Abstract: A method for controlling a hybrid vehicle includes an engine, a battery charged with electric power generated by the engine, and a motor as a drive source and having multiple running modes that can be selected through a mode operation. As the running mode, the method for controlling a hybrid vehicle includes a normal mode configured to perform charging of the battery according to a running state; and a charge mode configured to electric power generation by the engine according to a mode operation, the method comprising setting an upper limit of charging electric power based on the generated electric power in the charge mode to be lower than an upper limit of charging electric power based on the generated electric power in the normal mode.

Abstract: A method for controlling a hybrid vehicle including a battery charged with electric power generated by an engine, including a motor as a drive source, and having multiple running modes that can be selected through a mode operation, the running modes including a normal mode configured to perform charging of the battery according to a running state, and a charge mode configured to perform electric power generation by the engine according to a mode operation, the method comprising: setting a range of charge amount that allows for charging of the battery based on the electric power generated; and setting an upper limit of the range of charge amount in the charge mode to be lower than an upper limit of the range of charge amount in the normal mode.

Abstract: A display method for a hybrid vehicle includes displaying an engine icon representing the engine, a battery icon representing the battery, and a flow icon representing an energy flow between the engine icon and the battery icon on a display unit in accordance with a driving state of the hybrid vehicle. The display method includes displaying the flow icon in a display mode indicating that there is the energy flow between the engine and the battery when the battery is charged. The display method includes displaying the engine icon in a first display mode when the engine is stopped, displaying the engine icon in a second display mode when the engine is operated at engine rotation speed equal to or lower than reference rotation speed, and displaying the engine icon in a third display mode when the engine rotation speed is higher than the reference rotation speed.

Abstract: A catalyst warm-up control method for a hybrid vehicle supplies electric power to an electric motor by a battery, to charge the battery by a power generation engine, and to treat exhaust gas from the engine with a catalyst, the hybrid vehicle selecting a manner mode in which power generation using the engine is stopped. The catalyst warm-up control method performs catalyst warm-up control such that when the temperature of the catalyst becomes lower than a normal threshold temperature for activating the catalyst, the target rotation speed of the engine is controlled to a first warm-up required rotation speed at which the catalyst can be heated to a temperature that is higher than the normal threshold temperature. When the manner mode is selected, control is performed when temperature of the catalyst becomes lower than a manner mode threshold temperature that is equal to or less than the normal threshold temperature.

Abstract: A control method for a hybrid vehicle including a generator and an electric motor, the generator being configured to charge a battery by use of power of an engine, the electric motor being configured to drive driving wheels by electric power of the battery, is provided, is provided. The control method having controlling the generator and the electric motor and accepting mode setting to set any of a normal mode, a regeneration driving mode, and a silent mode, the regeneration driving mode being a mode in which a regenerative braking force caused by the electric motor is larger than that in the normal mode, the silent mode being a mode in which charging by the engine is inhibited, wherein: when the normal mode is set, setting of the silent mode is not accepted; and when the regeneration driving mode is set, setting of the silent mode is accepted.

Abstract: In a hybrid flight vehicle, having multiple rotors attached to a frame, a gas turbine engine to drive the rotors; a generator connected to the gas engine to generate electric power, a battery store the electrical power generated by the generator. multiple first electric motors connected to the rotors to drive the same by the electric power supplied from the battery, a second electric motor connected to the gas turbine engine to motor the engine by the electric power supplied from the battery and a control unit to control flight, wherein the control unit stops supply of the fuel to the engine when a detected residual of the battery is equal to or greater than a predetermined value, and supplies electric power to the second electric motor to motor the engine when a detected temperature of the engine is equal to or higher than a predetermined temperature.

Abstract: In a hybrid flight vehicle, having four rotors attached to a frame and configured to produce propelling force to propel the frame, a gas turbine engine attached to the frame and configured to rotate when fuel is supplied, a generator connected to an output shaft of the engine and configured to generate electric power when driven by the engine, a battery configured to store the electrical power generated by the generator, and four first electric motors each connected to the rotors to drive associated one of the rotors when the electric power is supplied from the battery, and an electronic control unit configured to control flight by regulating driving of the four rotors by the first electric motors. In the vehicle, the output shaft of the engine is attached parallel to at least one among yaw axis, pitch axis and roll axis of the frame.

Abstract: An apparatus for controlling a gas-turbine aeroengine is configured to calculate a fuel command to supply fuel based on a calculated desired rotational speed of a low-pressure turbine calculated from an operation angle of a thrust lever installed at an aircraft cockpit pilot's seat, determines whether it is a time point for outputting a command to open/close a bleed-off valve equipped at a high-pressure compressor connected to a high-pressure turbine and to supply the fuel command based on the time point when it is determined to be the time point for outputting the command to open/close the bleed-off valve.

Abstract: An apparatus for controlling a gas-turbine aeroengine is configured to calculate a fuel command to supply fuel based on a calculated desired rotational speed of a low-pressure turbine calculated from an operation angle of a thrust lever installed at an aircraft cockpit pilot's seat, determines whether it is a time point for outputting a command to open/close a bleed-off valve equipped at a high-pressure compressor connected to a high-pressure turbine and to supply the fuel command based on the time point when it is determined to be the time point for outputting the command to open/close the bleed-off valve.

Abstract: In a floor structure of a vehicle body center section, a floor side member is provided at lower portions of a main floor panel, a vertical wall is formed at a front side of a rear floor panel, a rear seat is installed on the rear floor panel, a rear seat leg extends downward along the vertical wall, a lower end portion of the rear seat leg is mounted to a portion of the rear floor panel, a rear seat leg reinforcement member that extends in a vehicle longitudinal direction is disposed on each of upper portions at both left and right sides of the floor panels, a rear end portion of the reinforcement member is connected to the lower end portion of the rear seat leg, and a front end portion of the reinforcement member is connected to the main floor panel and the floor side member.

Abstract: A control apparatus for an internal combustion engine is provided that can precisely reflect requirements relating to performance of the internal combustion engine in a control amount of each actuator by compensating for weaknesses in the so-called torque demand control. A requirement value of each of torque, efficiency, and an air-fuel ratio, and engine information are inputted to an engine inverse model. The engine inverse model is then used to calculate actuator requirement values for achieving those requirement values. An actuator direct requirement value directly required of each of actuators is also acquired. Control of the actuators is adapted to be changed between that according to the actuator requirement value and that according to the actuator direct requirement value.

Abstract: In a floor structure of a vehicle body center section, a floor side member is provided at lower portions of a main floor panel, a vertical wall is formed at a front side of a rear floor panel, a rear seat is installed on the rear floor panel, a rear seat leg extends downward along the vertical wall, a lower end portion of the rear seat leg is mounted to a portion of the rear floor panel, a rear seat leg reinforcement member that extends in a vehicle longitudinal direction is disposed on each of upper portions at both left and right sides of the floor panels, a rear end portion of the reinforcement member is connected to the lower end portion of the rear seat leg, and a front end portion of the reinforcement member is connected to the main floor panel and the floor side member.

Abstract: A control device for an internal-combustion engine designed to ensure that required responsiveness is obtained as actual torque responsiveness with respect to a torque demand even when the torque responsiveness with respect to the actuation of a particular actuator is affected by the operating conditions. A response compensating filter is provided at a preceding stage to an air inverse model, and the target torque which has been corrected by the response compensating filter is converted by the air inverse model to obtain a target opening degree of a throttle. A time constant of the response compensating filter is set on the basis of the operating conditions of the internal-combustion engine so that the responsiveness of actual torque with respect to the torque demand reaches a preset standard responsiveness.

Abstract: A control apparatus for a vehicle drive unit including a control structure of a hierarchical type having a demand generation level, a mediation level, and a control variable setting level and a signal is transmitted in one direction from a higher level of hierarchy to a lower level of hierarchy. The demand generation level includes demand output elements for each capability. The mediation level includes mediation elements, each corresponding to a classified category of demands. Each of the mediation elements collects demand values of the category of which the mediation elements are in charge and performs mediation according to a rule to arrive at a single demand value. The control variable setting level includes an adjuster portion adjusting each of the mediated demand values based on a relationship between each other and control variable calculation elements calculating a control variable of each of a plurality of actuators based on the adjusted demand value.

Abstract: A control apparatus for an internal combustion engine that accurately incorporates demands related to various capabilities of the internal combustion engine. A demand output unit outputs various capability demands of the internal combustion engine, expressed in terms of either torque, efficiency, or an air-fuel ratio data. A torque mediation unit collects only the demand values expressed in terms of torque, and mediates the torque demand values into one. An efficiency mediation unit collects the demand values expressed in terms of efficiency and mediates the efficiency demand values into one. An air-fuel ratio mediation unit collects the demand values expressed in terms of the air-fuel ratio and mediates the air-fuel ratio demand values into one. A control variable computing unit computes control variables of actuators, based upon the torque demand value, efficiency demand value, and air-fuel ratio demand value output from the mediation units.

Abstract: This invention is intended to ensure that a control device for a vehicle drive unit is capable of realizing desired torque by making the main-actuator and sub-actuator collaborate adequately while holding the interposition of the sub-actuator as low as possible. For this end, a future target of torque that is going to be output from the engine and a realization timing of the future target are taken as reservation information for reserving engine torque regulation. Next, the required period, which is required to realize the future target when a main-actuator (a throttle) is operated to regulate the torque, is computed from a current engine operating condition. Then, the operation of the main-actuator is started at the timing preceding the realization timing by the required period for realizing the future target.

Abstract: A control device that is used with an internal combustion engine to improve both the response and controllability of torque generated by the internal combustion engine. The control device calculates an operation amount of an intake actuator in accordance with a demanded air amount. The control device then calculates a torque that is generated when the intake actuator is operated by the calculated operation amount at a predetermined ignition timing setting, and calculates an ignition timing retard amount that is necessary to achieve a demanded torque in accordance with the difference between the calculated torque and the demanded torque. The control device ensures that the demanded torque and a demanded efficiency are both reflected in the demanded air amount.

Abstract: This invention is intended to ensure that a vehicle control method or vehicle control device is capable of achieving the object of each of a plurality of control logics in a balanced manner and performing an appropriate control for the vehicle as a whole. Demands concerning a plurality of control parameters of a vehicle are output from each of a plurality of control logics having an object individually. The target value of each of the control parameters is determined by mediating the demands from each of the control logics with respect to each kind of control parameter. In doing so, the demand from the control logic whose demand has been reflected to the target value in the already-performed mediation is withdrawn or relieved in the following mediation.

Abstract: A torque control device for a power system and facilitates the addition of a new torque control actuator. A target torque signal according to a target torque for the power system is distributed to each actuator in a predetermined distribution priority order. A signal processing filter is mounted on a signal input section of each actuator and allows only a portion of distributed signal that matches the operation characteristics of the actuator to pass through as a command signal for the actuator.

Abstract: The present invention provides an internal combustion engine control device which is capable of implementing a plurality of functions desired to the internal combustion engine. An adder unit determines a total energy E_total that should be generated by the engine by adding a target work, a target exhaust energy and cooling heat loss, which are calculated in a style of energy. A target fuel supply quantity calculation unit calculates a target fuel supply quantity necessary for generating the E_total. A target intake quantity calculating unit calculates a target intake quantity based on the target fuel supply quantity and a target A/F. A target ignition timing calculation unit calculates a target ignition timing necessary for realizing the target exhaust energy.