Abstract: The present invention provides a battery module comprising: a cell assembly including a plurality of battery cells arrayed in a second direction different from a first direction while each cell axis is directed in the first direction; and an accommodation case configured to accommodate the cell assembly, wherein in the accommodation case, a suction hole configured to take a gas into a peripheral space located on a side of the cell assembly in the first direction and an exhaust hole configured to exhaust the gas having passed between the plurality of battery cells are provided in one surface of two surfaces that sandwich the cell assembly in the second direction, and a rib extending in the second direction is provided in the peripheral space.

Abstract: The present invention provides a battery module comprising: a cell assembly formed by sandwiching a plurality of battery cells by a pair of holding members; and an accommodation case configured to accommodate the cell assembly, wherein the accommodation case includes a vent hole for gas, and wherein a flow path passing through the vent hole is formed in a labyrinth structure by covering the vent hole by a connecting portion between the pair of holding members.

Abstract: A battery pack having an air communication passage communicating the interior of the battery pack accommodating battery cells with the exterior of the battery pack, and configured to prevent moisture from reaching the battery cells. The battery pack includes a housing having outer and inner bottom plates, and defining a primary chamber for accommodating battery cells and a secondary chamber between the outer and inner bottom plates. The housing includes an air communication passage communicating the secondary chamber with an exterior of the housing. A part of a bottom surface of the inner bottom plate adjacent to an upright wall inclines upward with respect to a reference surface of the bottom surface of the inner bottom plate away from the outer bottom plate toward the upright wall. The air communication passage includes a first communication hole having an edge located above the reference surface of the inner bottom plate.

Abstract: A battery pack having an air communication passage communicating the interior of the battery pack accommodating battery cells with the exterior of the battery pack, and configured to prevent moisture from reaching the battery cells. The battery pack includes a housing having outer and inner bottom plates, and defining a primary chamber for accommodating battery cells and a secondary chamber between the outer and inner bottom plates. The housing includes an air communication passage communicating the secondary chamber with an exterior of the housing. A part of a bottom surface of the inner bottom plate adjacent to an upright wall inclines upward with respect to a reference surface of the bottom surface of the inner bottom plate away from the outer bottom plate toward the upright wall. The air communication passage includes a first communication hole having an edge located above the reference surface of the inner bottom plate.

Abstract: A casing of a fuel cell system is divided into a module area, a fluid supply area, and an electric parts area. The fluid supply area is provided on a first side surface of the module area, and an electric parts area is provided on a second side surface of the module area. A fuel cell module and a combustor are provided in the module area.

Abstract: A fuel cell system includes n fuel cell modules and a control device for controlling the power generation amount of each of the fuel cell modules. An m-th fuel cell module of the fuel cell system includes an m-th exhaust gas discharge channel for discharging an exhaust gas from the m-th fuel cell module, and an m-th exhaust gas supply channel branched from the m-th exhaust gas discharge channel, for supplying the exhaust gas from the m-th fuel cell module to an (m+1)-th fuel cell module for warming up the (m+1)-th fuel cell module.

Abstract: A casing of a fuel cell system is divided into a module area, a first fluid supply area, a second fluid supply area, and an electric parts area. The first fluid supply area is provided on a first side surface of the module area, and an electric parts area is provided on a second side surface of the module area. The second fluid supply area is provided under a bottom surface of the module area. A fuel cell module and a combustor are provided in the module area.

Abstract: A fuel cell system includes n fuel cell modules and a control device for controlling the power generation amount of each of the fuel cell modules. An m-th fuel cell module of the fuel cell system includes an m-th exhaust gas discharge channel for discharging an exhaust gas from the m-th fuel cell module, and an m-th exhaust gas supply channel branched from the m-th exhaust gas discharge channel, for supplying the exhaust gas from the m-th fuel cell module to an (m+1)-th fuel cell module for warming up the (m+1)-th fuel cell module.

Abstract: A casing of a fuel cell system is divided into a module area, a fluid supply area, and an electric parts area. The fluid supply area is provided on a first side surface of the module area, and an electric parts area is provided on a second side surface of the module area. A fuel cell module and a combustor are provided in the module area.

Abstract: A casing of a fuel cell system is divided into a module area, a first fluid supply area, a second fluid supply area, and an electric parts area. The first fluid supply area is provided on a first side surface of the module area, and an electric parts area is provided on a second side surface of the module area. The second fluid supply area is provided under a bottom surface of the module area. A fuel cell module and a combustor are provided in the module area.

Abstract: Evaporator temperature control means (U) that, in order to make the temperature of steam generated by heating water using exhaust gas of an engine coincide with a target temperature, controls the amount of water supplied to the evaporator based on the flow rate of the exhaust gas, the temperature of the exhaust gas, the temperature of the water, and the temperature of the steam. Calculating an exhaust gas flow rate (Gmix) based on a fuel injection quantity, an air/fuel ratio, and a rotational speed of the engine improves the precision and the responsiveness of the calculation. Controlling the amount of water supplied to the evaporator based on this exhaust gas flow rate (Gmix) therefore improves the accuracy with which the steam temperature is controlled so as to make it coincide with the target temperature.

Abstract: Evaporator temperature control means (U) that, in order to make the temperature of steam generated by heating water using exhaust gas of an engine coincide with a target temperature, controls the amount of water supplied to the evaporator based on the flow rate of the exhaust gas, the temperature of the exhaust gas, the temperature of the water, and the temperature of the steam. Calculating an exhaust gas flow rate (Gmix) based on a fuel injection quantity, an air/fuel ratio, and a rotational speed of the engine improves the precision and the responsiveness of the calculation. Controlling the amount of water supplied to the evaporator based on this exhaust gas flow rate (Gmix) therefore improves the accuracy with which the steam temperature is controlled so as to make it coincide with the target temperature.

Abstract: In order to control an actual temperature of a vapor generated by en evaporator (3) for heating water by an exhaust gas from an engine (1) to a target vapor temperature by varying the amount of water supplied from a supplied-water amount control injector (7), a control unit (11) controls the amount of water supplied in a feedforward manner in accordance to an engine rotational speed and an intake negative pressure and controls the amount of water supplied in a feedback manner based on a difference between the actual vapor temperature and the target vapor temperature. It is possible to control the actual temperature of the vapor generated by the evaporator (3) to the target vapor temperature with a high accuracy even in a transient state of the engine (1) by correcting a feedforward control value using at least one of a fuel-cut control signal, an ignition-retarding control signal, an EGR control signal and an air fuel ratio control signal which are parameters indicating a burned state of the engine (1).

Abstract: In order to control an actual temperature of a vapor generated by en evaporator (3) for heating water by an exhaust gas from an engine (1) to a target vapor temperature by varying the amount of water supplied from a supplied-water amount control injector (7), a control unit (11) controls the amount of water supplied in a feedforward manner in accordance to an engine rotational speed and an intake negative pressure and controls the amount of water supplied in a feedback manner based on a difference between the actual vapor temperature and the target vapor temperature. It is possible to control the actual temperature of the vapor generated by the evaporator (3) to the target vapor temperature with a high accuracy even in a transient state of the engine (1) by correcting a feedforward control value using at least one of a fuel-cut control signal, an ignition-retarding control signal, an EGR control signal and an air fuel ratio control signal which are parameters indicating a burned state of the engine (1).

Abstract: There are provided a control system and method and an engine control unit for an internal combustion engine, which are capable of attaining a high combustion efficiency in both of a homogeneous and a stratified combustion modes, thereby improving drivability and fuel economy, as well as a control system for an internal combustion engine which is capable of ensuring stable combustion in both the modes. In one form of the invention, the control system includes an ECU for controlling ignition timing IG of an in-cylinder fuel injection type engine which is operated while switching the combustion mode between the homogeneous and stratified combustion modes. The ECU determines which of the homogeneous and stratified combustion modes should be selected.

Abstract: A control system for an automatic vehicle transmission, in which the running resistance acting on the vehicle and the driving force generated by the vehicle are calculated, and a slope of a road on which the vehicle travels is estimated based on at least the calculated running resistance and the driving force. The vehicle running state is then discriminated by comparing the estimated slope with a predetermined value. The maximum driving force to be generated by the vehicle at the current gear ratio is calculated to determine a driving force difference from the calculated driving force and the gear ratio of the transmission is determined such that the driving force difference is a predetermined value in response to the discriminated running state, thereby enhancing the drivability.

Abstract: There is provided a control system for an internal combustion engine which controls the operation of the engine such that the combustion mode of the engine is switched between a stratified combustion mode and a homogeneous combustion mode, and torque generated by the engines is controlled based on a desired torque. The control system has an ECU which calculates a required torque based on results of detection by a crack angle position sensor and an accelerator pedal sensor, and determines a combustion mode according to the required torque. Further, the ECU smoothes the required torque in dependence on the combustion mode, to thereby calculate a smoothed required torque. Then, ECU sets the desired torque based on the smoothed required torque.

Abstract: Control system for an internal combustion engine, for setting a desired torque in response to operating conditions of the engine and controlling torque based on the set desired torque. A crank angle position sensor detects an engine rotational speed. An accelerator position sensor detects an accelerator position. A required torque is calculated based on results of detection by the crank angle position sensor and the accelerator position sensor. Further, the calculated required torque is smoothed. Then, the present value of the required torque calculated at the present time and the smoothed required torque are compared with each other. When it is determined that the engine is being accelerated, an acceleration assist amount is calculated based on a difference value between the present value of the required torque and the smoothed required torque. Then, the acceleration assist amount is added to the smoothed required torque, whereby the desired torque is set.

Abstract: There are provided a control system and method and an engine control unit for an internal combustion engine, which are capable of attaining a high combustion efficiency in both of a homogenous and a stratified combustion modes, thereby improving drivability and fuel economy, as well as a control system for an internal combustion engine which is capable of ensuring stable combustion in both the modes. In one form of the invention, the control system includes an ECU for controlling ignition timing IG of an in-cylinder fuel injection type engine which is operated while switching the combustion mode between the homogeneous and stratified combustion modes. The ECU determines which of the homogeneous and stratified combustion modes should be selected.

Abstract: An air/fuel ratio control system for a direct injection spark ignition internal combustion engine which is operated at an ultra-lean burn combustion or at a pre-mixture charged combustion. In the system, a charging efficiency correction coefficient for adjusting a charging efficiency of intake air is determined based at least on the determined desired air/fuel ratio and the form of combustion, and the desired air/fuel ratio is corrected by the coefficient. Then, the output fuel injection amount is determined based at least on the basic fuel injection amount and the corrected desired air/fuel ratio (desired air/fuel ratio correction coefficient). The charging efficiency correction coefficient is determined to be a less value when the engine is operated at the ultra-lean burn combustion than that when the engine is operated at the pre-mixture charged combustion. The coefficient is made different whether or not the operation of EGR is progress.