Abstract: A vehicle control apparatus includes a motor unit, a power accumulating device, a charging power control section, a vehicle state detecting section, a braking/driving force control section, a turning determination section and a charging power correction section. The motor unit is configured to generate an independent driving/braking force for at least each of left and right driving wheels. The charging power control section is configured to set charging power supplied to the power accumulating device in accordance with a power accumulation state of the power accumulating device. The braking/driving force control section is configured to control a braking force or a driving force generated by the motor unit based on the operating state of the vehicle. The turning determination section is configured to determine whether a prescribed vehicle turning condition exists. The charging power correction section is configured to increase the charging power when the prescribed vehicle turning condition exists.

Abstract: A vehicle control apparatus includes a motor unit, a power accumulating device, a charging power control section, a vehicle state detecting section, a braking/driving force control section, a turning determination section and a charging power correction section. The motor unit is configured to generate an independent driving/braking force for at least each of left and right driving wheels. The charging power control section is configured to set charging power supplied to the power accumulating device in accordance with a power accumulation state of the power accumulating device. The braking/driving force control section is configured to control a braking force or a driving force generated by the motor unit based on the operating state of the vehicle. The turning determination section is configured to determine whether a prescribed vehicle turning condition exists. The charging power correction section is configured to increase the charging power when the prescribed vehicle turning condition exists.

Abstract: Disclosed is a control apparatus for a hybrid vehicle having an engine, a drive motor (3) that regenerates power, and an electric power storage device (6) that gives/receives power to/from the drive motor (3). The control apparatus includes power consumption means (2) for consuming power; a sensor (26, 27) that detects a state of charge of the electric power storage device; means (18, 23, 51) for detecting a driving state of the vehicle; and a controller (9).

Abstract: Disclosed is a control apparatus for a hybrid vehicle having an engine, a drive motor (3) that regenerates power, and an electric power storage device (6) that gives/receives power to/from the drive motor (3). The control apparatus includes power consumption means (2) for consuming power; a sensor (26, 27) that detects a state of charge of the electric power storage device; means (18, 23, 51) for detecting a driving state of the vehicle; and a controller (9).

Abstract: A maximum charging power when a battery is warmed up is set, and a target rotation speed is set based on the sum of the engine output required to drive the vehicle and the maximum charging power. The target charging power when the battery is warmed up, is computed based on the charge state of the battery. The target torque of the engine is set by dividing the target engine output, obtained based on the sum of the engine output required to drive the vehicle and the target charging power, by the engine rotation speed. In the battery warm-up control, the rotation speed of the engine and generator is controlled to the target rotation speed, and the torque of the engine is controlled to the target torque.

Abstract: A minimum needed power is computed by adding a reserve drive power to a target drive power, a best fuel cost-performance rotation speed is computed based on the target drive power and the best fuel cost-performance power characteristics of an engine (1), and a minimum needed rotation speed is computed based on the minimum needed power and the maximum power characteristics of the engine (1). The best fuel cost-performance rotation speed is compared with the minimum needed rotation speed, the larger is selected as a target input rotation speed of a continuously variable transmission (2), the speed ratio of the transmission (2) is controlled based on the driving axle rotation speed and target input rotation speed, and the torque of the engine (2) is controlled based on the engine rotation speed and target drive power.

Abstract: A control device and control method for a hybrid vehicle is disclosed having an electric storage detecting section 13 which detects a state of charge (SOC) of an electric storage device 10. A target running efficiency calculating section 14 serves as a unit to calculate a target value of a running efficiency, indicative of a proportion of a given physical quantity, in terms of a drive power rate required for driving the vehicle such that the higher the SOC detected value, the smaller will be the target value.

Abstract: A control device and control method for a hybrid vehicle is disclosed having an electric storage detecting section 13 which detects a state of charge (SOC) of an electric storage device 10. A target running efficiency calculating section 14 serves as a unit to calculate a target value of a running efficiency, indicative of a proportion of a given physical quantity, in terms of a drive power rate required for driving the vehicle such that the higher the SOC detected value, the smaller will be the target value.

Abstract: A maximum charging power when a battery (6) is warmed up is set, and a target rotation speed is set based on the sum of the engine output required to drive the vehicle and the maximum charging power. The target charging power when the battery (6) is warmed up, is computed based on the charge state of the battery (6). The target torque of the engine (1) is set by dividing the target engine output, obtained based on the sum of the engine output required to drive the vehicle and the target charging power, by the engine rotation speed. In the battery warm-up control, the rotation speed of the engine (1) and generator (2) is controlled to the target rotation speed, and the torque of the engine (1) is controlled to the target torque.

Abstract: A control system for a hybrid vehicle has a consumed electric power calculator (20), which calculates electric power consumption, and a battery state calculator (21), which calculates battery state SOC of a battery (5). Based on this battery state, a physical quantity per effective electric power calculator (25) calculates a physical quantity per effective power when electric power equal to or greater than consumed electric power is generated for various electric power consumption and electric power generation, and a threshold value calculator (22) obtains a threshold value having the same unit as that of the physical quantity per effective power using predetermined calculation for selecting operating modes of a generator and the battery.

Abstract: A minimum needed power is computed by adding a reserve drive power to a target drive power, a best fuel cost-performance rotation speed is computed based on the target drive power and the best fuel cost-performance power characteristics of an engine (1), and a minimum needed rotation speed is computed based on the minimum needed power and the maximum power characteristics of the engine (1). The best fuel cost-performance rotation speed is compared with the minimum needed rotation speed, the larger is selected as a target input rotation speed of a continuously variable transmission (2), the speed ratio of the transmission (2) is controlled based on the driving axe rotation speed and target input rotation speed, and the torque of the engine (2) is controlled based on the engine rotation speed and target drive power.

Abstract: A control system for a hybrid vehicle has a consumed electric power calculator (20), which calculates electric power consumption, and a battery state calculator (21), which calculates battery state SOC of a battery (5). Based on this battery state, a physical quantity per effective electric power calculator (25) calculates d physical quantity per effective power when electric power equal to or greater than consumed electric power is generated for various electric power consumption and electric power generation, and a threshold value calculator (22) obtains a threshold value having the same unit as that of the physical quantity per effective power using predetermined calculation for selecting operating modes of a generator and The battery.

Abstract: An intake-air quantity control apparatus for an internal combustion engine with a variable valve timing system associated with at least an intake valve, comprises a control unit controlling an intake-air quantity of air entering the internal combustion engine based on at least one of an intake valve open timing and an intake valve closure timing of the intake valve. The control unit determines a desired internal pressure in an intake-air passage based on a predetermined operating parameter, and detecting an operation delay-time fluctuation rate for at least the intake valve. A desired intake-air quantity is arithmetically calculated on the basis of engine operating conditions. The control unit includes a compensation section which compensates for the desired internal pressure based on at least one of the operation delay-time fluctuation rate and the desired intake-air quantity to produce a compensated internal pressure.