Abstract: A control apparatus for a vehicle capable of switching an electrically-operated driving mode and a hybrid driving mode includes: a driving mode setter; a driving force difference calculator; and a delay controller. The driving mode setter sets the electrically-operated driving mode when a target driving force is lower than or equal to a continuous line of a mode switching threshold set in accordance with a vehicle speed, and sets the hybrid driving mode when the target driving force exceeds the continuous line of the mode switching threshold. The driving force difference calculator calculates a driving force difference that is a difference between the target driving force and the mode switching threshold. The delay controller sets a delay time from the target driving force crossing the continuous line of the mode switching threshold to a driving mode being switched on a basis of the driving force difference and the vehicle speed.

Abstract: A shift control device has stepless and stepped shift modes in which a transmission gear ratio of a continuously variable transmission is controlled in stepless and stepwise fashions, respectively, and includes a shift controller that switches the shift mode to the stepless shift mode by executing shift control of the transmission if an accelerator-pedal operated amount falls below a switch threshold during the stepped shift mode, a minimum value detector that detects an operated-amount minimum value in a shift process of switching the shift mode to the stepless shift mode, and an upper-limit-value setting unit that sets an upper limit value for engine rotational acceleration based on a difference between the operated amount and the minimum value in the shift process. In the shift process, the shift controller limits the rotational acceleration to the upper limit value or lower by limiting a shift rate when the transmission is downshifted.

Abstract: A shift control device has stepless and stepped shift modes in which a transmission gear ratio of a continuously variable transmission is controlled in stepless and stepwise fashions, respectively, and includes a mode setting unit that switches the shift mode to the stepped shift mode if an engine rotation speed in the stepless shift mode exceeds a switch threshold, a correction-value setting unit that sets a correction value based on the engine rotation speed if the shift mode is to be switched to the stepped shift mode, a shift-threshold setting unit that sets a shift threshold by adding the correction value to the switch threshold if the shift mode is to be switched to the stepped shift mode, and an upshift controller that switches the transmission gear ratio toward a higher side when the engine rotation speed in the stepped shift mode reaches the shift threshold.

Abstract: A shift control device includes: a stepless shift controller executing a stepless shift mode and controlling a transmission gear ratio of a continuously variable transmission in a stepless fashion; a stepped shift controller executing a stepped shift mode and controlling the continuously variable transmission using fixed transmission gear ratios; a mode setting unit switching the shift mode to the stepped shift mode when a vehicle is to be accelerated; and a transmission-gear-ratio setting unit setting an initial transmission gear ratio in the stepped shift mode when the shift mode is to be switched to the stepped shift mode. The transmission-gear-ratio setting unit estimates a variation in an engine rotation speed when the shift mode is to be switched to the stepped shift mode, and sets a fixed transmission gear ratio, at which the variation is greater than or equal to a lower limit value, as the initial transmission gear ratio.

Abstract: A vehicle control device configured to be capable of executing idle stop control to automatically stop an engine when a predetermined automatic stop condition is satisfied and restart the engine when a predetermined restart condition is satisfied during the automatic stop of the engine, the vehicle control device includes: a start request detector, a shift position detector, and a delay time setting module. A start request detector detects a driver operation indicating a request for starting the engine by a driver. A shift position detector detects a shift position of a shift changer. A delay time setting module sets, on a basis of presence or absence of the driver operation and the shift position, a delay time from when the engine is restarted until when an automatic stop of the engine is permitted.

Abstract: A shift control device has stepless and stepped shift modes in which a transmission gear ratio of a continuously variable transmission is controlled in stepless and stepwise fashions, respectively, and includes a shift controller that switches the shift mode to the stepless shift mode by executing shift control of the transmission if an accelerator-pedal operated amount falls below a switch threshold during the stepped shift mode, a minimum value detector that detects an operated-amount minimum value in a shift process of switching the shift mode to the stepless shift mode, and an upper-limit-value setting unit that sets an upper limit value for engine rotational acceleration based on a difference between the operated amount and the minimum value in the shift process. In the shift process, the shift controller limits the rotational acceleration to the upper limit value or lower by limiting a shift rate when the transmission is downshifted.

Abstract: A shift control device includes: a stepless shift controller executing a stepless shift mode and controlling a transmission gear ratio of a continuously variable transmission in a stepless fashion; a stepped shift controller executing a stepped shift mode and controlling the continuously variable transmission using fixed transmission gear ratios; a mode setting unit switching the shift mode to the stepped shift mode when a vehicle is to be accelerated; and a transmission-gear-ratio setting unit setting an initial transmission gear ratio in the stepped shift mode when the shift mode is to be switched to the stepped shift mode. The transmission-gear-ratio setting unit estimates a variation in an engine rotation speed when the shift mode is to be switched to the stepped shift mode, and sets a fixed transmission gear ratio, at which the variation is greater than or equal to a lower limit value, as the initial transmission gear ratio.

Abstract: A shift control device has stepless and stepped shift modes in which a transmission gear ratio of a continuously variable transmission is controlled in stepless and stepwise fashions, respectively, and includes a mode setting unit that switches the shift mode to the stepped shift mode if an engine rotation speed in the stepless shift mode exceeds a switch threshold, a correction-value setting unit that sets a correction value based on the engine rotation speed if the shift mode is to be switched to the stepped shift mode, a shift-threshold setting unit that sets a shift threshold by adding the correction value to the switch threshold if the shift mode is to be switched to the stepped shift mode, and an upshift controller that switches the transmission gear ratio toward a higher side when the engine rotation speed in the stepped shift mode reaches the shift threshold.

Abstract: A vehicle control device configured to be capable of executing idle stop control to automatically stop an engine when a predetermined automatic stop condition is satisfied and restart the engine when a predetermined restart condition is satisfied during the automatic stop of the engine, the vehicle control device includes: a start request detector, a shift position detector, and a delay time setting module. A start request detector detects a driver operation indicating a request for starting the engine by a driver. A shift position detector detects a shift position of a shift changer. A delay time setting module sets, on a basis of presence or absence of the driver operation and the shift position, a delay time from when the engine is restarted until when an automatic stop of the engine is permitted.

Abstract: A control apparatus for a vehicle capable of switching an electrically-operated driving mode and a hybrid driving mode includes: a driving mode setter; a driving force difference calculator; and a delay controller. The driving mode setter sets the electrically-operated driving mode when a target driving force is lower than or equal to a continuous line of a mode switching threshold set in accordance with a vehicle speed, and sets the hybrid driving mode when the target driving force exceeds the continuous line of the mode switching threshold. The driving force difference calculator calculates a driving force difference that is a difference between the target driving force and the mode switching threshold. The delay controller sets a delay time from the target driving force crossing the continuous line of the mode switching threshold to a driving mode being switched on a basis of the driving force difference and the vehicle speed.

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 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 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 having an engine and an electric motor includes a clutch, a first travel controller, a second travel controller, and a motor controller. The clutch is disposed in a power transmission path that couples the engine and driving wheels to each other. The first travel controller executes a motor travel in which the driving wheels are driven by the electric motor in a state where the clutch is disengaged to decouple the engine from the driving wheels, and the engine is stopped. The second travel controller executes a cranking travel in which the clutch is engaged while a fuel injection of the engine is stopped in a state in which the motor travel is executed, and the engine is rotated during traveling. The motor controller increases an output torque of the electric motor when a travel mode switches from the motor travel to the cranking travel.

Abstract: A vehicle control apparatus having an engine and an electric motor includes a clutch, a first travel controller, a second travel controller, and a motor controller. The clutch is disposed in a power transmission path that couples the engine and driving wheels to each other. The first travel controller executes a motor travel in which the driving wheels are driven by the electric motor in a state where the clutch is disengaged to decouple the engine from the driving wheels, and the engine is stopped. The second travel controller executes a cranking travel in which the clutch is engaged while a fuel injection of the engine is stopped in a state in which the motor travel is executed, and the engine is rotated during traveling. The motor controller increases an output torque of the electric motor when a travel mode switches from the motor travel to the cranking travel.

Abstract: A first power supply system is constituted by an alternator and a main battery while a second power supply system is constituted by electrical equipment and a sub-battery. Further, a switch is provided between the first power supply system and the second power supply system. During vehicle deceleration, the switch is switched to a disconnected state, whereby the first power supply system and the second power supply system are disconnected. As a result, a generation voltage of the alternator can be raised, enabling an increase in the generation amount, without applying an excessive voltage to the electrical equipment. Hence, the main battery can be charged sufficiently during deceleration, and therefore the alternator can be halted during acceleration and steady travel. Furthermore, by halting the alternator, an engine load can be reduced, and as a result, an improvement in the fuel efficiency of the vehicle can be achieved.

Abstract: A cell binder includes a frame body and a frame body. A storage portion of a electric storage cell are pressed/clamped by the bottom of an accommodating portion of the frame body and the bottom of an accommodating portion of the frame body. Also, a sealing portion of the electric storage cell is accommodated in a gap between the bottom of a fitting concave portion of the frame body 16 and the front end of a projecting portion of the other frame body, in a state of being deflected by bending, and the sealing portion is clamped between an inner wall of the fitting concave portion and an outer wall of the projecting portion, thereby fitting the frame bodies to each other. This makes it possible to reduce the size for clamping the sealing portion and to achieve the downsizing of the entire package. In addition, providing the sealing portion with deflections allows movements of the electric storage cell to be accommodated when vibrations are applied.

Abstract: A cell binder includes a frame body and a frame body. A storage portion of a electric storage cell are pressed/clamped by the bottom of an accommodating portion of the frame body and the bottom of an accommodating portion of the frame body. Also, a sealing portion of the electric storage cell is accommodated in a gap between the bottom of a fitting concave portion of the frame body 16 and the front end of a projecting portion of the other frame body, in a state of being deflected by bending, and the sealing portion is clamped between an inner wall of the fitting concave portion and an outer wall of the projecting portion, thereby fitting the frame bodies to each other. This makes it possible to reduce the size for clamping the sealing portion and to achieve the downsizing of the entire package. In addition, providing the sealing portion with deflections allows movements of the electric storage cell to be accommodated when vibrations are applied.