Abstract: A vehicle brake control system is provided with a preceding object detecting section, a running condition detection section, a steering actuation state detecting section, a braking force detecting section, a preceding object avoidability determining section and a braking force control section. The preceding object avoidability determining section determines a possibility of avoiding the preceding object by steering and reducing the current braking force acting on the host vehicle based on the position of the preceding object, the running condition of the host vehicle, the braking force applied to the host vehicle and the steering wheel actuation state that are detected. The braking force control section reduces the current braking force applied by the host vehicle braking system when the preceding object avoidability determining section determines that the preceding object can be avoided by steering and reducing the current braking force acting on the host vehicle.

Abstract: An obstacle avoidance path computing apparatus is provided with a preceding object detecting section, a host vehicle information detecting section, a preceding object arrival region estimating section and a preceding object avoidance path setting section. The preceding object detecting section detects a preceding object. The host vehicle information detecting section detects host vehicle information. The preceding object arrival region estimating section calculates an estimated arrival region within which the preceding object could arrive after a prescribed amount of time has elapsed since the preceding object was detected, based on an estimated attribute of the preceding object from the preceding object information. The preceding object avoidance path setting section calculates an avoidance path that will not encroach on the estimated arrival region based the preceding object information and the host vehicle information.

Abstract: A method and apparatus for rapidly causing a slip of a driving wheel to converge regardless of the change in vehicle conditions when the driving wheel is in a slip state. When a slip occurs on a driving wheel, a second driving force command value is calculated from a driving force control value controlled by driving force control means and an angular acceleration. The second driving force command value is calculated so that torque capable of being transmitted to a road surface by the driving wheel takes the maximum value. Therefore, even if the friction coefficient of road surface or the wheel load changes, the driving torque of driving wheel can be commanded properly, so that the slip can be converged rapidly. The occurrence of slip at the time of re-acceleration after slip convergence can be avoided.

Abstract: An electric vehicle includes a vehicle body, a front wheel supported on the vehicle body for steering motion in accordance with motion of the vehicle body, a pair of rear wheels supported on the vehicle body for steering motion, a steering unit configured to regulate a steer angle of each of the rear wheels, a motor unit configured to independently apply a wheel torque to each of the rear wheels, and a control unit. The control unit is configured to control the total of the wheel torques in accordance with an associated setpoint, and to control the steer angles and the difference between the wheel torques so that the attitude and the yaw rate vary in accordance with associated setpoints.

Abstract: A drive force distribution system for a four wheel independent drive vehicle is configured to suppress changes in longitudinal and lateral accelerations and change in yaw moment about the center of gravity of the vehicle that occur when the brake/drive force of one wheel changes or is changed deliberately. The drive force distribution system is configured such that when the brake forces and the drive forces determined by the brake/drive force determining section based on the motion requirements of the vehicle are to be changed, the drive force revising section revises the brake/drive forces of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel by amounts, respectively, based on the sensitivities of the tire lateral forces of each of the wheels estimated by the tire lateral force sensitivity estimating section so as to satisfy the motion requirements of the vehicle.

Abstract: Along with detecting speed of a hybrid vehicle, a drive/brake power command value for the vehicle is set, and an efficiency indication which indicates the efficiency of fuel utilization is also set. An operational point for an internal combustion engine and an electric motor of the vehicle is determined which makes the amount of charge into a battery smaller, the greater is this efficiency indication, based upon the detected vehicle speed, and the drive/brake power command value and the efficiency indication. In this manner, it is possible to control the engine and the motor so as to bring the remaining amount of charge in the battery to a target value while keeping the fuel consumption over the route to be travelled as low as possible.

Abstract: A minimum needed power is computed by adding a reserve drive power to a target drive power, a best fuel cost-performance rotation speed is computed based on the target drive power and the best fuel cost-performance power characteristics of an engine (1), and a minimum needed rotation speed is computed based on the minimum needed power and the maximum power characteristics of the engine (1). The best fuel cost-performance rotation speed is compared with the minimum needed rotation speed, the larger is selected as a target input rotation speed of a continuously variable transmission (2), the speed ratio of the transmission (2) is controlled based on the driving axle rotation speed and target input rotation speed, and the torque of the engine (2) is controlled based on the engine rotation speed and target drive power.

Abstract: A control apparatus comprises a target steering angle operation unit for operating target steering angles of front wheels and rear wheels, a steering increase/steering return determination unit for determining as to whether steering wheel manipulation is in an increasing state or in a return state, a target rotation center azimuth operation unit for operating a target rotation center azimuth so that a rotation center azimuth &thgr; is decreased in a case of steering increase and a rotation center azimuth &thgr; is increased in a case of steering return, a vehicle behavior estimation unit for estimating a vehicle behavior based on the target rotation center azimuth, a corrected target rotation center azimuth operation unit for operating a corrected target rotation center azimuth so that the vehicle behavior does not exceed a specified value, and a corrected target steering angle operation unit for operating a corrected target steering angle realizing the corrected target rotation center azimuth.

Abstract: Unless the steering operation quantity detected by a steering quantity detection unit indicates that the vehicle is advancing almost rectilinearly, an approach disallowed area present toward the outer side of the turning vehicle relative to the front of the vehicle along the advancing direction, such as a road boundary, a blocking wall or a white line, is detected by an approach disallowed area detection unit. A mode judging unit judges that a steering angle limit mode is set if an approach disallowed area has been detected. An &agr; calculating unit calculates an angle &agr; formed by the orientation of the approach disallowed area boundary and the orientation of the vehicle.

Abstract: A reference steering angle achieved when the steering operation quantity is sustained at a constant value is calculated in correspondence to the steering operation quantity. A decision is made as to whether the vehicle is in a turn-contracting state, in which the direction of a steering operation matches the direction of a change made in the steering operation or a turn-expanding state in which the direction of the steering operation is opposite from the direction of the change made in the steering operation. If the vehicle is determined to be in a turn-contracting state, the target steering angles for the front wheels and the rear wheels are calculated by correcting the reference steering angle so as to achieve a smaller steering center elevation angle.

Abstract: A control apparatus comprises a target steering angle operation unit for operating target steering angles of front wheels and rear wheels, a steering increase/steering return determination unit for determining as to whether steering wheel manipulation is in an increasing state or in a return state, a target rotation center azimuth operation unit for operating a target rotation center azimuth so that a rotation center azimuth &thgr; is decreased in a case of steering increase and a rotation center azimuth &thgr; is increased in a case of steering return, a vehicle behavior estimation unit for estimating a vehicle behavior based on the target rotation center azimuth, a corrected target rotation center azimuth operation unit for operating a corrected target rotation center azimuth so that the vehicle behavior does not exceed a specified value, and a corrected target steering angle operation unit for operating a corrected target steering angle realizing the corrected target rotation center azimuth.

Abstract: A minimum needed power is computed by adding a reserve drive power to a target drive power, a best fuel cost-performance rotation speed is computed based on the target drive power and the best fuel cost-performance power characteristics of an engine (1), and a minimum needed rotation speed is computed based on the minimum needed power and the maximum power characteristics of the engine (1). The best fuel cost-performance rotation speed is compared with the minimum needed rotation speed, the larger is selected as a target input rotation speed of a continuously variable transmission (2), the speed ratio of the transmission (2) is controlled based on the driving axe rotation speed and target input rotation speed, and the torque of the engine (2) is controlled based on the engine rotation speed and target drive power.

Abstract: Along with detecting speed of a hybrid vehicle, a drive/brake power command value for the vehicle is set, and an efficiency indication which indicates the efficiency of fuel utilization is also set. An operational point for an internal combustion engine and an electric motor of the vehicle is determined which makes the amount of charge into a battery smaller, the greater is this efficiency indication, based upon the detected vehicle speed, and the drive/brake power command value and the efficiency indication. In this manner, it is possible to control the engine and the motor so as to bring the remaining amount of charge in the battery to a target value while keeping the fuel consumption over the route to be travelled as low as possible.

Abstract: Unless the steering operation quantity detected by a steering quantity detection unit indicates that the vehicle is advancing almost rectilinearly, an approach disallowed area present toward the outer side of the turning vehicle relative to the front of the vehicle along the advancing direction, such as a road boundary, a blocking wall or a white line, is detected by an approach disallowed area detection unit. A mode judging unit judges that a steering angle limit mode is set if an approach disallowed area has been detected. An &agr; calculating unit calculates an angle &agr; formed by the orientation of the approach disallowed area boundary and the orientation of the vehicle.

Abstract: A reference steering angle achieved when the steering operation quantity is sustained at a constant value is calculated in correspondence to the steering operation quantity. A decision is made as to whether the vehicle is in a turn-contracting state, in which the direction of a steering operation matches the direction of a change made in the steering operation or a turn-expanding state in which the direction of the steering operation is opposite from the direction of the change made in the steering operation. If the vehicle is determined to be in a turn-contracting state, the target steering angles for the front wheels and the rear wheels are calculated by correcting the reference steering angle so as to achieve a smaller steering center elevation angle.

Abstract: This invention relates to a valve timing control device for a vehicle engine (2) which performs combustion stop in a predetermined vehicle running condition. The predetermined vehicle running condition comprises, for example, engine startup, and combustion stop is performed by stopping fuel supply to the engine (2) or stopping ignition of the supplied fuel. The device comprises an actuator (51A, 52, 55, 61) which varies the timing of an intake valve of the engine (2) according to an input signal, and a microprocessor (16, 31) which outputs the signal to the actuator (51A, 52, 55, 61). The microprocessor (16, 31) is programmed to determine whether or not combustion has stopped (S80), and when combustion has stopped, control the signal so that the open/close timing of the intake valve is retarded compared to the case when combustion has not stopped (S94).

Abstract: An apparatus and method of driving control of a hybrid vehicle in the invention divides a route into a plurality of section on the basis of a point at which start of the vehicle is predicted and a point at which stop of the vehicle is predicted or a start point of a regeneration section in which the motor continuously performs a regenerating operation for a predetermined time or longer as a border; estimates a vehicle speed pattern for each of the plurality of sections on the basis of a road condition and a driving history; and sets an operating schedule of the engine and the motor so as to minimize the fuel consumption of the engine to the destination on the basis of the vehicle speed pattern and fuel consumption characteristics of the engine.

Abstract: A driving force control system for an automotive vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery and a power-transmission mechanism having a continuously variable transmission, comprises sensors detecting vehicle speed, engine speed, an accelerator operating amount, a state of charge of the battery.

Abstract: A hybrid vehicle is provided with an engine (2), a first motor (1) for starting the engine (2), a generator (1) for driving the engine (2), drive wheels (8) connected to the engine (2) via a clutch (3), and a second motor (4) for driving the drive wheels (8). A battery (15) connected to the first motor (1), second motor (4) and generator (1) is further provided. A control device which controls the engine startup by the first motor (1) comprises a sensor (27) which detects a rotation speed of the engine (2), a sensor (26) which detects the charge amount of the battery (15), a power controller (11) which varies the current supplied to the first motor (1) from the battery (15) according to a signal, and a microprocessor (16) which outputs the signal. The microprocessor (16) calculates a target output torque of the first motor (1) according to the charge amount of the battery (15).

Abstract: A target drive torque is calculated based on a detected value for vehicle speed and a detected value for an accelerator pedal depression amount. A generator torque is calculated for a motor(1,4) based on a battery SOC. An engine(2) is controlled to a torque value which achieves a target drive torque and a generator torque as a target engine torque. The motor(1,4) is controlled to a value which is the difference of a target drive torque and an engine torque estimation value as a target motor torque. In this way, a required generator amount may be achieved under steady-state conditions and it is possible to satisfy charge conditions of the battery(15). In addition, required drive force by the driver can be achieved during transition running and responsive acceleration and deceleration can be performed.