Chemical heat-pump is able to upgrade exhaust heat to useful heat at energy conservation system. Especially, hydration chemical heat-pump is able to operate on higher temperature than another heat pump. In this study, CaBr₂ and H₂O were selected as combination of absorbent and working medium and operating conditions were shown in the combination. Also, output characteristic experimentally were evaluated on some operating conditions and continuous cycle operation. As results of experiments, heat storage temperature needs 160 degrees C at condenser temperature 20 degrees C and heat release temperature gets 220 degrees C at evaporator temperature 80 degrees C. Therefore, 60degrees C rise in temperature and higher heat release temperature than 200 degrees C were shown in the chemical heat pump of the combination. And, 1000th maximum output and absorbent ratio was reduced by 32.1% and 9.2% compared to 10th that. After continuous operation, the packing state of absorbent was changed and absorbents were away from heat-transfer surface.

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Motors are used in all devices and equipment that move by electricity. Most of the electrical energy that is produced when a motor starts and stops (regenerative energy) goes to waste as heat. Energy is stored when stopping stored electricity is used when accelerating. To save electricity of a motor, rapid charge and discharge energy storage device in a second is necessary. We developed the rapid type electric double layer capacitor (EDLC) of 0.1ΩF class. The time constant (ΩF) of the rapid type EDLC was far lower than conventional one because it has thin carbon layers (ca.10μm) on the electrodes, and because it has low resistance especially between the current collector (aluminum foil) and the electrode. An elliptical spiral type capacitor (60 cm² class) was developed as a scale-up cell from a small card size cell (9 cm² class). Temperature distribution in plane of an elliptical spiral-type (with electric current terminals on both sides) was significantly improved compared with a conventional stacking structure type (with electric current terminals on one side) of the rapid type card (60 cm² class) cells.

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The influence of introduction of a plug-in buttery-electric bus (PBEB) with rapid charge system and a series-type plug-in hybrid electric bus (S-PHEB) without rapid charge system to an actual city-route on economic and ecological viewpoints was studied by simulation approach, comparing with for a conventional diesel bus. The specification of the city-route was as follows; one way, 4.5 km in 12 min.; required energy for a round trip, 6.7 kWh. The city area and heavy traffic part of JE05 mode was used as a bus-driving mode. As a result, it was found that the driving cost and CO₂ emission of PBEB and S-PHEB were lower than those of the diesel bus. It was also found that 8 kWh was enough as a capacity of the battery on the PBEB. Then, the simulation was carried out with parameters of electricity mileage, diesel price rate and electricity price rate. Possible reduction in running cost was simulated to be 970,000 yen per year when diesel price rate was 100 yen and electricity price rate was 0 yen. It was indicated that when the electricity mileage increases, the running cost reduction and amount of CO₂ emission reduction increase.

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Plug-in hybrid electric vehicles (PHEVs) and electric vehicles (EVs) are expected to be widely implemented as private passenger vehicles, and they will be effective and practical to reduce CO₂ emission. However, a ratio between electric and gasoline drive of PHEV affects the fuel cost and CO₂ emission. In this study, we estimated the market penetration speed of PHEV/EV for next 40 years using probability distribution of daily mileage obtained from a questionnaire survey, and our new car selection model which considers the variation of car renewing period and fuel cost. The initial costs of PHEV/EVs are much affected by Li-ion battery cost which is assumed to follow a learning curve.
The simulation results show that gasoline hybrid vehicles (HV) have great share, and the wide spread of PHEV/EVs needs some subsidy policy. So we propose a carbon tax for gasoline which is used for the subsidy to PHEV/EVs. This subsidy is very effective to accelerate PHEV/EVs introduction and the reduction of CO₂ emission. The result shows this subsidy policy can reduce CO₂ emission from passenger vehicles to a half or one third by 2050, and can reduce long-term total cost of vehicle owners.

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