. lens, prism formed of solid dielectric material
H01Q 19/06 - Combinations of primary active antenna elements and units with secondary devices, e.g. with quasi-optical devices, for giving the antenna a desired directional characteristic using refracting or diffracting devices, e.g. lens
G01S 13/93 - Radar or analogous systems, specially adapted for specific applications for anti-collision purposes
The invention provides an oil separation device that includes: a cover (3a) that is attached to a side wall of a cylinder block (1) of the internal combustion engine and defines, between the cover (3a) and the side wall, an introduction space (4) into which blow-by gas is introduced; a separator (5), provided on the cover, that takes in the blow-by gas introduced into the introduction space and causes the flow of the blow-by gas to hit a separation wall to cause the oil in the blow-by gas to adhere Io the separation wall, so that the oil is separated from the blow-by gas; and a support portion (9), formed on the cover, that supports an accessory component of the internal combustion engine. Thus, vibration of the accessory component is transmitted, through the support portion, to the separation wall of the separator, so that the oil that adheres to the separation wall smoothly drops.
A brake control apparatus obtains a required braking force using a hydraulic braking force in combination with a regenerative braking force. The brake control apparatus includes a hydraulic brake unit that controls the hydraulic braking force. When the deviation of an actual hydraulic pressure from a target pressure falls outside a permissible range (d), the hydraulic brake unit controls the actual hydraulic pressure in such a manner that the deviation falls within the permissible range. On the other hand, when the deviation is within the permissible range (d), the hydraulic brake unit maintains the actual hydraulic pressure. The hydraulic brake unit includes a control unit that detects timing (Ta) at which usage of the hydraulic braking force needs to be started to compensate for a deficiency from the required braking force, and that raises (r) the target pressure at the detected timing (ta).
B60T 8/17 - Using electrical or electronic regulation means to control braking
F02D 29/02 - 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 vehiclesControlling 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 variable-pitch propellers
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
83.
EXHAUST GAS PURIFICATION DEVICE FOR INTERNAL COMBUSTION ENGINE AND METHOD OF CONTROLLING THE EXHAUST GAS PURIFICATION DEVICE
In an exhaust gas purification device for an internal combustion engine, unburned fuel components are not supplied to a catalyst to make the atmosphere around the catalyst lean during a first lean period, unburned fuel components are supplied to the catalyst to make the atmosphere around the catalyst rich during a rich period, and the supply of unburned fuel components to the catalyst is again stopped during a second lean period. The first lean period, the rich period, and the second lean period form a cycle. If the actual amount of unburned fuel components added to the catalyst is below a required addition amount when a cycle ends, the duration of the first lean period in a subsequent cycle is reduced.
An ECU controls an automatic transmission that can be manually shifted. The ECU executes a program that includes i) the step of, when there are a plurality of allowed gears that are allowed at the time of a downshift operation (i.e., YES in S150), continuously determining whether the engine speed NE after a downshift will be in a preset overspeed region for each allowed gear when the second and subsequent allowed gears are lower than an output gear (YES in S 152; S 154), and when there is an allowed gear that will result in the engine speed NE being in the overspeed region (YES in S 156), ii) the step of cancelling that allowed gear (S 158). Thus this control appropriately suppresses overspeeding of the engine while executing a manual shift in response to an operation by the driver without bothering the driver.
A steering apparatus (1) includes an input shaft (3) that transmits a steering force input from a steering wheel and an output shaft (9) that transmits a steered force by which wheels are steered. The output shaft (9) is arranged at a position that is radially offset from the input shaft (3). One of an eccentric cam (6) and an adapting.plate (8) that form an eccentric pin mechanism is connected to the input shaft (3). The output shaft (9) is connected to the other one of the eccentric cam (6) and the adapting plate (8). Thus, a first connecting portion (3a) of the input shaft (3), which is connected to the eccentric pin mechanism is thereby connectable to a second connecting portion (9a) of the output shaft (9), which is as well connected to the eccentric pin mechanism.
B65D 5/00 - Rigid or semi-rigid containers of polygonal cross-section, e.g. boxes, cartons or trays, formed by folding or erecting one or more blanks made of paper
A steering apparatus 1 includes: an input shaft 3 that transmits a steering force input from a steering wheel; an output shaft 11 that transmits a steered force by which wheels are steered; and an eccentric pin mechanism that includes an eccentric cam 6 and an adapting plate 8. The output shaft 11 is arranged at a position that is radially offset from the input shaft 3, and is connected to one of the eccentric cam 6 and the adapting plate 8. 'The other one of the eccentric cam 6 and the adapting plate 8 is connected to the input shaft 3. A middle accommodation member 10 that accommodates the eccentric pin mechanism is formed separately from an input-side accommodation member 5 that accommodates the input shaft 3 and an output-side accommodation member 14 that accommodates the output shaft 11.
Required torques that individual wheels are required to generate are computed on the basis of vehicle behavior. With respect to the computed required torque of each wheel, a torque value provided uniformly for the wheels is set as a value of the friction braking torque that the wheel is caused to generate by friction control means (18), and a torque value provided for each wheel independently of each other is set as a value of the driving torque or the regenerative braking torque that the wheel is caused to generate by a corresponding one of electric motors (12) of the wheels. At this time, the amount of remaining charge of a vehicle-mounted battery (14) is measured, and the distribution between the friction braking torque by the friction control means (18) and the driving torque or the regenerative braking torque by each electric motor (12) is altered according to the measured amount of remaining charge.
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
B60W 20/00 - Control systems specially adapted for hybrid vehicles
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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
88.
RESIN-BONDING ALUMINUM MEMBER AND METHOD OF PRODUCING THE SAME
A resin-bonding aluminum member (1) that is bonded to a resin material includes an aluminum member (2) and an anodic oxide film (3) formed on a surface of the aluminum member (2). The anodic oxide film (3) is mainly composed of alumina and contains triazine thiol derivative. A method of producing the resin-bonding aluminum member (1) includes: forming the anodic oxide film (3) on the surface of the aluminum member (2) by applying a voltage between the aluminum member (2) used as an anode and a platinum plate, a titanium plate, or a carbon plate used as a cathode in an electrolytic aqueous solution that contains predetermined triazine thiol derivative; and, after the anodic oxide film (3) is formed on the surface of the aluminum member (2), washing the aluminum member (2) with water at a temperature of 40°C to 60°C for 5 seconds to 120 seconds.
A case body (a first member) (30) and a cap member (a second member) (40) that have not been subjected to welding include a protrusion (25) consisting of at least one of a first protrusion (35) that protrudes from a first outer surface (31) and a second protrusion (45) that protrudes from a second outer surface (41) when the case body and the cap member are assembled together such that the first outer surface (31) is flush with the second outer surface (41). The protrusion (25) is placed between the first outer surface (31) and the second outer surface (4l). In a condition where the first outer surface (31) and second outer surface (41) of the pre-welding case body (30) and cap member (40) are flush with each other, and the protrusion (25) is placed between the first outer surface (31) and the second outer surface (41), the protrusion (25) is irradiated with a laser beam, so that the case body (30) and the cap member (40) are welded together with the protrusion (25) providing a part of a weld (52). Thus, a method of producing a welded structure (l) is provided for producing a welded structure in which the first member (30) and the second member (40) are firmly welded together.
An internal combustion engine includes: an exhaust heat collector, in which exhaust gas exchanges heat with engine coolant, that heats the engine coolant; an EGR mechanism that recirculates a part of the exhaust gas to an intake passage through an EGR passage that branches from an exhaust passage; and an EGR cooler that cools the exhaust gas flowing through the EGR passage through heat exchange with the engine coolant supplied from the exhaust heat collector.
A manufacturing method for a permanent magnet includes the steps of a) producing a permanent magnet (1), b) fracturing the permanent magnet (1) to obtain two or more separate pieces (13), and c) restoring the permanent magnet (1) by fitting the fracture surfaces of adjacent separate pieces (13) together.
H01F 41/02 - Apparatus or processes specially adapted for manufacturing or assembling magnets, inductances or transformersApparatus or processes specially adapted for manufacturing materials characterised by their magnetic properties for manufacturing cores, coils or magnets
H01F 1/08 - Magnets or magnetic bodies characterised by the magnetic materials thereforSelection of materials for their magnetic properties of inorganic materials characterised by their coercivity of hard-magnetic materials metals or alloys in the form of particles, e.g. powder pressed, sintered, or bound together
A drive apparatus has: a DC power source (50) that is chargeable and dischargeable; an electric motor (MGl, MG2) that inputs and outputs drive force; an inverter circuit (41, 42) that drives the electric motor; a voltage-boosting circuit (55) that boosts the voltage of power supplied from the DC power source and then supplies the power to the inverter circuit that is opposite from where the DC power source is present; and an auxiliary (70) that is connected to and is powered from the inverter circuit side.
B60L 1/00 - Supplying electric power to auxiliary equipment of electrically-propelled vehicles
B60L 11/12 - with additional electric power supply, e.g. accumulator
H02P 21/06 - Rotor flux based control involving the use of rotor position or rotor speed sensors
H02P 27/06 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
93.
ABNORMALITY DETECTION SYSTEM AND ABNORMALITY DETECTION METHOD FOR INTERNAL COMBUSTION ENGINE
When the NOx SCR catalyst (15) deteriorates, the NOx removal efficiency increases with an increase in the catalyst temperature as indicated by the curves B1 and B2. When there is an irregularity in the amount or quality of aqueous urea solution that is supplied to the NOx SCR catalyst, the NOx removal efficiency decreases at a constant rate as indicated by the curve C. When the NOx removal efficiency is first within the region X2 and then brought into the region Y1, it is determined that the NOx SCR catalyst deteriorates. When the NOx removal efficiency is first within the region X2 and then brought into the region Y2, it is determined that there is an irregularity in the amount or quality of the aqueous urea solution that is supplied to the NOx SCR catalyst.
F01N 11/00 - Monitoring or diagnostic devices for exhaust-gas treatment apparatus
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 operationControl specially adapted for catalytic conversion
94.
FUEL CELL TERMINAL PLATE, METHOD FOR MANUFACTURING THE PLATE, AND FUEL CELL INCORPORATING THE PLATE
A front terminal plate (31) that is joined to a fuel cell unit (40) at the front end of a fuel cell stack has a metal-plating layer (31b) formed on the side to be joined to the fuel cell unit (40). The metal-plating layer (31b) is formed so as to cover the surface of a plate (31a), and the surface of the metal-plating layer (31b) is flat. The thickness of the metal-plating layer (31b) in an electrode-facing region (31c) that faces an electrode region of the fuel cell unit (40) is different from the thickness of the metal-plating layer (31b) in a peripheral region (3Id) that surrounds the electrode-facing region (31c), and the thickness of the metal-plating layer (31b) in the peripheral region (3Id) is larger than the thickness of the metal-plating layer (31b) in the electrode-facing region (31c).
A method for manufacturing a composite electrolyte membrane including: a first folding process of folding a laminate (10A) obtained by laminating and integrating an electrolyte sheet (11) having an electrolyte as an electrolyte layer and a reinforcing sheet (12) having a porous polymer material as a reinforcing layer, so that a part of a surface of the laminate (10A) lies on another part of the surface; an impregnation process of impregnating the electrolyte of the folded laminate (10B) into the reinforcing layer; and a hydrolysis process of hydrolyzing the electrolyte impregnated in the laminate (10C).
A membrane electrode assembly (100) includes an ion conducting membrane (110); an anode catalyst layer (200) arranged on one side of the ion conducting membrane (110); a cathode catalyst layer (300) arranged on the other side of the ion conducting membrane (110); an anode diffusion layer (400) arranged on an outer side of the anode catalyst layer; and a cathode diffusion layer (500) arranged on an outer side of the cathode catalyst layer (300). Only in the anode catalyst layer (200), the density of a first catalyst layer portion (201) located close to the anode diffusion layer (400) is smaller than the density of a second catalyst layer portion (202) located close to the ion conducting membrane (110).
An ECU executes a program including: a control to advance or retard the fuel injection timing by a prescribed value; determining whether the torque output variation of an engine exceeds a threshold torque output variation; and determining the fuel injection timing to be abnormal if the torque output variation of the engine is equal to or below the threshold torque output variation.
High pressure regions (31H to 35H) and low pressure regions (31L to 34L) are created based on the exhaust gas flow at curves in an EGR pipe (30), thereby enabling the exhaust gas pressure at inlets (21b to 26b) of gas introduction passages (21a to 26a) to be adjusted. Accordingly, regardless of the number of cylinders or whether the lengths of the flow paths of the EGR pipe (30) are the same, the exhaust pressure at the inlets (21b to 26b) of the gas introduction passages (21a to 26a) can be appropriately adjusted so any difference in pressure of exhaust gas introduced into branch pipes (21 to 26) can be reduced. In this way, the EGR rates of the cylinders can be made closer or the same such that stable combustion can be achieved, thus enabling stable engine operation to be maintained. The EGR pipe (30) is arranged weaving closely between the branch pipes (21 to 26) so space efficiency can be improved and a sufficient amount of exhaust gas can be introduced evenly into the cylinders.
A capacitance touch sensing device (1) that detects the touch of a user against a surface of a door handle (2) on the outside of a vehicle includes an upper sensor electrode (3) provided in an upper portion of the door handle (2), a lower sensor electrode (4) provided in a lower portion of the door handle (2), an upper detecting portion (6) that detects when the user has touched an upper surface of the door handle based on output from the upper sensor electrode (3), and a lower detecting portion (7) that detects when the user has touched a lower surface of the door handle based on output from the lower sensor electrode (4). The detection sensitivity of one of the upper detecting portion (6) or the lower detecting portion (7) is lower than the detection sensitivity of the other.
In a brake control system (10), a reservoir switch (60) detects a decrease in the amount of hydraulic fluid in a reservoir tank (26). An ECU (100) switches a master cutoff valve (22), a pressure increase valve (40), and a pressure decrease valve (42) and the like between open and closed. When a decrease in the amount of hydraulic fluid in the reservoir tank (26) is detected, the ECU (100) opens the master cutoff valve (22) to supply hydraulic fluid from a right front-wheel wheel cylinder (20FR) and a left front- wheel wheel cylinder (20FL) to a master cylinder (14), when release of a brake pedal (12) is detected.
B60T 8/40 - 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 having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
patents