Abstract: A control apparatus for an engine includes a crank angle sensor and a processor. The processor acquires a first crank angular velocity difference which is a change in a crank angular velocity in a first region. The first region includes a rotational change correlated with an engine torque output. The processor acquires a second crank angular velocity difference which is a change in the crank angular velocity in a second region. The second region includes a rotational change correlated with a combustion rate attributable to an air-fuel ratio. In a case where the first crank angular velocity difference is less than or equal to a first threshold and the second crank angular velocity difference is less than or equal to a second threshold, the processor performs an increase correction on a fuel amount to be supplied to the engine.

Abstract: A control apparatus for an engine includes a crank angle sensor and a processor. The processor acquires a first crank angular velocity difference which is a change in a crank angular velocity in a first region. The first region includes a rotational change correlated with an engine torque output. The processor acquires a second crank angular velocity difference which is a change in the crank angular velocity in a second region. The second region includes a rotational change correlated with a combustion rate attributable to an air-fuel ratio. In a case where the first crank angular velocity difference is less than or equal to a first threshold and the second crank angular velocity difference is less than or equal to a second threshold, the processor performs an increase correction on a fuel amount to be supplied to the engine.

Abstract: A theoretical torque transmitted through a belt is calculated, and a first guaranteed torque is calculated by adding a marginal torque to the theoretical torque. In step S101, the theoretical torque is multiplied by a safety factor, calculating a second guaranteed torque. The second guaranteed torque is set to a value greater than a lower limit value. A smaller one of the first guaranteed torque and the second guaranteed torque is stored in a buffer, and a pressing force calculation reference torque is set through the buffer.

Abstract: A theoretical torque transmitted through a belt is calculated, and a first guaranteed torque is calculated by adding a marginal torque to the theoretical torque. In step S101, the theoretical torque is multiplied by a safety factor, calculating a second guaranteed torque. The second guaranteed torque is set to a value greater than a lower limit value. A smaller one of the first guaranteed torque and the second guaranteed torque is stored in a buffer, and a pressing force calculation reference torque is set through the buffer.

Abstract: A braking apparatus for vehicles BU, in which plurality systems of individually separated brake fluid pressure passages BC(A), BC(B) are arranged, and each passage is provided with at least one brake fluid pressure retaining means RU(A), RU(B) for continuously retaining brake fluid pressure within a wheel cylinder WC(A), WC(B) arranged in the brake fluid pressure passage after a depression of a brake pedal BP is released and for releasing the retained brake fluid pressure in response to an increase of a starting driving force of the vehicle, wherein the release of the retained brake fluid pressure is carried out in a time differential manner at each brake fluid pressure retaining means.

Abstract: A brake fluid pressure retaining apparatus RU is mounted on a vehicle equipped with an automatic transmission CVT and a driving motor control unit DCU. The driving motor control unit switches the magnitude of creep driving force between a greater condition and a smaller condition in accordance with a depression of the brake pedal, so that the driving force is made smaller at a depression of the brake pedal than at a release of the brake pedal. The brake fluid pressure retaining apparatus continuously retains brake fluid pressure within a wheel cylinder WC after releasing a brake pedal BP. The retained brake fluid pressure is released after the driving force increases to the greater condition and when a first setting time TM1 passes.

Abstract: A brake fluid pressure retaining apparatus RU is mounted on a vehicle equipped with an automatic transmission CVT and a driving motor control unit DCU. The driving motor control unit switches the magnitude of creep driving force between a greater condition and a smaller condition in accordance with a depression of the brake pedal, so that the driving force is made smaller at a depression of the brake pedal than at a release of the brake pedal. The brake fluid pressure retaining apparatus continuously retains brake fluid pressure within a wheel cylinder WC after releasing a brake pedal BP. The retained brake fluid pressure is released after the driving force increases to the greater condition and when a first setting time TM1 passes.

Abstract: A braking apparatus for vehicles BU, in which plurality systems of individually separated brake fluid pressure passages BC(A), BC(B) are arranged, and each passage is provided with at least one brake fluid pressure retaining means RU(A), RU(B) for continuously retaining brake fluid pressure within a wheel cylinder WC(A), WC(B) arranged in the brake fluid pressure passage after a depression of a brake pedal BP is released and for releasing the retained brake fluid pressure in response to an increase of a starting driving force of the vehicle, wherein the release of the retained brake fluid pressure is carried out in a time differential manner at each brake fluid pressure retaining means.

Abstract: A clutch operational control apparatus (75) controls an engaging force of a starting clutch (5) which is provided in a power transmitting path including an automatic transmission (CVT). The control apparatus comprises an idling state detector of an engine, a vacuum pressure detector for detecting an actual intake vacuum pressure of the engine, a range judging unit for judging a shift position of a manual shift lever, a target intake vacuum pressure determining unit for determining a target intake vacuum pressure, and clutch engaging force control means for controlling the clutch engaging force. The target intake vacuum pressure determining unit determines the target intake vacuum pressure based on the actual intake vacuum pressure when it is judged that the shift position is in the non-driving range and further when it is detected that said engine is in the idling state.