Abstract: When a speed ratio, which is the ratio of the turbine speed to the engine speed, is equal to or less than 1, a driving torque converter dynamic characteristic model is used which is set based on a driving torque converter static characteristic in which the torque ratio decreases to 1 with an increase of the speed ratio. When the speed ratio is greater than 1, a driven torque converter dynamic characteristic model is used which is set based on a driven torque converter static characteristic in which the torque ratio is 1 regardless of the speed ratio.

Abstract: A vehicle control apparatus and method that control a vehicle equipped with a driving source and an automatic transmission connected to the driving source are provided. The vehicle control apparatus and method increase a driving force by at least one of the increase in output from the driving source and the increase in a speed ratio of the automatic transmission, when the vehicle is traveling. The vehicle control apparatus and method detects a request for passing a lead vehicle, and performs a limit control when the request for passing the lead vehicle is detected. The limit control reduces a proportion of the driving force increased by the increase in the speed ratio of the automatic transmission to the driving force increased by the increase in the output from the driving source.

Abstract: An ECU executes the step S100 of detecting an intake air amount QA and an ignition timing IT, the step S200 of calculating an estimated engine torque TE from QA and IT, the step S300 of detecting the engine rotation speed NE and the turbine rotation speed NT, the step S400 of calculating the speed ratio E of the torque converter 210, the step S500 of calculating a torque capacity C from the speed ratio, the step S600 of calculating a reference torque TP(0) from the torque capacity C, the step S700 correcting the reference torque TP(0) into TP based on a map, the step S900 setting TE as the estimated engine torque if TP is greater than TE, and the step S1000 setting TP as the estimated engine torque if TP is not greater than TE.

Abstract: An integrated control system includes subsystem with a driving system control subsystem controlling a driving system, a brake system control subsystem controlling a brake system, and a steering system control subsystem controlling a steering system, a subsystem stabilizing a current dynamic state of the vehicle, a subsystem realizing a driving support function such as automatic cruising, and a storage unit for storing shared signals. Each subsystem includes a request unit, an arbitration unit, and an output unit.

Abstract: An integrated control system includes a main control system (accelerator) controlling a driving system, a main control system (brake) controlling a brake system, a main control system (steering) controlling a steering system, an adviser unit generating and providing information to be used at each control system based on environmental information around the vehicle or information related to a driver, and an agent unit. The agent unit executes a program including a process of determining a control precondition, a step of calculating an instructed distance or a target distance to an instructed position, and a process of guarding (regulating) by environmental information.

Abstract: An integrated control system includes a main control system controlling a driving system, a main control system controlling a brake system, and a main control system controlling a steering system, an adviser unit generating and providing information to be used at each control system based on environmental information around the vehicle or information related to a driver, an agent unit generating and providing information to be used at each of the main control systems to cause the vehicle to realize a predetermined behavior, and a supporter unit generating and providing information to be used at each of the main control systems based on the current dynamic state of the vehicle.

Abstract: An integrated control system includes a main control system (accelerator) controlling a driving system, a main control system (brake) controlling a brake system, and a main control system (steering) controlling a steering system, based on manipulation by a driver, as well as an adviser unit generating and providing information to be used at each main control system based on environmental information around a vehicle or information related to a driver. The advisor unit executes a program including the steps of: sensing a vehicle state, driver's manipulation, and environmental information; operating an expected value by the driver with regard to a driving force; performing distribution processing of a braking/driving torque; and operating a distribution ratio so as to carry out distribution.

Abstract: A power train control device includes a requested torque calculation unit that calculates requested torque for an engine based on a parameter input from an upper level computing device, a transmission gear ratio determination unit that determines a transmission gear ratio, a transmission control unit that calculates output shaft torque and gearshift time of an automatic transmission at the time of gearshift and outputs a control parameter to an automatic transmission control device, a generated driving torque calculation unit that calculates driving torque generated in the power train, taking account of the load torque of the engine input from a load torque computing device, and outputs the calculated driving torque to the upper level computing device, and an availability calculation unit that calculates and outputs availability of the driving torque to the upper level computing device.

Abstract: The load element state detecting portion 72 detects the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 on the basis of the displacement of the spool valve element 42. That is, since the completion of the filling of the hydraulic oil into the clutch and the working limit of the accumulator 64 are directly detected, so that the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 can be detected with high precision regardless of differences among products and the time-lapse variation. Furthermore, they can be detected without equipping any special device to the hydraulic control circuit, and thus there is an advantage that the device construction is simple.

Abstract: A vehicle has a drive control ECU that controls an internal combustion engine or a transmission on the basis of a target drive force. The drive control ECU has a first arbitrator that sets the target drive force on the basis of a driver's request and the like, and filters that have individually different damping characteristics and that correct the target drive force from the first arbitrator so that the vibration of a sprung weight of the vehicle is controlled, as well as a switch that includes a switching portion and a filter setting portion. The filter setting portion determines whether a pitching resonance frequency has changed. If having determined that the pitching resonance frequency has changed, the filter setting portion switches the filter having been used for correcting the target drive force to a filter corresponding to a post-change pitching resonance frequency.

Abstract: A vehicle control apparatus for controlling a vehicle in response to a target control value includes a first setting unit configured to set a first target control value in response to a driver's request, a correction unit configured to correct the first target control value set by the first setting unit such as to suppress over-spring vibration of the vehicle, a second setting unit configured to set a second target control value in response to conditions different from a driver's request, and an arbitration unit configured to arbitrate between the first target control value and the second target control value, wherein if the second setting unit sets the second target control value, the correction unit is prevented from correcting the first target control value, and the arbitration unit arbitrates between the first target control value not corrected by the correction unit and the second target control value.

Abstract: For setting a predetermined target control amount concerning running of a vehicle according to an operation amount for a predetermined operation member for running the vehicle, an operation amount obtaining part obtaining the operation amount for the operation member; a trouble determining part determining whether or not a trouble occurs in any one of the operation member and the operation amount obtaining part; a target control amount setting part setting a trouble occasion target control amount which is a target control amount for a trouble occasion when the trouble determining part determines that a trouble occurs in at least any one of the operation member and the operation amount obtaining part; and a correcting part correcting the trouble occasion target control amount set by the trouble occasion target control amount setting part in such a manner that on-spring vibration of the vehicle is damped, are provided.

Abstract: A communication system is arranged to efficiently control communications as being conscious of location information of a mobile body. The communication system includes an address list managing unit, a data supplying unit, a call connecting unit, a display unit, and a user interface. The address list managing unit stores and manages an address list about the location of each registered member. The data supplying unit generates data based on the address list so that the data can be disclosed on a Web site. The call connecting unit gives a call to a destination member specified by a user side for controlling a call connection. The display unit displays a screen image of the data to be referenced on the Web site. The user interface is used for specifying a destination member and a communication service type on the screen.

Abstract: A control apparatus and method for an automatic transmission, by which a shift is executed by simultaneously controlling release and application of different friction engaging elements, are provided which i) control a clamping force of a friction engaging element to be released and a clamping force of a friction engaging element to be applied, ii) adjust an output torque of a prime mover for driving a vehicle, iii) detect a predetermined timing that is after the start of a torque phase during a shift of the automatic transmission and before the clamping force of the friction engaging element to be applied increases to the point at which torque input to the automatic transmission can be transmitted by only the friction engaging element to be applied, and iv) output a command to gradually reduce the clamping force of the friction engaging element to be released and a command to gradually increase the clamping force of the friction engaging element to be applied, in the torque phase.

Abstract: An integrated control system includes processes A-C in which request acceleration, target gear ratio, and target engine revolution are calculated in accordance with the HMI in a main control system (accelerator) controlling the driving system, and processes D-F in which the request acceleration, target gear ratio, and target engine revolution are calculated in accordance with a manual manipulation request where the driver upshifts or downshifts the gear of the transmission, for example, that is an actuator.

Abstract: A vehicle integrated control system includes an external disturbance load compensator. The external disturbance load compensator executes a program including: a step of sensing a vehicle state; a step of sensing environmental information on the surroundings of the vehicle; a step of performing an external disturbance load calculation; a step of determining whether or not to permit an external disturbance load change based on the environmental information; when it is expected that the vehicle is about to move based on the environmental information, a step of suspending an external disturbance load change; when it is expected that the state of the vehicle does not change based on the environmental information, a step of calculating distribution ratio of a braking force to the main control system (brake) so as to cancel an engine torque change by the external disturbance load change.

Abstract: An integrated control system includes a main control system (accelerator) controlling a driving system, a main control system (brake) controlling a brake system, and a main control system (steering) controlling a steering system, based on manipulation by a driver, as well as an adviser unit generating and providing information to be used at each main control system based on environmental information around the vehicle or information on a driver. The advisor unit outputs to the main control system (accelerator) sudden acceleration/deceleration risk information having the risk set to “high” when the vehicle is parked in a parking lot, based on information from a navigation device or a surroundings monitoring sensor. The main control system (accelerator) selects a parking state property map based on the sudden acceleration/deceleration risk information having the risk set to “high”, and calculates a target driving force smaller than that corresponding to accelerator pressing by the driver.

Abstract: An integrated control system includes a main control system (accelerator) controlling a driving system, a main control system (brake) controlling a brake system, a main control system (steering) controlling a steering system, an adviser unit generating and providing information to be used at each control system based on environmental information around the vehicle or information related to a driver, and an agent unit. The agent unit executes a program including a process of determining a control precondition, a step of calculating an instructed distance or a target distance to an instructed position, and a process of guarding (regulating) by environmental information.

Abstract: A vehicle control device performs a program including the step of obtaining a target point for movement based on information from a vehicle exterior camera, the step of obtaining a distance X to the target point, the step of resetting a distance counter, the step of causing the vehicle to enter accelerated running at set acceleration, the step of causing the vehicle to change from the accelerated running to constant-speed running when the distance counter reaches X, and the step of causing the vehicle to change from the constant-speed running to decelerated running when the distance counter reaches X.

Abstract: The load element state detecting portion 72 detects the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 on the basis of the displacement of the spool valve element 42. That is, since the completion of the filling of the hydraulic oil into the clutch and the working limit of the accumulator 64 are directly detected, so that the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 can be detected with high precision regardless of differences among products and the time-lapse variation. Furthermore, they can be detected without equipping any special device to the hydraulic control circuit, and thus there is an advantage that the device construction is simple.