Abstract: In a control device of a hybrid vehicle provided with an engine and a propulsion motor, at least one of which is used for driving the hybrid vehicle and a high voltage battery which power is charged and discharged by driving or regeneration operation of a propulsion motor, the control device comprises a throttle opening control device which controls an opening of a throttle depending on an accelerator pedal operating amount, and when the current driving speed of the vehicle at zero, and either the temperature of the high voltage battery is lower than a specified value, or the internal resistance of the high voltage battery is greater than a specified value, or an increase in a rotation speed of the propulsion motor or the rotation speed of the engine 3 is greater than a specified value, or a change amount of the input/output power voltage of the high voltage battery is greater than a specified value, or a change amount of the accelerator pedal operating amount is greater than a specified value, delays the res

Abstract: A control device for a hybrid vehicle, the hybrid vehicle comprising an engine and a motor as power sources, the control device including: a battery device sending energy to and receiving energy from the motor, a temperature sensor for measuring the temperature of the battery device; a control section which is adapted to execute a warming control operation for the battery device when the temperature of the battery device is low; and a determination section for determining whether a cylinder deactivation operation is permitted for the engine depending on the running state of the engine. The control section executes a vibration control operation for the engine by operating the motor so as to reduce vibration of the engine when it is determined by the determination section that the partial cylinder deactivation operation is permitted for the engine, and to perform the warming control operation for the battery device by executing a vibration control operation for the engine.

Abstract: A control apparatus for a hybrid vehicle which comprises an internal-combustion engine and a motor as a power source, and connects at least one of the internal-combustion engine and the motor to driving wheels of the vehicle through a transmission so as to transmit a driving force to the driving wheels, comprises: a target torque setting device which sets a target torque with respect to a crank end torque, which is a torque at the end of a crank shaft, of the power plant torque output from the power plant being the internal combustion engine and the motor, based on a change of accelerator pedal opening from fully opened to fully closed; and a torque allocation device which allocates the target torque corresponding to the accelerator pedal opening, to an engine torque instruction, being a required value with respect to the output torque from the internal combustion engine, and to a motor torque instruction, being a required value with respect to the output torque from the motor.

Abstract: An FI/AT/MGECU in a control unit calculates an EV travel capable battery terminal discharge power which is the dischargeable power from a battery during EV travel which is travel under the driving force from the motor, according to a state of charge of the battery and a vehicle travelling speed. Based on the calculated EV travel capable battery terminal discharge power and a predetermined limit value, an energy management charge-discharge required battery terminal power is calculated. Then an energy management charge-discharge required torque corresponding to the energy management charge-discharge required battery terminal power, that is the motor torque capable of being output, is calculated based on; a predetermined PDU-MOT overall efficiency efima which is the conversion efficiency of the electric power and the motive power between the power drive unit and the motor, a rotation frequency of the motor, and a predetermined torque limit value for protecting the motor.

Abstract: In order to improve the fuel consumption efficiency of a hybrid vehicle, a control apparatus 1 for a hybrid vehicle is provided, which comprises as a power source a motor M and an engine E capable of executing partial cylinder deactivation operation and the driving force of at least one of these is transmitted to wheels for running the vehicle. When the required output is larger than the output of the engine under partial cylinder deactivation operation, and is smaller than the total output of the engine and the motor, which is adjustable for assisting the engine, the control apparatus operates the engine under partial deactivation and adjusts the motor output so as to compensate the difference between the total output of the power source and the output of the partial cylinder deactivated engine.

Abstract: In a control device of a hybrid vehicle provided with an engine and a propulsion motor, at least one of which is used for driving the hybrid vehicle and a high voltage battery which power is charged and discharged by driving or regeneration operation of a propulsion motor, the control device comprises a throttle opening control device which controls an opening of a throttle depending on an accelerator pedal operating amount, and when the current driving speed of the vehicle at zero, and either the temperature of the high voltage battery is lower than a specified value, or the internal resistance of the high voltage battery is greater than a specified value, or an increase in a rotation speed of the propulsion motor or the rotation speed of the engine 3 is greater than a specified value, or a change amount of the input/output power voltage of the high voltage battery is greater than a specified value, or a change amount of the accelerator pedal operating amount is greater than a specified value, delays the res

Abstract: A control apparatus for a hybrid vehicle which comprises an internal-combustion engine and a motor as a power source, and connects at least one of the internal-combustion engine and the motor to driving wheels of the vehicle through a transmission so as to transmit a driving force to the driving wheels, comprises: a target torque setting device which sets a target torque with respect to a crank end torque, which is a torque at the end of a crank shaft, of the power plant torque output from the power plant being the internal combustion engine and the motor, based on a change of accelerator pedal opening from fully opened to fully closed; and a torque allocation device which allocates the target torque corresponding to the accelerator pedal opening, to an engine torque instruction, being a required value with respect to the output torque from the internal combustion engine, and to a motor torque instruction, being a required value with respect to the output torque from the motor.

Abstract: An object is to improve fuel consumption efficiency. Accordingly, a fuel gradual addition delay time when starting (engine water temperature) TMKSTDLYT which changes in a decreasing trend with an increase in the engine water temperature is set (step S10). A fuel gradual addition delay time when starting (state of charge) TMKSTDLYQ which changes in an increasing trend with an increase in the state of charge QBAT is set (step S12 and S14). A fuel gradual addition delay time when starting (vehicle speed) TMKSTDLYV which changes in a decreasing trend with an increase in vehicle speed VP is set (step S13 and S15). Then the greatest value of; the fuel gradual addition delay time when starting (engine water temperature) TMKSTDLYT, the fuel gradual addition delay time when starting (state of charge) TMKSTDLYQ, and the fuel gradual addition delay time when starting (vehicle speed) TMKSTDLYV is set as a fuel gradual addition delay time when starting TMKSTDLY (step S16).

Abstract: An FI/AT/MGECU in a control unit calculates an EV travel capable battery terminal discharge power which is the dischargeable power from a battery during EV travel which is travel under the driving force from the motor, according to a state of charge of the battery and a vehicle travelling speed. Based on the calculated EV travel capable battery terminal discharge power and a predetermined limit value, an energy management charge-discharge required battery terminal power is calculated. Then an energy management charge-discharge required torque corresponding to the energy management charge-discharge required battery terminal power, that is the motor torque capable of being output, is calculated based on; a predetermined PDU-MOT overall efficiency efima which is the conversion efficiency of the electric power and the motive power between the power drive unit and the motor, a rotation frequency of the motor, and a predetermined torque limit value for protecting the motor.

Abstract: t An object is to improve fuel consumption efficiency while maintaining a desired driving force. Accordingly, in a case where an assisting possibility of a motor M is increased accompanying a relatively high state of charge SOC of a battery (YES side in step S02), and moreover in a case where a required torque TQAPCC is less than a predetermined value (NO side in step S03 or YES side in step S04), a “1” is set to a flag value of an LC_ON assistance flag F_LCOAST, and in a region for an accelerator pedal opening AP, and a vehicle speed VP, a region which maintains an LC_ON state where a lock-up clutch 21 is in an engaged state is enlarged compared to for a normal state where the flag value of the LC_ON assistance flag F_LCOAST is “0”. In the LC_ON region enlarging state, it is determined whether or not it is possible to shift to the normal state, according to the state of charge SOC and the required torque TQAPCC (step S07 to step S09).

Abstract: An FI/AT/MGECU, in a cylinders deactivation operating state during cruise control where the vehicle speed follows a predetermined target speed, regulates renewal on an addition side of a power plant required torque final value TQPPRQF, and in a case where a flag value of a torque hold flag F_CCKTQS showing to hold the power plant required torque final value TQPPRQF to a predetermined torque value related to a cylinder deactivation upper limit torque TQACS is a “1” (YES side in step S33), when the vehicle speed VP is decreased less than a value obtained by subtracting from a set vehicle speed VC which it the target vehicle speed during cruise control, a predetermined vehicle speed #?V (for example, #?V=3 km/h or the like) (YES side in step S35), the internal-combustion engine E is switched from a cylinders deactivation operation to an all cylinders operation. The fuel consumption efficiency is thus improved while keeping occupants in the vehicle from feeling discomfort with respect to travelling behavior.

Abstract: A motor charge-discharge torque limit correction coefficient for during cylinder deactivation enlargement assistance, which changes with an increasing trend according to an increase in a regeneration/assistance integrated residual amount which is an integrated value of the energy amount obtained during deceleration regeneration of vehicle, that is a correction coefficient which corrects to decrease an energy management discharge torque limit which is an upper limit value of motor torque set according to for example, an energy state in high voltage electrical equipment and an operating state of the vehicle, when assisting the output from the internal-combustion engine by the motor, is calculated. A value obtained by correcting the energy management discharge torque limit is set to an energy management discharge torque limit for cylinder deactivation enlargement assistance, and a cylinder deactivation upper limit ENG torque is added so as to calculate a cylinder deactivation upper limit torque.

Abstract: A control apparatus for automatically stopping and restarting an engine of a vehicle is provided, which is equipped with an engine, a motor, a compressor and an air conditioner. The apparatus has a first section for making a judgment on stopping the engine and a second section for making a judgment on restarting the engine. The apparatus has features that the apparatus provides the air conditioner with a plurality of operational modes selected by a user, and when the vehicle is not in motion with selection of a first mode, the first section permits the engine to stop if a first power that the motor can supply is greater than a second power of the compressor required by the air conditioner, and the second section permits the engine to restart if the second power exceeds the first power.

Abstract: A control apparatus for automatically stopping and restarting an engine of a vehicle is provided, which is equipped with an engine, a motor, a compressor and an air conditioner. The apparatus has a first section for making a judgment on stopping the engine and a second section for making a judgment on restarting the engine. The apparatus has features that the apparatus provides the air conditioner with a plurality of operational modes selected by a user, and when the vehicle is not in motion with selection of a first mode, the first section permits the engine to stop if a first power that the motor can supply is greater than a second power of the compressor required by the air conditioner, and the second section permits the engine to restart if the second power exceeds the first power.

Abstract: In order to improve the fuel consumption efficiency of a hybrid vehicle, a control apparatus 1 for a hybrid vehicle is provided, which comprises as a power source a motor M and an engine E capable of executing partial cylinder deactivation operation and the driving force of at least one of these is transmitted to wheels for running the vehicle. When the required output is larger than the output of the engine under partial cylinder deactivation operation, and is smaller than the total output of the engine and the motor, which is adjustable for assisting the engine, the control apparatus operates the engine under partial deactivation and adjusts the motor output so as to compensate the difference between the total output of the power source and the output of the partial cylinder deactivated engine.

Abstract: A control device for a hybrid vehicle, the hybrid vehicle comprising an engine and a motor as power sources, the control device including: a battery device sending energy to and receiving energy from the motor, a temperature sensor for measuring the temperature of the battery device; a control section which is adapted to execute a warming control operation for the battery device when the temperature of the battery device is low; and a determination section for determining whether a cylinder deactivation operation is permitted for the engine depending on the running state of the engine. The control section executes a vibration control operation for the engine by operating the motor so as to reduce vibration of the engine when it is determined by the determination section that the partial cylinder deactivation operation is permitted for the engine, and to perform the warming control operation for the battery device by executing a vibration control operation for the engine.

Abstract: A hybrid vehicle is provided in which even if the temperature of a catalyst is decreased after a long period of travel by means of a motor, the temperature of the catalyst can be increased immediately and the exhaust of harmful materials can be suppressed.

Abstract: A system for purifying exhaust gas generated by an internal combustion engine including a bypass branching out from the exhaust pipe downstream of a catalyst and merging to the exhaust pipe, an adsorber installed in the bypass, a bypass valve member which closes the bypass, and an EGR conduit connected to the bypass at one end and connected to the air intake system for recirculating the exhaust gas to the air intake system. The bypass valve member is opened for a period after engine startup to introduce the exhaust gas such that the adsorber installed in the bypass adsorbs the unburnt HC component in the exhaust gas. The adsorber adsorbs the HC component when the exhaust temperature rises and the adsorbed component is recirculated to the air intake system through the EGR conduit. In the system, the bypass valve is provided at or close to the branching point in the exhaust pipe and a chamber is provided close to the branching point such that the conduit is connected to the bypass at the one end in the chamber.

Abstract: A deterioration of a catalytic converter for purifying an exhaust gas produced by burning a mixture of a fuel and air in an internal combustion engine, for example, is judged by supplying the exhaust gas to the catalytic converter, detecting the amount of a predetermined component of the exhaust gas which has passed through the catalytic converter with an exhaust gas sensor disposed downstream of the catalytic converter, calculating a target air-fuel ratio for the exhaust gas to be supplied to the catalytic converter for achieving a predetermined emission purifying capability of the catalytic converter based on a detected output signal from the exhaust gas sensor, and judging a deteriorated state of the catalytic converter based on the calculated target air-fuel ratio.

Abstract: An air-fuel control system for use with an internal combustion engine has a catalytic converter disposed in an exhaust system of the engine, for purifying an exhaust gas emitted from the engine, a first exhaust gas sensor in the exhaust system for detecting an air-fuel ratio of the exhaust gas upstream of the catalytic converter, a second exhaust gas sensor in the exhaust system for detecting the concentration of a component of the exhaust gas which has passed through the catalytic converter, downstream of the catalytic converter, and a correction quantity calculator for determining a correction quantity to correct an air-fuel ratio of the engine based on an output from the second exhaust gas sensor so as to equalize the concentration of the component of the exhaust gas downstream of the catalytic converter to a predetermined appropriate value.