Abstract: Provided is a vibration-driven energy harvesting device that can enhance the power generation efficiency of the vibration-driven energy harvesting device even in a case where vibration is changed. The vibration-driven energy harvesting device includes a vibration-driven energy harvesting element that generates power in accordance with vibration of an electrode; an output unit that supplies the power generated by the vibration-driven energy harvesting element to a load resistor once being connected to the load resistor; and an adjustment unit that adjusts an input impedance of the output unit in accordance with a signal corresponding to an acceleration in the vibration.

Abstract: A driving support method and a driving support device set a timing to start an own vehicle based on an elapsed time from a stop of the own vehicle to a start of a preceding vehicle existing in front of the own vehicle, wherein the timing in case that the elapsed time is long is later than the timing in case that the elapsed time is short, and start the own vehicle at the set timing by following the preceding vehicle.

Abstract: When accelerating a vehicle toward a set speed after the vehicle travels on a curved road at a vehicle speed equal to or lower than a speed limit based on the curved road, a driving support method and a driving support device accelerate the vehicle by a first acceleration in a case of acquiring a curve information related to the curved road, and accelerate the vehicle by a second acceleration smaller than the first acceleration in a case of not acquiring the curve information.

Abstract: The controller performs shift control of the transmission such that an actual pressure of a primary pressure becomes an indicating pressure. The controller includes a phase advance compensator which performs advance compensation of the indicating pressure, and a setting unit which sets an indicating pressure on which the advance compensation is performed by the phase advance compensator as the indicating pressure, in accordance with at least one of a rotation speed of a primary pulley, an input torque to a secondary pulley, a speed ratio, or a changing rate.

Abstract: The controller performs shift control of the transmission such that an actual pressure of a primary pressure becomes an indicating pressure. The controller includes a phase advance compensator which performs advance compensation of the indicating pressure, and a setting unit which sets an indicating pressure on which the advance compensation is performed by the phase advance compensator as the indicating pressure, in accordance with at least one of a rotation speed of a primary pulley, an input torque to a secondary pulley, a speed ratio, or a changing rate.

Abstract: A hybrid vehicle clutch control device includes an engine, a motor generator, a first clutch, a second clutch and at least one controller. The first clutch interrupts a torque transmission between the engine and the motor generator. The second clutch interrupts the torque transmission between the motor generator and driving wheels. The controller starts the engine using torque from the motor generator, when switching from an electric vehicle mode to a hybrid mode. When starting the engine accompanying an accelerator depression, the allocation of the transmission torque capacity of the second clutch is increased when the accelerator position opening amount is equal to or less than a predetermined accelerator position opening amount, as compared to when exceeding the predetermined accelerator position opening amount.

Abstract: A hybrid vehicle clutch control device includes an engine, a motor generator, a first clutch, a second clutch and at least one controller. The first clutch interrupts a torque transmission between the engine and the motor generator. The second clutch interrupts the torque transmission between the motor generator and driving wheels. The controller starts the engine using torque from the motor generator, when switching from an electric vehicle mode to a hybrid mode. When starting the engine accompanying an accelerator depression, the allocation of the transmission torque capacity of the second clutch is increased when the accelerator position opening amount is equal to or less than a predetermined accelerator position opening amount, as compared to when exceeding the predetermined accelerator position opening amount.

Abstract: Provided is a control device for a hybrid vehicle, capable of suppressing a drive torque variation during engine start control. The hybrid vehicle has an engine (Eng) and a motor/generator (MG). The control device has: an engine start control part that performs engine start control to start the engine (Eng) from an EV mode by increasing a motor rotation speed of the motor/generator (MG), while allowing slippage of a second clutch (CL2), and bringing a first clutch (CL1) into slip engagement; and a drive torque upper limit setting part (600) that sets a drive torque upper limit value (Tdrlim) in the EV mode based on an added motor rotation speed (Nad), which is given by adding an additional rotation speed (N+) to the motor rotation speed (Nmot), as an upper limit of a drive torque transmitted to drive wheels through the second clutch CL2.

Abstract: When there is a requirement on switching from the electrically driven drive mode to the hybrid drive mode by changing an accelerator position opening, the torque capacity is generated for the first clutch to start the engine. However, as torque capacity is at ?1, the engine rotational speed is quickly increased to the high-speed region free of the influence of the compressive reactive force of the engine; once the engine rotational speed becomes the high-speed region, the engine rotational speed is decreased as torque capacity and is at ?2. Consequently, it is possible to quickly pass through the low engine rotational speed region as the engine rotational speed torque is increased under the influence of the compressive reactive force, and avoiding the poor acceleration, as can be seen from the smooth variation of the time sequence increase of the transmission output rotational speed as indicated by ?3, is possible.

Abstract: Provided is a control device for a hybrid vehicle, capable of suppressing a drive torque variation during engine start control. The hybrid vehicle has an engine (Eng) and a motor/generator (MG). The control device has: an engine start control part that performs engine start control to start the engine (Eng) from an EV mode by increasing a motor rotation speed of the motor/generator (MG), while allowing slippage of a second clutch (CL2), and bringing a first clutch (CL1) into slip engagement; and a drive torque upper limit setting part (600) that sets a drive torque upper limit value (Tdrlim) in the EV mode based on an added motor rotation speed (Nad), which is given by adding an additional rotation speed (N+) to the motor rotation speed (Nmot), as an upper limit of a drive torque transmitted to drive wheels through the second clutch CL2.

Abstract: A traction transmission capacity control device includes a one-direction turning-stop-position detecting means configured to detect a position at which the turning of a second roller stops after a second-roller turning means starts to turn the second roller in one direction; an another-direction turning-stop-position detecting means configured to detect a position at which the turning of the second roller stops after the second-roller turning means starts to turn the second roller in another direction; and a second-roller turning-motion reference-point setting means configured to set a center position between the position detected by the one-direction turning-stop-position detecting means and the position detected by the another-direction turning-stop-position detecting means, as a turning-motion reference point of the second roller.

Abstract: Provided herein is a vehicle drive force control. When a driver requests to start the vehicle with the brake OFF and depresses the accelerator pedal, a target drive torque exceeds a gradient load. To avoid excess current being supplied to the motor, the upper limit of motor speed, which is the input speed of a second clutch, is set to a value less than a slip detectable limit value at which it becomes possible to detect slip rotation, i.e. the difference over the output side rotation speed. When the target drive torque exceeds the gradient load, the lower limit of the input speed of the second clutch (the motor speed) is set to a value equal to or greater than the slip detectable limit value so that the required driving force can be achieved by the gradient load corresponding driving force control.

Abstract: A hybrid vehicle control device is provided that is capable of achieving stable input torque control and torque capacity control of the clutch. When transitioning between a slip drive mode, in which the vehicle travels by controlling the rotation speed of the drive source and controlling the slip state of a starting clutch, and an engagement drive mode, in which the vehicle travels by controlling the torque of the drive source and completely engaging the starting clutch, the torque of the inertia component of the drive source side is deducted from the target drive torque set on the basis of the acceleration opening degree set as the starting clutch transfer torque capacity in the slip state.

Abstract: A control device is provided to reduce an engine start shock when there is a request to start the engine in response to the accelerator pedal depression and the slip polarity of the second clutch is negative. The control device for a hybrid vehicle has an engine, a motor/generator, a first clutch, a second clutch, and a mechanism for an engine start permission controlling operation. The first clutch is selectively engaged during engine start in which the motor generator is operated as the starter motor. The second clutch is interposed between the motor/generator and tires, and is slip-engaged when the engine is started. The mechanism for the engine start permission controlling operation delays starting the engine until the slip polarity becomes positive when the engine start request is produced and the slip polarity of the second clutch is negative.

Abstract: A hybrid vehicle control device is provided that is capable of achieving stable input torque control and torque capacity control of the clutch. When transitioning between a slip drive mode, in which the vehicle travels by controlling the rotation speed of the drive source and controlling the slip state of a starting clutch, and an engagement drive mode, in which the vehicle travels by controlling the torque of the drive source and completely engaging the starting clutch, the torque of the inertia component of the drive source side is deducted from the target drive torque set on the basis of the acceleration opening degree set as the starting clutch transfer torque capacity in the slip state.

Abstract: Provided is an electrically driven vehicle, wherein unexpected vibration or shock is prevented during interruption of torque transmission. An electric vehicle having an electric motor as its power source is provided with an F/F calculation or operation unit, an F/B calculation or operation unit, an adder, model determination units, and target torque value switching units. The F/F calculation unit calculates a first target torque value by F/F operation. The F/B calculation unit calculates a second target torque value by F/B operation using a model. The adder adds the first target torque value and the second target torque value, to obtain a motor torque command value. The model determination units evaluate whether or not an interruption in the torque transmission to drive shafts occurs. The target torque value switching units stop the F/F- and F/B operations while torque transmission interruption is confirmed.

Abstract: When there is a requirement on switching from the electrically driven drive mode to the hybrid drive mode by changing an accelerator position opening, the torque capacity is generated for the first clutch to start the engine. However, as torque capacity is at ?1, the engine rotational speed is quickly increased to the high-speed region free of the influence of the compressive reactive force of the engine; once the engine rotational speed becomes the high-speed region, the engine rotational speed is decreased as torque capacity and is at ?2. Consequently, it is possible to quickly pass through the low engine rotational speed region as the engine rotational speed torque is increased under the influence of the compressive reactive force, and avoiding the poor acceleration, as can be seen from the smooth variation of the time sequence increase of the transmission output rotational speed as indicated by ?3, is possible.

Abstract: A control device is provided to reduce an engine start shock when there is a request to start the engine in response to the accelerator pedal depression and the slip polarity of the second clutch is negative. The control device for a hybrid vehicle has an engine, a motor/generator, a first clutch, a second clutch, and a mechanism for an engine start permission controlling operation. The first clutch is selectively engaged during engine start in which the motor generator is operated as the starter motor. The second clutch is interposed between the motor/generator and tires, and is slip-engaged when the engine is started. The mechanism for the engine start permission controlling operation delays starting the engine until the slip polarity becomes positive when the engine start request is produced and the slip polarity of the second clutch is negative.

Abstract: Provided is an electrically driven vehicle, wherein unexpected vibration or shock is prevented during interruption of torque transmission. An electric vehicle having an electric motor as its power source is provided with an F/F calculation or operation unit, an F/B calculation or operation unit, an adder, model determination units, and target torque value switching units. The F/F calculation unit calculates a first target torque value by F/F operation. The F/B calculation unit calculates a second target torque value by F/B operation using a model. The adder adds the first target torque value and the second target torque value, to obtain a motor torque command value. The model determination units evaluate whether or not an interruption in the torque transmission to drive shafts occurs. The target torque value switching units stop the F/F- and F/B operations while torque transmission interruption is confirmed.

Abstract: A controller of electric vehicle includes: sensor sensing vehicle information; torque target value setter; torque command value calculator; first paragraph calculator implementing first filtering treatment of the torque command value, the first filtering treatment including transmission characteristic having hand pass filter characteristic; second paragraph calculator implementing second filtering treatment of motor revolution speed which is one of pieces of the vehicle information, the second filtering treatment including: the transmission characteristic having band pass filter characteristic, and model of a transmission characteristic between: torque input to the vehicle, and the motor revolution speed; torque target value calculator calculating the second torque target value. Based on the first torque target value and the second torque target value, the torque command value calculator calculates the torque command value.