Abstract: A flying object control device includes: a determination unit that determines, based on a remaining capacity of a battery, whether or not to restrict supply of surplus electric power to the battery, the surplus electric power being a surplus of electric power generated by a generator; and a control unit that, when the determination unit determines to restrict the supply of the surplus electric power to the battery, causes the surplus electric power to be consumed by a motor by increasing a rotor rotational speed that is a rotational speed of a rotor, and adjusts a steering angle of an elevator to restrict ascent of a fuselage caused by an increase in the rotor rotational speed.

Abstract: A power supply device includes a power generator, a drive source, a plurality of power supply lines, a plurality of batteries, a current value calculation part 11, a demanded battery power calculation part 12, and a power summation part 13. The current value calculation part 11 calculates the C-rates CR1, CR2, CR3 and CR4 of the batteries based on the charge levels of the batteries. The demanded battery power calculation part 12 calculates a demanded power P or Q of the batteries based on the calculated C-rates CR1, CR2, CR3 and CR4 and the capacities of the batteries. The power summation part 13 sums the demanded power P or Q of the batteries and power demanded by electrical loads. The control unit 9 controls the drive source such that the power generator generates power calculated by the power summation part 13.

Abstract: The flying object control device 1 includes a generator 2, a drive source 3, a battery 4, an electric motor 5, a battery status determination unit 8, and a state-of-charge control unit 11. The battery status determination unit 8 determines a first amount of charge power, which is a current state of charge of the battery. After a flying object starts cruising, the state-of-charge control unit 11 calculates a second amount of charge power, which is a state of charge of the battery 4 required for takeoff during the next flight, based on flight plans 53 and 54 of the flying object, predicts timing of supplying electric power from the generator 2 to the battery 4 based on the first amount of charge power and the second amount of charge power, and starts power supply from the generator 2 to the battery 4 at this timing.

Abstract: A power supply system includes: a prediction unit that, based on required power, generated power, and a current SOC of a power storage device, predicts a predicted SOC that is an SOC of the power storage device obtained after a predetermined time; a correction power amount determination unit that determines a correction power amount used for reducing a deviation between the predicted SOC and a target SOC to be achieved; a target generated power correction unit that determines corrected target generated power by correcting target generated power with the correction power amount, the target generated power being the generated power determined in accordance with the required power; and a control unit that can control a power generation device based on the corrected target generated power.

Abstract: An exhaust gas purification device (26) for a gas turbine engine (10) comprises a catalyst chamber (64, 96) defined in an exhaust gas passage (22), a reduction agent container (32) containing a solid material that releases a reduction agent gas effective for NOx reduction when heated, a heating device (36, 38) for heating the solid material contained in the reduction agent container, and a reduction agent gas supply passage (48) for supplying the reduction agent gas released from the solid material into the catalyst chamber.

Abstract: A power supply device includes a power generator, a drive source, a plurality of power supply lines, a plurality of batteries, a current value calculation part 11, a demanded battery power calculation part 12, and a power summation part 13. The current value calculation part 11 calculates the C-rates CR1, CR2, CR3 and CR4 of the batteries based on the charge levels of the batteries. The demanded battery power calculation part 12 calculates a demanded power P or Q of the batteries based on the calculated C-rates CR1, CR2, CR3 and CR4 and the capacities of the batteries. The power summation part 13 sums the demanded power P or Q of the batteries and power demanded by electrical loads. The control unit 9 controls the drive source such that the power generator generates power calculated by the power summation part 13.

Abstract: A control device (1) of a flying object includes a generator (11), a driving source (12), a battery (13), an electric motor (3), a rotor blade (4), a battery status determination part (5), a variable pitch mechanism (6), and a pitch change control part (7). The electric motor (3) is driven by electric power supplied from at least one of the generator (11) and the battery (13). The rotor blade (4) is driven by the electric motor (3). The battery status determination part (5) determines a state of charge of the battery (13). The variable pitch mechanism (6) changes a pitch of the rotor blade (4). The pitch change control part (7) determines whether the pitch of the rotor blade (4) is changed based on a charging rate of the battery determined by the battery status determination part (5).

Abstract: A flying object control device includes: a determination unit that determines, based on a remaining capacity of a battery, whether or not to restrict supply of surplus electric power to the battery, the surplus electric power being a surplus of electric power generated by a generator; and a control unit that, when the determination unit determines to restrict the supply of the surplus electric power to the battery, causes the surplus electric power to be consumed by a motor by increasing a rotor rotational speed that is a rotational speed of a rotor, and adjusts a steering angle of an elevator to restrict ascent of a fuselage caused by an increase in the rotor rotational speed.

Abstract: The flying object control device 1 includes a generator 2, a drive source 3, a battery 4, an electric motor 5, a battery status determination unit 8, and a state-of-charge control unit 11. The battery status determination unit 8 determines a first amount of charge power, which is a current state of charge of the battery. After a flying object starts cruising, the state-of-charge control unit 11 calculates a second amount of charge power, which is a state of charge of the battery 4 required for takeoff during the next flight, based on flight plans 53 and 54 of the flying object, predicts timing of supplying electric power from the generator 2 to the battery 4 based on the first amount of charge power and the second amount of charge power, and starts power supply from the generator 2 to the battery 4 at this timing.

Abstract: A control device (1) of a flying object includes a generator (11), a driving source (12), a battery (13), an electric motor (3), a rotor blade (4), a battery status determination part (5), a variable pitch mechanism (6), and a pitch change control part (7). The electric motor (3) is driven by electric power supplied from at least one of the generator (11) and the battery (13). The rotor blade (4) is driven by the electric motor (3). The battery status determination part (5) determines a state of charge of the battery (13). The variable pitch mechanism (6) changes a pitch of the rotor blade (4). The pitch change control part (7) determines whether the pitch of the rotor blade (4) is changed based on a charging rate of the battery determined by the battery status determination part (5).

Abstract: An exhaust gas purification device (26) for a gas turbine engine (10) comprises a catalyst chamber (64, 96) defined in an exhaust gas passage (22), a reduction agent container (32) containing a solid material that releases a reduction agent gas effective for NOx reduction when heated, a heating device (36, 38) for heating the solid material contained in the reduction agent container, and a reduction agent gas supply passage (48) for supplying the reduction agent gas released from the solid material into the catalyst chamber.

Abstract: Provided is an aircraft internal combustion engine capable of improving a fuel consumption rate. An aircraft internal combustion engine (1) includes a gas turbine (2), a lubricating oil supply pipe (31) through which a lubricating oil flows, a variable capacity type electric pump (33) that supplies the lubricating oil to the gas turbine (2), a temperature detection unit (5) that detects the temperature of the lubricating oil, a supply amount detection unit (6) that detects a supply amount of the lubricating oil, a rotation speed detection unit (4) that detects a rotation speed of the gas turbine (2), and a control unit (7).

Abstract: An exhaust purification system for an internal combustion engine is provided that can maintain the NOx purification rate of a selective reduction catalyst at near the maximum thereof. The exhaust purification system is provided with an oxidation catalyst and CSF provided in the exhaust plumbing of the engine, a selective reduction catalyst that is provided in the exhaust plumbing on the downstream side of oxidation catalyst and CSF, and selectively reduces NOx in the exhaust, and a NO2 sensor that detects NO2 in the exhaust inside of the exhaust plumbing on the downstream side of the selective reduction catalyst. An ECU executes NO2-NOx ratio decrease processing to cause the NO2-NOx ratio corresponding to the ratio of NO2 to NOx in the exhaust flowing into the selective reduction catalyst to decrease, in a case of a detection value Vno2 from the NO2 sensor being greater than a predetermined value Vno2_th.

Abstract: An exhaust purification system for an internal combustion engine is provided that can steadily maintain a NOx purification rate of a selective reduction catalyst to be high without allowing the fuel economy or marketability to deteriorate. The exhaust purification system includes a NO2—NOx ratio adjustment mechanism that causes a NO2—NOx ratio to change; and a NO2—NOx ratio perturbation controller that executes NO2—NOx ratio perturbation control so that a NO2 balance of the selective reduction catalyst in a predetermined time period, with NO2 adsorption being positive and NO2 release being negative, is 0. Herein, NO2—NOx ratio perturbation control is defined as control that alternately executes NO2 increase control to cause the NO2—NOx ratio to be greater than a reference value near 0.5, and NO2 decrease control to cause the NO2—NOx ratio to be less than the reference value.

Abstract: An EGR control apparatus for an internal combustion engine, which is capable of properly controlling an inert gas amount of two types of EGR gas supplied to cylinders of the engine via two paths different from each other, thereby making it possible to ensure a stable combustion state, reduced exhaust emissions, and improve operability. The EGR control apparatus includes low-pressure and high-pressure EGR devices, and an ECU. The ECU controls the low-pressure and high-pressure EGR gas amounts according to engine speed and demanded torque, and when a combination of engine speed and demanded torque is in a predetermined region, the low-pressure and high-pressure EGR gas amounts are controlled such that inert gas in low-pressure EGR gas exceeds in amount inert gas in high-pressure EGR gas, and the former more exceeds the latter as engine speed is higher or demanded torque is larger.

Abstract: A control system for a plant e.g. as a non-linear system, which is capable of properly suppressing interaction occurring between a plurality of control inputs and a plurality of controlled variables, thereby making it possible to properly control the controlled variables and easily design the control system. In the control system, each of a plurality of interaction suppression parameters for correcting the control inputs, respectively, such that the interaction is suppressed is calculated using a neural network constructed by using, out of the plurality of control inputs, a control input other than a control input corrected by a calculated interaction suppression parameter, as an input, and the interaction suppression parameter as an output.

Abstract: An EGR control apparatus for an internal combustion engine, which is capable of accurately controlling an inert gas amount and an inert gas ratio of two types of EGR gas supplied to cylinders of the engine via two paths different from each other, thereby making it possible to ensure a stable combustion state and reduced exhaust emissions. The EGR control apparatus includes a low-pressure EGR device, a high-pressure EGR device, and an ECU. The ECU calculates a target low-pressure opening, calculates an estimated value of an in-cylinder low-pressure inert gas flow rate, which is the estimated value of an inert gas amount included in low-pressure EGR gas supplied to the cylinders via an intake passage, calculates a target high-pressure opening using the estimated value, and controls low-pressure and high-pressure EGR control valves, using the target low-pressure opening and the target high-pressure opening.

Abstract: An exhaust purification system for an internal combustion engine is provided that can steadily maintain a NOx purification rate of a selective reduction catalyst to be high without allowing the fuel economy or marketability to deteriorate. The exhaust purification system includes a NO2—NOx ratio adjustment mechanism that causes a NO2—NOx ratio to change; and a NO2—NOx ratio perturbation controller that executes NO2—NOx ratio perturbation control so that a NO2 balance of the selective reduction catalyst in a predetermined time period, with NO2 adsorption being positive and NO2 release being negative, is 0. Herein, NO2—NOx ratio perturbation control is defined as control that alternately executes NO2 increase control to cause the NO2—NOx ratio to be greater than a reference value near 0.5, and NO2 decrease control to cause the NO2—NOx ratio to be less than the reference value.

Abstract: An exhaust purification system for an internal combustion engine is provided that can maintain the NOx purification rate of a selective reduction catalyst at near the maximum thereof. The exhaust purification system is provided with an oxidation catalyst and CSF provided in the exhaust plumbing of the engine, a selective reduction catalyst that is provided in the exhaust plumbing on the downstream side of oxidation catalyst and CSF, and selectively reduces NOx in the exhaust, and a NO2 sensor that detects NO2 in the exhaust inside of the exhaust plumbing on the downstream side of the selective reduction catalyst. An ECU executes NO2-NOx ratio decrease processing to cause the NO2-NOx ratio corresponding to the ratio of NO2 to NOx in the exhaust flowing into the selective reduction catalyst to decrease, in a case of a detection value Vno2 from the NO2 sensor being greater than a predetermined value Vno2_th.

Abstract: A control system for a plant e.g. as a non-linear system, which is capable of properly suppressing interaction occurring between a plurality of control inputs and a plurality of controlled variables, thereby making it possible to properly control the controlled variables and easily design the control system. In the control system, each of a plurality of interaction suppression parameters for correcting the control inputs, respectively, such that the interaction is suppressed is calculated using a neural network constructed by using, out of the plurality of control inputs, a control input other than a control input corrected by a calculated interaction suppression parameter, as an input, and the interaction suppression parameter as an output.