Abstract: Fuel injection is controlled to cause one of multiple cylinders to receive fuel injection and to stop in a predetermined range over an intake stroke to a compression stroke in an operation stop of the internal combustion engine. At the time of stopping the engine, fuel injection is allowed only while the observed rotation speed of the internal combustion engine is between a preset start rotation speed and a preset stop rotation speed, and at least one of the start rotation speed and the stop rotation speed are regulated based on a detected rotation stop position of a crankshaft in the operation stop of the internal combustion engine and a state of fuel injection in the cylinder stopping in the predetermined range.

Abstract: During a starting operation or a low-speed drive of a vehicle on a slope, the drive control of the invention sets a gradient-corresponding rotation speed N? as a rotation speed of an engine to output a required driving force against a longitudinal vehicle gradient ?fr (step S110), and sequentially sets a low-?-road correction rotation speed Nlow upon identification of a low-?-road drive condition, a vehicle speed difference-compensating rotation speed Nv based on a vehicle speed V, and a brake-based correction rotation speed Nb based on a brake pressure Pb (steps S120 through S250). The drive control sets a target engine rotation speed Ne* based on these settings (step S260) and subsequently sets a target throttle opening THtag (step S270). The operation of the engine is controlled with the greater between the target throttle opening THtag and a required throttle opening THreq corresponding to an accelerator opening Acc (step S290).

Abstract: Fuel injection is controlled to cause one of multiple cylinders to receive fuel injection and to stop in a predetermined range over an intake stroke to a compression stroke in an operation stop of the internal combustion engine. At the time of stopping the engine, fuel injection is allowed only while the observed rotation speed of the internal combustion engine is between a preset start rotation speed and a preset stop rotation speed, and at least one of the start rotation speed and the stop rotation speed are regulated based on a detected rotation stop position of a crankshaft in the operation stop of the internal combustion engine and a state of fuel injection in the cylinder stopping in the predetermined range.

Abstract: The present invention is directed to a start-up control apparatus for an internal combustion engine that can further improve the start-up characteristics of an internal combustion engine.

Abstract: The internal combustion engine control technique of the invention computes a TDC pass rotation speed Ntdc, which represents the rotation speed of an engine when one of multiple cylinders of the engine passes over a top dead center TDC (step S110). The control technique estimates an engine stop crank angle CAs from a map that is experimentally or otherwise obtained to represent a variation in TDC pass rotation speed Ntdc against the stop position of the engine (step S120), and specifies a fuel injection cylinder that stops in a preset cycle range including part of a compression stroke at a stop of the engine (step S130). The specified fuel injection cylinder receives lean fuel injection at a specific fuel injection timing (step S170). When the specified fuel injection cylinder is later presumed not to pass over a top dead center TDC of the compression stroke, a corrected amount of fuel is injected into the specified fuel injection cylinder (step S240).

Abstract: Upon the setting of a gearshift position SP to a drivable gear position, for example, a drive position for general forward drive or a braking position for applying brake on downslope, when an engine rotation speed Ne decreases to or below a preset fuel injection-start reference rotation speed Nref1, a driving apparatus of the invention allows preliminary fuel injection before a stop of an engine into a specific cylinder that stops in a preset fuel injection stop range over an intake stroke to a compression stroke on the stop of the engine (steps S140 and S150). Upon the setting of the gearshift position SP to a non-drivable gear position, for example, a parking position for parking lock or a neutral position for keeping the gear neutral, on the other hand, the driving apparatus of the invention prohibits the preliminary fuel injection into the specific cylinder that stops in the fuel injection stop range on the stop of the engine (steps S140 and S190).

Abstract: When a crank angle CAa of a specific cylinder, which was expected to stop in a fuel injection stop range over an intake stroke to a compression stroke at a full stop of an engine and received fuel injection, actually exceeds the fuel injection stop range and reaches a preset reference angle CA4, engine stop-state ignition control of the invention ignites the air-fuel mixture in the specific cylinder receiving the fuel injection at a moment of reaching the preset reference angle CA4 (step S260) and simultaneously injects the fuel into a certain cylinder that is in the intake stroke at the moment of the ignition (step S270).

Abstract: In the reverse braking control of the vehicle, a master cylinder pressure Pmc generated according to the driver's pressing force of a brake pedal is pressurized by pumps and is supplied as a wheel cylinder pressure of rear wheels. The pressurized master cylinder pressure Pmc is reduced by the on-off control of pressure reducing solenoid valves and is supplied as a wheel cylinder pressure of front wheels. This ensures application of the braking force to the front wheels and the rear wheels at a front-rear ratio having a greater rear wheel fraction than the front-rear ratio during the forward braking control. A greater braking force is thus applied to the rear wheels, which are located at the front in the moving direction of the reverse braking control. This ensures generation of a sufficient braking force and effectively prevents the lock of the front wheels.

Abstract: In the vehicle of the invention, when the driver releases a depressed accelerator pedal, the drive control sets a vehicle speed V at the moment to a target vehicle speed V* (step S440). An engine and a motor for outputting driving power are controlled to drive the vehicle at the target vehicle speed V*. When the driver steps on a released brake pedal, the drive control stores the target vehicle speed V* set before the driver's depression of the brake pedal as a previous target vehicle speed Vpre and cancels the setting of the target vehicle speed V* (steps S470 and S480). In response to the driver's subsequent release of the brake pedal, the drive control sets the vehicle speed V at the moment to the target vehicle speed V* (step S510) and restarts constant-speed drive (cruise drive).

Abstract: When a driver returns a brake pedal on a climbing road, brakes of front wheels to which power is output from an engine with brakes of rear wheels being held are released (S140), and a throttle opening TH is gradually increased so that a rotation speed of the engine reaches a target rotation speed Ne* according to a road gradient ? (S180). When an outputtable torque Tem that can be output to the front wheels and the rear wheels becomes larger than a target torque Td* according to the road gradient ?, the brakes of the rear wheels are released (S240) to start a vehicle. This allows a smooth start of the vehicle on the climbing road. On the other hand, when a slip of the front wheels is determined before the outputtable torque Tem reaches the target torque Td*, the brakes of the front wheels are returned to the original state, climbing road start control is prohibited (S260 and S270), and a stopping state is held. This properly addresses the problem when the vehicle cannot smoothly start.

Abstract: A control apparatus of a vehicle includes a clutch provided between a driving force source and a drive wheel; a torque transfer power controller that controls a torque transfer power of the clutch based on a predetermined condition; a behavior control apparatus that is provided separately from the clutch, that adjusts a physical quantity related to a speed of the vehicle that changes with a control of the torque transfer power of the clutch by the torque transfer power controller; and a function determiner that determines a vehicle speed control function of the behavior control apparatus, wherein the torque transfer power controller controls the torque transfer power of the clutch based on the predetermined condition and a result of determination provided by the function determiner.

Abstract: Disclosed is a control apparatus of a vehicle in which a torque transfer power of a clutch provided between a driving force source and a drive wheel is controlled based on a predetermined condition, and the vehicle speed that changes with a control of the torque transfer power of the clutch is adjusted by a behavior control apparatus that is provided separately from the clutch. The control apparatus has: a function determining means for determining a vehicle speed control function of the behavior control apparatus; and a torque transfer power control means for controlling the torque transfer power of the clutch based on the predetermined condition and a result of determination provided by the function determining means.

Abstract: A structure for controlling the displacement of a vehicle pedal comprising: a pedal bracket fixed to a first vehicle body structural member which displaces in substantially the rearward direction of a vehicle when an external force of a predetermined value or more acts on the front portion of the vehicle; a suspended-type vehicle pedal which is swingably supported by the pedal bracket and which is provided with a treading surface at the bottom end thereof to which a treading force is applied by the foot of the driver; a treading force transmission member which transmits the treading force applied to the treading surface of the vehicle pedal towards a hydraulic conversion device; a linking device for linking the vehicle pedal and the treading force transmission member, which has a center of rotation of the link which is independent of the center of rotation of the vehicle pedal, and which presses the treading force transmission member, which is rotationally displaced around the center of rotation of the link i

Abstract: In a suspension system of a vehicle such as an automobile, a rotary damper having two relatively rotatable damper members is incorporated therein to damp the bounding and rebounding movement of a vehicle wheel, one of the damper members being incorporated in a carrier for rotatably supporting the vehicle wheel such that a damper rotation axis of the rotary damper is in alignment with a wheel rotation axis.