Abstract: A driving support apparatus for an own vehicle includes a travel trajectory obtaining unit configured to obtain a preceding vehicle trajectory which is a travel trajectory of a preceding vehicle, and a control unit configured to perform a follow-up steering control for changing a steering angle of the own vehicle in such a manner that the vehicle travels along a target traveling line determined based on the preceding vehicle trajectory. The control unit is configured to, when a first distance condition and a manual steering condition are both satisfied while the follow-up steering control is being performed, stop the follow-up steering control.

Abstract: A driving support apparatus for a vehicle includes a lane keeping assist control unit configured to perform a lane keeping assist control, and a lane change assist control unit configured to perform a lane change assist control. When a reliability with respect to a recognition result of lane lines is a predetermined level, the lane keeping assist control unit lowers a responsiveness of the lane keeping assist control, compared with the responsiveness of the lane keeping assist control when the reliability is a level higher than the predetermined level. When the reliability is a level lower than the predetermined level, the lane change assist control unit lowers a responsiveness of the lane change assist control, compared with the responsiveness of the lane change assist control when the reliability is the predetermined level.

Abstract: A driving support ECU performs an inter-vehicle-distance control and a following-travel steering control. When an inter-vehicle-distance target vehicle and a following-travel steering target vehicle are the same specific other vehicle as each other, and there is a potential cutting-in vehicle between an own vehicle and the specific other vehicle, the driving support ECU newly specifies the potential cutting-in vehicle as the inter-vehicle-distance target vehicle at a first time point in a cutting-in period and newly specifies the potential cutting-in vehicle as the following-travel steering target vehicle at a second time point in the cutting-in period.

Abstract: A driving support ECU is configured to, when a specific recognition state occurs where a lane marker recognized changes from a left lane marker to a right lane marker or vice versa under a one side lane marker recognizable state, set a steering angle guard value to a second steering angle guard value smaller than a first steering angle guard value and set a steering angle speed guard value to a second steering angle speed guard value smaller than a first steering angle speed guard value.

Abstract: A driving assistance device includes an electronic control unit. when a recognition situation of a division line of a traveling lane along which a vehicle is traveling is a near-side recognizable situation in which a forward and far division line of the vehicle is not recognized and a forward and near division line of the vehicle is recognized, the electronic control unit performs lane trace control set, to a target traveling line, a corrected traveling trajectory in which at least one of i) a position of a near target traveling line constituted by a central position of the traveling lane determined based on the recognizable forward and near division line or a position located within a predetermined lateral distance from the central position in a lane-width direction and ii) a tangential direction of the near target traveling line is applied to the traveling trajectory to correct the traveling trajectory.

Abstract: A driving assistance device includes an ECU configured to make a warning unit issue the warning to a driver, when a first condition and a second condition are both satisfied. The first condition is a condition that there is a possibility that the host vehicle deviates from a deviation-side traveling lane edge specified by one of right and left lane division lines when LKA is executed. The second condition is a condition that behavior of the host vehicle approaching the deviation-side traveling lane edge occurs at the current position of the host vehicle at at least one point of time of a first point of time at which determination is made that the first condition is satisfied and a third point of time in a period from the first point of time to a second point of time after a predetermined time elapses.

Abstract: In a case where existence of a branch point in front of a vehicle is not recognized based on position information of the vehicle and map information, when a lane width variation is greater than or equal to a first threshold value larger than a second threshold value, a determination that the branch point exists is made by a determination unit of a vehicle control device. On the other hand, in a case where existence of the branch point is recognized based on the position information of the vehicle and the map information, when the lane width variation is greater than or equal to the second threshold value smaller than the first threshold value, a determination that the branch point exists is made by the determination unit.

Abstract: A drive control system for an electric motor includes a slippage determination device, a tentative vibration damper torque calculator, a vibration damper torque limit value setting device, a vibration damper torque setting device, and a control device. The vibration damper torque setting device is configured to set a control torque obtained by limiting a tentative vibration damper torque using a limit value set by the vibration damper torque limit value setting device. The control device is configured to control driving of the electric motor in accordance with a command value of a torque obtained by combining a requested torque for the electric motor with the control torque set by the vibration damper torque setting device.

Abstract: In a case where existence of a branch point in front of a vehicle is not recognized based on position information of the vehicle and map information, when a lane width variation is greater than or equal to a first threshold value larger than a second threshold value, a determination that the branch point exists is made by a determination unit of a vehicle control device. On the other hand, in a case where existence of the branch point is recognized based on the position information of the vehicle and the map information, when the lane width variation is greater than or equal to the second threshold value smaller than the first threshold value, a determination that the branch point exists is made by the determination unit.

Abstract: A load drive control system for a hybrid vehicle includes a zero current control execution device and an error compensating device. The zero current control execution device is configured to control a converter to output a substantially constant raised voltage that is higher than an inductive voltage generated in an electric motor. The error compensating device is configured to compensate for an attachment error of a first position detector based on a d-axis voltage command value for the electric motor calculated during zero current control.

Abstract: A load drive control system for a hybrid vehicle includes a zero current control execution device and an error compensating device. The zero current control execution device is configured to control a converter to output a substantially constant raised voltage that is higher than an inductive voltage generated in an electric motor. The error compensating device is configured to compensate for an attachment error of a first position detector based on a d-axis voltage command value for the electric motor calculated during zero current control.

Abstract: A drive control system for an electric motor includes a slippage determination device, a tentative vibration damper torque calculator, a vibration damper torque limit value setting device, a vibration damper torque setting device, and a control device. The vibration damper torque setting device is configured to set a control torque obtained by limiting a tentative vibration damper torque using a limit value set by the vibration damper torque limit value setting device. The control device is configured to control driving of the electric motor in accordance with a command value of a torque obtained by combining a requested torque for the electric motor with the control torque set by the vibration damper torque setting device.

Abstract: A control system for an internal combustion engine, which is capable of preventing a variable valve-operating mechanism from suffering problems due to insufficiency of lubrication oil immediately after starting the engine. The ECU of the engine determines an amount of lubrication oil lubricating the variable valve-operating mechanism which is capable of continuously changing an intake lift, holds the intake lift at a predetermined lift if it is determined that the oil amount is less than a predetermined amount, and controls the amount of intake air by changing the opening of a throttle valve capable of adjusting the amount of intake air, when the operation of the variable valve-operating mechanism is inhibited.

Abstract: A control system for an internal combustion engine having a valve operating characteristic varying mechanism for continuously changing a lift amount of at least one intake valve of the engine. The valve operating characteristic varying mechanism includes a control shaft for changing the lift amount, a motor for rotating the control shaft, and a transmission mechanism provided between an output shaft of the motor and the control shaft for transmitting an actuating force of the motor to the control shaft. A first rotational angle sensor detects a rotational angle of the output shaft of the motor, and a second rotational angle sensor detects a rotational angle of the control shaft. A control of the lift amount of the at least one intake valve is performed according to the rotational angle detected by the first rotational angle sensor or the second rotational angle sensor.

Abstract: A control system for a plant is provided. A feedback control input is calculated so that a controlled output of the plant coincides with a target value. The feedback control input is averaged to calculate an averaged feedback control input. A hold control input is calculated according to an operating condition of the plant. A corrected hold control input is calculated by combining the hold control input with the averaged feedback control input according to a preset ratio. A control input to the plant is set to the feedback control input in a first state where a control deviation between the controlled output and the target value is greater than a predetermined threshold value, and setting the control input to the corrected hold control input in a second state where the control deviation is equal to or less than the predetermined threshold value. The feedback control input is made to gradually approach to or coincide with the corrected hold control input in the second state.

Abstract: A control system for a plant can include a feedback control input which can be calculated so that a controlled output of said plant coincides with a target value. A hold control input can be calculated according to an operating condition of said plant. A control input to said plant is set to the feedback control input when a control deviation between the controlled output and a target value is greater than a predetermined threshold value, and the control input is set to the hold control input when the control deviation is equal to or less than the predetermined threshold value. The feedback control input is made to gradually approach to or coincide with the hold control input when the control input is set to the hold control input.

Abstract: A control system for a plant, including a sliding mode controller and a transfer characteristic adjusting module. The sliding mode controller calculates a feedback control input with a sliding mode control so that an controlled output of the plant coincides with a target value. The transfer characteristic adjusting module is connected to an output of the sliding mode controller, and has a transfer characteristic set according to a transfer function of a controlled object model which is obtained by modeling the plant. A control input to the plant is set to an output of the transfer characteristic adjusting module. The transfer characteristic of the transfer characteristic adjusting module is set so that a composite transfer function indicative of a transfer characteristic which is obtained by combining the transfer characteristic of the transfer characteristic adjusting module and a transfer characteristic of the controlled object model, coincides with a desired target transfer function.

Abstract: A control system for an internal combustion engine, which is capable of preventing a variable valve-operating mechanism from suffering problems due to insufficiency of lubrication oil immediately after starting the engine. The ECU of the engine determines an amount of lubrication oil lubricating the variable valve-operating mechanism which is capable of continuously changing an intake lift, holds the intake lift at a predetermined lift if it is determined that the oil amount is less than a predetermined amount, and controls the amount of intake air by changing the opening of a throttle valve capable of adjusting the amount of intake air, when the operation of the variable valve-operating mechanism is inhibited.

Abstract: An intake air amount control system for an internal combustion engine, which is capable of reducing energy for driving a variable intake lift mechanism, and properly controlling an intake air amount during an auto cruise operation. The intake air amount control system for the engine holds a lift of an intake valve at a predetermined lift by holding a target lift at the predetermined lift when it is determined that a vehicle is in the auto cruise operation. This reduces energy required for an intake lift actuator which drives the variable intake lift mechanism, and suppresses heat generated by a motor of the intake lift actuator. Further, during the auto cruise operation, by changing a throttle valve opening, the intake air amount is properly controlled.

Abstract: A control system for an internal combustion engine having a valve operating characteristic varying device which continuously changes a lift amount of at least one intake valve. Operation of a start switch, which instructs the start of the engine is detected. The engine is started after a predetermined delay time period has elapsed from the moment the operation of the start switch is detected. The valve operating characteristic varying device is operated during the predetermined delay time period, and a failure determination of the valve operating characteristic varying device is performed.