Abstract: A braking/driving force control system, during control for maintaining a target vehicle speed, performs fuel cut and then, when a required braking/driving force for maintaining the target vehicle speed reduces, makes a downshift while fuel cut is continued. The braking/driving force control system causes a brake to generate a braking force such that the sum of a braking/driving force that a powertrain generates and the braking force that the brake generates agrees with the required braking/driving force. Thus, good fuel efficiency and riding comfort are obtained.

Abstract: A braking/driving force control system, during control for maintaining a target vehicle speed, performs fuel cut and then, when a required braking/driving force for maintaining the target vehicle speed reduces, makes a downshift while fuel cut is continued. The braking/driving force control system causes a brake to generate a braking force such that the sum of a braking/driving force that a powertrain generates and the braking force that the brake generates agrees with the required braking/driving three. Thus, good fuel efficiency and riding comfort are obtained.

Abstract: A braking/driving force control system, during control for maintaining a target vehicle speed, performs fuel cut and then, when a required braking/driving force for maintaining the target vehicle speed reduces, makes a downshift while fuel cut is continued. The braking/driving force control system causes a brake to generate a braking force such that the sum of a braking/driving force that a powertrain generates and the braking force that the brake generates agrees with the required braking/driving three. Thus, good fuel efficiency and riding comfort are obtained.

Abstract: A braking/driving force control system, during control for maintaining a target vehicle speed, performs fuel cut and then, when a required braking/driving force for maintaining the target vehicle speed reduces, makes a downshift while fuel cut is continued. The braking/driving force control system causes a brake to generate a braking force such that the sum of a braking/driving force that a powertrain generates and the braking force that the brake generates agrees with the required braking/driving force. Thus, good fuel efficiency and riding comfort are obtained.

Abstract: A brake/drive force control system includes: a requested acceleration calculating section; a powertrain control section calculating a minimum brake/drive force at the time of no fuel cut and a fuel-cut brake/drive force, generating larger one of a requested brake/drive force and the minimum brake/drive force when the requested brake/drive force is larger than the fuel-cut brake/drive force, and generating the fuel-cut brake/drive force when the requested brake/drive force is equal to or smaller than the fuel-cut brake/drive force; a brake control section generating a requested brake force; and a brake/drive force control section calculating the requested brake/drive force from requested acceleration, requesting the powertrain control section for the requested brake/drive force, acquiring the brake/drive force generated by a powertrain, and when the requested brake/drive force is smaller than the acquired brake/drive force, requesting the brake control section for a difference between the requested brake/drive

Abstract: A brake/drive force control system includes: a requested acceleration calculating section; a powertrain control section calculating a minimum brake/drive force at the time of no fuel cut and a fuel-cut brake/drive force, generating larger one of a requested brake/drive force and the minimum brake/drive force when the requested brake/drive force is larger than the fuel-cut brake/drive force, and generating the fuel-cut brake/drive force when the requested brake/drive force is equal to or smaller than the fuel-cut brake/drive force; a brake control section generating a requested brake force; and a brake/drive force control section calculating the requested brake/drive force from requested acceleration, requesting the powertrain control section for the requested brake/drive force, acquiring the brake/drive force generated by a powertrain, and when the requested brake/drive force is smaller than the acquired brake/drive force, requesting the brake control section for a difference between the requested brake/drive

Abstract: A brake/drive force control system includes: a requested acceleration calculating section; a powertrain control section calculating a minimum brake/drive force at the time of no fuel cut and a fuel-cut brake/drive force, generating larger one of a requested brake/drive force and the minimum brake/drive force when the requested brake/drive force is larger than the fuel-cut brake/drive force, and generating the fuel-cut brake/drive force when the requested brake/drive force is equal to or smaller than the fuel-cut brake/drive force; a brake control section generating a requested brake force; and a brake/drive force control section calculating the requested brake/drive force from requested acceleration, requesting the powertrain control section for the requested brake/drive force, acquiring the brake/drive force generated by a powertrain, and when the requested brake/drive force is smaller than the acquired brake/drive force, requesting the brake control section for a difference between the requested brake/drive

Abstract: A braking/driving force control system, during control for maintaining a target vehicle speed, performs fuel cut and then, when a required braking/driving force for maintaining the target vehicle speed reduces, makes a downshift while fuel cut is continued. The braking/driving force control system causes a brake to generate a braking force such that the sum of a braking/driving force that a powertrain generates and the braking force that the brake generates agrees with the required braking/driving force. Thus, good fuel efficiency and riding comfort are obtained.

Abstract: A brake/drive force control system includes: a requested acceleration calculating section; a powertrain control section calculating a minimum brake/drive force at the time of no fuel cut and a fuel-cut brake/drive force, generating larger one of a requested brake/drive force and the minimum brake/drive force when the requested brake/drive force is larger than the fuel-cut brake/drive force, and generating the fuel-cut brake/drive force when the requested brake/drive force is equal to or smaller than the fuel-cut brake/drive force; a brake control section generating a requested brake force; and a brake/drive force control section calculating the requested brake/drive force from requested acceleration, requesting the powertrain control section for the requested brake/drive force, acquiring the brake/drive force generated by a powertrain, and when the requested brake/drive force is smaller than the acquired brake/drive force, requesting the brake control section for a difference between the requested brake/drive

Abstract: A vehicle travel control apparatus having a cruise control function allows a driver to perform an acceptance operation for rendering a set speed coincident with a speed limit when the speed limit is different from the set speed. When the drive can perform the acceptance operation, the vehicle travel control apparatus must inform the driver to that effect. In view of this, when the acceptance operation can be performed, an additional display is provided on a display unit to be located between a display representing the set speed and a display representing the speed limit, to thereby inform the driver that the driver can perform an operation relating to the set speed and the speed limit (i.e., can perform the acceptance operation).

Abstract: A driving assist ECU calculates a speed deviation ?V which is a magnitude of a deviation between a target speed Vset and a speed limit Vlim in a situation in which the target speed Vset and the speed limit Vlim are different from each other. When the speed deviation ?V is equal to or smaller than a threshold A, the driving assist ECU sets an accept prohibition flag to “1”. When the speed deviation ?V is higher than the threshold A, the driving assist ECU sets the accept prohibition flag to “0”. When the accept prohibition flag is “1”, the driving assist ECU regards/treats a long-push operation of an operating unit not as an accept operation, but as an acceleration operation or a coast operation.

Abstract: After a push operation of an operating unit is started (at time t1), when a speed limit acquired by a speed limit acquisition ECU is switched from a first speed limit (for example, 100 km/h) to a second speed limit (for example, 120 km/h) at time t2 in a period in which a duration time of the push operation has not yet reached a long-push completion time, a driving support ECU sets a target speed Vset to the second speed limit at a time point at which the duration time of the push operation has reached the long-push completion time thereafter (at time t3).

Abstract: When an accept operation for permitting a speed limit to be set as a target speed has been detected, a driving support ECU gradually increases the current target speed toward the current speed limit. The target speed is displayed in a gradual-change display screen on a display apparatus. A driver performs a correcting operation at the time at which the driver recognizes that the displayed target speed exceeds the speed limit. The driving support ECU corrects the target speed based on the correcting operation.

Abstract: A vehicle travel control apparatus having a cruise control function allows a driver to perform an acceptance operation for rendering a set speed coincident with a speed limit when the speed limit is different from the set speed. When the drive can perform the acceptance operation, the vehicle travel control apparatus must inform the driver to that effect. In view of this, when the acceptance operation can be performed, an additional display is provided on a display unit to be located between a display representing the set speed and a display representing the speed limit, to thereby inform the driver that the driver can perform an operation relating to the set speed and the speed limit (i.e., can perform the acceptance operation).

Abstract: When an accept operation for permitting a speed limit to be set as a target speed has been detected, a driving support ECU gradually increases the current target speed toward the current speed limit. The target speed is displayed in a gradual-change display screen on a display apparatus. A driver performs a correcting operation at the time at which the driver recognizes that the displayed target speed exceeds the speed limit. The driving support ECU corrects the target speed based on the correcting operation.

Abstract: After a push operation of an operating unit is started (at time t1), when a speed limit acquired by a speed limit acquisition ECU is switched from a first speed limit (for example, 100 km/h) to a second speed limit (for example, 120 km/h) at time t2 in a period in which a duration time of the push operation has not yet reached a long-push completion time, a driving support ECU sets a target speed Vset to the second speed limit at a time point at which the duration time of the push operation has reached the long-push completion time thereafter (at time t3).

Abstract: A driving assist ECU calculates a speed deviation ?V which is a magnitude of a deviation between a target speed Vset and a speed limit Vlim in a situation in which the target speed Vset and the speed limit Vlim are different from each other. When the speed deviation ?V is equal to or smaller than a threshold A, the driving assist ECU sets an accept prohibition flag to “1”. When the speed deviation ?V is higher than the threshold A, the driving assist ECU sets the accept prohibition flag to “0”. When the accept prohibition flag is “1”, the driving assist ECU regards/treats a long-push operation of an operating unit not as an accept operation, but as an acceleration operation or a coast operation.

Abstract: A multiprocessor system is disclosed. The multiprocessor system includes plural processor cores to which control to be performed is allocated. The multiprocessor system includes a monitoring processor which detects an abnormal operation that has occurred in a specific processor core to which control having a higher priority order than control to be allocated to processor cores other than the specific processor core is allocated. When the monitoring processor detects the abnormal operation in the specific processor core, the monitoring processor allocates the control having the higher priority order to one of the processor cores other than the specific processor core.

Abstract: A muffler comprises a casing and an exhaust pipe penetrating the casing. An exhaust gas chamber 4 is defined between the outer wall surface of the exhaust pipe and the inner wall surface of the casing. In the exhaust pipe positioned in the casing, an enlarged chamber for accommodating a particulate filter is formed. A downstream side portion of the exhaust pipe and the exhaust gas chamber are communicated with each other by a branch pipe. A communicating port is formed on the wall of an upstream side portion of the exhaust pipe positioned in the exhaust gas chamber. Until the pressure difference between the upstream and downstream of the communication control valve reaches a threshold value, the communication control valve is kept closed to close the communicating port and, thus, the exhaust gas flows through the particulate filter.

Abstract: A muffler comprises a casing and an exhaust pipe penetrating the casing. An exhaust gas chamber 4 is defined between the outer wall surface of the exhaust pipe and the inner wall surface of the casing. In the exhaust pipe positioned in the casing, an enlarged chamber for accommodating a particulate filter is formed. A downstream side portion of the exhaust pipe and the exhaust gas chamber are communicated with each other by a branch pipe. A communicating port is formed on the wall of an upstream side portion of the exhaust pipe positioned in the exhaust gas chamber. Until the pressure difference between the upstream and downstream of the communication control valve reaches a threshold value, the communication control valve is kept closed to close the communicating port and, thus, the exhaust gas flows through the particulate filter.