Abstract: A vehicle control device for a hybrid vehicle includes: an engine and an electric motor; a transaxle including a power transmission path connecting the engine and the electric motor with a driving wheel; a temperature detection unit configured to detect a temperature of the transaxle; and a control unit configured to switch between a series operation mode in which the electric motor is driven for traveling by electric power generated by rotation of the engine and a parallel operation mode in which the engine and the electric motor are driven for traveling. When the temperature of the transaxle is equal to or higher than a first predetermined temperature, the control unit performs a first control of giving priority to the traveling in the parallel operation mode.

Abstract: A control device (10) for a vehicle (1) equipped with two electric motors (2) includes: a first calculation unit (11) that calculates a required torque value of each of left and right axles (4L, 4R); a second calculation unit (12) that calculates an equivalent moment of inertia of each of the left and right axles (4L, 4R); a third calculation unit (13) that calculates an estimated angular acceleration of each of left and right wheels (5) based on the two required torque values calculated by the first calculation unit (11) and the two equivalent moments of inertia calculated by the second calculation unit (12); and a determination unit (14) that compares actual angular accelerations of the left and right wheels (5) with the estimated angular accelerations calculated by the third calculation unit (13) to perform off-ground determination for each of the left and right wheels (5).

Abstract: The disclosed vehicle braking device controls a hydraulic brake system (2) and a regeneration brake system (3) mounted on a vehicle (1) in accordance with an acceleration value and a brake value, and includes a first divider (11), a second divider (12), and a controller (13). The first divider (11) divides a driver demand torque set according to the accelerator value into a target coast torque and a remaining torque. The second divider (12) divides a sum of a deceleration torque set according to the brake value and the target coast torque divided by the first divider (11) into a hydraulic-brake demand torque and a regeneration-brake demand torque. The controller (13) controls the hydraulic brake system (2), using the hydraulic-brake demand torque, and controls the regeneration brake system (3), using a total regeneration brake torque calculated from the remaining torque and the regeneration-brake demand torque.

Abstract: A vehicle travel control device calculates torques required for a motor in a first regenerative control mode and a second regenerative control mode based on an accelerator opening degree and a vehicle speed, selects torque required for the motor suitable for the first regenerative control mode or the second regenerative control mode from among the calculated torques required for the motor, and limits a change rate of the torque required for the motor when the selected torque required for the motor changes beyond a predetermined change rate by switching from the first regenerative control mode to the second regenerative control mode.

Abstract: A vehicle brake system (1) includes a first control device (10) and a second control device (11) that respectively include a master controller (30), a first sub-controller (40), and a second sub-controller (41) that are connected to one another. Each of the master controller (30), the first sub-controller (40), and the second sub-controller (41) includes a braking force calculation unit that calculates braking force of electric brakes (16a to 16d), and a determination unit that compares braking force calculation results of the controllers to determine whether itself is normal. The determination unit includes an output block section that blocks, when the determination unit determines that any one of the controllers is not normal, an output of the controller that is determined to be not normal.

Abstract: In a fuel tank system, a control unit diagnoses a failure of a fuel storage unit and a processing unit. The fuel storage unit includes a vapor passage through which a fuel tank and a sealing valve are communicated with each other, a first pressure detection unit, and a second pressure detection unit disposed at a position different from the first pressure detection unit. The control unit specifies a presence or an absence of a clogging of the vapor passage based on a first pressure value detected by the first pressure detection unit and a second pressure value detected by the second pressure detection unit when the pressure in the fuel tank is changed by the pressure generation unit in a condition that the sealing valve is controlled to be opened.

Abstract: An auxiliary chamber type internal combustion engine includes a main chamber, an auxiliary chamber, a plurality of connecting passages connecting the main chamber with the auxiliary chamber, and an ignition plug configured to ignite a mixture introduced into the auxiliary chamber. The plurality of connecting passages include a first connecting passage having a first injection port and a second connecting passage having a second injection port. A flame generated in the auxiliary chamber is injected into the main chamber through the first and second injection ports. The first injection port is configured such that the flame propagates along a ridge line at which the plurality of inclined surfaces of the cylinder head intersect. The second connecting passage extends in a direction oriented to the piston with respect to the first connecting passage when viewed from a direction perpendicular to the cylinder axial direction.

Abstract: In a drive control device for an electric vehicle that includes brake devices (30a to 30d) provided for each of left and right wheels of the vehicle, a front motor (4) and a rear motor (6) for driving and regeneratively braking the wheels of the vehicle, a vehicle motion control unit (37) for calculating a brake application demanded amount corresponding to a yaw moment application amount to be applied to the vehicle based on the traveling state of the vehicle, a brake ECU (31) for controlling the brake devices (30a to 30d) on the left and right sides independently of each other based on the brake application demanded amount to control the yaw moment of the vehicle, and a motor torque control unit (39) for controlling driving torques and regenerative braking torques of a front motor (4) and a rear motor (6), the motor torque control unit (39) executes correction for increasing the driving torque or reducing the regenerative braking torque according to the increase of the braking torques of the brake devices (3

Abstract: A vehicle control device includes a drive source mounted on a vehicle, a differential device configured to distribute a driving force generated by the drive source to a right drive wheel and a left drive wheel, a speed sensor configured to detect a rotation speed of the drive source, a pair of wheel speed sensors configured to detect rotation speeds of the right drive wheel and the left drive wheel, and a control device configured to set an index value having a value obtained by multiplying the rotation speed of the drive source by a predetermined coefficient in a case that at least one of the pair of wheel speed sensors fails, and to control torque output from the drive source based on the index value.

Abstract: A highly reliable vehicle brake system that includes an electric brake and achieves redundancy at low cost is provided. A vehicle brake system (1) is provided to a wheel (Wa) of a vehicle (VB), and includes an electric brake (16a) provided with a motor (80), a driver (60) that drives the motor (80), and a first control device (10) provided with a master controller (30) and a first sub-controller (40) connected to each other. The electric brake (16a) is controllable by both the master controller (30) and the first sub-controller (40).

Abstract: A connector includes a housing having a fitting part that is inserted and fitted into a counterpart fitting part, a shield shell having a shell flange part disposed opposite a wall surface of a counterpart wall body with an interval therebetween, a first watertight member between the fitting part and the counterpart fitting part, and a second watertight member that is crushed between the shell flange part and a wall surface of the counterpart wall body. The housing has a housing flange part with an outer peripheral surface thereof disposed inside an outer peripheral edge of the shell flange part and outside an inner edge of the shell flange part, and with a contact surface with an annular shape in contact with the wall surface of the counterpart wall body.

Abstract: A battery operation mode display device includes the mode display unit that displays a plurality of battery operation modes for controlling discharging and charging. The mode display unit sequentially displays a first mode indicator corresponding to a first battery operation mode identified in a first engine drive permission range, a second mode indicator corresponding to a second battery operation mode identified in a second engine drive permission range wider than the first engine drive permission range, and a third mode indicator corresponding to a third battery operation mode identified in a third engine drive permission range wider than the second engine drive permission range, among a plurality of battery operation modes identified for each drive permission range of the engine, in accordance with the drive permission range of the engine.

Abstract: A battery control device includes: an input unit that selects and inputs a first battery operation mode that is one of a plurality of battery operation modes that control discharging from a battery to an electric motor and charging from a generator to the battery by an operation of an occupant of the vehicle; a selection status display unit that displays a mode indicator corresponding to each of the plurality of battery operation modes and displays a selection status in the input unit; a confirmation unit that confirms the first battery operation mode when a selected state of the first battery operation mode is maintained for a predetermined time after the first battery operation mode is selected in the input unit; and a battery operation control unit that controls the operation of the battery of the vehicle based on the first battery operation mode confirmed by the confirmation unit.

Abstract: A cylinder head includes an intake-side wall part (1a) that upwardly extends from a cylinder head lower surface (lb) coupled to a cylinder block; a port circumferential wall part (4) that forms therein an intake port (3) communicating with a combustion chamber (2) of an engine; an outer longitudinal rib (14) that projects from an outer surface of the port circumferential wall part (4) on a side of the cylinder head lower surface (lb); and a boss part (13) that is bulged from the intake-side wall part (1a) on one end portion of the outer longitudinal rib (14). The port circumferential wall part (4) includes a resin part disposed along an inner surface thereof. The outer longitudinal rib (14) extends in a direction away from the intake-side wall part (1a) along a flow direction of intake air flowing inside the intake port (3). The boss part (13) includes a hole part (13a) that discharges gas in the intake port (3) when injection molding of the resin part is carried out.

Abstract: A cylinder head (1) disclosed herein includes a cylinder head main body (10) having an intake port (3) communicating with a combustion chamber (2) of an engine; and an insulation member (20) being arranged at an inner side of the intake port (3), made of resin, and formed into an annular shape. A step part (14) is formed at a downstream side of the insulation member (20) in a flow direction of intake air in the intake port (3) such that the intake port (3) has a cross section perpendicular to the flow direction at the downstream side smaller than a cross section perpendicular to the flow direction at an upstream side of the flow direction; and an annular seal member (21) that seals a space between the insulation member (20) and the step part (14) is arranged between the insulation member (20) and the step part (14).

Abstract: A vehicle control device that calculates a vehicle body velocity of a vehicle is disclosed. Sensors (18, 19) that obtain respective wheel velocities of left and right wheels (5) arranged along the vehicle width direction are provided. A calculator (11) that calculates, when the left and right wheels (5) are not slipping, an average value (A) of the wheel velocities as the vehicle body, and calculates, when at least one of the left and right wheels (5) is slipping, the vehicle body velocity on the basis of the average value (A) and a lower velocity value (B) between the wheel velocities is provided. With this configuration, the precision in calculating the vehicle body velocity is enhanced, suppressing a cost rise.

Abstract: The disclosed vehicle braking device controls a hydraulic brake system (2) and a regeneration brake system (3) mounted on a vehicle (1) in accordance with an acceleration value and a brake value, and includes a first divider (11), a second divider (12), and a controller (13). The first divider (11) divides a driver demand torque set according to the accelerator value into a target coast torque and a remaining torque. The second divider (12) divides a sum of a deceleration torque set according to the brake value and the target coast torque divided by the first divider (11) into a hydraulic-brake demand torque and a regeneration-brake demand torque. The controller (13) controls the hydraulic brake system (2), using the hydraulic-brake demand torque, and controls the regeneration brake system (3), using a total regeneration brake torque calculated from the remaining torque and the regeneration-brake demand torque.

Abstract: A vehicle state display device for a vehicle includes an output limiting unit that limits an output of the vehicle when charge of a battery is equal to or smaller than a first value and a battery state display unit that displays a state of the battery. The battery state display unit switches and displays a first display mode indicating that the state of charge of the battery exceeds a second value that is larger than the first value, a second display mode indicating that the state of charge of the battery is equal to or smaller than the second value and exceeds the first value and the output of the vehicle may be limited, and a third display mode indicating that the state of charge of the battery is equal to or smaller than the first value and the output of the vehicle is being limited.

Abstract: On a lower side of a floor (2), a battery storage section (31) is formed on a front side of a cross member (27) that connects left and right side members (3l, 3r) to dispose a driving battery (34), a tank storage section (30) is formed on a rear side to dispose a fuel tank (32) and a driving motor (9) is disposed on a rear side of the tank storage section (30). A power cable (26) from a terminal block (34a) of the driving battery (34) is routed and fixed as appropriate so as to bypass the fuel tank (32) via the left side of the fuel tank (32) in the tank storage section (30) and connected to the driving motor (9) via a junction box (21). In an extra length routing area (37) on a side wall (27a) of the cross member (27), an extra length area (26a) is formed by slackening the power cable (26) in a semicircular shape.

Abstract: A vehicle drive unit includes an internal combustion engine (21), an electromotive unit (23) having a first electric motor (31) and a second electric motor (33), an inverter (27) disposed above the electromotive unit, a first harness (41) that electrically connects the inverter and a first terminal block (61) of the first electric motor, and a second harness (42) that electrically connects the inverter and a second terminal block (62) of the second electric motor. The first electric motor and the second electric motor are disposed in a vehicle front-rear direction. Of the first electric motor and the second electric motor, one electric motor is disposed on the front side in the front-rear direction, and the other electric motor is disposed on the rear side in the front-rear direction. The other electric motor is offset upward in the up-down direction with respect to the one electric motor.