Abstract: A control apparatus (6) for a vehicle (V) which includes a fuel cell (11) for generating electricity, auxiliary equipment (12) of the fuel cell (11), a secondary battery (3) to be charged with electricity generated by the fuel cell (11), and a motor (1) to be fed with electricity from the fuel cell (11) and/or the secondary battery (3). The control apparatus (6) commences start-up of the fuel cell (11), supplying electricity from the secondary battery (3) to the auxiliary equipment (12), monitors status of the fuel cell (11), and as the status meets a predetermined condition, computes an electric power at which the secondary battery (3) discharges electricity, based on state of charge of the secondary battery (3) and remaining time to completion of the start-up of the fuel cell (11), and supplies electricity from the secondary battery (3) to the motor (1) at the computed electric power.

Abstract: A fuel cell stack (2) of a fuel cell power plant (1) generates electric power using a fuel gas such as hydrogen supplied from a fuel gas supply device (3, 5, 5a), and an oxidant gas such as air supplied from an oxidant gas supply system (4). The fuel cell stack (2), fuel gas supply device (3, 5, 5a) and oxidant gas supply system (4) are housed in a casing (6). The casing (6) is provided with a ventilation fan (7). The concentration increase of the fuel gas in the casing (6) due to leaks is appropriately suppressed by the controller (10) controlling the operation of the fan (7) based on the power generation load of the fuel cell stack (2).

Abstract: A control apparatus (6) for a vehicle (V) which includes a fuel cell (11) for generating electricity, auxiliary equipment (12) of the fuel cell (11), a secondary battery (3)to be charged with electricity generated by the fuel cell (11), and a motor (1) to to be fed with electricity from the fuel cell (11) and/or the secondary battery (3). the control apparatus (6) commences start-up of the fuel cell (11), supplying electricity from the secondary battery (3) to the auxiliary equipment (12), monitors status of the fuel cell (11), and as the status meets a predetermined condition, computes an electric power at which the secondary battery (3) discharges electricity, based on state of charge of the secondary battery (3) and remaining time to completion of the start-up of the fuel cell (11), and supplies electricity from the secondary battery (3) to the motor (1) at the computed electric power.

Abstract: A fuel cell stack (2) of a fuel cell power plant (1) generates electric power using a fuel gas such as hydrogen supplied from a fuel gas supply device (3, 5, 5a), and an oxidant gas such as air supplied from an oxidant gas supply system (4). The fuel cell stack (2), fuel gas supply device (3, 5, 5a) and oxidant gas supply system (4) are housed in a casing (6). The casing (6) is provided with a ventilation fan (7). The concentration increase of the fuel gas in the casing (6) due to leaks is appropriately suppressed by the controller (10) controlling the operation of the fan (7) based on the power generation load of the fuel cell stack (2).

Abstract: In braking/driving force controlling apparatus and method for an automotive vehicle, a state discriminating section discriminates between a parking state in which a manipulation for the vehicle to be parked is carried out and a non-parking state in which no manipulation for the vehicle to be parked is carried out, a controller detects a manipulated variable of a manual input section, generates a constant target vehicle speed corresponding to the detected manipulated variable in a case where the state discriminating section discriminates the parking state, calculates a vehicular braking/driving force for a present vehicle speed to become the target vehicle speed, and controls the vehicular braking/driving force on the basis of the calculated braking/driving force.

Abstract: The trunnion (23) of a vehicle toroidal continuously variable transmission is displaced by a step motor (52) via a control valve (56) and oil pressure servo cylinder (50) in order to vary a speed ratio of the transmission. A controller (80) calculates a target value (z*) of a control variable (z) based on an accelerator pedal depression amount (APS) and output disk rotation speed (&ohgr;co) (S5). Further, a time-variant coefficient (f) showing the relation between the trunnion displacement (y) and variation rate ({dot over (&phgr;)}) of the gyration angle (&phgr;) of the power roller, is calculated (S10). The error between the speed change response of the transmission and a target linear characteristic can be decreased by determining a command value (u) to the step motor (52) under a control gain determined based on a time differential ({dot over (f)}) of the coefficient (f) (S20).

Abstract: The trunnion (23) of a vehicle toroidal continuously variable transmission is displaced by a step motor (52) via a control valve (56) and oil pressure servo cylinder (50) in order to vary a speed ratio of the transmission. A controller (80) calculates a target value (z*) of a control variable (z)based on an accelerator pedal depression amount (APS) and output disk rotation speed (&ohgr;c0) (S5). Further, a time-variant coefficient (f) showing the relation between the trunnion displacement (y) and variation rate (&phgr;) of the gyration angle (&phgr;) of the power roller, is calculated (S10). The error between the speed change response of the transmission and a target linear characteristic can be decreased by determining a command value (u) to the step motor (52) under a control gain determined based on a time differential (f) of the coefficient (f) (S20).

Abstract: A control system for a hybrid vehicle has a consumed electric power calculator (20), which calculates electric power consumption, and a battery state calculator (21), which calculates battery state SOC of a battery (5). Based on this battery state, a physical quantity per effective electric power calculator (25) calculates a physical quantity per effective power when electric power equal to or greater than consumed electric power is generated for various electric power consumption and electric power generation, and a threshold value calculator (22) obtains a threshold value having the same unit as that of the physical quantity per effective power using predetermined calculation for selecting operating modes of a generator and the battery.

Abstract: In braking/driving force controlling apparatus and method for an automotive vehicle, a state discriminating section discriminates between a parking state in which a manipulation for the vehicle to be parked is carried out and a non-parking state in which no manipulation for the vehicle to be parked is carried out, a controller detects a manipulated variable of a manual input section, generates a constant target vehicle speed corresponding to the detected manipulated variable in a case where the state discriminating section discriminates the parking state, calculates a vehicular braking/driving force for a present vehicle speed to become the target vehicle speed, and controls the vehicular braking/driving force on the basis of the calculated braking/driving force.

Abstract: A control system for a hybrid vehicle has a consumed electric power calculator (20), which calculates electric power consumption, and a battery state calculator (21), which calculates battery state SOC of a battery (5). Based on this battery state, a physical quantity per effective electric power calculator (25) calculates d physical quantity per effective power when electric power equal to or greater than consumed electric power is generated for various electric power consumption and electric power generation, and a threshold value calculator (22) obtains a threshold value having the same unit as that of the physical quantity per effective power using predetermined calculation for selecting operating modes of a generator and The battery.

Abstract: An infinite speed ratio continuously variable transmission is provided with a continuously variable transmission (2), fixed speed ratio transmission (3), planetary gear set (5), power recirculation clutch (9) and direct clutch (10). A target speed ratio of the infinite speed ratio continuously variable transmission is set based on a vehicle speed and an accelerator pedal depression amount. When the target speed ratio varies beyond a rotation synchronous point, a control unit (80) assigns an order of priority to control of the power recirculation clutch (9) and direct clutch (10), and control of the speed ratio of the continuously variable transmission (2), and thereby causes a real speed ratio of the infinite speed ratio continuously variable transmission to vary in the same direction until it reaches the target speed ratio (S21, S22, S31, S32, S121, S122).

Abstract: An apparatus and method of driving control of a hybrid vehicle in the invention divides a route into a plurality of section on the basis of a point at which start of the vehicle is predicted and a point at which stop of the vehicle is predicted or a start point of a regeneration section in which the motor continuously performs a regenerating operation for a predetermined time or longer as a border; estimates a vehicle speed pattern for each of the plurality of sections on the basis of a road condition and a driving history; and sets an operating schedule of the engine and the motor so as to minimize the fuel consumption of the engine to the destination on the basis of the vehicle speed pattern and fuel consumption characteristics of the engine.

Abstract: A driving force control system for an automotive vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery and a power-transmission mechanism having a continuously variable transmission, comprises sensors detecting vehicle speed, engine speed, an accelerator operating amount, a state of charge of the battery.

Abstract: In a continuously variable transmission for use with a vehicle comprising an actuator for continuously varying a speed change ratio, a target speed change ratio is set according to the vehicle running conditions and a real speed change ratio of the transmission is detected. A proportional value which is directly proportional to a difference between the target speed change ratio and real speed change ratio, and an integral value of the difference therebetween, are calculated. When the integral value is not within a preset range, the integral value is corrected to a value within the range, and the actuator is driven based on the sum total of the proportional value and the corrected integral value. In this way, a command exceeding the response capability of the actuator is prevented from being output to the actuator, and overshoot of the speed change ratio is prevented.

Abstract: A gyration angle .phi. of a power roller (3) of a toroidal continuously variable transmission (10) is made to vary via a step motor (4) and control valve (5). A controller (61) calculates a feedback control amount v of a step motor (4) so that a real speed ratio i of the transmission (10) coincides with a target speed ratio i*. The controller (61) calculates a command value u by correcting a control value v based on a non-linear relation between the gyration angle .phi. and the real speed ratio i, and controls the actuator (4) based on the command value u.

Abstract: A speed ratio of a continuously variable transmission is varied according to an oil pressure which is adjusted by a valve driven by a step motor. The step motor is feedback controlled so that a real speed ratio coincides with a target speed ratio determined according to the running conditions of a vehicle. By determining a feedback gain based on the oil pressure, oil temperature, real speed ratio and output shaft rotation speed of the transmission, precise control of the speed ratio according to the running state is realized.

Abstract: A first and a second power roller supported by trunnions are gripped between an input disc and an output disc disposed on an identical rotation axis. The gyration angles of the power rollers are varied by driving the trunnions in a direction perpendicular to the rotation axis by an oil pressure actuator. The oil pressure of the actuator is controlled based on a target gyration angle, and the gyration angle of the first power roller is fed back to the oil pressure control. Vibration of the first power roller due to external disturbance is prevented from affecting the second power roller via oil pressure control by making a force according to a displacement of the first power roller in the direction perpendicular to the rotation axis, act only on the trunnion supporting the first power roller.

Abstract: A shift control system for a troidal continuously variable transmission, which serves to return power rollers to an initial position by returning a shift control valve to a neutral position through feedback of a power roller tilting angle to the shift control valve via a mechanical feedback system, comprises an electronic feedback system for feeding back, for calculation of a shift command value, a deviation of a speed ratio from a target speed ratio corresponding to a target tilting angle in accordance with a predetermined gain, and a mechanical feedback function cancellation system for canceling, for calculation of the shift command value, the function of the mechanical feedback system through electronic feedback of the power roller tilting angle as detected in accordance with a gain equivalent to that of the mechanical feedback system.

Abstract: A shift control system for a troidal continuously variable transmission comprises an electronic system for calculating a shift command value, a first electronic feedback system for feeding back a first physical quantity indicative of the tilting angle of power rollers, and a second electronic feedback system for feeding back a second physical quantity indicative of a speed of change of the tilting angle of the power rollers, the electronic system calculating the shift command value in accordance with the first and second physical quantities.