Abstract: The control mode is switched between a first control mode configured to control the speed change pump based on an actual speed ratio being an actual speed ratio of the variator, and a second control mode configured to control the speed change pump based on an actual working pressure being an actual working pressure of the variator. In the first control mode, the actual speed ratio is calculated based on a detected value of a vehicle speed; and the speed change pump is controlled to cause the actual speed ratio to approach the target speed ratio. In the second control mode, the actual working pressure is detected and the speed change pump is controlled to cause the actual working pressure to approach a target working pressure corresponding to the target speed ratio. In a situation or a condition where the detection accuracy of the vehicle speed by the vehicle speed sensor decreases, the control mode is switched from the first control mode to the second control mode.

Abstract: The control mode is switched between a first control mode configured to control the speed change pump based on an actual speed ratio being an actual speed ratio of the variator, and a second control mode configured to control the speed change pump based on an actual working pressure being an actual working pressure of the variator. In the first control mode, the actual speed ratio is calculated based on a detected value of a vehicle speed; and the speed change pump is controlled to cause the actual speed ratio to approach the target speed ratio. In the second control mode, the actual working pressure is detected and the speed change pump is controlled to cause the actual working pressure to approach a target working pressure corresponding to the target speed ratio. In a situation or a condition where the detection accuracy of the vehicle speed by the vehicle speed sensor decreases, the control mode is switched from the first control mode to the second control mode.

Abstract: A battery state estimating device being one aspect of the present invention detects a current and a terminal voltage of a secondary battery, estimates a terminal voltage of the secondary battery which is based on a predetermined battery model by using measured values I(k) and V(k) respectively of the detected current and the detected terminal voltage, and sequentially identifies a parameter ?^(k) of the battery model in such a way that the difference between a value based on the measured value of the terminal voltage and an estimate value of the terminal voltage converges to zero. Then, when a certain parameter ?n in the identified parameter is equal to or larger than a predetermined first threshold ?1, the battery state estimating device performs upper limit processing of setting the value of the certain parameter ?n to the first threshold ?1.

Abstract: Disclosed is a three-phase AC induction motor control device for controlling a torque based on a two-axis orthogonal coordinate system in synchronization with a power supply angular frequency, the control device including: a non-interference controller configured to receive a motor rotation speed, a torque command value, and a power supply voltage as an input and compute a torque axis non-interference compensation voltage and a magnetic flux axis non-interference compensation voltage by referencing a map stored in advance; and a non-interference magnetic flux response filter configured to perform filtering, including a direct transfer term and a rotor magnetic flux response delay, for the torque axis non-interference compensation voltage.

Abstract: Disclosed is a three-phase AC induction motor control device for controlling a torque based on a two-axis orthogonal coordinate system in synchronization with a power supply angular frequency, the control device including: a non-interference controller configured to receive a motor rotation speed, a torque command value, and a power supply voltage as an input and compute a torque axis non-interference compensation voltage and a magnetic flux axis non-interference compensation voltage by referencing a map stored in advance; and a non-interference magnetic flux response filter configured to perform filtering, including a direct transfer term and a rotor magnetic flux response delay, for the torque axis non-interference compensation voltage.

Abstract: An object of the present invention is to provide a battery state estimation device and a battery state estimation method which identify parameter of a secondary battery with high accuracy. A current and a terminal voltage of secondary battery are detected, then by using the current measured value and terminal voltage measured value thus detected, the terminal voltage of secondary battery based on predetermined battery model is estimated, and the parameter of the secondary battery is identified such that a difference between terminal voltage measured value and voltage estimated value is converged to zero. In the identifying of parameter of secondary battery, the terminal voltage measured value and terminal voltage estimated value are subjected to filter treatment by low pass filter having a common high frequency breaking characteristic and the terminal voltage measured value and terminal voltage estimated value subjected to the filter treatment are used.

Abstract: A battery state estimating device being one aspect of the present invention detects a current and a terminal voltage of a secondary battery, estimates a terminal voltage of the secondary battery which is based on a predetermined battery model by using measured values I(k) and V(k) respectively of the detected current and the detected terminal voltage, and sequentially identifies a parameter ??(k) of the battery model in such a way that the difference between a value based on the measured value of the terminal voltage and an estimate value of the terminal voltage converges to zero. Then, when a certain parameter ?n in the identified parameter is equal to or larger than a predetermined first threshold ?1, the battery state estimating device performs upper limit processing of setting the value of the certain parameter ?n to the first threshold ?1.

Abstract: An object of the present invention is to provide a battery state estimation device and a battery state estimation method which identify parameter of a secondary battery with high accuracy. A current and a terminal voltage of secondary battery are detected, then by using the current measured value and terminal voltage measured value thus detected, the terminal voltage of secondary battery based on predetermined battery model is estimated, and the parameter of the secondary battery is identified such that a difference between terminal voltage measured value and voltage estimated value is converged to zero. In the identifying of parameter of secondary battery, the terminal voltage measured value and terminal voltage estimated value are subjected to filter treatment by low pass filter having a common high frequency breaking characteristic and the terminal voltage measured value and terminal voltage estimated value subjected to the filter treatment are used.

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 vehicle braking control apparatus is configured to suppress the effect on the vehicle behavior when braking torque is reassigned between the wheels. The distribution of braking torques is reassigned between the front and rear wheels so as to increase the amount of braking carried out by regenerative braking while maintaining a constant total braking torque. When the frictional braking of the one pair of wheels is reassigned to the regenerative braking of the other pair of wheels, the amount reassigned to left and right of the wheels is adjusted in accordance with the steering angle.

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 apparatus for a vehicle includes an actuating section to apply a regenerative braking force to a motor-driven wheel driven by a motor of the vehicle. A control section is arranged to vary the regenerative braking force in a direction to shift a front and rear wheel braking force distribution toward an ideal braking force distribution, in accordance with a wheel locking tendency of the motor-driven wheel when the regenerative braking force exceeding a braking force determined by the ideal braking force distribution is applied to the motor-driven wheel.

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 vehicle braking control apparatus is configured to suppress the effect on the vehicle behavior when braking torque is reassigned between the wheels. The distribution of braking torques is reassigned between the front and rear wheels so as to increase the amount of braking carried out by regenerative braking while maintaining a constant total braking torque. When the frictional braking of the one pair of wheels is reassigned to the regenerative braking of the other pair of wheels, the amount reassigned to left and right of the wheels is adjusted in accordance with the steering angle.

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 apparatus is configured to suppress fluctuations in the deceleration when transferring from cooperative braking to regenerative braking or hydraulic braking. The brake control apparatus calculates a braking torque command value feed forward component for reaching a target deceleration corresponding to the master cylinder pressure according to an ideal reference model. The brake control apparatus also calculates the braking torque command value feedback component to find a base deceleration for feeding back the difference between the base deceleration and the vehicle deceleration. The brake control apparatus then calculates the braking torque command value by adding the components together.

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: 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: A brake control apparatus is configured to suppress fluctuations in the deceleration when transferring from cooperative braking to regenerative braking or hydraulic braking. The brake control apparatus calculates a braking torque command value feed forward component for reaching a target deceleration corresponding to the master cylinder pressure according to an ideal reference model. The brake control apparatus also calculates the braking torque command value feedback component to find a base deceleration for feeding back the difference between the base deceleration and the vehicle deceleration. The brake control apparatus then calculates the braking torque command value by adding the components together.