Abstract: A traction transmission capacity control device used in a drive force distribution device includes a second-roller turning means configured to turn the second roller around an eccentric axis deviated from a rotation axis of the second roller, and thereby to control a mutual radially-pressing force between the first roller and the second roller so that a traction transmission capacity is controlled.

Abstract: There is provided a motor lock prevention control device for a hybrid vehicle that has a motor-generator and a clutch capable of changing a transmission torque capacity between the motor-generator and driving wheels. The motor lock prevention control device is configured to, when the motor-generator is in a motor locked state to cause heat generation under drive load operating condition, perform motor prevention control to induce rotation of the motor-generator by adjusting at least one of the transmission torque capacity of the clutch and torque of the motor-generator in such a manner that the torque of the motor-generator exceeds the transmission torque capacity of the clutch.

Abstract: A controller of electric vehicle includes: sensor sensing vehicle information; torque target value setter; torque command value calculator; first paragraph calculator implementing first filtering treatment of the torque command value, the first filtering treatment including transmission characteristic having hand pass filter characteristic; second paragraph calculator implementing second filtering treatment of motor revolution speed which is one of pieces of the vehicle information, the second filtering treatment including: the transmission characteristic having band pass filter characteristic, and model of a transmission characteristic between: torque input to the vehicle, and the motor revolution speed; torque target value calculator calculating the second torque target value. Based on the first torque target value and the second torque target value, the torque command value calculator calculates the torque command value.

Abstract: A hybrid vehicle control apparatus is provided with a motor/generator arranged between an engine and a transmission, a first clutch disposed between the engine and the motor/generator, a second clutch disposed in a power train spanning from the motor/generator to a drive wheel, and a controller. The controller controls the engagement of the first and second clutches to select either an electric drive mode or a hybrid drive mode. The controller executes a rotational speed control of the motor/generator while in a coasting state with torque being transmitted through a one-way clutch of the transmission such that the rotational speed control increases an input rotational speed of the one-way clutch to a value closer to an output rotational speed of the one-way clutch with a difference between the input and output rotational speeds of the one-way clutch becoming equal to a target value.

Abstract: A clutch control apparatus is provided for a hybrid vehicle having at least two different power sources and a clutch disposed between the power sources and the drive wheels arranged to vary a transmission torque capacity. A separate clutch input and output speed sensing device senses the actual clutch input and output speeds respectively. A controller is configured to calculate a target vehicle driving torque according to a driver's operation and the vehicle running condition.

Abstract: In an automatic braking force control apparatus for a vehicle employing a deceleration feedback control system and an anti-skid control system executing, irrespective of a desired braking force for deceleration feedback control, an anti-skid cycle for preventing a wheel lock-up condition, the feedback control system calculates a desired braking force as a sum of a proportional-control signal component proportional to an error signal corresponding to a deviation from a desired deceleration, and an integral-control signal component corresponding to the integral of the error signal. The feedback control system memorizes the desired braking force, calculated just before an anti-skid cycle start time, as a memorized value, and initializes the desired braking force of an anti-skid cycle termination time to a predetermined value substantially corresponding to the memorized value for preventing a change in the desired deceleration occurring during the anti-skid cycle from being reflected in a feedback control signal.

Abstract: A state-of-charge (SOC) estimating device and method for a secondary battery that estimates the SOC of the battery with high precision when variation takes place in the parameters of the battery model, even if the input current is constant. A first SOC estimating part estimates the open-circuit voltage by estimating the battery parameters en bloc using an adaptive digital filter computing treatment from the measurement values of the current and the terminal voltage and computes a first estimated SOC of the secondary battery from the open-circuit voltage and a predetermined relationship between the open-circuit voltage and the SOC. A second SOC estimating part computes a second estimated SOC by means of current-integration. State-of-charge estimated value-selecting part selects the second SOC value as when the current is constant and otherwise selects the first SOC value.

Abstract: A hybrid vehicle control apparatus is provided with a motor/generator arranged between an engine and a transmission, a first clutch disposed between the engine and the motor/generator, a second clutch disposed in a power train spanning from the motor/generator to a drive wheel, and a controller. The controller controls the engagement of the first and second clutches to select either an electric drive mode or a hybrid drive mode. The controller executes a rotational speed control of the motor/generator while in a coasting state with torque being transmitted through a one-way clutch of the transmission such that the rotational speed control increases an input rotational speed of the one-way clutch to a value closer to an output rotational speed of the one-way clutch with a difference between the input and output rotational speeds of the one-way clutch becoming equal to a target value.

Abstract: There is provided a motor lock prevention control device for a hybrid vehicle that has a motor-generator and a clutch capable of changing a transmission torque capacity between the motor-generator and driving wheels. The motor lock prevention control device is configured to, when the motor-generator is in a motor locked state to cause heat generation under drive load operating condition, perform motor prevention control to induce rotation of the motor-generator by adjusting at least one of the transmission torque capacity of the clutch and torque of the motor-generator in such a manner that the torque of the motor-generator exceeds the transmission torque capacity of the clutch.

Abstract: A driving force control apparatus for a vehicle includes a first sensor that detects an output command supplied to a power source, a second sensor that detects an operating condition amount of a vehicle and a controller. The controller calculates a basic command value of an output of the power source based upon the output command from the first sensor, calculates a reference model command value based upon the basic command value and transmission characteristic of a response of reference model, calculates a correction value from a deviation between the reference model command value and a predetermined frequency component corresponding to a vibration of a vehicle driving system extracted out of the operating condition amount of the vehicle, and calculates a target command value based upon the basic command value and the correction value to control the torque of the power source.

Abstract: An apparatus and method for controlling operation of a clutch in a hybrid vehicle. A basic transmission torque capacity target value is calculated based on a vehicle driving operation and a vehicle running condition. A target value for the output side rpm of a clutch is calculated from the basic clutch transmission torque capacity target value. A final transmission torque capacity target value of the clutch, which makes smaller a clutch output side rpm difference Noerr between the clutch output side rpm target value and a clutch output side rpm detection value detected by an rpm detecting device, is calculated, and engagement of the clutch is controlled so that the transmission torque capacity of the clutch becomes equal to the final clutch transmission torque capacity target value.

Abstract: A clutch control apparatus is provided for a hybrid vehicle having at least two different power sources and a clutch disposed between the power sources and the drive wheels arranged to vary a transmission torque capacity. A separate clutch input and output speed sensing device senses the actual clutch input and output speeds respectively. A controller is configured to calculate a target vehicle driving torque according to a driver's operation and the vehicle running condition.

Abstract: A state-of-charge (SOC) estimating device and method for a secondary battery that estimates the SOC of the battery with high precision when variation takes place in the parameters of the battery model, even if the input current is constant. A first SOC estimating part estimates the open-circuit voltage by estimating the battery parameters en bloc using an adaptive digital filter computing treatment from the measurement values of the current and the terminal voltage and computes a first estimated SOC of the secondary battery from the open-circuit voltage and a predetermined relationship between the open-circuit voltage and the SOC. A second SOC estimating part computes a second estimated SOC by means of current-integration. State-of-charge estimated value-selecting part selects the second SOC value as when the current is constant and otherwise selects the first SOC value.

Abstract: A coordinated brake control system is for a hybrid brake system including a regenerative brake unit and a friction brake unit for a vehicle and is arranged to generate a total braking torque which is a combination of a regenerative braking torque generated by the regenerative brake unit and a friction braking torque generated by the friction brake unit, so as to bring the total braking-torque closer to a target braking torque, and to limit a rate of change of the regenerative braking torque according to a response delay of the friction braking torque when a first distribution ratio of the generative braking torque relative to the total braking torque is decreased and when a second distribution ratio of the friction braking torque relative to the total braking torque is increased.

Abstract: In a vehicle driving force control apparatus for controlling a driving force of the vehicle to achieve a target acceleration or a target vehicle speed, a running resistance estimating section calculates an estimated running resistance. A target acceleration modifying section modifies the target acceleration with the estimated running resistance and thereby decreases the target acceleration with increase in the estimated running resistance.

Abstract: In an automatic braking force control apparatus for a vehicle employing a deceleration feedback control system and an anti-skid control system executing, irrespective of a desired braking force for deceleration feedback control, an anti-skid cycle for preventing a wheel lock-up condition, the feedback control system calculates a desired braking force as a sum of a proportional-control signal component proportional to an error signal corresponding to a deviation from a desired deceleration, and an integral-control signal component corresponding to the integral of the error signal. The feedback control system memorizes the desired braking force, calculated just before an anti-skid cycle start time, as a memorized value, and initializes the desired braking force of an anti-skid cycle termination time to a predetermined value substantially corresponding to the memorized value for preventing a change in the desired deceleration occurring during the anti-skid cycle from being reflected in a feedback control signal.

Abstract: A driving force control apparatus for a vehicle includes a first sensor that detects an output command supplied to a power source, a second sensor that detects an operating condition amount of a vehicle and a controller. The controller calculates a basic command value of an output of the power source based upon the output command from the first sensor, calculates a reference model command value based upon the basic command value and transmission characteristic of a response of reference model, calculates a correction value from a deviation between the reference model command value and a predetermined frequency component corresponding to a vibration of a vehicle driving system extracted out of the operating condition amount of the vehicle, and calculates a target command value based upon the basic command value and the correction value to control the torque of the power source.

Abstract: A coordinated brake control system of a hybrid brake system is arranged to determine a total braking torque command value according to a vehicle operating condition, to distribute the total braking-torque command value to regenerative braking-torque command value and the hydraulic braking-torque command value, to calculate a reference model response value relative to a wheel-cylinder hydraulic pressure command value, on the basis of a braking force reference model taking account of a delay of the actual hydraulic pressure in the hydraulic control system relative to the wheel-cylinder hydraulic pressure command value, and to correct the regenerative braking-torque command value according to a braking torque control error between the estimated braking torque actual value and the reference model response value. The corrected regenerative braking-torque command value is employed in the control of the regenerative brake apparatus.

Abstract: A coordinated brake control system is for a hybrid brake system including a regenerative brake unit and a friction brake unit for a vehicle and is arranged to generate a total braking torque which is a combination of a regenerative braking torque generated by the regenerative brake unit and a friction braking torque generated by the friction brake unit, so as to bring the total braking-torque closer to a target braking torque, and to limit a rate of change of the regenerative braking torque according to a response delay of the friction braking torque when a first distribution ratio of the generative braking torque relative to the total braking torque is decreased and when a second distribution ratio of the friction braking torque relative to the total braking torque is increased.

Abstract: A brake control system for a vehicle is comprised of a first braking device that generates a braking torque by operating a driving source of the vehicle and a second braking device that generates the braking torque by operating a hydraulic brake system of the vehicle. A controller of the brake control system is arranged to calculate a desired braking torque according to a driver's demand, to divide the desired braking torque into a low-frequency component and a high-frequency component, to command the first braking device to generate the high-frequency component, and to command at least one of the first braking device and the second braking device to generate the low-frequency component.