Abstract: During the deactivation of a driving system of a vehicle, an ECU determines whether or not a P range abnormality occurs which exhibits that a shift signal transmitted from a shift position sensor includes a P signal and an MJ signal corresponding to the P range as well as a different-type signal other than the P signal and the MJ signal. When the P range abnormality occurs, the ECU determines whether or not the vehicle-stopped state can be assured based on whether or not a brake-ON state (a hydraulic braking force or a parking braking force are beyond the range capable of maintaining vehicle-stopped state) is present. In a case where a P range abnormality occurs, when ECU determines that the vehicle-stopped state can be assured, the ECU allows the activation of the driving system.

Abstract: When the gearshift position SP is the N position and the accumulated charge ratio SOC of the battery is less than or equal to the threshold value Slow (step S120), the engine is cranked by a first motor (the motor MG1) and started in the case that the vehicle stop is held (steps S140 and s150). After the engine is started, the shutoff of the inverter for driving the motor MG1 is performed and the self-sustained operation of the engine is performed at the rotation speed N1 at which the back electromotive force generated on the motor MG1 is more than the voltage applied to the inverters (steps S180 to S200).

Abstract: When the gearshift position SP is the N position and the accumulated charge ratio SOC of the battery is less than or equal to the threshold value Slow (step S120), the engine is cranked by a first motor (the motor MG1) and started in the case that the vehicle stop is held (steps S140 and s150). After the engine is started, the shutoff of the inverter for driving the motor MG1 is performed and the self-sustained operation of the engine is performed at the rotation speed N1 at which the back electromotive force generated on the motor MG1 is more than the voltage applied to the inverters (steps S180 to S200).

Abstract: A motor drive device includes first to third system main relays, a limiting resistor, and a control device. Upon start of the motor drive device, the control device determines whether or not the first and third system main relays are welded, based on voltage VH. If the control device determines that the first and third system main relays are both welded, then it prohibits a discharging process, which is to discharge a capacitor using motor generators.

Abstract: A motor drive device includes first to third system main relays, a limiting resistor, and a control device. Upon start of the motor drive device, the control device determines whether or not the first and third system main relays are welded, based on voltage VH. If the control device determines that the first and third system main relays are both welded, then it prohibits a discharging process, which is to discharge a capacitor using motor generators.

Abstract: Thermal variable-operation regulator that regulates the operation of an operating device by progressively limiting the operation of the operating device (24) as a limitation temperature (Tset) increases. The limitation temperature (Tset), based on which the operation of the operating device (24) is limited, is set to a smoothed temperature (Ttmp), obtained by performing a predetermined smoothing process on the detected temperature (Tiny), by a limitation temperature setting means when a change amount (AT) of the detected temperature (Tiny) is equal to or less than a predetermined change amount (Tref). However, when the change amount (AT) of the detected temperature (Tiny) is greater than the predetermined change amount (Tref), the limitation temperature (Tset) is set without using the detected temperature (Tiny).

Abstract: A control device determines that a system relay for precharging is welded when, after generation of a signal at the H level upon starting of a vehicle system to turn on only a cathode-side system relay, a precharge current is at least a reference value. When it is determined that the system relay for precharging is welded, the control device immediately turns off the cathode-side system relay without determining welding of cathode-side and anode-side system relays and performs discharging of a capacitor. In this situation, the control device determines welding of the cathode-side system relay based on a voltage between both ends of the capacitor. When it is determined that the system relay for precharging is not welded, welding of the cathode-side and anode-side system relays is determined upon termination of the vehicle system.

Abstract: Thermal variable-operation regulator that regulates the operation of an operating device by progressively limiting the operation of the operating device (24) as a limitation temperature (Tset) increases. The limitation temperature (Tset), based on which the operation of the operating device (24) is limited, is set to a smoothed temperature (Ttmp), obtained by performing a predetermined smoothing process on the detected temperature (Tiny), by a limitation temperature setting means when a change amount (AT) of the detected temperature (Tiny) is equal to or less than a predetermined change amount (Tref). However, when the change amount (AT) of the detected temperature (Tiny) is greater than the predetermined change amount (Tref), the limitation temperature (Tset) is set without using the detected temperature (Tiny).

Abstract: A control device determines that a system relay for precharging is welded when, after generation of a signal at the H level upon starting of a vehicle system to turn on only a cathode-side system relay, a precharge current is at least a reference value. When it is determined that the system relay for precharging is welded, the control device immediately turns off the cathode-side system relay without determining welding of cathode-side and anode-side system relays and performs discharging of a capacitor. In this situation, the control device determines welding of the cathode-side system relay based on a voltage between both ends of the capacitor. When it is determined that the system relay for precharging is not welded, welding of the cathode-side and anode-side system relays is determined upon termination of the vehicle system.

Abstract: An intake air quantity calculating apparatus for an internal combustion engine equipped with a variable valve timing control mechanism is provided. By the apparatus, an intake pipe pressure is detected or estimated. An intake air pulsation rate is determined on the basis of the detected or estimated intake pipe pressure and engine speed. An air flow error correction term basic value is determined on the basis of a throttle valve opening degree and engine speed. The air flow error correction term basic value is corrected on the basis of the intake air pulsation rate, whereby to determine an air flow error correction term for correcting an error in detection of an intake air quantity by an air flow meter. By the air flow error correction term, an intake air quantity detected by an air flow meter is corrected, whereby it becomes possible to improve the accuracy in calculation of the intake air quantity.

Abstract: In apparatus and method for calculating an internal cylinder intake-air quantity for a variable valve timing controlled engine, an air quantity flowing into the intake manifold from an output of an airflow meter is calculated, the airflow meter being installed in an upstream portion of an intake manifold with respect to an intake valve whose at lease closure timing is variably controlled, a cylinder volume of a corresponding cylinder of the engine is calculated, an income and outgo of an air quantity flowing into the intake manifold and a cylinder intake-air quantity flowing from the intake manifold into the corresponding cylinder is calculated to derive an air quantity in the intake manifold, the internal cylinder intake-air quantity is calculated on the basis of the air quantity of the intake manifold and the cylinder volume, and the calculated cylinder volume is corrected on the basis of at least valve closure timing of the intake valve.

Abstract: When a failure of a variable valve timing mechanism of an internal combustion engine is detected, both a cylinder which is associated with the mechanism in failure and another cylinder which has a symmetrical phase in operation to the above-mentioned cylinder with respect to the stroke cycle are brought into inoperative condition. At the same time, the amount of air/fuel mixture fed to the remaining cylinders is increased. With this measure, engine vibration and power drop are suppressed or at least minimized.