Abstract: A vehicle guidance system of the present disclosure includes a guide device that guides the vehicle in a direction away from an estimated driving line estimated to be driven by other vehicle different from the vehicle as the evacuation direction based on the first information about a driving course on which the vehicle drive, the second information about the estimated driving line, and the third information about a current position of the vehicle.

Abstract: A control system includes a plurality of request generation devices each of which outputs first and second requests based on a request generated by at least one application, an arbitrator that arbitrates the first and second requests and that outputs a single first request and a single second request, and a control apparatus that controls an actuator based on a final request obtained by arbitrating the first and second requests from the arbitrator and a request made by a driver. The arbitrator specifies the request generation device that has output a request corresponding to the final request based on the final request, the self-output first request, and the self-output second request. The request generation device specified by the arbitrator specifies the application that has generated the request corresponding to the final request based on the self-output first request, the self-output second request, and the request made by the driver.

Abstract: A vehicular breaking force control system that includes a control device including a processor that acquires a plurality of longitudinal accelerations from a driving assistance system, and calculates a driving/braking request when the vehicle is in a coasting state in which an acceleration operation or a deceleration operation are not performed during running of the vehicle. The processor further acquires a driving force lower limit set for a powertrain actuator having a set gear ratio, and distributes the driving/braking request to at least one of (i) a powertrain system including the powertrain actuator and (ii) a brake system including a brake actuator. The driving/braking request is distributed to the at least one of the powertrain system and the brake system based on the acquired driving force lower limit.

Abstract: A vehicle includes a power unit configured to output drive power, a brake device, and a controller configured to execute predetermined travel control to control the power unit and the brake device such that the vehicle runs according to an inter-vehicle distance from a preceding vehicle or a difference between a set vehicle speed and an actual vehicle speed. The controller is configured to, when an absolute value of a controlled braking force calculated while the predetermined travel control is being executed is greater than an absolute value of an accelerator-off braking force when an accelerator is off while the predetermined travel control is not being executed, control the brake device with the accelerator-off braking force set for a target braking force on condition that a predetermined condition is satisfied.

Abstract: A shift control apparatus for a vehicle automatic transmission to be provided in a vehicle that includes a hydraulic transmission device having a lockup clutch, an engine, an input shaft connected to the engine through the hydraulic transmission device, and drive wheels. The shift control apparatus includes a shift-down control portion configured, when a shift-down operation is executed to establish a first gear position by releasing a second engagement device, during running of the vehicle in a driven state with a second gear position being established with engagement of the second engagement device, to increase a torque of the engine so as to increase an input rotational speed as a rotational speed of the input shaft through the lockup clutch that is placed in an engaged state, and to release the lockup clutch before the input rotational speed reaches a synchronous speed of the first gear position.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

Abstract: A vehicular breaking force control system that includes a control device including a processor that acquires a plurality of longitudinal accelerations from a driving assistance system, and calculates a driving/braking request when the vehicle is in a coasting state in which an acceleration operation or a deceleration operation are not performed during running of the vehicle. The processor further acquires a driving force lower limit set for a powertrain actuator having a set gear ratio, and distributes the driving/braking request to at least one of (i) a powertrain system including the powertrain actuator and (ii) a brake system including a brake actuator. The driving/braking request is distributed to the at least one of the powertrain system and the brake system based on the acquired driving force lower limit.

Abstract: A shift control apparatus for a vehicle automatic transmission to be provided in a vehicle that includes a hydraulic transmission device having a lockup clutch, an engine, an input shaft connected to the engine through the hydraulic transmission device, and drive wheels. The shift control apparatus includes a shift-down control portion configured, when a shift-down operation is executed to establish a first gear position by releasing a second engagement device, during running of the vehicle in a driven state with a second gear position being established with engagement of the second engagement device, to increase a torque of the engine so as to increase an input rotational speed as a rotational speed of the input shaft through the lockup clutch that is placed in an engaged state, and to release the lockup clutch before the input rotational speed reaches a synchronous speed of the first gear position.

Abstract: A vehicular breaking force control system includes: a plurality of actuators capable of generating a braking force for a vehicle; a coasting state detection unit configured to detect that a coasting state has been established; a target braking force calculation unit configured to calculate a target braking force on the basis of a state of the vehicle when the coasting state detection unit detects that the coasting state has been established; and a braking force distribution control unit configured to determine a distribution braking force that is a braking force to be caused to be generated by each actuator, such that the distribution braking force is equal to or less than a braking force generable by the actuator and a sum of the distribution braking forces is equal to the target braking force, and to perform control of causing each actuator to generate the distribution braking force.

Abstract: When a rotation speed difference between rotary members of a mode switching clutch is equal to or less than a predetermined value during travel in a belt travel mode, there is a likelihood that the mode switching clutch would be secured to a lock mode in which power operating in two directions is transmitted. At this time, since switching to a gear travel mode is prohibited, it is possible to curb occurrence of a shock when power is simultaneously transmitted via a first power transmission path and a second power transmission path in a transition period of switching to the gear travel mode.

Abstract: A control device for a power transmission mechanism, includes: a continuously variable transmission including a primary pulley, a secondary pulley, an oil pump; and a hydraulic control device to control a primary thrust for moving a primary movable sheave of the primary pulley and a secondary thrust for moving a secondary movable sheave of the secondary pulley, so that in a case where a secondary target pressure for generating the secondary thrust is smaller than an oil pump discharge capacity when a maximum gear ratio is requested, a primary target pressure for generating the primary thrust is made smaller than that in a case where the secondary target pressure is larger than an oil pump discharge capacity.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) a first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, is configured to transmit a drive force during a driving state of the vehicle and to cut off transmission of the drive force during a driven state of the vehicle. In a case in which the second drive-force transmitting path is to be established in place of the first drive-force transmitting path, the second engagement device is engaged when the first engagement device is engaged, and the first engagement device is released after an inertia phase is started.

Abstract: A power transmission device for a vehicle includes a first power transmission path that is provided between an engine and a driving wheel, a second power transmission path that is provided in parallel with the first power transmission path, and an electronic control unit. The electronic control unit changes over a secondary clutch to a one-way mode while releasing a first clutch, when a request is made to change over a power transmission path between the engine and the driving wheel from the first power transmission path to the second power transmission path at a time of a predetermined state. The electronic control unit is configured to engage a second clutch when the secondary clutch is changed over to the one-way mode.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) a first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, is configured to transmit a drive force during a driving state of the vehicle and to cut off transmission of the drive force during a driven state of the vehicle. In a case in which the second drive-force transmitting path is to be established in place of the first drive-force transmitting path, the second engagement device is engaged when the first engagement device is engaged, and the first engagement device is released after an inertia phase is started.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, transmits a drive force during a driving state of the vehicle and cuts off transmission of the drive force during a driven state of the vehicle. When the first engagement device is to be placed into its engaged state during a neutral state of the drive-force transmitting apparatus, the first engagement device is engaged after the second engagement device is engaged, and the second engagement device is released upon completion of the engagement of the first engagement device.

Abstract: A power transmission device for a vehicle includes a first power transmission path that is provided between an engine and a driving wheel, a second power transmission path that is provided in parallel with the first power transmission path, and an electronic control unit. The electronic control unit changes over a secondary clutch to a one-way mode while releasing a first clutch, when a request is made to change over a power transmission path between the engine and the driving wheel from the first power transmission path to the second power transmission path at a time of a predetermined state. The electronic control unit is configured to engage a second clutch when the secondary clutch is changed over to the one-way mode.

Abstract: A control apparatus of a power transmission system for a vehicle includes an electronic control unit. When an input rotational speed of an input-side rotary member is lower than an output rotational speed of an output-side rotary member in a two-way clutch, and a shift request to form a shift stage in which the two-way clutch is switched to a lock mode is generated, the electronic control unit switches the two-way clutch to the lock mode, after the input rotational speed of the input-side rotary member is made substantially equal to the output rotational speed of the output-side rotary member.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The two-way clutch transmits a drive force during a driving state of the vehicle, and cuts off transmission of the drive force during a driven state of the vehicle when the two-way clutch is in its one-way mode. The two-way clutch transmits the drive force during the driving state and during the driven state when the two-way clutch is in its lock mode. An engine torque is increased in a case in which a request for switching the two-way clutch to the one-way mode is made during the driven state in forward running of the vehicle with the two-way clutch being in the lock mode.

Abstract: A vehicular breaking force control system includes: a plurality of actuators capable of generating a braking force for a vehicle; a coasting state detection unit configured to detect that a coasting state has been established; a target braking force calculation unit configured to calculate a target braking force on the basis of a state of the vehicle when the coasting state detection unit detects that the coasting state has been established; and a braking force distribution control unit configured to determine a distribution braking force that is a braking force to be caused to be generated by each actuator, such that the distribution braking force is equal to or less than a braking force generable by the actuator and a sum of the distribution braking forces is equal to the target braking force, and to perform control of causing each actuator to generate the distribution braking force.