Abstract: A hybrid vehicle includes an internal-combustion engine, an engine starter ISG motor, a main motor that drives rear wheels, a CVT pulley belt disposed between an engine output shaft and a front wheel shaft, a clutch connected between the output shaft of the internal-combustion engine and an input shaft of the CVT, a battery, and a hybrid controller. When the hybrid controller determines that there is a need to add a traction force of the engine from a state where the vehicle is driven by the main motor alone, the hybrid controller controls the respective components so as to start the engine by the ISG motor in a state where the clutch is disengaged, control a speed ratio of the CVT so that a CVT input speed achieves a target speed for starting clutch engagement, detects the engine rotation speed, detects the CVT input speed, and engages the clutch when a difference between those speeds falls within a predetermined range.

Abstract: To enable a smooth transition from motor travel to hybrid travel despite the situation-of-charge of a battery and reduce shock at the time of engagement of a clutch element. A hybrid system uses a state map 70 for deciding target torques of an engine and a motor on the basis of an accelerator stroke position, a vehicle velocity and a battery state-of-charge SOC. In the map 70, there are defined a motor maximum torque line that demarcates a motor upper limit torque that changes depending on the SOC and a motor margin torque line that is a predetermined margin lower than the motor maximum torque line.

Abstract: A hybrid vehicle includes an internal-combustion engine, an engine starter ISG motor, a main motor that drives rear wheels, a CVT pulley belt disposed between an engine output shaft and a front wheel shaft, a clutch connected between the output shaft of the internal-combustion engine and an input shaft of the CVT, a battery, and a hybrid controller. When the hybrid controller determines that there is a need to add a traction force of the engine from a state where the vehicle is driven by the main motor alone, the hybrid controller controls the respective components so as to start the engine by the ISG motor in a state where the clutch is disengaged, control a speed ratio of the CVT so that a CVT input speed achieves a target speed for starting clutch engagement, detects the engine rotation speed, detects the CVT input speed, and engages the clutch when a difference between those speeds falls within a predetermined range.

Abstract: To enable a smooth transition from motor travel to hybrid travel despite the situation-of-charge of a battery and reduce shock at the time of engagement of a clutch element. A hybrid system uses a state map 70 for deciding target torques of an engine and a motor on the basis of an accelerator stroke position, a vehicle velocity and a battery state-of-charge SOC. In the map 70, there are defined a motor maximum torque line that demarcates a motor upper limit torque that changes depending on the SOC and a motor margin torque line that is a predetermined margin lower than the motor maximum torque line.

Abstract: To reduce a torque drop caused by shift shock and time lag in a hybrid system. In a hybrid system control method of the present invention, when the gear ratio of a transmission is upshifted, the torque of a motor is instantaneously increased when half clutch control of a clutch is started, and during half clutch control, the torque of the motor is controlled to be zero or minus to compensate for an increase in a vehicle drive torque resulting from rotational inertia of an engine. The torque of the motor is increased when the clutch is completely engaged and, after this increase of the torque, is attenuated by a predetermined time constant.

Abstract: For a charge to a serial connection or a series-parallel connection of secondary cells or modules thereof, a charger controllable for a reduction of charge current with a response time and bypass circuits each respectively connected in parallel to a corresponding one of the cells or modules are controlled such that a voltage of the corresponding cell or the corresponding module is predicted of a time point after a lapse of the response time, and the reduction of charge current is started when the predicted voltage has reached an upper limit voltage set therefor.

Abstract: A charging and discharging control device for a secondary battery includes a secondary battery, a controller, a charging unit for charging the battery, a ON/OFF switch between the battery and the charging unit and a control switch for controlling the discharge current. At charging the battery, the ON/OFF switch is turned on and a voltage Ve of the secondary battery is compared with a charge stop voltage Vmax by the controller. If Ve.gtoreq.Vmax, the charging operation is ended. At discharging, the control is turned on and the voltage Ve is compared with a discharge stop voltage Vmin. If Ve.ltoreq.Vmin, the discharging operation is ended. Corresponding to charging/discharging history of the battery, the controller corrects the voltage Vmin so as to be increased and the voltage Vmax so as to be decreased, whereby the life span of the secondary battery can be extended.

Abstract: A wheel motor drive system for electric automobiles comprises a car battery mounted on a vehicle body, at least two electric motors connected to vehicle wheels independently of each other, each of the motors having inherent torque characteristics with regard to a rotational speed and a maximum torque, sensors for monitoring a vehicle travelling condition, and a controller responsive to the vehicle travelling condition and the torque characteristics of the motors for controlling the motors at a low power consumption mode wherein at least one of the motors is driven within a high motor efficiency range so as to assure a long travel distance per one battery discharge.

Abstract: A travel condition detecting section detects travel conditions of an electric motor car. According to the detected travel conditions, a required output calculating section calculates a required travel output. According to the calculated required travel output, a control commanding section determines travel outputs to be allocated to a plurality of motors coupled to driven wheels of the electric motor car, respectively in such a way that the total power consumption of the motors can be minimized, and further outputs control commands to the motors on the basis of the determined travel outputs allocated to the respective motors.

Abstract: A system for driving an electric automotive vehicle controls a slip frequency of a motor by feeding back to a signal control part a rotational speed detected by a motor speed sensor when the motor speed is normal. When the motor speed sensor is abnormal the system controls the slip frequency by feeding back to the signal control part the rotational speed estimated in accordance with an operating condition of the vehicle.

Abstract: A control system for an electric vehicle comprises a motor speed detector and a sensor for detecting an accelerator angle and outputting a motor speed error command based on the difference between motor speed and a speed required by the present accelerator angle. A motor speed command is generated based on the error command and the detected motor speed. A feedback control portion outputs a torque command based on the motor speed command and the detected motor speed and the driving force of the motor is controlled based on the torque command.

Abstract: A traction control is effected by an engine torque reduction with fuelcut operation. In order to prevent deterioration of a catalytic converter during split cylinder operation, a number and an arrangement of cylinders to be disabled are determined in response to a slip rate and a parameter indicative of exhaust gas temperature, respectively.

Abstract: A rear wheel steering control system is provided. This system includes a traction control system which is responsive to generation of a difference in rotational speeds between front and rear wheels to recover traction of driven wheels and a compensating system which corrects a rear wheel steering angle, determined in a preselected relation to vehicle speed and a steered angle of the front wheels, based on the difference in rotational speeds between the front and rear wheels to provide a proper rear wheel target steering angle. The system restricts operation of the compensating system during operation of a traction control system to prevent a hunting frequency thereof from affecting the operation of the compensating system.

Abstract: A system for controlling a steering angle for the rear wheels of a vehicle is provided. This system includes generally, a torque sensor for detect torque of driven wheel, an angle sensor for sensing a steered angle of front wheels, a steering controller for determining a rear wheel target steering angle, and an actuator for steering the rear wheels by the rear wheel target steering angle. The steering controller first determines a rear wheel steering angle based on the steered angle of the front wheels and then calculates a correction for the rear wheel steering angle according to variation in the torque of the driven wheels during running to determine the proper rear wheel target steering angle.

Abstract: Steering angle for rear wheels of a vehicle is controlled by determining a rear wheel steering angle in a preselected relation to a steered angle of a steering wheel. A correction factor for the rear wheel steering angle is based on a difference in rotational speed between front and rear wheels induced during turning. The correction factor for rear wheel steering angle is maintained at the value it had prior to braking to cancel the effect of braking slips on the determination of the rear wheel steering angle to improve steering stability.

Abstract: A system for controlling a steering angle for the rear wheels of a vehicle is provided. This system includes generally a rotational speed sensor for detecting rotational speeds of front and rear wheels to provide a difference in rotational speeds between the front and the rear wheels, an angle sensor for sensing a steered angle of a steering wheel, a steering controller for determining a rear wheel target steering angle, and an actuator for steering the rear wheels by the rear wheel target steering angle. The steering controller calculates a component of a difference in rotational speeds between the front and rear wheels caused by a difference in turning tracks therebetween and compensates for this component by the difference derived by the rotational speed sensor to provide a correction value for the rotational speeds between the front and rear wheels caused by acceleration during turning as a correction for a rear wheel steering angle.

Abstract: A differential limiting force control system for controlling a slip limiting force by controlling an engagement force of a clutch assembly of a limited slip differential provided between left and right drive wheels of a vehicle includes a control unit having a basic control section for increasing the differential limiting force with increase of a vehicle speed, and an adjusting section for decreasing the differential limiting force when a steering angle is equal to or lower than a predetermined angle, or when a steering angular speed is equal to or higher than a predetermined angle.

Abstract: A suspension control system includes a mechanism for monitoring wheel slippage on each of individual wheels as a parameter represenatative of road/tire traction. Suspension control is performed generally according to the vehicle driving conditions reflected in various suspension control parameters, such as vehicular speed, lateral acceleration and so forth in order to adjust spring coefficient or damping characteristics of a suspension system which is provided between a vehicle body and a suspension member supporting each individual wheel in order to adjust wheel load distribution and whereby to minimize variation of vehicular attitude change. Suspension control is further performed with taking the road/tire friction as one of suspension control parameters in order to provide traction dependent wheel load distribution.

Abstract: A differential is provided with a clutch variable in engagement for producing a slip limiting force for limiting a differential action even during cornering of a vehiocle. A force for urging the clutch for engagement is reduced for thereby reducing the slip limiting force in response to increase of a driving wheel slip during cornering of the vehicle.

Abstract: A power drift control device produces a yaw moment in the direction of causing oversteer on the basis of acceleration and steering wheel angle during cornering of a vehicle. The yaw moment is variable depending upon variation of acceleration at a rate which increases as a steering wheel angle increases.