Abstract: A vehicle control system (1) provided with a power generation unit (13) including an engine (10) and an electric motor (12), a storage battery (60), an electric motor for traveling (18), an acquisition unit (102) that acquires a schedule of an occupant of a vehicle (M), a destination prediction unit (104) that predicts a future destination including a destination which is not registered in the schedule on the basis of past and future schedules and date and time information acquired by the acquisition unit, a traveling planning unit (106) that generates traveling plan information indicating a traveling plan of the vehicle in the future schedule in accordance with a route to the destination predicted by the destination prediction unit, and a power generation control unit (110) that controls the power generation unit in the future schedule on the basis of the traveling plan information generated by the traveling planning unit.

Abstract: A vehicle control system (1) provided with a power generation unit (13) including an engine (10) and an electric motor (12), a storage battery (60), an electric motor for traveling (18), an acquisition unit (102) that acquires a schedule of an occupant of a vehicle (M), a destination prediction unit (104) that predicts a future destination including a destination which is not registered in the schedule on the basis of past and future schedules and date and time information acquired by the acquisition unit, a traveling planning unit (106) that generates traveling plan information indicating a traveling plan of the vehicle in the future schedule in accordance with a route to the destination predicted by the destination prediction unit, and a power generation control unit (110) that controls the power generation unit in the future schedule on the basis of the traveling plan information generated by the traveling planning unit.

Abstract: A pump motor of a hydraulic hybrid system also serves as a pump to supply hydraulic oil or lubricating oil to a power train, thus enabling elimination of an oil pump provided in the power train and hence reductions in the number of parts and cost, and, in addition, an existing oil pan provided in the power train and the like are utilized for the hydraulic hybrid system, which in turn enables achieving further reductions in the number of parts and cost. Moreover, when idle-reduction control is performed on an engine, during engine's stopped conditions, the pump motor can be driven as a motor by hydraulic pressure accumulated in an accumulator to start the engine and supply the hydraulic pressure to a transmission, thus eliminating a need to provide a motor-driven oil pump for the idle-reduction control and hence enabling a further reduction in cost.

Abstract: A liquid pressure circuit is provided in which connecting an accumulator (22) to a high pressure liquid path (Lh) by opening a cut-off valve (24a) and connecting a intake liquid path (Li) to the high pressure liquid path (Lh) by means of a switch valve (24b) enables a pump/motor (M) to be operated as a motor by liquid stored under pressure in the accumulator (22), connecting the accumulator (22) to the high pressure liquid path (Lh) by opening the cut-off valve (24a) and connecting the intake liquid path (Li) to a low pressure liquid path (Ll) by means of the switch valve (24b) enables the pump/motor (M) to be operated as a pump to thus store liquid of a tank (21) under pressure in the accumulator (22), and closing the cut-off valve (24a) and connecting the intake liquid path (Li) to the high pressure liquid path (Lh) by means of the switch valve (24b) enables the pump/motor (M) to rotate without load; it is therefore possible to switch between three circuits, that is, drive (motor operation), regeneration (p

Abstract: A liquid flow rate control valve is provided in which since a total area of overlapping sections of a communication hole group (38c, 38d) of a distributor (38) and an outlet opening (37a, 37b) of a sleeve (37) changes when the distributor (38) is rotated by a first electric motor (46), if a rotor (42) is rotated by means of a second electric motor (47), an input port (31e) communicates with an output port (31f) through an inlet opening (42c, 42d) of the rotor (42), the communication hole group (38c, 38d) of the distributor (38), and the outlet opening (37a, 37b) of the sleeve (37) when the inlet opening (42c, 42d) of the rotor (42) passes through the overlapping sections, thereby making it possible to carry out PWM control of a flow rate of liquid. Since a thrust load in an axis (L) direction does not act on the distributor (38) and the rotor (42), supporting the distributor (38) and the rotor (42) becomes easy, thereby enabling the cost and weight to be cut.

Abstract: A liquid flow rate control valve is provided in which since a distributor (38) is rotated relative to a sleeve (37) by a first drive source (46) only through a predetermined angle, the total area of overlapping sections of a first opening (37a) of the sleeve (37) and the second opening (38c) of the distributor (38) changes, and a rotor (42) having a third opening (42c 42d) is rotated by a second drive source (47), it is possible to carry out PWM control of the liquid input from an input port (61e) and output it from an output port (61f).

Abstract: A pump motor of a hydraulic hybrid system also serves as a pump to supply hydraulic oil or lubricating oil to a power train, thus enabling elimination of an oil pump provided in the power train and hence reductions in the number of parts and cost, and, in addition, an existing oil pan provided in the power train and the like are utilized for the hydraulic hybrid system, which in turn enables achieving further reductions in the number of parts and cost. Moreover, when idle-reduction control is performed on an engine, during engine's stopped conditions, the pump motor can be driven as a motor by hydraulic pressure accumulated in an accumulator to start the engine and supply the hydraulic pressure to a transmission, thus eliminating a need to provide a motor-driven oil pump for the idle-reduction control and hence enabling a further reduction in cost.

Abstract: A liquid pressure circuit is provided in which connecting an accumulator (22) to a high pressure liquid path (Lh) by opening a cut-off valve (24a) and connecting a intake liquid path (Li) to the high pressure liquid path (Lh) by means of a switch valve (24b) enables a pump/motor (M) to be operated as a motor by liquid stored under pressure in the accumulator (22), connecting the accumulator (22) to the high pressure liquid path (Lh) by opening the cut-off valve (24a) and connecting the intake liquid path (Li) to a low pressure liquid path (Ll) by means of the switch valve (24b) enables the pump/motor (M) to be operated as a pump to thus store liquid of a tank (21) under pressure in the accumulator (22), and closing the cut-off valve (24a) and connecting the intake liquid path (Li) to the high pressure liquid path (Lh) by means of the switch valve (24b) enables the pump/motor (M) to rotate without load; it is therefore possible to switch between three circuits, that is, drive (motor operation), regeneration (p

Abstract: A liquid flow rate control valve is provided in which since a total area of overlapping sections of a communication hole group (38c, 38d) of a distributor (38) and an outlet opening (37a, 37b) of a sleeve (37) changes when the distributor (38) is rotated by a first electric motor (46), if a rotor (42) is rotated by means of a second electric motor (47), an input port (31e) communicates with an output port (31f) through an inlet opening (42c, 42d) of the rotor (42), the communication hole group (38c, 38d) of the distributor (38), and the outlet opening (37a, 37b) of the sleeve (37) when the inlet opening (42c, 42d) of the rotor (42) passes through the overlapping sections, thereby making it possible to carry out PWM control of a flow rate of liquid. Since a thrust load in an axis (L) direction does not act on the distributor (38) and the rotor (42), supporting the distributor (38) and the rotor (42) becomes easy, thereby enabling the cost and weight to be cut.

Abstract: A liquid flow rate control valve is provided in which since a distributor (38) is rotated relative to a sleeve (37) by a first drive source (46) only through a predetermined angle, the total area of overlapping sections of a first opening (37a) of the sleeve (37) and the second opening (38c) of the distributor (38) changes, and a rotor (42) having a third opening (42c 42d) is rotated by a second drive source (47), it is possible to carry out PWM control of the liquid input from an input port (61e) and output it from an output port (61f).

Abstract: A variable compression ratio device includes a piston having a piston inner part and a piston outer part. The piston outer part integrally includes ear parts facing opposite ends of a piston pin and having long holes with longer diameters directed in an axial direction of a piston. A shaft portion connected to the opposite ends of the piston pin is slidably fitted in the long holes to allow an axial relative movement between the piston inner part and the piston outer part, while preventing relative rotation between the piston inner part and the piston outer part. Thus, the variable compression ratio device reliably prevents the relative rotation between the piston inner part and the piston outer part with a simple structure, and reduces weight of the piston.

Abstract: A variable compression ratio device of an internal combustion engine includes a piston inner part connected to a connecting rod and a piston outer part fitted on an outer periphery of the piston inner part. The piston outer part is only slidably in an axial direction, and is movable between a low compression ratio position near the piston inner part and a high compression ratio position near the combustion chamber. A skirt part is slidable and is guided by an inner peripheral surface of a cylinder bore of an engine. The skirt part is integrally formed on the piston inner part. A peripheral wall of the piston outer part is terminated directly above the skirt part. Thus, switching of the position between the low compression ratio position and the high compression ratio position by an inertia force of the piston outer part is performed smoothly with a reduction in weight of the piston.

Abstract: A variable compression ratio device of an internal combustion engine includes a piston inner part connected to a connecting rod and a piston outer part fitted on an outer periphery of the piston inner part. The piston outer part is only slidably in an axial direction, and is movable between a low compression ratio position near the piston inner part and a high compression ratio position near the combustion chamber. A skirt part is slidable and is guided by an inner peripheral surface of a cylinder bore of an engine. The skirt part is integrally formed on the piston inner part. A peripheral wall of the piston outer part is terminated directly above the skirt part. Thus, switching of the position between the low compression ratio position and the high compression ratio position by an inertia force of the piston outer part is performed smoothly with a reduction in weight of the piston.

Abstract: A variable compression ratio device includes a piston having a piston inner part and a piston outer part. The piston outer part integrally includes ear parts facing opposite ends of a piston pin and having long holes with longer diameters directed in an axial direction of a piston. A shaft portion connected to the opposite ends of the piston pin is slidably fitted in the long holes to allow an axial relative movement between the piston inner part and the piston outer part, while preventing relative rotation between the piston inner part and the piston outer part. Thus, the variable compression ratio device reliably prevents the relative rotation between the piston inner part and the piston outer part with a simple structure, and reduces weight of the piston.

Abstract: A silver alloy with color fastness includes silver as major component; and a small quantity of copper, zinc and nickel so that it can be prevented to oxidize, and it can use metal with easy procurement without special metal and manufacture a alloy with color fastness.

Abstract: At a contact point, a spherical projecting portion of a piston presses a spherical recessed portion of a swash plate due to a working medium supplied to an operating chamber. The contact point is located on a cross line, on which a plane including a center of curvature of the spherical recessed portion and an axis Ls of the swash plate intersects the spherical recessed portion. Therefore, even if the piston forcefully presses the swash plate, the spherical projecting portion and the spherical recessed portion at the contact point are prevented from slipping in a circumferential direction, a radial direction and the like. Thus, the phases of a rotor and the swash plate are prevented from being displaced and causing vibration and noise. A large side thrust is prevented from acting on the piston and causing heat due to twisting and sliding friction between the piston and the cylinder.

Abstract: An expander includes a piston formed from a top portion, a skirt portion, and a land portion. A hollow heat-insulating space is formed within the piston making heat transfer difficult. It is possible to maintain the land portion, which is in contact with the high temperature, high pressure steam in an expansion chamber, at a high temperature, thereby minimizing any decrease in the temperature of the high temperature, high pressure steam to prevent any decrease in the efficiency of the expander. Any increase in the temperature of the skirt portion, which is in sliding contact with a cylinder sleeve, is suppressed to ensure the performance of the lubrication. Piston rings are provided on the land portion to separate the high temperature, high pressure steam in the expansion chamber from the oil in the skirt portion for preventing the oil and the high temperature, high pressure steam from being mixed together.