Abstract: A vehicle behavior control system includes: an electric actuator mounted on a vehicle to change a posture of the vehicle; and a controller configured to control, as a control subject, one of a motion amount of the electric actuator and a force generated by the electric actuator. The controller is configured to: determine a target value of the control subject based on i) the posture that the vehicle should take, ii) a factor that causes the posture of the vehicle to be changed, or iii) both the posture that the vehicle should take and the factor that causes the posture of the vehicle to be changed; supply a current to the electric actuator based on the target value; and execute, in a specific situation, a current reduction process of reducing the current to be supplied to the electric actuator.

Abstract: Assuming that a transformer has a primary to secondary winding turn ratio 1:N, VR denotes a voltage of regenerated power, VCd denotes a discharge final voltage of a first battery connected with a transformer-primary-side center tap, VCc denotes a charge final voltage of the first battery, VBd denotes a discharge final voltage of a second battery connected with a transformer-secondary-side full bridge circuit, VBc denotes a charge final voltage of the second battery and Drain denotes a lower limit of a duty ratio D of a transformer-primary-side full bridge circuit, an apparatus determines upon (VBd/N)?VR?(VBc/N) that the first and second batteries may be able to be charged with regenerated power and determines upon VCd?VR?(VCc/Dmin) that the first battery may be able to be charged with the regenerated power.

Abstract: A power conversion apparatus includes a transformer; a primary side full bridge circuit provided on a primary side of the transformer; a first port connected to the primary side full bridge circuit; a second port connected to a center tap of the primary side of the transformer; a secondary side full bridge circuit provided on a secondary side of the transformer; a third port connected to the secondary side full bridge circuit; and a control unit configured to cause an upper arm of the secondary side full bridge circuit to operate in an active region in a case where a capacitor connected to the third port is charged with a transmitted power transmitted to the secondary side full bridge circuit via the transformer from the primary side full bridge circuit when power of the second port is stepped up and the stepped up power is output to the first port.

Abstract: A power conversion apparatus includes a transformer; a primary side full bridge circuit provided on a primary side of the transformer; a first port connected to the primary side full bridge circuit; a second port connected to a center tap of the primary side of the transformer; a secondary side full bridge circuit provided on a secondary side of the transformer; a third port connected to the secondary side full bridge circuit; and a control unit configured to cause an upper arm of the secondary side full bridge circuit to operate in an active region in a case where a capacitor connected to the third port is charged with a transmitted power transmitted to the secondary side full bridge circuit via the transformer from the primary side full bridge circuit when power of the second port is stepped up and the stepped up power is output to the first port.

Abstract: The present disclosure relates to a vehicle control system for executing a fuel saving based on a learned value of fuel consumption obtained from an actual running of the vehicle. The control system makes an assessment of a fuel saving control by learning fuel consumption within a predetermined learning zone including a zone where the fuel saving control is executed and determines whether or not to execute the fuel saving control based on a result of the assessment.

Abstract: A driving assistance apparatus includes: a surrounding object detection device configured to detect an object in the surroundings of a vehicle; detected object classification unit configured to classify the object detected by the surrounding object detection device to predetermined types; traveling risk level determination unit configured to determine the traveling risk level of each road section as an index indicating the degree of the risk upon traveling in each road section based on the predetermined types of the objects classified by the detected object classification unit; and a traveling risk level recording unit configured to record the traveling risk level of the each road section determined by the traveling risk level determination unit.

Abstract: A vehicle control system is provided. The vehicle control system is applied to a vehicle having a clutch device to selectively connect and disconnect a power transmission route between a prime mover and drive wheels, and configured to disconnect the power transmission route during running to allow the vehicle to coast.

Abstract: The present invention relates to a vehicle control system for executing a fuel saving control effectively by making an assessment of effectiveness of the control based on a learned value obtained from an actual running. The vehicle control system is configured to execute the fuel saving control by stopping fuel supply to an engine upon satisfaction of a predetermined condition. The control system makes an assessment of the fuel saving control by learning fuel consumption within a predetermined learning zone, and inhibits the fuel saving control or executes another control in the learning zone next time the vehicle travels through the learning zone, if the assessment shows a fact that the fuel saving control executed in the learning zone did not effective to save fuel.

Abstract: Assuming that a transformer has a primary to secondary winding turn ratio 1:N, VR denotes a voltage of regenerated power, VCd denotes a discharge final voltage of a first battery connected with a transformer-primary-side center tap, VCc denotes a charge final voltage of the first battery, VBd denotes a discharge final voltage of a second battery connected with a transformer-secondary-side full bridge circuit, VBc denotes a charge final voltage of the second battery and Drain denotes a lower limit of a duty ratio D of a transformer-primary-side full bridge circuit, an apparatus determines upon (VBd/N)?VR?(VBc/N) that the first and second batteries may be able to be charged with regenerated power and determines upon VCd?VR?(VCc/Dmin) that the first battery may be able to be charged with the regenerated power.

Abstract: An electric power conversion apparatus includes a transformer having a primary coil and a secondary coil; a primary-side full bridge circuit having first and second arm circuits in parallel, respective midpoints of the first and second arm circuits being connected via the primary coil; a secondary-side full bridge circuit having third and fourth arm circuits in parallel, respective midpoints of the third and fourth arm circuits being connected via the secondary coil. The number of turns of the secondary coil between the latter respective midpoints is switched and transmission power transmitted between the primary-side and the secondary-side full bridge circuits is controlled through adjustment of a phase difference in switching between the first arm circuit and the third arm circuit and a phase difference in switching between the second arm circuit and the fourth arm circuit.

Abstract: A power conversion apparatus includes a transformer; a primary side full bridge circuit provided on a primary side of the transformer; a first port connected to the primary side full bridge circuit; a second port connected to a center tap of the primary side of the transformer; a secondary side full bridge circuit provided on a secondary side of the transformer; a third port connected to the secondary side full bridge circuit; and a control unit configured to cause an upper arm of the secondary side full bridge circuit to operate in an active region in a case where a capacitor connected to the third port is charged with a transmitted power transmitted to the secondary side full bridge circuit via the transformer from the primary side full bridge circuit when power of the second port is stepped up and the stepped up power is output to the first port.

Abstract: Provided is a vehicle control apparatus that can improve a gasoline mileage without imparting the sense of discomfort to a driver. When an ECU determines that the brake is turned ON during an N inertia travel control (“YES” in step S11), the ECU stores a current position and a current vehicle speed in a learning DB (Step 12). Next, the ECU matches a data of the current position and the vehicle speed similar to the data of the current position and the vehicle speed stored this time, with reference to the information associated with a section inclusive of the current position (Step S13). Thereafter, when the ECU determines that there are equal to or more than a predetermined number of similar cases (“YES” in step S14), the ECU sets the section referenced in the step S13 as an N inertia travel prohibition section.

Abstract: A vehicle control system is provided. The vehicle control system is applied to a vehicle having a clutch device to selectively connect and disconnect a power transmission route between a prime mover and drive wheels, and configured to disconnect the power transmission route during running to allow the vehicle to coast.

Abstract: A vehicle control system is provided. The vehicle control system is applied to a vehicle having a clutch device to selectively connect and disconnect a power transmission route between a prime mover and drive wheels, and configured to disconnect the power transmission route during running to allow the vehicle to coast.

Abstract: Provided is a vehicle control apparatus that can improve a gasoline mileage without imparting the sense of discomfort to a driver. When an ECU determines that the brake is turned ON during an N inertia travel control (“YES” in step S11), the ECU stores a current position and a current vehicle speed in a learning DB (Step 12). Next, the ECU matches a data of the current position and the vehicle speed similar to the data of the current position and the vehicle speed stored this time, with reference to the information associated with a section inclusive of the current position (Step S13). Thereafter, when the ECU determines that there are equal to or more than a predetermined number of similar cases (“YES” in step S14), the ECU sets the section referenced in the step S13 as an N inertia travel prohibition section.

Abstract: A vehicular drive control apparatus provided with pulse-driving and gliding means for setting upper limit Vhi and lower limit Vlo of running speed V of a vehicle according to an upper and lower vehicle speed limit maps, and on the basis of target running speed Vt which is the running speed V at a time when control initiating conditions have been satisfied, and running the vehicle in P & G running mode by alternately repeating pulse-driving run (accelerating run) and gliding run (decelerating run) of the vehicle at the running speed V varying between the set upper and lower limits Vhi and Vlo, the control initiating conditions including a condition that the vehicle is in a steady running state.

Abstract: A vehicle operator assisting apparatus is configured to assist an operator of an own vehicle by displaying an image of a virtual preceding vehicle visually recognizable by the operator as if the virtual preceding vehicle was running in front of said own vehicle in a running state. The assisting apparatus comprises: a history data base storing a driving history of said operator; a virtual preceding vehicle control portion determining a running state of said virtual proceeding vehicle based on said driving history generating portion generating a relationship between a distance between said own vehicle and an actual preceding vehicle, and a running speed of said own vehicle, and storing the relationship in said history database. Said virtual preceding vehicle control portion includes a driving characteristics extracting portion determining a distance between said own vehicle and said virtual preceding vehicle based on said relationship.

Abstract: A vehicular drive control apparatus provided with pulse-driving and gliding means 118 for setting upper limit Vhi and lower limit Vlo of running speed V of a vehicle according to an upper and lower vehicle speed limit maps, and on the basis of target running speed Vt which is the running speed V at a time when control initiating conditions have been satisfied, and running the vehicle in P & G running mode by alternately repeating pulse-driving run (accelerating run) and gliding run (decelerating run) of the vehicle at the running speed V varying between the set upper and lower limits Vhi and Vlo, the control initiating conditions including a condition that the vehicle is in a steady running state. Accordingly, the pulse-driving and gliding means 118 permits the vehicle to be run in the P & G running mode, independently of an automatic cruising control, making it possible to improve fuel economy.

Abstract: There is provided a vehicle travel control device capable of controlling acceleration and deceleration without causing a driver to feel uncomfortable. The vehicle travel control device includes: a vehicle deceleration control section which operates at least two of a throttle control section, a downshifting control section, and a brake control section on the basis of target deceleration; a target deceleration setting section which sets the target deceleration; and changing means for changing the operation order of the throttle control section, the downshifting control section, and the brake control section according to the target deceleration set by the target deceleration setting section.

Abstract: A transfer ratio varying apparatus includes: a steering shaft configured to transmit a steering angle, an actuator connected to the steering shaft and a damper disposed between the input shaft and the steering shaft and configured to absorb vibration caused by the actuator. The actuator includes: a housing, an input shaft configured to integrally rotate with the housing and connected to the steering shaft, a motor including a rotatable shaft, an output shaft configured to transmit an angle to a wheel assembly, and a gear mechanism between the rotatable shaft and the output shaft at the housing, configured to adjust a rotational angle of the rotatable shaft and to output the adjusted rotational angle to the output shaft.