Abstract: A vehicle control device includes an engine stop/start determination unit and an engine controller and a re-acceleration scene predicting unit. The engine stop/start determination unit determines stopping and starting of the engine based on a magnitude of the accelerator position opening amount unit. The engine controller carries out the stopping/starting of the engine in accordance with the determination of the engine stop/start determination unit. The re-acceleration scene predicting unit predicts a re-acceleration scene in which an accelerator is depressed after the accelerator has been released based on the accelerator position opening amount. When the re-acceleration scene predicting unit predicts a re-acceleration scene of the engine, the engine stop/start determination unit prohibits the stopping of the engine while the engine is running, and the starting of the engine is carried out by the accelerator being depressed while the engine is stopped.

Abstract: A vehicle control device includes an engine stop/start determination unit and an engine controller and a re-acceleration scene predicting unit. The engine stop/start determination unit determines stopping and starting of the engine based on a magnitude of the accelerator position opening amount unit. The engine controller carries out the stopping/starting of the engine in accordance with the determination of the engine stop/start determination unit. The re-acceleration scene predicting unit predicts a re-acceleration scene in which an accelerator is depressed after the accelerator has been released based on the accelerator position opening amount. When the re-acceleration scene predicting unit predicts a re-acceleration scene of the engine, the engine stop/start determination unit prohibits the stopping of the engine while the engine is running, and the starting of the engine is carried out by the accelerator being depressed while the engine is stopped.

Abstract: An output characteristic control device for an internal combustion engine includes a road traffic environment detection unit configured to detect a road traffic environment in which an own vehicle is running, a recommended vehicle speed calculation unit configured to calculate a recommended vehicle speed of the own vehicle in the detected road traffic environment, a target output characteristic setting unit configured to set a target output characteristic of the internal combustion engine so that an output of the internal combustion engine corresponding to an accelerator operation amount is reduced as a vehicle speed difference between the recommended vehicle speed and an own-vehicle speed decreases, and an output characteristic changing unit configured to change the output characteristic of the internal combustion engine to the target output characteristic.

Abstract: When an operating point that is determined by the engine speed (Ne), the engine torque (Te), and the vehicle speed falls within the zones of both a first vibration risk region (?1) and a second vibration risk region (?2), the dwell time (?T1) thereof is measured, and once this dwell time (?T1) reaches a predetermined vibration assessment time (?T1_Lim), the gear ratio of the continuously variable transmission is corrected towards the large side (low side) so that the operating point is moved out of the vibration risk regions (?1, ?2).

Abstract: When an operating point that is determined by the engine speed (Ne), the engine torque (Te), and the vehicle speed falls within the zones of both a first vibration risk region (?1) and a second vibration risk region (?2), the dwell time (?T1) thereof is measured, and once this dwell time (?T1) reaches a predetermined vibration assessment time (?T1_Lim), the gear ratio of the continuously variable transmission is corrected towards the large side (low side) so that the operating point is moved out of the vibration risk regions (?1, ?2).

Abstract: A driving force control device for a hybrid vehicle includes: a travel load calculation unit adapted to divide a predicted route from a current position to a predetermined distance ahead into a plurality of intervals, and to estimate a travel load in each interval; a recommended discharge amount calculation unit adapted to search for a regeneration possible interval, in which a travel condition required by a driver can be maintained even when an output of an internal combustion engine is stopped and regeneration is performed by a motor/generator, from an estimation result, and to estimate a charge amount expected value in the regeneration possible interval, and distributes the charge amount expected value preferentially to an adjacent interval to the regeneration possible interval as a recommended discharge amount in order to stop the output of the internal combustion engine; and an energy management unit that controls an operation of the motor/generator in the current position on the basis of a travel condit

Abstract: A driving force control device for a hybrid vehicle includes: a travel load calculation unit adapted to divide a predicted route from a current position to a predetermined distance ahead into a plurality of intervals, and to estimate a travel load in each interval; a recommended discharge amount calculation unit adapted to search for a regeneration possible interval, in which a travel condition required by a driver can be maintained even when an output of an internal combustion engine is stopped and regeneration is performed by a motor/generator, from an estimation result, and to estimate a charge amount expected value in the regeneration possible interval, and distributes the charge amount expected value preferentially to an adjacent interval to the regeneration possible interval as a recommended discharge amount in order to stop the output of the internal combustion engine; and an energy management unit that controls an operation of the motor/generator in the current position on the basis of a travel condit

Abstract: A regeneration control device for vehicle including a generator for generating power by being driven by an engine and configured to convert kinetic energy of a vehicle into electrical energy by the generator includes a generated voltage control unit configured to variably control a generated voltage of the generator, a road traffic environment detection unit configured to detect a road traffic environment, a recommended deceleration calculation unit configured to calculate a recommended deceleration during coasting depending on the road traffic environment, and a regeneration control unit configured to convert the kinetic energy of the vehicle into the electrical energy by increasing the generated voltage of the generator as the recommended deceleration increases.

Abstract: An output characteristic control device for an internal combustion engine includes a road traffic environment detection unit configured to detect a road traffic environment in which an own vehicle is running, a recommended vehicle speed calculation unit configured to calculate a recommended vehicle speed of the own vehicle in the detected road traffic environment, a target output characteristic setting unit configured to set a target output characteristic of the internal combustion engine so that an output of the internal combustion engine corresponding to an accelerator operation amount is reduced as a vehicle speed difference between the recommended vehicle speed and an own-vehicle speed decreases, and an output characteristic changing unit configured to change the output characteristic of the internal combustion engine to the target output characteristic.

Abstract: A regeneration control device for vehicle including a generator for generating power by being driven by an engine and configured to convert kinetic energy of a vehicle into electrical energy by the generator includes a generated voltage control unit configured to variably control a generated voltage of the generator, a road traffic environment detection unit configured to detect a road traffic environment, a recommended deceleration calculation unit configured to calculate a recommended deceleration during coasting depending on the road traffic environment, and a regeneration control unit configured to convert the kinetic energy of the vehicle into the electrical energy by increasing the generated voltage of the generator as the recommended deceleration increases.

Abstract: A shift shock reducing apparatus for a power train having an engine and an automatic transmission having a frictional element that is to be engaged at upshift, comprising a control section that executes, during upshift, a torque down of the engine that starts before the start of an inertia phase in which a gear ratio of the transmission is changing from a before-shift gear ratio to an after-shift gear ratio, and a control section that makes larger a rising gradient of working oil pressure that is supplied to the frictional element to be engaged at upshift when the torque down that starts before the start of the inertia phase is executed than that when the torque down is not executed.

Abstract: A vehicle power train control apparatus is provided that basically comprises an output characteristics changing section, an operation mode determining section and a control section. The output characteristics changing section changes engine output characteristics of a vehicle with respect to an operation of an accelerator pedal. The operation mode determining section determines an operation mode of the vehicle among a plurality of operation modes including at least a reacceleration response mode based on driving information of the vehicle. The control section controls the output characteristics changing section to change the engine output characteristics under a reduced accelerator position state during the reacceleration response mode to increase a driving force upon reacceleration of the vehicle when an accelerator position is increased after the vehicle was decelerated.

Abstract: A device and method that suppresses delay in response to gear-shifting in upshifting during control for preventing over-rotation. An engine torque control part controls the torque of the engine based on a driver request for driving force, a rotation velocity sensor detects the rotation velocity of the engine, and an over-rotation preventing part suppresses the controlled torque based on the velocity and prevents over-rotation of the engine. An over-rotation prevention releasing part releases suppression of the torque based on the rotation velocity lowered due to upshifting of the automatic transmission, and an engine torque increasing rate regulating part regulates the increasing rate of the torque when said suppression of the torque is released and the torque is increased.

Abstract: An engine torque control device is configured to reduce shift shock during a downshift with an automatic transmission. During a downshift with an automatic transmission having a stepped shift mechanism, when the engine output (torque) is increased so as to bring it closer to being synchronized to the post-downshift engine speed, and then the torque is reduced sharply enough to maintain the synchronizing speed, and when synchronizing control is concluded so that the torque is sharply reduced to the driver's required torque in a state in which the accelerator is released, the throttle opening is reduced while any extra torque resulting from a reduction lag in the intake air quantity is cancelled out by retarding the ignition timing, thereby sufficiently lessening shift shock.

Abstract: A shift shock reducing apparatus for a power train having an engine and an automatic transmission having a frictional element that is to be engaged at upshift, comprising a control section that executes, during upshift, a torque down of the engine that starts before the start of an inertia phase in which a gear ratio of the transmission is changing from a before-shift gear ratio to an after-shift gear ratio, and a control section that makes larger a rising gradient of working oil pressure that is supplied to the frictional element to be engaged at upshift when the torque down that starts before the start of the inertia phase is executed than that when the torque down is not executed.

Abstract: In shift control apparatus and method for an automatic transmission in which an engine speed is inputted, and a shift change in a shift stage of the automatic transmission is performed to make a gear shift, a shift revolution synchronization control in synchronization with the engine speed is performed and, in a case where the gear shift is made under a driving state in which there is a possibility of an occurrence of a shift shock, an engagement section which performs a power transmission under a presently selected shift stage is gradually released and another engagement section which enables a power transmission through the next selection scheduled shift stage is gradually engaged without an execution of the shift revolution synchronization control.

Abstract: A vehicle power train control apparatus is provided that basically comprises an output characteristics changing section, an operation mode determining section and a control section. The output characteristics changing section changes engine output characteristics of a vehicle with respect to an operation of an accelerator pedal. The operation mode determining section determines an operation mode of the vehicle among a plurality of operation modes including at least a reacceleration response mode based on driving information of the vehicle. The control section controls the output characteristics changing section to change the engine output characteristics under a reduced accelerator position state during the reacceleration response mode to increase a driving force upon reacceleration of the vehicle when an accelerator position is increased after the vehicle was decelerated.

Abstract: A torque converter lockup capacity control device is configured to conduct coast-time lockup control during coast-running in order to prevent engine stall, shock from occurring in the output shaft of a transmission due to lockup when a driver releases an acceleration pedal and the running condition switches from a drive running condition to a coast-running condition. Torque converter lockup occurs because the engine output torque drops from a time on when the throttle opening degree becomes zero. Thus, during a period from the time on until fuel cut-in at time, the lockup capacity is lowered to a minimum capacity corresponding to a standby pressure and lockup is avoided. The lockup capacity is raised to a larger value from the predetermined time on, and ordinary coast-time lockup control is executed.

Abstract: A device and method that suppresses delay in response to gear-shifting in upshifting during control for preventing over-rotation. An engine torque control part controls the torque of the engine based on a driver request for driving force, a rotation velocity sensor detects the rotation velocity of the engine, and an over-rotation preventing part suppresses the controlled torque based on the velocity and prevents over-rotation of the engine. An over-rotation prevention releasing part releases suppression of the torque based on the rotation velocity lowered due to upshifting of the automatic transmission, and an engine torque increasing rate regulating part regulates the increasing rate of the torque when said suppression of the torque is released and the torque is increased.

Abstract: A fuel cut control system for an internal combustion engine is arranged to generate a fuel cut command when a predetermined engine operating condition is satisfied, to start a fuel cut of stopping a fuel supply to engine when a delay time elapses from a moment at which the fuel cut command is generated, and to shorten the delay time when the fuel cut command is generated during a downshift of a transmission drivingly connected with the engine.