Abstract: There are provided an engine 1; a transmission 2 that transmits rotation of the engine 1 to drive wheels; a rotating electric machine 4; a reduction-ratio variator 6 transferring power by means of stepless speed change between the rotating electric machine 4 and the speed change transmission 2; an electric-storage element 12 storing electric power for supply to the rotating electric machine 4; and a control device for controlling the engine 1, the rotating electric machine 4 and the reduction-ratio variator 6 in accordance with operation conditions. The control device controls an output of the rotating electric machine 4 to provide the output required of the rotating electric machine 4 and also the rotational speed of the rotating electric machine 4 based on the optimum efficiency line of the rotating electric machine 4 so that the efficiency of the rotating electric machine 4 becomes optimal.

Abstract: A hybrid vehicle system comprises an engine (1), a gearbox (4), a clutch (3) for engaging or disengaging the gearbox (4) with or from the engine (1), a rotating machine (2), a power transmission mechanism (5) for transmitting the rotation of the rotating machine (2) to the gearbox, and a capacitor (7) for storing electric power supplied from the rotating machine (2). A control unit (20) computes the drive force required by the vehicle, and determines the portion of output to be produced by the rotating machine (2) according to the stored energy in the capacitor (7) and the portion of output to be produced by the engine (1) so that the drive force requirement may be satisfied. The outputs from the rotating machine (2) and the engine (1) are controlled to obtain the determined portions of output, and a clutch (3) is then engaged.

Abstract: This system comprises an engine 1, a transmission device 4, a clutch 3 for engaging/disengaging the engine 1 with/from the transmission device 4, a rotational electric device 2, a power transmission mechanism 5 for inputting the rotation of the rotational electric device 2 to the transmission device, and an accumulator element 7 for accumulating electrical power supplied by the rotational electric device 2. A control unit 20 determines a gear change instruction for the transmission device 4, and if gear change instruction is determined, it disengages the clutch 3, and controls the rotation of the rotational electric device 2 in such a manner that the rotational speed of the input shaft of the transmission device becomes a target rotational speed required for a gear changing operation.

Abstract: This system comprises an engine 1, a transmission device 4, a clutch 3 for engaging/disengaging the engine 1 with/from the transmission device 4, a rotational electric device 2, a power transmission mechanism 5 for inputting the rotation of the rotational electric device 2 to the transmission device, and an accumulator element 7 for accumulating electrical power supplied by the rotational electric device 2. A control unit 20 determines a gear change instruction for the transmission device 4, and if gear change instruction is determined, it disengages the clutch 3, and controls the rotation of the rotational electric device 2 in such a manner that the rotational speed of the input shaft of the transmission device becomes a target rotational speed required for a gear changing operation.

Abstract: This system comprises an engine 1, a transmission device 4, a clutch 3 for engaging/disengaging the engine 1 with/from the transmission device 4, a rotational electric device 2, a power transmission mechanism 5 for inputting the rotation of the rotational electric device 2 to the transmission device, and an accumulator element 7 for accumulating electrical power supplied by the rotational electric device 2. A control unit 20 calculates the required driving force of the vehicle, and sets the ratio of output load allotted to the rotational electric device 2 and the ratio of output load allotted to the engine 1 in accordance with the accumulated charge in the accumulator element 7. The control unit 20 further controls the output of the rotational electric device 2 and the engine 1 in such a manner that these respective allotted output loads are achieved, and engages said clutch 3.

Abstract: A drive torque of a vehicle drive wheel is controlled so that a slip ratio between the drive wheel and a road surface is equal to a target value. A determining function of which the sign varies when the slip ratio is equal to the target value, and a switching function comprising a time integral of the determining function, are set, and the drive torque target value is set such that it is directly proportional to the switching function. Alternatively, the drive torque target value is set based on the switching function which is set equal to the determining function and corrected based on an angular acceleration of the drive wheel.

Abstract: In an antilock brake device, a determining function of which the sign varies when a wheel slip ratio is identical to a target value, and a switching function comprising an integral term which is a time integral of the determining function, are set, and a brake torque target value is determined so that it is proportional to the switching function. Alternatively, the brake torque target value computed according to the determining function is corrected according to a wheel angular acceleration. In this way, a brake torque or the wheel slip ratio between a road surface and tires is precisely controlled.

Abstract: In an apparatus for controlling the braking force applied to the wheels of a vehicle, the braking force required for the vehicle is calculated according to a brake pedal depression amount and the weight of the vehicle. This braking force is allocated to the wheels, according to static loads acting on the wheels which vary according to the vehicle loading conditions. Alternatively, the forward/backward acceleration of the vehicle and sideway acceleration of the front and rear axles are detected, dynamic loads acting on the wheels are calculated from the static loads and these accelerations, and the braking force is allocated according to these dynamic loads. Preferably, the roll angles of the front and rear axles are respectively detected, and the detected sideways accelerations are corrected based on these angles. By way this braking force control, braking force can be optimized according to the loading conditions in commercial vehicles, such as trucks, where wheel load conditions largely vary.

Abstract: A control system for and exhaust retarder in and exhaust pipe of an engine to which a mixer and throttle valve are connected including terminating means for terminating fuel feed into the engine upon receipt of an exhaust retarder shutter operation signal, an oxygen richness sensor on the exhaust pipe and a control system for operating an actuator for the exhaust retarder shutter when sensed oxygen density in the exhaust pipe deviates from a predetermined oxygen range.

Abstract: The present invention relates to a governor device for an internal combustion engine where a portion of the engine output is taken off as driving force for vehicle mounted accessory equipment which requires constant speed rotation with changes in load. By controlling the intake air quantity passing through a bypass passage which bypasses a mixing device for mixing fuel and intake air at a predetermined ratio, controlling a sub-throttle valve provided in an intake passage in series with a main throttle valve, and controlling a supply quantity of auxiliary gas fuel so that a detected air-fuel ratio is constant, the engine output is increase/decrease controlled in spite of changes in load in accessory equipment, to give constant engine rotational speed and good operability of an auxiliary power take-off device.

Abstract: A combination vehicle is described herein including a tractor and a trailer. A front wheel steering angle detector is included for detecting a front wheel steering angle. A coupling angle detector also is included for detecting a coupling angle of a coupling point between the tractor and trailer. The rear wheel steering angle and the trailer wheel steering angle are detected via a rear wheel steering angle detector and a trailer wheel steering angle detector, respectively. Actuators are included for steering the rear wheels and the trailer wheels separately. A controller is provided for calculating and memorizing a travel direction of a front end of the tractor at a location in response to signals transmitted from the detectors. The controller transmits output signals to the actuators so as to align travel directions of the coupling point and the rear end of the trailer with the memorized direction of the front end of the tractor when the coupling point and the rear end of trailer reach the location.

Abstract: A steerable trailer is described which includes a coupling detector for detecting a coupling angle, a trailer wheel steering angle detector for detecting a trailer wheel steering angle, and actuators for steering the trailer wheels. A controller is provided for calculating and memorizing a travel direction of a coupling point at a location in response to signals transmitted from each of the detectors. The controller transmits output signals to the actuators to align a travel direction of a rear end of a trailer with the memorized direction of the coupling point when the rear end of the trailer reaches the location. The controller calculates and memorizes the travel direction of the coupling point at plural, discrete locations along the path of travel of the trailer. The steerable trailer may be connected to a tractor to provide a vehicle.