Abstract: An object is to provide a vehicle rear seat frame wherein impact caused by a housed seat toward the vehicle front is mitigated in a case of rear-end collision. Seat cushion side frames are disposed on both ends, with respect to the vehicle lateral direction, of a seat cushion frame, and include first weak portions having less strength than other portions in the vehicle longitudinal direction in a folded state. Seat back side frames disposed on both ends, with respect to the vehicle lateral direction, of a seat back frame include second weak portions having less strength than other portions in the vehicle longitudinal direction in a folded state.

Abstract: A display device for an electric vehicle includes a calculation unit which calculates a power consumption rate of the electric vehicle, and a display unit which displays the power consumption rate calculated by the calculation unit, and a possible travel range achievable at the power consumption rate. The display unit includes a power consumption rate scale indicating scales of the power consumption rate, a possible travel range scale indicating scales of the possible travel range and disposed corresponding to the power consumption rate scale, and a line portion displayed between the power consumption rate scale and the possible travel range scale. An end portion of the line portion closer to the power consumption rate scale indicates the power consumption rate, and an end portion of the line portion closer to the possible travel range scale indicates the possible travel range.

Abstract: A control apparatus of a hybrid vehicle which, when a travel mode is switched from a second mode (EV mode) to a first mode (series mode), can warm an exhaust purification catalyst appropriately to suppress deterioration of an exhaust gas, is provided. The control apparatus comprises selection means 32 which selects the first mode as a travel mode of a vehicle 10, if a required output is equal to or higher than a determination threshold value, or selects the second mode, if the required output is lower than the determination threshold value; and threshold value changing means 33 which lowers the determination threshold value, if the temperature of the exhaust purification catalyst is lower than a predetermined temperature.

Abstract: A filter is disposed on an exhaust path of the internal combustion engine to capture particulate matter exhausted from the internal combustion engine. A controller is caused to execute regeneration control that incinerates the particulate matter captured on the filter. The controller accomplishes the regeneration control by executing lean incineration control and stoichiometric incineration control in combination with each other. The lean incineration control incinerates the particulate matter, keeping an air-fuel ratio of the internal combustion engine to be leaner than a logical air-fuel ratio. The stoichiometric incineration control incinerates the particulate matter, oscillating the air-fuel ratio of the internal combustion engine about the logical air-fuel ratio as an average air-fuel ratio at a predetermined first cycle.

Abstract: A battery cooling control device includes a power storage device management portion that detects a temperature of a power storage device, an electronic control portion that changes over a traveling mode of a vehicle between an EV traveling mode and an HEV traveling mode, and based on a detection result of the power storage device management portion, outputs a cooling start instruction and a cooling stop instruction, and a cooling system that starts cooling the power storage device in response to a receiving of the cooling start instruction and stop cooling the power storage device in response to a receiving of the cooling stop instruction. The electronic control portion changes set values of the cooling start temperature and the cooling stop temperature in accordance with whether the traveling mode is the EV traveling mode or the HEV traveling mode.

Abstract: A first gear train couples one shaft with the left axle or the right axle. The one shaft is one of two shafts which are not coupled to the reduction gear. The other one of the two shafts is coupled with one element which are not coupled to the first gear train among three elements of the differential case, the left axle and the right axle. The planetary gear mechanism, first gear train and second gear train have a gear ratio by which rotation of a motor stops when the differential apparatus does not perform differential operation and total torque of the left axle and the right axle when torque of the motor is applied does not change. The motor is disposed at one side in a vehicle widthwise direction with reference to the differential apparatus, and a planetary gear mechanism is disposed at the other side.

Abstract: A fuel maintenance guide system is provided in a hybrid vehicle in which a shift to a fuel maintenance mode prioritizing consumption of fuel is automatically performed under a predetermined condition regardless of a driver's intention. The fuel maintenance guide system includes an information notification unit configured to perform notification of information urging consumption of the fuel, and a control unit configured to estimate a time to shift automatically to the fuel maintenance mode and to begin to perform notifying actuation of the information notification unit a predetermined period of time before the estimated time.

Abstract: When high-pressure purge (the first purge control) (d-f) in which fuel evaporative gas in the fuel tank is emitted until internal pressure in the fuel tank decreases to a second predetermined pressure by closing a vapor solenoid valve, opening a fuel tank shutoff valve and a purge control valve when an engine is running finishes, connecting passage purge (the second purge control) (f-g) in which the fuel evaporative gas in vapor piping and purge piping is emitted up to a second predetermined volume (a second predetermined value) or above is performed, and then the fuel evaporative gas in a canister is emitted by opening the vapor solenoid valve (the third purge control) (g-h).

Abstract: The present invention improves usability by making it possible to change a display gauge of an added amount of regenerated energy. A regenerated energy display device (1) according to the present invention is installed in a vehicle (10) that is capable of collecting the regenerated energy and comprises: a display unit (2) that is capable of displaying a graph (5) that shows an added amount (Aa) of regenerated energy; and a control unit (3) that controls the display unit (2) such that it is possible to change a gauge (the upper limit) of information indicating the added amount (Aa) displayed on the display unit.

Abstract: A display device for displaying at least one of outputs related to traveling of a hybrid vehicle includes a first area that indicates a first output in a first mode and indicates a second output in a second mode, a second area provided side by side with the first area and that indicates a third output in the second mode, and a third area provided in a position adjacent to the second area, and that indicates a range of the first output where a possibility that the internal combustion engine starts is high. The first area has a first display portion that changes according to the first output in the first mode and the second output in the second mode. The second area has a second display portion that changes according to the third output in the second mode.

Abstract: A highly reliable vehicle brake system including an electric brake is provided. A vehicle brake system (1) includes electric brakes (16a to 16d) provided with motors (80 to 85), drivers (60 to 65) that drive the motors (80 to 85), and a control device that controls the drivers (60 to 65). The electric brake (16a) includes two motors (80 and 81), and the control device includes separate drivers (60 and 61) respectively corresponding to the two motors (80 and 81). The control device includes a first master controller (30) and a first sub-controller (40). The first master controller (30) controls the driver (61) corresponding to the motor (81), and the first sub-controller (40) controls the driver (60) corresponding to the motor 80.

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) 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: The setting unit sets a first target valve-opening timing to be set when a load of the internal-combustion engine is within a first range which is a predetermined range later than both a second target valve-opening timing to be set when the load is within a second range in which the load is lower than the first range, and a third target valve-opening timing to be set when the load is within a third range in which the load is higher than the first range.

Abstract: A differential apparatus including a pair of left and right outputting shafts is interposed between a left shaft and a right shaft of a vehicle, and a motor is coupled to the differential apparatus. A reverse rotating mechanism which generates rotation being reverse to a first outputting shaft being one of the outputting shafts and having a same rotational speed as the first outputting shaft is provided. A changeover mechanism for controlling a power transmission state is interposed between the left shaft coupled to the first outputting shaft and the reverse rotating mechanism. The changeover mechanism has a first state where the left shaft is coupled to the first outputting shaft, a second state where the left shaft in not coupled to the differential apparatus and the reverse rotating mechanism, and a third state where the left shaft is coupled to the reverse rotating mechanism.

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 highly reliable vehicle brake system that includes an electric brake and achieves redundancy at low cost is provided. A vehicle brake system (1) includes electric brakes (16a to 16d) that include at least one unit of motors (80 and 81), and first and second control devices (10 and 11) that include a master controller (30) and a first sub-controller (40) that are connected to one another. The master controller (30) includes a driver control unit (301) that can control drivers (61 and 63), and a braking force calculation unit that calculates braking force of the electric brakes (16a to 16d). The first sub-controller (40) includes a driver control unit that controls a driver (60), and a braking force calculation unit that calculates braking force of the electric brakes (16a to 16d). The master controller (30) and the first sub-controller (40) include a determination unit that compares braking force calculation results of other controllers to determine braking force.

Abstract: An exhaust gas purification system for an engine includes an exhaust passage extending from the combustion chambers of the engine, and an exhaust purifying unit disposed in the exhaust passage and configured to purify exhaust gas in the exhaust passage. The exhaust purifying unit includes a carrier disposed in the exhaust passage, a first purifier having at least a function of oxidizing components in the exhaust gas. The first purifier covers, as an underlayer, an outer surface of the carrier, and a second purifier having a function of purifying the exhaust gas by reducing, using occluded ammonia, the components in the exhaust gas that have been oxidized in the first purifier. The second purifier includes a superposed portion covering, as an upper layer, an outer surface of the first purifier.

Abstract: A fuel evaporative emission control device including an electronic control unit that, when fuel tank inner pressure exceeds a first predetermined pressure, performs tank purge of closing a bypass valve and opening a sealing valve, discharging fuel evaporative gas inside the fuel tank into an air intake path of an engine in an operated state through a purge pipe and a vapor pipe, and treating the fuel evaporative gas, where, when tank purge is performed, if a first predetermined period of time passes after closing of the bypass valve without the fuel tank inner pressure falling to or below the first predetermined pressure, the sealing valve is closed and tank purge is stopped.

Abstract: A controlling device for purifying exhaust gas includes: a fuel cutting controller (2) that, if a predetermined condition for fuel cutting is satisfied, shuts off supply of fuel to an engine (10) after a predetermined delay time (B) elapses; a calculator (3) that calculates oxygen occludability of a catalyst (6, 7) being interposed in an exhaust system of the engine (10) and containing an oxygen occludable material; and a setter (4) that sets a length of the delay time (B) in accordance with the oxygen occludability calculated by the calculator (3).

Abstract: The control apparatus for a vehicle includes a determination unit that determines whether or not a start condition is established, the start condition including when a torque converter is in a lockup state, and when the vehicle is in an accelerating state; and a display control unit that causes an acting number of rotations to be displayed on a tachometer instead of an actual number of rotations when it is determined by the determination unit that the start condition is established. The display control unit calculates the acting number of rotations based on a target value of an input number of rotations of a continuously variable transmission, and varies the acting number of rotations with a rate of change having an absolute value that is greater than an absolute value of a rate of change of the actual number of rotations upon an abrupt change in the target value.