Mazda Patente

[Problem] To improve a sense of an increase in acceleration while ensuring controllability of acceleration with respect to an accelerator operation in a vehicle control system that controls a drive source on the basis of target acceleration. [Solution] A vehicle control system 1 includes: a motor 2 that generates a driving force of a vehicle; an accelerator operation amount sensor 16 that detects an accelerator operation amount; a vehicle speed sensor 18 that detects a vehicle speed; and a controller 20 configured to determine target acceleration at least on the basis of the accelerator operation amount and the vehicle speed and to control the motor 2 to generate the driving force that corresponds to the target acceleration. The controller 20 is configured to determine target jerk on the basis of the target acceleration or actual acceleration of the vehicle at a time point, at which the accelerator operation amount becomes constant, and/or the current vehicle speed, and determine the target acceleration to achieve the target jerk when the accelerator operation amount is constant during acceleration of the vehicle.

To provide a rear structure of a vehicle body capable of suppressing torsional deformation that is associated with input of an upward load from a rear damper during travel, a rear structure of a vehicle body (1) includes a front brace (17) which is provided to have a lower end portion joined to an end portion of a rear cross member (16) in a vehicle width direction and extend upward along an inner surface of a wheelhouse inner (10), and at least an upper end portion of which is joined to the wheelhouse inner (10). In the rear structure of the vehicle body (1), the front brace (17) constitutes a load transmission path (L3) through which an upward load input to an attachment portion (P1) of a rear suspension is transmitted to a rear cross member (16).

[Problem] To increase the amount of energy absorption of a side sill reinforcement against side collision energy. [Means for Solution] A lower vehicle-body structure 1 of a vehicle 100 includes a floor panel 2, side sills 3, and reinforcements 30 disposed in the side sills 3, and extending in the front-rear direction. The reinforcement 30 includes an upper wall 31, a lower wall 32, an outer wall 33, and an inner wall 34. The reinforcement 30 further includes one or a plurality of vertical walls 35 extending in the front-rear direction between the outer wall 33 and the inner wall 34, and connecting the upper wall 31 and the lower wall 32 together, and an inner space S of the reinforcement 30 is partitioned in the vehicle width direction by the vertical walls 35 in such a way as to divided into a plurality of closed cross-section portions S1 to S3. At least one of the upper wall 31 or the lower wall 32 has a groove 36 in at least one of positions at which the vertical walls 35 are connected, the groove 36 extending in the front-rear direction over the entire length of the reinforcement 30.

[Problem] To enhance energy absorption in a side collision. [Means for Solution] A lower vehicle-body structure for a vehicle includes: a floor panel 4; side sills 10 coupled to both end portions of the floor panel 4 in a vehicle width direction, and extending in a vehicle body front-rear direction; reinforcements 15 disposed in the side sills 10, and extending in the vehicle body front-rear direction; and cross members 30 disposed on an upper surface of the floor panel 4, and extending in a vehicle width direction. Each cross member 30 is disposed at a position that overlaps with the reinforcement 15 as viewed in a side view of the vehicle, and an upper surface of a vehicle-width-direction outer end portion of the cross member 30 is formed to be inclined upward as the upper surface of the vehicle-width-direction outer end portion of the cross member 30 extends from a vehicle-width-direction inner side toward a vehicle-width-direction outer side.

[Problem] To provide a lower vehicle-body structure for a vehicle, the lower vehicle-body structure being capable of transmitting, to a side sill, a load input from the front side of a vehicle body in a SORB test or the like.[Means for Solution] A lower vehicle-body structure for a vehicle 1 includes: a floor panel 4; side sills 6 extending in a vehicle body front-rear direction at both ends of the floor panel 4 in a vehicle-body width direction; hinge pillars 7 connected to the side sills 6 and extending in an up-down direction at front ends of the side sills 6; and reinforcements 65 extending in the vehicle body front-rear direction in the side sills 6, and fastened to the hinge pillars 7 via fastening members 66.

[Problem] The purpose of the present invention is to provide a vehicle lower portion structure capable of improving the strength of a vehicle equipped with a battery to withstand collision loads during both a side collision and a front collision of the vehicle.[Means for Solution] A vehicle lower portion structure includes: a toeboard 18 that is disposed forward of a frontmost cross member 4A and is curved upward; a reinforcement member 20 for reinforcing the toeboard 18; and a battery 5 disposed under a plurality of cross members 4A to 4D. A rear end portion 20c of the reinforcement member 20 is affixed to the frontmost cross member 4A. The frontmost cross member 4A is affixed with a bolt 14 to an intermediate frame 13 extending in the vehicle front-rear direction of the battery 5.

[Problem] To provide a lower vehicle-body structure that allows a load applied to a side sill from a vehicle-width-direction outer side to be efficiently transmitted to a cross member. [Means for Solution] A lower vehicle-body structure includes a pair of side sills, at least one cross member that couples the pair of side sills together, and a reinforcement extending in a front-rear direction in each of the pair of side sills. The reinforcement includes a first part disposed at a position that overlaps with at least one cross member when a vehicle is viewed in a side view, and a second part disposed at a position that does not overlap with at least one cross member when the vehicle is viewed in a side view. A rigidity of the second part against a load from a vehicle-width-direction outer side is lower than a rigidity of the first part against a load from the vehicle-width-direction outer side.

[Problem] To provide a lower vehicle-body structure that allows a load applied to a vehicle body from the front side to be transmitted to a side sill. [Means for Solution] A lower vehicle-body structure includes a pair of side sills, a reinforcement disposed in a side sill of the pair of side sills, and extending in a front-rear direction, and a bracket configured to connect the side sill to the reinforcement. The side sill includes a side sill inner portion, and a side sill outer portion fixed to a vehicle-width-direction outer side of the side sill inner portion, and forming a closed cross-section in cooperation with the side sill inner portion. The bracket includes an upper wall extending in a vehicle width direction, and fixed to a lower surface of the reinforcement, an inner wall extending downward from an inner end of the upper wall in the vehicle width direction, and fixed to the side sill inner portion, and an outer wall extending downward from an outer end of the upper wall in the vehicle width direction, and fixed to the side sill inner portion and the side sill outer portion.

An EGR system for a rotary engine 2 includes: side housings 232, 233, 242 each having a side exhaust port 43; rotor housings 231, 241 each having a peripheral exhaust port 44 opened at timing later than the side exhaust port; a side exhaust passage 18 connected to the side exhaust port; a peripheral exhaust passage 19 connected to a peripheral exhaust port; an EGR passage 6 recirculating some of exhaust gas as EGR gas to an intake passage 11, the exhaust gas being discharged from the peripheral exhaust port; an EGR cooler 68 located in the middle of the EGR passage and cooling the EGR gas. The EGR passage has an in-housing EGR passage 61 formed inside the side housing, and the in-housing EGR passage is in contact with a cooling water passage 7 having the side housing.

A stator coil is configured with a plurality of segment coils. A plurality of joining portions which are formed by electrically joining end portions of the plurality of segment coils include a plurality of first joining portions included in a first layer L1 and a plurality of second joining portions included in a plurality of second layers L2. A first end portion as the end portion of the segment coil to serve as an end portion of the stator coil is included in the first layer L1. The conductive member extends in a radial direction and is electrically joined to the first end portion. When seen from an outer side in the radial direction, a joining portion of the first end portion and the conductive member is positioned, in a circumferential direction, between the second joining portions included in the second layer L2, which is positioned on the outer side in the radial direction relative to the first layer L1, among the plurality of second joining portions.

To enable efficient charging to be performed on a battery in low-temperature state a thermal management system S is described including a first circuit 100 that includes an electric heater 101 and performs temperature adjustment of a battery B, a second circuit 200 that performs temperature adjustment of a drive device E, and a control unit 600. The control unit 600 determines whether the temperature of the battery B is equal to or lower than a first temperature, executes first heating control that heats a heating medium in the first circuit using the electric heater 101 when it is determined that the temperature of the battery B is equal to or lower than the first temperature, and subsequently, when the temperature of the battery B becomes higher than the first temperature, connects the first circuit 100 and the second circuit 200 and executes second heating control that heats the heating medium using waste heat of the drive device E.

A thermal management system S includes oil coolers FC, RC of a drive device E, a refrigerant circuit 20, a chiller 30, a first circuit 100 that performs temperature adjustment of a battery B, a second circuit 200 that performs temperature adjustment of oil, a third circuit 300 including a radiator 301, and a fourth circuit 400 connected to the chiller 30. When the oil temperature is low, the first circuit 100 and the fourth circuit 400 are connected, and the second circuit 200 is disconnected. When the oil temperature is high, the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400 are connected. To prevent waste heat of a battery from being absorbed by a drive device when the temperature of the drive device is low and enable the waste heat of the battery to be effectively used for heating.

A thermal management system S includes a refrigerant circuit 20, a chiller 30, a first circuit 100 that performs temperature adjustment of a battery B, a second circuit 200 that performs temperature adjustment of a drive device E, a third circuit 300 including a radiator 301, and a fourth circuit 400 connected to the chiller 30. A control unit 600 causes battery cooling in which the first circuit 100 and the fourth circuit 400 are connected and drive device cooling in which the second circuit 200 and the third circuit 300 are connected to be executed. During the execution of the battery cooling and the drive device cooling, the control unit 600 executes heat absorption inhibition control that inhibits heat dissipated from the outdoor condenser 23 from being absorbed by the radiator 301.

An oil supply apparatus includes a variable capacity oil pump 81, a hydraulic pressure detection section 50a detecting a hydraulic pressure in an oil supply passage 5, an oil control valve 84 changing an oil discharge amount, a mechanical relief valve 81z partially discharging oil to outside of the oil supply passage when a discharge hydraulic pressure of the oil pump exceeds an upper limit pressure, a temperature detection section 50b detecting a temperature of an engine, and a control section 60. When the temperature is equal to or higher than a set temperature, the oil control valve is subject to feedback control such that the hydraulic pressure matches a target hydraulic pressure. When the temperature is lower than the set temperature, the feedback control is prohibited, and the oil control valve is controlled such that an oil discharge amount becomes a maximum amount.

[Problem] To efficiently transmit a frontal collision load, which is directed from a front frame to the rear of a vehicle, to a side sill and a tunnel side frame that are offset from the front frame in a vehicle front view during a frontal collision of the vehicle. [Solution] Side sills 4 arranged along both left and right sides of a floor panel 1 are each arranged at a position that overlaps a lower end portion of a respective outer hinge pillar 72 in an inward displaced shape, in which a lower portion is displaced inward in a vehicle width direction, in the vehicle width direction. A rear portion 32 of each of front frames 3 provided on both left and right sides in a front space PR of a dash panel 2 is formed as a rear enlargement portion gradually enlarged toward a rear end portion and is formed as a part of a cast body 100, a rear end portion of which is joined to the dash panel 2. The rear end portion of the cast body 100 is configured to overlap a front end portion of each of the side sills 4 and a front end portion 122 of a tunnel side frame 12 provided in a tunnel portion 10 of the floor panel 1 in a vehicle front view.

[Problem] To firmly support an apron frame provided on an outer side of a suspension housing by a hinge pillar via a bracing rein even when a front wheel is arranged on a front side as in an FR sports car, for example.[Solution] The invention includes: a hinge pillar extending in an up-down direction on a vehicle width outer side of a dash panel 2; a side sill 4 extending in a vehicle rear direction from vicinity of a lower end portion of a hinge pillar 7; an apron frame 8 extending forward from vicinity of an upper portion of the hinge pillar 7 and supporting a vehicle outer side of a front-wheel suspension housing 65; and bracing reins 91, 92 obliquely joining a front portion of the hinge pillar 7 and a lower portion of the apron frame 8 in a vehicle side view. In the hinge pillar 7, a hinge pillar closed cross section 7S extending in the up-down direction is displaced forward to a bottom near a height of the side sill 4, and lower end portions of the bracing reins 91, 92 are joined to a portion of the hinge pillar 7 in front of an upper end portion thereof.

An engine exhaust gas purification apparatus 100 includes a catalyst device 51 that contains palladium and rhodium as precious metal and purifies exhaust gas, a linear A/F sensor SW7 provided on an exhaust passage 50 downstream of the catalyst device 51, and a control device 60 that controls a fuel injection valve 18 so as to set the air-fuel ratio of the exhaust gas to a target air-fuel ratio on the basis of the air-fuel ratio detected by the sensor SW7, and the control device 60 determines whether the catalyst device 51 is active and determines whether the catalyst device 51 is deteriorated, and sets the target air-fuel ratio to a first air-fuel ratio on a leaner side when determining that the catalyst device 51 is not active and determining that the catalyst device 51 is deteriorated than when determining that the catalyst device 51 is not deteriorated.

A plurality of independent passages (51), a collecting passage (52), a catalyst device (6), and a swirling part (53) are provided to an exhaust passage, the plurality of independent passages (51) individually extending from exhaust port opening ends (12), exhaust gas that passes through the independent passages being collected in the collecting passage (52), the swirling part (53) connecting the collecting passage to the catalyst device (6) to cause the exhaust gas to swirl in the swirling part. The plurality of independent passages and the collecting passage have, as a whole, a shape that is bent in such a way as to bulge toward an exhaust side from the plurality of exhaust port opening ends and to extend downward, and the swirling part has a shape that causes the exhaust gas led out from the collecting passage to swirl about an axis extending along a cylinder arrangement direction.

An exhaust passage (2) is provided with an upstream-side passage (50) and a catalyst device (6), the upstream-side passage extending from exhaust port opening ends (12A), the catalyst device (6) being provided at a position lower than the exhaust port opening ends (12A). The upstream-side passage (50) is provided with a plurality of independent passages (51) arranged side by side in a cylinder arrangement direction, and individually connected to the exhaust port opening ends, the upstream-side passage bulges toward an exhaust side from the respective exhaust port opening ends and extends downward, and the catalyst device is disposed between a exhaust side surface of the engine body and the upstream-side passage in an attitude in which a center axis (X2) of the catalyst device (6) extends along the cylinder arrangement direction, the position overlapping with the respective independent passages when viewed along an up-down direction, and overlapping with the upstream-side passage when viewed along an engine width direction. The structure should cause an early temperature rise of the catalyst.

An exhaust passage includes first (not visible, behind 53 and 7) and second (8) purifying devices, and a plurality of independent passages (51). The first and second purifying device are arranged in this order in a flow direction of exhaust gas at a height lower than exhaust port opening ends. The plurality of independent passages (51) are fixed as to be in communication with the respective exhaust port opening ends. First (5) and second (7) connecting passages are provided in the exhaust passage. The first connecting passage (5) connects the respective exhaust port opening ends to an upstream end of the first purifying device. The second connecting passage (7) connects a downstream end of the first purifying device to an upstream end of the second purifying device (8). An EGR pipe (41) connects the second connecting passage (7) to an engine exhaust-side surface (1H) at a position higher than the first purifying device.

A battery module includes a plurality of cells and a fixing portion that fixes each of the plural cells. With support rigidity k of the fixing portion and mass m of the cell, k/m of two or more sets of the cell and the fixing portion is reference k/m. When a value of tan δ as a loss factor of the fixing portion is x, a minimum value k<min> of k is k<min> = 5.184 x 10<9>(1/x)<2>(1/m)<3>, a maximum value k<max> of k is k<max> = 482.2531x<2>m<5>, and k<min> < k<max>, k of the reference k/m falls within a range of k<min> ≤ k ≤ k<max>. By using the maximum k/m that is greater than the reference k/m and the minimum k/m that is less than the reference k/m, the dispersion D of (the reference k/m)/(the reference k/m), (the maximum k/m)/(the reference k/m), and (the minimum k/m)/(the reference k/m) satisfies 0.2 < D < 550.

A vehicle differential device capable of adjusting a differential limiting force with a simple configuration is provided. It includes: a differential case 40 rotated by receiving driving force of a rear drive motor 21; a pair of side gears 60 coaxial with a rotation axis O of the differential case; a pinion gear 52 meshing with both of the pair of side gears; and a differential limiting mechanism 70 that generates differential limiting force F for limiting differential motion of rear wheels 3 of a vehicle 1. The differential limiting mechanism has a plurality of friction plates 80 pressed by each side gear in an axial direction X.

A vehicle differential device capable of adjusting a differential limiting torque with a simple configuration is provided. It includes: a differential case 40 rotated by receiving driving force of a rear drive motor 21; a pair of side gears 60 coaxial with a rotation axis O of the differential case; a pinion gear 52 meshing with both of the pair of the side gears; and a differential limiting mechanism 70 that generates differential limiting torque T for limiting differential motion of rear wheels 3 of a vehicle 1. The differential limiting mechanism has a plurality of friction plates 80 pressed by each side gear in an axial direction.

To provide a vehicle lower body structure capable of suppressing upward displacement of a tunnel section due to a side collision load applied from a vehicle lateral side, a lower body structure of a vehicle (1) includes: a tunnel section (5) protruding upward in a central position of a front floor panel (4) in a vehicle width direction; a pair of left and right side sills (3) extending in a vehicle front-rear direction at both lateral ends of the front floor panel (4) in the vehicle width direction; a floor cross member (6) coupling the pair of left and right side sills (3) in the vehicle width direction across the tunnel section (5) and fixed to an upper surface of the front floor panel (4); and a battery unit (7) disposed below the front floor panel (4). Then, a portion of the floor cross member (6) across the tunnel section (5) is coupled to the tunnel section (5) and the battery unit (7) via a coupling member (80).

The electric vehicle includes a plurality of four or more battery modules 10 and a plurality of fixing portions 21 individually fixing the plurality of battery modules 10 to a vehicle body 1. The plurality of battery modules 10 is disposed in series in a predetermined direction. At least two sets of the battery module 10 and the fixing portion 21 has k/m as reference k/m. The reference k/m falls within a range of 1.42 × 10<5> to 1.85 × 10<7> [N/(m · kg)]. When, k/m that is greater than the reference k/m and is the greatest is maximum k/m, k/m that is less than the reference k/m and is the least is minimum k/m, and dispersion of (the reference k/m)/(the reference k/m), (the maximum k/m)/(the reference k/m), and (the minimum k/m)/(the reference k/m) is set as D, the dispersion D is set to satisfy 0.1 < D <8.

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