Abstract: A vehicular power supply device to be equipped in a vehicle includes an electric storage unit group, an inverter, a driving motor, a converter, an electric device group, a first switch, and a second switch. The electric storage unit group includes first and second electric storage units. The driving motor is to be coupled to the electric storage unit group via the inverter. The electric device group is to be coupled to the electric storage unit group via the converter. The first switch is to be controlled between a state where the first electric storage unit is coupled to the inverter and a state where the first electric storage unit is coupled to the converter. The second switch is to be controlled between a state where the second electric storage unit is coupled to the inverter and a state where the second electric storage unit is coupled to the converter.

Abstract: A vehicular power supply device includes an inverter, a converter, a driving motor, an electric device group, a first electric storage unit to be coupled to the driving motor via the inverter, a second electric storage unit to be coupled to an electric device group via the converter, an electric power converter, first and second switches, and a switch controller. The electric power converter is provided between the two electric storage units and couples them in parallel with each other. The first switch is provided between the first electric storage unit and the electric power converter and is controllable between on and off states. The second switch is provided between the second electric storage unit and the electric power converter and is controllable between on and off states. The switch controller controls the first and second switches based on a state of charge of the first electric storage unit.

Abstract: A vehicle control apparatus to be applied to a hybrid vehicle includes an electric motor, an engine, a clutch mechanism, a torque converter, and a control system. In a case of switching a traveling mode of the hybrid vehicle from a motor mode to an engine mode in response to an increase in requested driving force from a first driving force to a second driving force resulting from an operation of an accelerator of the vehicle, the control system starts up the engine and engages the clutch mechanism while controlling the electric motor based on a transition driving force larger than the first driving force. After a lapse of a delay time from completion of starting up of the engine and engaging the clutch mechanism, the control system controls the electric motor and the engine based on the second driving force larger than the transition driving force.

Abstract: A control apparatus is configured to control a vehicle. The vehicle includes an engine, a generator configured to generate electric power by using motive power outputted from the engine, and a drive motor coupled to a drive wheel. The engine, the generator, and the drive motor are coupled to each other via a planetary gear mechanism. The control apparatus includes a processor configured to diagnose a state of at least one of the engine, the generator, or the drive motor on the basis of a relationship between a rotational speed of the engine, a rotational speed of the generator, and a rotational speed of the drive motor.

Abstract: A vehicle power supply includes an electric accumulator pack, an electric motor, first and second switches, an output determiner, and a switch controller. The electric accumulator pack includes first and second electric accumulators. The first and second switches are controlled between on- and off-states. The output determiner determines whether the first electric accumulator is in a first output state or a second output state, and whether the second electric accumulator is in the first output state or the second output state. If at least one of the first electric accumulator or the second electric accumulator is in the first output state, the switch controller controls either one of the first and second switches to the on-state, and the other switch to the off-state. If both the first and second electric accumulators are in the second output state, the switch controller controls both the first and second switches to the on-state.

Abstract: A vehicle control apparatus includes an electric motor, an engine, and a control system. The control system executes a first speed mode or a second speed mode as a speed mode of the transmission on the basis of a driving operation performed by a driver, sets a speed ratio on a lower side in the second speed mode than in the first speed mode in a case where an accelerator operation performed by the driver is cancelled, executes a first assist mode or a second assist mode as an assist mode in which the electric motor is brought into a power-running state, and switches the assist mode to the second assist mode in a case where the amount of the accelerator operation is increased greater than a starting threshold while the second speed mode is being executed.

Abstract: A hybrid electric vehicle includes an engine, a motor, a battery, a coupling mechanism, an electric power generating mechanism, and a vehicle controller. The engine and motor drive driving wheels. The battery supplies electric power for running to the motor. The coupling mechanism switches coupling of the engine and the driving wheels between direct coupling and buffering coupling. The electric power generating mechanism generates electric power. The vehicle controller switches a running mode of the hybrid electric vehicle between a first running mode and a second running mode with higher running performance. The vehicle controller limits the electric power generation under a first condition when the buffering coupling is applied during the first running mode and limits the electric power generation under a second condition less limited than the first condition when the buffering coupling is applied during the second running mode.

Abstract: A vehicle control apparatus includes a motor generator, an engine, a transmission mechanism, a clutch mechanism, and a control system configured to control the motor generator, the engine, the transmission mechanism and the clutch mechanism. The control system has a first traveling mode to engage the clutch mechanism and a second traveling mode to disengage the clutch mechanism. The control system is configured to set a shift period based on a transmission gear ratio of the transmission mechanism. The control system is configured to: control, upon switching from the first traveling mode to the second traveling mode, the clutch mechanism to be in a state where the clutch mechanism is engaged for an entirety of the shift period; and under the state where the clutch mechanism is engaged, decrease a torque of the engine and increase a power running torque of the motor generator.

Abstract: A vehicle control apparatus for a vehicle includes a catalyst deterioration diagnosing unit, an engine controlling unit, and a diagnosis start determining unit. The catalyst deterioration diagnosing unit executes a deterioration diagnosis of a catalyst included in an exhaust system of an engine provided in the vehicle. The engine controlling unit controls an air-fuel ratio of the engine to a lean side and thereafter to a rich side during the deterioration diagnosis of the catalyst. The diagnosis start determining unit prohibits the deterioration diagnosis of the catalyst from being executed when a deceleration rate upon deceleration of the vehicle is high, and permits the deterioration diagnosis of the catalyst to be executed when the deceleration rate upon deceleration of the vehicle is low.

Abstract: A vehicle control apparatus includes: a clutch controller configured to switch an operation state of a clutch mechanism from a release state to an engagement state upon switching of a traveling mode from a motor traveling mode to an engine traveling mode; and a motor controller configured to control a traveling motor to suppress variation in torque upon starting of the engine. The clutch controller is configured to control the clutch mechanism to be brought into the engagement state at a first engaging speed when the engine is started on a condition that a revolution speed of the motor driving system is higher than a revolution threshold, and to control the clutch mechanism to be brought into the engagement state at a second engaging speed lower than the first engaging speed when the engine is started on a condition that the revolution speed is lower than the revolution threshold.

Abstract: A control apparatus is configured to control a vehicle. The vehicle includes an engine, a generator configured to generate electric power by using motive power outputted from the engine, and a drive motor coupled to a drive wheel. The engine, the generator, and the drive motor are coupled to each other via a planetary gear mechanism. The control apparatus includes a processor configured to diagnose a state of at least one of the engine, the generator, or the drive motor on the basis of a relationship between a rotational speed of the engine, a rotational speed of the generator, and a rotational speed of the drive motor.

Abstract: A vehicle power supply includes an electric accumulator pack, an electric motor, first and second switches, an output determiner, and a switch controller. The electric accumulator pack includes first and second electric accumulators. The first and second switches are controlled between on- and off-states. The output determiner determines whether the first electric accumulator is in a first output state or a second output state, and whether the second electric accumulator is in the first output state or the second output state. If at least one of the first electric accumulator or the second electric accumulator is in the first output state, the switch controller controls either one of the first and second switches to the on-state, and the other switch to the off-state. If both the first and second electric accumulators are in the second output state, the switch controller controls both the first and second switches to the on-state.

Abstract: A vehicular power supply device includes an inverter, a converter, a driving motor, an electric device group, a first electric storage unit to be coupled to the driving motor via the inverter, a second electric storage unit to be coupled to an electric device group via the converter, an electric power converter, first and second switches, and a switch controller. The electric power converter is provided between the two electric storage units and couples them in parallel with each other. The first switch is provided between the first electric storage unit and the electric power converter and is controllable between on and off states. The second switch is provided between the second electric storage unit and the electric power converter and is controllable between on and off states. The switch controller controls the first and second switches based on a state of charge of the first electric storage unit.

Abstract: A vehicular power supply device to be equipped in a vehicle includes an electric storage unit group, an inverter, a driving motor, a converter, an electric device group, a first switch, and a second switch. The electric storage unit group includes first and second electric storage units. The driving motor is to be coupled to the electric storage unit group via the inverter. The electric device group is to be coupled to the electric storage unit group via the converter. The first switch is to be controlled between a state where the first electric storage unit is coupled to the inverter and a state where the first electric storage unit is coupled to the converter. The second switch is to be controlled between a state where the second electric storage unit is coupled to the inverter and a state where the second electric storage unit is coupled to the converter.

Abstract: A malfunction diagnosing system includes a data acquirer, an appropriate range setter, and a malfunction determiner. The data acquirer is configured to acquire traveling environment data and actual traveling result data in association with each other for a target vehicle to be subjected to malfunction diagnosis. The traveling environment data includes at least driving operation data indicating a driving operation. The actual traveling result data indicates an actual traveling result based on the traveling environment data. The appropriate range setter is configured to derive an appropriate range of actual traveling results based on the traveling environment data for vehicles the models of which are identical to a model of the target vehicle. The malfunction determiner is configured to determine whether the target vehicle has a malfunction by determining whether the actual traveling result data falls within the appropriate range.

Abstract: An electric vehicle includes a vehicle controller. The vehicle controller is capable of switching a traveling mode of the electric vehicle between a first traveling mode and a second traveling mode that applies driving-force maps for enhancing a rough-road capability from a rough-road capability in the first traveling mode. The vehicle controller is capable of switching the traveling mode to the second traveling mode in forward traveling and in backward traveling and is configured to apply, to the backward traveling in the second traveling mode, a first driving-force map of the driving-force maps, the first driving-force map having gentler characteristics than a second driving-force map of the driving-force map applied to the forward traveling in the second traveling mode.

Abstract: A hybrid electric vehicle includes an engine, a motor, a battery, a coupling mechanism, an electric power generating mechanism, and a vehicle controller. The engine and motor drive driving wheels. The battery supplies electric power for running to the motor. The coupling mechanism switches coupling of the engine and the driving wheels between direct coupling and buffering coupling. The electric power generating mechanism generates electric power. The vehicle controller switches a running mode of the hybrid electric vehicle between a first running mode and a second running mode with higher running performance. The vehicle controller limits the electric power generation under a first condition when the buffering coupling is applied during the first running mode and limits the electric power generation under a second condition less limited than the first condition when the buffering coupling is applied during the second running mode.

Abstract: A control apparatus for a vehicle capable of transmitting an output of a motor and an output of an engine to a driving wheel includes: an engine controller; a motor controller; a charge capacity acquirer; and a control target setter. The engine controller controls the engine on a basis of an engine operating point line set in accordance with an engine speed, a target torque, and a fuel consumption rate. The motor controller performs an assist driving with the motor when the target torque exceeds an assist threshold line set in accordance with the engine speed. The charge capacity acquirer acquires an information of a charge capacity of a secondary battery that supplies the motor with an electric power.

Abstract: A vehicle includes an engine and an engine start controller. The engine start controller is configured to derive an integrated value while a target driving force derived on a basis of an accelerator operation amount is larger than or equal to a predetermined first threshold value from a time point when the target driving force becomes larger than or equal to the first threshold value, and to start the engine when the integrated value becomes larger than or equal to a predetermined second threshold value. The integrated value is obtained by integrating a difference value between the target driving force and the first threshold value.

Abstract: A vehicle includes an engine and an engine start controller. The engine start controller is configured to derive an integrated value while a target driving force derived on a basis of an accelerator operation amount is larger than or equal to a predetermined first threshold value from a time point when the target driving force becomes larger than or equal to the first threshold value, and to start the engine when the integrated value becomes larger than or equal to a predetermined second threshold value. The integrated value is obtained by integrating a difference value between the target driving force and the first threshold value.