Abstract: A vehicle control device is applied to a vehicle having a driving mechanism for transmitting a driving force to a plurality of wheels, a braking mechanism having an electronic parking brake for generating a parking brake force for at least one of the plurality of wheels, and a coupling state control mechanism for controlling state of coupling of the plurality of wheels. The vehicle control device determines whether the electronic parking brake is in a lock stuck state in which the parking brake force cannot be canceled. When at least one of the plurality of wheels is in the lock stuck state, the vehicle control device exercises stuck state special control to loosen or cancel state of coupling between a wheel determined to be in the lock stuck state and a wheel determined to be not in the lock stuck state by controlling the coupling state control mechanism.

Abstract: Each of a plurality of electric brake devices corresponds to one of a plurality of wheels and includes a motor. A brake ECU, which controls the electric brake devices, determines whether there is an overheated motor of which the temperature T is greater than or equal to a first set threshold value Tth1. Also, when there is only one overheated motor, the brake ECU reduces a current value Ix for the overheated motor at a more gradual gradient in the case where the temperature T of the overheated motor is low than in the case where the temperature is high.

Abstract: A vehicle controller which can perform appropriate control even when an acceleration sensor is mounted in a movable portion of a vehicle. The vehicle controller includes an acceleration sensor attached to a cabin movable around a shaft, an open/closed state detection section which detects the open/closed state of the cabin, and a correction section which corrects the output value of the acceleration sensor. When the open/closed state detection section detects that the cabin is opened and then closed, the correction section performs correction. When the acceleration sensor is provided in the cabin serving as a movable portion, the inclination of the acceleration sensor may differ slightly before and after the cabin is opened.

Abstract: In a vehicle drive control apparatus, a behavior determination unit determines whether a vehicle behavior is in a stable state or an unstable state based on a vehicle turning behavior. An engine stop control unit avoids stopping the engine as automatic stop conditions are not satisfied when the vehicle behavior is determined to be in an unstable state during operation of the engine. When the vehicle behavior is in a stable state and other automatic stop conditions are satisfied during operation of the engine, the engine stop control unit stops the engine. During stability control performed by a stability ECU, the engine stop control unit avoids stopping the engine as the automatic stop conditions are not satisfied.

Abstract: A tubular rail body his an inlet for introducing a fuel therein from a fuel supply source. A plurality of tubular protrusion portions project from the rail body in a substantially vertical direction relative to an axial direction of the rail body, and are arranged at a predetermined interval in the axial direction. A tubular extension portion extends from each of the protrusion portions in a substantially vertical direction relative to both an axial direction of the protrusion portions and the axial direction of the rail body. The tubular extension portion is inserted into a bore which extends from an exterior of an internal combustion engine to a combustion chamber. A connecting portion is formed on an end portion of the extension portion opposite to the protrusion portion and is fluidly connected with a fuel injector inserted in the bore.

Abstract: A vehicle brake apparatus capable of preventing abnormal vibration due to thickness variations in a disc rotor includes a motor drive unit configured to control the motor which presses the brake pad against the disc rotor, a brake pressure detection unit for detecting a braking pressure for pressing the brake pad, and a wheel speed sensor for detecting a rotation speed of the disc rotor. If an amount of variation in the detection values detected by the brake pressure detection unit during one rotation of the disc rotor exceeds a variation amount determination threshold value and a detection value variation frequency has a correlation with the rotation speed of the disc rotor and the detection value variation frequency exceeds a variation frequency determination threshold value, the motor drive unit controls the motor in inverted phase to the variation in the detection values.

Abstract: Disclosed is a vehicle controller which can perform appropriate control even when an acceleration sensor is mounted in a movable portion of a vehicle. A vehicle controller includes an acceleration sensor attached to a cabin movable around a shaft, an open/closed state detection section which detects the open/closed state of the cabin, and a correction section which corrects the output value of the acceleration sensor. When the open/closed state detection section detects that the cabin is opened and then closed, the correction section performs correction. When the acceleration sensor is provided in the cabin serving as a movable portion, the inclination of the acceleration sensor may differ slightly before and after the cabin is opened. For this reason, when correction is constantly performed, a useless operation is performed, causing an increase in a control load.

Abstract: In a vehicle drive control apparatus, a behavior determination unit determines whether a vehicle behavior is in a stable state or an unstable state based on a vehicle turning behavior. An engine stop control unit avoids stopping the engine as automatic stop conditions are not satisfied when the vehicle behavior is determined to be in an unstable state during operation of the engine. When the vehicle behavior is in a stable state and other automatic stop conditions are satisfied during operation of the engine, the engine stop control unit stops the engine. During stability control performed by a stability ECU, the engine stop control unit avoids stopping the engine as the automatic stop conditions are not satisfied.

Abstract: A solenoid apparatus includes a fixed core, a coil, and a movable core. The coil generates magnetic attractive force when the coil is supplied with electricity. The movable core is attracted to the fixed core by the magnetic attractive force generated between the fixed core and the movable core when the coil is supplied with electricity. The fixed core has a fixed axial end on a side of the movable core. The movable core has a movable axial end on a side of the fixed core. At least one of the fixed axial end and the movable axial end has at least one recession. The at least one of the fixed axial end and the movable axial end, which has the at least one recession, has an outer circumferential periphery and an inner circumferential periphery. The outer circumferential periphery radially communicates with the inner circumferential periphery through the at least one recession.

Abstract: A fuel injection valve includes a valve member for regulating a flow of a fuel to a nozzle hole, a movable core axially slidable in an integrated body with the valve member, a fixed core being faced by an end of the movable core, and a coil portion having an increasing number of winding of a winding wire toward the movable core in a bobbin to have a magnetic attractive force between the movable core and the fixed core upon application of an electric current. The number of winding wire increases toward an end on a movable core side in the coil portion. Therefore, the generated magnetic field increases on the movable core side. In this manner, the magnetic attractive force between the fixed core and the movable core is increased without increasing a cross-section and/or a body of the movable core.

Abstract: A tubular member is arranged radially inward of a coil to cover outer peripheral parts of a movable core and of a stationary core. The stationary core has a tapered portion in an opposing portion, which is opposed to the movable core. The stationary core also has a large diameter portion on a counter movable core side of the tapered portion. An outer diameter of the tapered portion is increased from an opposing end surface side part toward the large diameter portion. The outer diameter of the opposing end surface of the opposing portion, which is opposed to the movable core, is generally the same as an outer diameter of the movable core. An outer diameter of the large diameter portion of the stationary-core is larger than the outer diameter of the movable core.

Abstract: In a fluid injection valve, a fuel filter is installed in an upstream portion of the housing. A valve element is slidably installed in the housing to lift off and seat on a valve seat provided at a downstream portion of the housing. A passage portion is provided in the housing between the fuel filter and the valve element to face the fuel filter and has an opening portion at an upstream end thereof. An inner width of the opening portion is narrower than a bore of the upstream portion of the housing. A distance between the opening portion and the fuel filter is 4.5 mm or greater.

Abstract: A fluid injection valve has a valve body, a fixed core, a moving core, a coil and a valve element. The valve element slides together with the moving core to open and close a valve seat. The valve element has an annular connection portion at an axial end portion thereof to be connected and fitted to an inner circumferential face of the moving core. The valve element forms an inner space therein to open to the moving core. A side wall of the valve element has a notch thereon at a downstream side of the annular connection portion to form a communication passage between the inner space and an outer space outside of the valve element.

Abstract: A solenoid apparatus includes a fixed core, a coil, and a movable core. The coil generates magnetic attractive force when the coil is supplied with electricity. The movable core is attracted to the fixed core by the magnetic attractive force generated between the fixed core and the movable core when the coil is supplied with electricity. The fixed core has a fixed axial end on a side of the movable core. The movable core has a movable axial end on a side of the fixed core. At least one of the fixed axial end and the movable axial end has at least one recession. The at least one of the fixed axial end and the movable axial end, which has the at least one recession, has an outer circumferential periphery and an inner circumferential periphery. The outer circumferential periphery radially communicates with the inner circumferential periphery through the at least one recession.

Abstract: A pipe member of a fuel injection valve includes a magnetic pipe and a non-magnetic pipe in this order from the side of a jet nozzle plate. The non-magnetic pipe extends to the end of the fuel injection valve 10 opposed to the jet nozzle plate, and the non-magnetic pipe is formed with a fuel inlet. The non-magnetic pipe has the thickness of not less than 0.2 mm but not more than 1.0 mm. An end of the non-magnetic pipe on the side of the magnetic pipe is positioned on the side of a moving core relative to a facing portion of a fixed core that faces to the moving core, and on the side of the fixed core relative to a second end of a yoke connected to the magnetic pipe. The non-magnetic pipe covers the outer periphery of a gap defined between the moving core and the fixed core.

Abstract: A fuel injection valve includes a valve member for regulating a flow of a fuel to a nozzle hole, a movable core axially slidable in an integrated body with the valve member, a fixed core being faced by an end of the movable core, and a coil portion having an increasing number of winding of a winding wire toward the movable core in a bobbin to have a magnetic attractive force between the movable core and the fixed core upon application of an electric current. The number of winding wire increases toward an end on a movable core side in the coil portion. Therefore, the generated magnetic field increases on the movable core side. In this manner, the magnetic attractive force between the fixed core and the movable core is increased without increasing a cross-section and/or a body of the movable core.

Abstract: A pipe member of a fuel injection valve includes a magnetic pipe and a non-magnetic pipe in this order from the side of a jet nozzle plate. The non-magnetic pipe extends to the end of the fuel injection valve 10 opposed to the jet nozzle plate, and the non-magnetic pipe is formed with a fuel inlet. The non-magnetic pipe has the thickness of not less than 0.2 mm but not more than 1.0 mm. An end of the non-magnetic pipe on the side of the magnetic pipe is positioned on the side of a moving core relative to a facing portion of a fixed core that faces to the moving core, and on the side of the fixed core relative to a second end of a yoke connected to the magnetic pipe. The non-magnetic pipe covers the outer periphery of a gap defined between the moving core and the fixed core.

Abstract: A tubular member is arranged radially inward of a coil to cover outer peripheral parts of a movable core and of a stationary core. The stationary core has a tapered portion in an opposing portion, which is opposed to the movable core. The stationary core also has a large diameter portion on a counter movable core side of the tapered portion. An outer diameter of the tapered portion is increased from an opposing end surface side part toward the large diameter portion. The outer diameter of the opposing end surface of the opposing portion, which is opposed to the movable core, is generally the same as an outer diameter of the movable core. An outer diameter of the large diameter portion of the stationary-core is larger than the outer diameter of the movable core.

Abstract: A control apparatus and method for a vehicle that has at least one detector that detects a running state of the vehicle, and a controller that receives a result of detection by the detector and controls a predetermined vehicle-installed apparatus. The controller determines whether the detector has failed; restricts a control process by which the controller controls the vehicle running state if it is determined that the detector has failed; detects a collision state of the vehicle; and restricts the determination that the detector has failed, for a predetermined time following detection of the collision state of the vehicle, if the collision state is detected.

Abstract: When it is detected that a wheel speed vFL of at least one specific wheel WFL is nearly equal to zero but wheel speeds vFR, vRL, vRR of the other wheels WFR, WRL, WRR are not nearly equal to zero, the apparatus judges that the wheel speed vFL of the specific wheel WFL is abnormal, but cancels the abnormality judgment in a stuck state even if the wheel speed vFL of the specific wheel WFL was judged as being abnormal.