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 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.

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: A driving force control device, which controls a driving force by changing a gear ratio of an automatic transmission, comprises: a virtual throttle opening converter for converting a target driving force into a virtual throttle opening by using a target driving force characteristic and a detected vehicle speed; a throttle opening information selector for selecting the virtual throttle opening from the virtual throttle opening converter as throttle opening information when the driving force is controlled, and selecting an actual throttle opening from the throttle opening sensor as throttle opening information when the driving force is not controlled; and a target input revolutionary speed calculator 123d that calculates the target input revolutionary speed according to the selected throttle opening information, the detected vehicle speed and one shift map. The Continuously variable transmission determines an achievable gear ratio according to the target input revolutionary speed.

Abstract: A control unit of a continuously variable transmission computes a speed ratio command value based on a final target ratio, a time constant representing a predetermined dynamic characteristic and a time constant representing an estimated dynamic characteristic of the transmission so that a real speed ratio approaches the final target ratio according to a running state under the predetermined dynamic characteristic. A transient target ratio is computed based on the final target ratio and time constant representing the predetermined dynamic characteristic, a correction amount of the speed ratio command value is computed based on the difference between the transient target ratio and real speed ratio, and the transmission is controlled based on the speed ratio command value after correction by this correction amount.

Abstract: A driving force control device, which controls a driving force by changing a gear ratio of an automatic transmission, comprises: a virtual throttle opening converter for converting a target driving force into a virtual throttle opening by using a target driving force characteristic and a detected vehicle speed; a throttle opening information selector for selecting the virtual throttle opening from the virtual throttle opening converter as throttle opening information when the driving force is controlled, and selecting an actual throttle opening from the throttle opening sensor as throttle opening information when the driving force is not controlled; and a target input revolutionary speed calculator 123d that calculates the target input revolutionary speed according to the selected throttle opening information, the detected vehicle speed and one shift map. The Continuously variable transmission determines an achievable gear ratio according to the target input revolutionary speed.

Abstract: A control system for an engine-CVT drive train controls engine torque change against inertia torque that would take place during ratio change due to inertia attached to the CVT input shaft. A target speed is computed from operator power demand and vehicle speed. A target ratio is computed from the target speed and vehicle speed. A ratio command is computed from the target ratio. The control system computes the inertia torque from the ratio command or the target ratio.

Abstract: In a speed change ratio controller of a continuously variable transmission, a speed change ratio varying mechanism which varies a speed change ratio and a speed change ratio servo device which controls this speed change ratio varying mechanism according to a signal from a microprocessor, are provided. The microprocessor sets a final speed change ratio according to the vehicle traveling conditions, and computes a deviation between the final speed change ratio and target speed change ratio. A target dynamic characteristic parameter of the speed change ratio is set according to this deviation, and the target speed change ratio and a command speed change ratio are computed based on the final speed change ratio and target dynamic characteristic parameter. By outputting the command speed change ratio obtained in this way as a signal to the speed change ratio servo device, high response speed change ratio control is achieved.

Abstract: A target speed change ratio of a continuously variable transmission of a vehicle is set according to the running state of the vehicle. Dynamic characteristics of the continuously variable transmission are estimated for each speed change ratio, and a speed change ratio output value is calculated based on the dynamic characteristics. An external disturbance compensating value is computed from a speed change ratio command value, the real speed change ratio, the dynamic characteristic estimated value and a predetermined time constant, and the transmission is controlled by the speed change ratio command value based on the speed change ratio output value and external disturbance compensating value.

Abstract: A shift control apparatus outputs a command transmission ratio to a continuously variable transmission (CVT) to control a real transmission ratio of the CVT. The shift control apparatus comprises a shift mode determining section determines whether an actually selected shift mode is an automatic upshift or a power-down upshift (foot-release upshift), on the basis of the result of a previously selected shift mode, a difference between a final objective transmission ratio and a transient objective transmission ratio and a rate of change in the transmission ratio per time. The dynamic characteristic selecting section determines the dynamic characteristic according to the determined shift mode.

Abstract: A speed change ratio of a continuously variable transmission comprising a V-belt looped around a pair of variable pulleys for varying the speed change ratio according to a first and second oil pressures. A speed change control valve converts a first oil pressure from an oil pressure supply unit to a second oil pressure based on a speed change ratio command value. The speed change ratio command value is calculated by a microprocessor according to a real speed change ratio and dynamic characteristics of the transmission. By calculating the dynamic characteristics according to the real speed change ratio and the first oil pressure, a set response of the transmission is always obtained regardless of fluctuations of the first oil pressure.

Abstract: A speed ratio controller for a continuously variable transmission of a vehicle is provided which sets a target speed ratio according to a vehicle speed and degree of accelerator pedal depression, sets a command speed ratio according to the target speed ratio and a predetermined dynamic characteristic, and controls the transmission so as to obtain the target speed ratio while a real speed ratio follows the command speed ratio. This speed ratio controller computes a deviation between the command speed ratio and target speed ratio, and determines whether an upshift characteristic is an auto upshift, foot release upshift or foot return upshift based on the speed ratio deviation, degree of accelerator pedal depression, and variation amount of the target input shaft rotation speed. The dynamic characteristic of the command speed ratio is set according to the determination result, and the response characteristics of the transmission are thereby modified.

Abstract: A sensor is provided for detecting traveling speed of a vehicle, and a first deviation between the traveling speed and an estimated vehicle speed calculated beforehand is calculated. Based on the first deviation and a predetermined function, a feedback compensation output is calculated, and a second deviation between a value obtained by performing on the feedback compensation output and the aforesaid estimate vehicle speed is output as an estimated acceleration. Delay processing is performed on the estimated acceleration, and an estimated vehicle speed is updated. Noise mixed with the acceleration estimation process is eliminated, and the acceleration is thereby estimated with high precision.

Abstract: A speed change ratio of a continuously variable transmission for converting the rotation of the output shaft of an engine in a stepless manner and transmitting it to a drive shaft of a vehicle is controlled to a target speed change ratio. A target vehicle speed at a predetermined future time is estimated based on a real vehicle speed, and the target speed change ratio is calculated based on the estimated vehicle speed. By controlling a real speed change ratio to this target speed change ratio, the response of the transmission is enhanced. Preferably, a feedback vehicle speed is calculated by processing the estimated vehicle speed with a predetermined lag element. By integrating a difference between the real vehicle speed and feedback speed so as to estimate the vehicle speed at the predetermined future time, hunting of the speed change ratio in the speed change ratio control is suppressed.

Abstract: An auxiliary steering angle control system for a vehicle comprises a vehicle condition detecting section for detecting a vehicle condition, a desired motion variable calculating section for calculating a desired value of the motion variable actually generated to the vehicle from the detected vehicle condition, an actual motion variable detecting section for detecting an actual motion variable actually generated in the vehicle, an auxiliary steering angle feedback control-input determining section for determining an auxiliary steering feedback control-input according to the difference between the desired motion variable and the detected actual-vehicle motion variable, a road condition detecting section for detecting a road variable indicative of a condition of a road on which the vehicle is traveling, and an auxiliary steering feedback control-input correcting section for reducing the auxiliary steering angle feedback control-input when the road condition detecting section outputs a signal indicative that the