Abstract: A traveling mode switching controller of a hybrid electric vehicle has a state-of-charge detection unit; a driver request output detection unit; a correction unit; and a switching control unit for controlling a switch from a first traveling mode to a second traveling mode when a vehicle request output exceeds an output threshold value. In the first traveling mode, an engine is deactivated and the drive motor is activated. In the second traveling mode, drive wheels are actuated by means of driving power of the engine, or a generator connected to the engine is activated to generate electric power to activate the drive motor to actuate the drive wheels. The switching control unit sets the output threshold value low as the state of charge decreases, thereby changing conditions for switching the first traveling mode to the second traveling mode.

Abstract: In a series mode, a clutch rotational speed difference ?N is calculated, and when the clutch rotational speed difference ?N is within a first predetermined range R1, it is determined whether a sticking determination timer t indicates a first predetermined time t1 or longer. When a closed sticking timer t indicates the first predetermined time t1 or longer, fuel cut is performed, and the clutch rotational speed difference ?N is re-calculated. When the closed sticking timer t indicates a second predetermined time t2 or longer, and the clutch rotational speed difference ?N is within a second predetermined range R2, it is determined that there is closed sticking of a clutch. When the closed sticking timer t indicates less than the time t2, and the clutch rotational speed difference ?N is out of the second predetermined range R2, it is determined that there is no closed sticking of the clutch.

Abstract: An engine operation control device for a hybrid vehicle, including: an engine provided in a vehicle; a power generator that is driven by the engine to generate electric power; a driving battery that is chargeable with electric power supplied from the power generator; and a front motor and a rear motor that drive drive wheels with electric power supplied from the driving battery or the power generator, and allowing a series mode in which the front motor drives front wheels and the rear motor drives rear wheels while the engine is operated at a predetermined set rotational speed to drive the power generator to generate electric power, wherein the set rotational speed is set to increase with decreasing of the atmospheric pressure in a present position of the vehicle in the series mode.

Abstract: A traveling mode switching controller of a hybrid electric vehicle has a state-of-charge detection unit; a driver request output detection unit; a correction unit; and a switching control unit for controlling a switch from a first traveling mode to a second traveling mode when a vehicle request output exceeds an output threshold value. In the first traveling mode, an engine is deactivated and the drive motor is activated. In the second traveling mode, drive wheels are actuated by means of driving power of the engine, or a generator connected to the engine is activated to generate electric power to activate the drive motor to actuate the drive wheels. The switching control unit sets the output threshold value low as the state of charge decreases, thereby changing conditions for switching the first traveling mode to the second traveling mode.

Abstract: A traveling mode switching controller of a hybrid electric vehicle has a velocity detection unit, a state-of-charge detection unit, and a switching control unit for selectively switching among first to third traveling modes. In the first traveling mode, an engine is deactivated and a drive motor is activated to actuate drive wheels. In the second traveling mode, the engine activates a generator to activate the drive motor. In the third traveling mode, the engine activates the drive wheels. When the state of charge is less than a first state of charge, the switching control unit performs switching between the second traveling mode and the third traveling mode at a first velocity. When the state of charge is the first state of charge or more, the switching control unit performs switching between the first traveling mode and the third traveling mode at a predetermined velocity higher than the first velocity.

Abstract: A control device for an engine includes an air-fuel ratio detector detecting an air-fuel ratio of an exhaust gas of the engine. A feedback controller performs a feedback control of an amount of a fuel injection of mixed fuel including alcohol so that the air-fuel ratio detected by the air-fuel ratio detector is come close to a target air-fuel ratio, the mixed fuel supplied from a fuel feeder. A concentration estimator estimates a concentration of the alcohol in the mixed fuel based on the air-fuel ratio of the exhaust gas and a correction amount for the amount of the fuel injection controlled by the feedback control. A malfunction determiner determines that the fuel feeder has a malfunction when the correction amount is greater than or equal to a value for a period which is longer than a first period in a second period. The second period is from a first time point when the feedback controller starts to perform the feedback control.

Abstract: A control device for an engine includes an air-fuel ratio detector detecting an air-fuel ratio of an exhaust gas of the engine. A feedback controller performs a feedback control of an amount of a fuel injection of mixed fuel including alcohol so that the air-fuel ratio detected by the air-fuel ratio detector is come close to a target air-fuel ratio, the mixed fuel supplied from a fuel feeder. A concentration estimator estimates a concentration of the alcohol in the mixed fuel based on the air-fuel ratio of the exhaust gas and a correction amount for the amount of the fuel injection controlled by the feedback control. A malfunction determiner determines that the fuel feeder has a malfunction when the correction amount is greater than or equal to a value for a period which is longer than a first period in a second period. The second period is from a first time point when the feedback controller starts to perform the feedback control.

Abstract: When a combustion feedback correction coefficient to which a predetermined value is added in correspondence to half miss firing judgment exceeds a heavy fuel judgment value (K0), heavy fuel judgment is made, and heavy fuel corresponding control for increasing the fuel amount by a combustion feedback correction coefficient (Kfb) and by prolongation of increasing fuel amount (?) immediately after the startup is performed. When startup is consecutive startup, having a small drop width of a cooling water temperature (TH), from the last engine stop, and the number of times of ignition (Nig) accumulated during the last running is smaller than a warming judgment value (Nig0) at re-startup after running under the heavy fuel corresponding control, miss firing judgment is regarded as being impossible and alternative control for increasing the fuel amount is performed instead of the heavy fuel corresponding control.

Abstract: When a combustion feedback correction coefficient to which a predetermined value is added in correspondence to half miss firing judgment exceeds a heavy fuel judgment value (K0), heavy fuel judgment is made, and heavy fuel corresponding control for increasing the fuel amount by a combustion feedback correction coefficient (Kfb) and by prolongation of increasing fuel amount (?) immediately after the startup is performed. When startup is consecutive startup, having a small drop width of a cooling water temperature (TH), from the last engine stop, and the number of times of ignition (Nig) accumulated during the last running is smaller than a warming judgment value (Nig0) at re-startup after running under the heavy fuel corresponding control, miss firing judgment is regarded as being impossible and alternative control for increasing the fuel amount is performed instead of the heavy fuel corresponding control.