Abstract: In a specific control state, confirmation is made whether or not the present torque limiter value exceeds a maximal value of an allowed torque value in the specific control state, and in the event that the present torque limiter value exceeds the maximal value of the allowed torque value in the specific control state, the torque limiter value is slowly lowered by subtracting a constant A1 from the present torque limiter value, while in the event of transition from the specific control state to an ordinary control state, the torque limiter value is slowly raised to the maximal torque limiter value in the ordinary control state by adding a constant A2 to the present torque limiter value. Thus, excessive change of torque at transition of a control state can be suppressed, and adverse effects on driving stability and driving performance under the specific control state can be minimized.

Abstract: A temporary indicated torque is obtained by taking a conventional dead zone area for a first slip control area, and the value proportional to the slip quantity for a maximum value, this temporary indicated torque is corrected by a correction value according to the tight cornering brake quantity to be the indicated torque of the transfer clutch, and occurrence of any tight cornering brake phenomenon is prevented thereby. In a slip control area after passing a dead zone area (a second slip control area), the slip control is smoothly transferred from the first slip control area to the second slip control area by performing the slip control with a value of the indicated torque according to the slip quantity added to the indicated torque in the first slip control area as the indicated torque, abrupt torque change is prevented, and the vehicle behavior is stabilized thereby.

Abstract: Motor output is suppressed without giving an uncomfortable feeling to a driver. When a target drive torque for driving a wheel is set, a high charge time torque which can be outputted in a high state of charge of a battery and a low charge time torque which can be outputted in a low state of charge of the battery are set based on an accelerator operation amount and a vehicle speed. Subsequently, a difference between the high charge time torque and the low charge time torque is multiplied by a charge correction coefficient corresponding to a state of charge, this calculated value is added to the low charge time torque Tl, and the target drive torque is calculated. Accordingly, the target drive torque can be lowered according to the state of charge, and overdischarge of the battery can be prevented. Further, even in the case where the target drive torque is lowered, the target drive torque can be changed according to the accelerator operation, and an excellent feeling can be given to the driver.

Abstract: In a specific control state, confirmation is made whether or not the present torque limiter value exceeds a maximal value of an allowed torque value in the specific control state, and in the event that the present torque limiter value exceeds the maximal value of the allowed torque value in the specific control state, the torque limiter value is slowly lowered by subtracting a constant A1 from the present torque limiter value, while in the event of transition from the specific control state to an ordinary control state, the torque limiter value is slowly raised to the maximal torque limiter value in the ordinary control state by adding a constant A2 to the present torque limiter value. Thus, excessive change of torque at transition of a control state can be suppressed, and adverse effects on driving stability and driving performance under the specific control state can be minimized.

Abstract: A temporary indicated torque is obtained by taking a conventional dead zone area for a first slip control area, and the value proportional to the slip quantity for a maximum value, this temporary indicated torque is corrected by a correction value according to the tight cornering brake quantity to be the indicated torque of the transfer clutch, and occurrence of any tight cornering brake phenomenon is prevented thereby. In a slip control area after passing a dead zone area (a second slip control area), the slip control is smoothly transferred from the first slip control area to the second slip control area by performing the slip control with a value of the indicated torque according to the slip quantity added to the indicated torque in the first slip control area as the indicated torque, abrupt torque change is prevented, and the vehicle behavior is stabilized thereby.

Abstract: A rotational difference between the speed corresponding to a cylinder at a combustion stroke and the speed corresponding to the cylinder at a previous combustion is calculated. Then, a corrected value is derived from averaging all the rotational differences up to the present combustion stroke. A corrected rotational difference is calculated by subtracting the corrected value from the rotational difference. The misfire judgment level is calculated and set with an interpolated calculation by referring to the map that has the parameters of engine speed and fuel injection pulse width. The level is then compared with the corrected rotational difference. If the corrected rotational difference is larger than the misfire judgement level, and if the corrected rotational difference at the previous combustion stroke is smaller than the level that has a minus value, it can be accurately judged that the cylinder at the previous combustion stroke is in a condition of misfire.

Abstract: The present invention relates to a method of accurately detecting misfiring in an engine that is not affected by fluctuations in engine speed caused by factors other than misfiring, and that is also accurate during continuous misfiring. The method identifies the start of misfiring in a cylinder n-1 if a compensated differential rotation DELNA falls in the negative direction to less than or equal to a misfire identification level LVLMIS in a transition from a cylinder n-2 to cylinder n-1, and this condition continues in the subsequent transition from cylinder n-1 to cylinder n. After misfiring has been identified, this method detects that misfiring continues by comparing a compensated differential rotation DELNAn-1 for cylinder n-1 with the sum of the misfire identification level LVLMIS and a minimum value DNEAMS. It identifies that the misfiring has ended when DELNAn-1.gtoreq.DNEAMS+LVLMIS and the fall of the compensated differential rotation DELNAn-1 for cylinder n-1 has recovered to a prescribed level.

Abstract: A torque distribution deciding control unit, a planetary gear device as a central differential and an oil hydraulic clutch having opposite disks are provided on a motor vehicle. The clutch is disposed between output members of the planetary gear device, whereby torque is transmitted to front and rear wheels at a distribution ratio decided by clutch torque of the clutch. The control unit operates the clutch so as to distribute the torque at a ratio in accordance with slipping of the front or rear wheels with respect to each other so as to reduce the torque for the slipping wheels.

Abstract: A torque distribution deciding control unit, a planetary gear device as a central differential and an oil hydraulic clutch having opposite disks are provided on a motor vehicle. The clutch is disposed between output members of the planetary gear device, whereby torque is transmitted to front and rear wheels at a distribution ratio decided by clutch torque of the clutch. The control unit operates the clutch so as to distribute the torque at a ratio in accordance with slipping of the front or rear wheels so as to reduce the torque for the slipping wheels.

Abstract: A torque distribution deciding control unit, a planetary gear device as a central differential and an oil hydraulic clutch having opposite disks are provided on a motor vehicle. The clutch is disposed between output members of the planetary gear device, whereby torque is transmitted to front and rear wheels at a distribution ratio decided by clutch torque of the clutch. The control unit operates the clutch so as to distribute the torque at a ratio in accordance with a steering angle of a steering wheel of the vehicle, and velocity and acceleration of the vehicle.

Abstract: A system for detecting a slip for four wheels of a four-wheel drive motor vehicle has a speed difference detector for detecting the difference between the front-wheel speed and the rear-wheel speed and for producing a speed difference signal when the difference is larger than a predetermined value. A wheel acceleration calculator is provided for calculating wheel acceleration, and a vehicle body acceleration detector is provided for detecting vehicle body acceleration. When the difference of the wheel acceleration from the vehicle body acceleration is larger than a predetermined value, and when the speed difference signal is not generated, which means that there is no difference between the front and rear wheel speed, a four-wheel slip signal is generated.