Abstract: A first period during which drain is not substantially generated on a surface of a water tube (4) of a heat exchanger (B1), and a second period as a transition during which an amount of drain on the surface of the water tube (4) is increased are provided. There are a plurality of kinds of fan-controlling data in which operation control contents of the fan (13) in the first and second periods in correspondence with change of conditions of entering water temperature or combustion level of the burner (1). The fan-controlling data are stored in a data table (90) of a controller (9). The controller (9) controls the fan (13) in accordance with the data, and an initial air-fuel ratio of combustion driving of the burner (1) is stabilized.

Abstract: A driving device for a hybrid vehicle including: an engine; an electric motor; a power combination/distribution mechanism which is disposed between both the engine and the electric motor and one pair of front wheels and rear wheels so as to combine and distribute power generated from the engine and the electric motor; and a transmission mechanism which is disposed between the engine and the other pair of the front wheels and the rear wheels, wherein the power combination/distribution mechanism is a planetary gear mechanism having a sun gear, a carrier, and a ring gear; an output shaft of the electric motor is connected to the carrier; and wherein rotational driving ranges in the electric motor are set to each of a normal rotation direction and a reverse rotation direction.

Abstract: A power unit which makes it possible to reduce power transmitted from a prime mover to a driven part via an electrical path, to thereby increase the efficiency of driving the driven part. A first rotating machine of the power unit inputs and outputs energy between a stator and first and second rotors thereof, via magnetic circuits formed by generation of a rotating magnetic field, and the rotating magnetic field, and the rotors rotate while maintaining a linear relation in which respective differences in rotational speed between the rotating magnetic field and the second rotor, and between the second and first rotors are equal. The rotors are mechanically connected to a prime mover and a transmission, respectively. A second rotating machine of the power unit is mechanically connected to a drive part without via the transmission, and electrically connected to the stator.

Abstract: A control device for a hybrid vehicle prevents a decrease in the total amount of regenerated energy in the entire vehicle while ensuring the stability of the vehicle when the vehicle decelerates. When the vehicle decelerates and regenerated energy is recovered by the regeneration operation of front motor and rear motor, the ECU sets the amount of regeneration, which is transferred from front wheels to rear wheels, depending on the steered angle of the front wheels and on the deceleration state of the vehicle. In addition, the ECU subtracts the amount of regeneration to be transferred from regeneration torque command value for rear wheels demanding from the rear motor, and adds the same amount of regeneration to regeneration torque command value for front wheels demanding from the front motor.

Abstract: A heat exchanger A1 includes a partition 19 partitioning the space 35 surrounded by a coiled tube 60 at an axially intermediate portion of a housing 2 into a first and a second regions 35a and 35b and partitioning the coiled tube 60 into a first and a second heat exchanging portions HT1 and HT2. The combustion gas supplied to the first region 35a flows to a combustion gas path 36 by passing through a clearance 61 of the first heat exchanging portion HT1 and then passes through a clearance 61 of the second heat exchanging portion HT2. With this structure, the amount of heat recovery is increased, and the heat exchange efficiency is enhanced while simplifying the overall structure of the heat exchanger A1 and reducing the size of the heat exchanger.

Abstract: A power unit which makes it possible to reduce power transmitted from a prime mover to a driven part via an electrical path, to thereby increase the efficiency of driving the driven part. A first rotating machine of the power unit inputs and outputs energy between a stator and first and second rotors thereof, via magnetic circuits formed by generation of a rotating magnetic field, and the rotating magnetic field, and the rotors rotate while maintaining a linear relation in which respective differences in rotational speed between the rotating magnetic field and the second rotor, and between the second and first rotors are equal. The rotors are mechanically connected to a prime mover and a transmission, respectively. A second rotating machine of the power unit is mechanically connected to a drive part without via the transmission, and electrically connected to the stator.

Abstract: A driving device for a hybrid vehicle including: an engine; an electric motor; a power combination/distribution mechanism which is disposed between both the engine and the electric motor and one pair of front wheels and rear wheels so as to combine and distribute power generated from the engine and the electric motor; and a transmission mechanism which is disposed between the engine and the other pair of the front wheels and the rear wheels, wherein the power combination/distribution mechanism is a planetary gear mechanism having a sun gear, a carrier, and a ring gear; an output shaft of the electric motor is connected to the carrier; and wherein rotational driving ranges in the electric motor are set to each of a normal rotation direction and a reverse rotation direction.

Abstract: A heat exchanger A1 includes a coiled tube 60 including a plurality of loops 60a, and a space 35 surrounded by the coiled tube 60 and having an end closed by a partition 19. The heat exchanger is so designed that combustion gas flows from the space 35 to a combustion gas path 36 by passing through clearances 61 of the loops 60a of the coiled tube 60. The loops 60a are made of a tube having a thickness t1 and a width L1 which is larger than the thickness, so that the amount of heat recovery when the combustion gas passes through the clearances 61 is large. Therefore, the heat exchange efficiency is enhanced while simplifying the overall structure of the heat exchanger A1 and reducing the size of the heat exchanger.

Abstract: A heat exchanger A1 includes a coiled tube 60 including a plurality of loops 60a, and a space 35 surrounded by the coiled tube 60 and having an end closed by a partition 19. The heat exchanger is so designed that combustion gas flows from the space 35 to a combustion gas path 36 by passing through clearances 61 of the loops 60a of the coiled tube 60. The loops 60a are made of a tube having a thickness t1 and a width L1 which is larger than the thickness, so that the amount of heat recovery when the combustion gas passes through the clearances 61 is large. Therefore, the heat exchange efficiency is enhanced while simplifying the overall structure of the heat exchanger A1 and reducing the size of the heat exchanger.

Abstract: A heat exchanger A1 includes a partition 19 partitioning the space 35 surrounded by a coiled tube 60 at an axially intermediate portion of a housing 2 into a first and a second regions 35a and 35b and partitioning the coiled tube 60 into a first and a second heat exchanging portions HT1 and HT2. The combustion gas supplied to the first region 35a flows to a combustion gas path 36 by passing through a clearance 61 of the first heat exchanging portion HT1 and then passes through a clearance 61 of the second heat exchanging portion HT2. With this structure, the amount of heat recovery is increased, and the heat exchange efficiency is enhanced while simplifying the overall structure of the heat exchanger A1 and reducing the size of the heat exchanger.

Abstract: A first period during which drain is not substantially generated on a surface of a water tube (4) of a heat exchanger (B1), and a second period as a transition during which an amount of drain on the surface of the water tube (4) is increased are provided. There are a plurality of kinds of fan-controlling data in which operation control contents of the fan (13) in the first and second periods in correspondence with change of conditions of entering water temperature or combustion level of the burner (1). The fan-controlling data are stored in a data table (90) of a controller (9). The controller (9) controls the fan (13) in accordance with the data, and an initial air-fuel ratio of combustion driving of the burner (1) is stabilized.

Abstract: A combustion apparatus 2 has a fuel spraying nozzle 12, a feed canal 16 and a return canal 17, both the canals connected to the nozzle, with the former canal 16 feeding a fuel to the nozzle and with the later canal 17 allowing an unsprayed portion of the fuel to flow back. An electro-magnetic pump 18 disposed in the feed canal 16 serves to compress the fuel towards the nozzle 12, and an injector valve 25 is disposed in the return canal 17. A low rate at which the fuel is sprayed out from the nozzle is controlled by a controlling means 40 by regulating the mode of opening and closing the valve body 33 of injector valve 25.

Abstract: A vehicle control apparatus generates an appropriate driving force according to the will of a driver when an internal combustion engine is restarted from a condition in which the idling of the engine is being stopped. In a condition in which the idling of an internal combustion engine 11 is being stopped, in the event that the depressing amount of a brake pedal by the driver is relatively large, an ECU (20) selects a relatively low-speed side gear of a transmission (15) so as to connect an input shaft (15A) and an output shaft (15B) together, and in contrast, in the event that the depressing amount of the brake pedal by the driver is relatively small, the ECU (20) selects a relatively high-speed side gear of the transmission (15) so as to connect the input shaft (15A) and the output shaft (15B) together.

Abstract: A combustion apparatus 2 has a fuel spraying nozzle 12, a feed canal 16 and a return canal 17, both the canals connected to the nozzle, with the former canal 16 feeding a fuel to the nozzle and with the latter canal 17 allowing an unsprayed portion of the fuel to flow back. An electromagnetic pump 18 disposed in the feed canal 16 serves to compress the fuel towards the nozzle 12, and an injector valve 25 is disposed in the return canal 17. A controller 40 regulates the operation of the injector valve 25 in the manner of duty-ratio control so as to adjust the flow rate of the fuel being sprayed out of the nozzle 12.

Abstract: A combustion apparatus 2 has a fuel spraying nozzle 12, a feed canal 16 and a return canal 17, both the canals connected to the nozzle, with the former canal 16 feeding a fuel to the nozzle and with the later canal 17 allowing an unsprayed portion of the fuel to flow back. An electromagnetic pump 18 disposed in the feed canal 16 serves to compress the fuel towards the nozzle 12, and an injector valve 25 is disposed in the return canal 17. A low rate at which the fuel is sprayed out from the nozzle is controlled by a controlling means 40 by regulating the mode of opening and closing the valve body 33 of injector valve 25.

Abstract: A combustion apparatus 2 has a fuel spraying nozzle 12, a feed canal 16 and a return canal 17, both the canals connected to the nozzle, with the former canal 16 feeding a fuel to the nozzle and with the latter canal 17 allowing an un-sprayed portion of the fuel to flow back. An electro-magnetic pump 18 disposed in the feed canal 16 serves to compress the fuel towards the nozzle 12, and an injector valve 25 is disposed in the return canal 17. The injector valve 25 is accommodated in a casing 50 consisting essentially of an inlet joint 46 and an outlet joint 17.

Abstract: The four-wheel drive system for vehicles has a center differential mechanism that divides the rotational driving force from the engine E between the front and rear wheels, and a front wheel side axle differential mechanism that divides this divided rotational driving force between the left and right front wheels. The center differential mechanism is constructed from a single pinion type first planetary gear device which has a first carrier 13 that receives the rotational driving force from the engine E, a first sun gear 11, and a first ring gear 14 that is connected to the rear wheel side, and the axle differential mechanism is constructed from a double pinion type second planetary gear device which has a second ring gear 24 that is connected to the first sun gear 11, a second sun gear 21 that is connected to the right front wheel, and a second carrier 23 that is connected to the left front wheel. The first and second planetary gear devices are disposed adjacent to each other in a coaxial configuration.

Abstract: A combustion apparatus 2 has a fuel spraying nozzle 12, a feed canal 16 and a return canal 17, both the canals connected to the nozzle, with the former canal 16 feeding a fuel to the nozzle and with the latter canal 17 allowing an unsprayed portion of the fuel to flow back. An electromagnetic pump 18 disposed in the feed canal 16 serves to compress the fuel towards the nozzle 12, and an injector valve 25 is disposed in the return canal 17. A controller 40 regulates the operation of the injector valve 25 in the manner of duty-ratio control so as to adjust the flow rate of the fuel being sprayed out of the nozzle 12.

Abstract: A vehicle control apparatus generates an appropriate driving force according to the will of a driver when an internal combustion engine is restarted from a condition in which the idling of the engine is being stopped. In a condition in which the idling of an internal combustion engine 11 is being stopped, in the event that the depressing amount of a brake pedal by the driver is relatively large, an ECU (20) selects a relatively low-speed side gear of a transmission (15) so as to connect an input shaft (15A) and an output shaft (15B) together, and in contrast, in the event that the depressing amount of the brake pedal by the driver is relatively small, the ECU (20) selects a relatively high-speed side gear of the transmission (15) so as to connect the input shaft (15A) and the output shaft (15B) together.

Abstract: A control device for a hybrid vehicle prevents a decrease in the total amount of regenerated energy in the entire vehicle while ensuring the stability of the vehicle when the vehicle decelerates. When the vehicle decelerates and regenerated energy is recovered by the regeneration operation of front motor and rear motor, the ECU sets the amount of regeneration, which is transferred from front wheels to rear wheels, depending on the steered angle of the front wheels and on the deceleration state of the vehicle. In addition, the ECU subtracts the amount of regeneration to be transferred from regeneration torque command value for rear wheels demanding from the rear motor, and adds the same amount of regeneration to regeneration torque command value for front wheels demanding from the front motor.