Abstract: If the destination has not been input, it is judged whether the present location is on the expressway (step S32). If the judgement result of the step S32 is positive, it is judged whether or not the actual SOC is less than or equal to the threshold TH2 (step S34). If the judgement result of the step S34 is positive, the restoring control is executed (step S36). Subsequent to the step S34 or S36, it is judged whether or not the vehicle is still on the expressway (step S38). If the judgement result of the step S38 is positive, it is judged whether or not the actual SOC is greater than or equal to the SOC_T2 (step S42). If the judgement result of the step S42 is positive, the maintaining control is executed (step S44).

Abstract: If the destination has not been input, it is judged whether the present location is on the expressway (step S32). If the judgement result of the step S32 is positive, it is judged whether or not the actual SOC is less than or equal to the threshold TH2 (step S34). If the judgement result of the step S34 is positive, the restoring control is executed (step S36). Subsequent to the step S34 or S36, it is judged whether or not the vehicle is still on the expressway (step S38). If the judgement result of the step S38 is positive, it is judged whether or not the actual SOC is greater than or equal to the SOC_T2 (step S42). If the judgement result of the step S42 is positive, the maintaining control is executed (step S44).

Abstract: A charge control system for a vehicle, which is configured to control charging of a power storage device, includes a user detector that determines whether a user is present within a predetermined range relative to the vehicle, and a vehicle electronic control unit configured to permit the power storage device to be charged with electric power generated by the generator, in addition to the power from the outside of the vehicle, during external charging, when the user detector determines that the user is present within the predetermined range. The vehicle ECU is configured to inhibit power generation by the generator during external charging when the user detector determines that the user is not present within the predetermined range.

Abstract: If the destination has not been input, it is judged whether the present location is on the expressway (step S32). If the judgement result of the step S32 is positive, it is judged whether or not the actual SOC is less than or equal to the threshold TH2 (step S34). If the judgement result of the step S34 is positive, the restoring control is executed (step S36). Subsequent to the step S34 or S36, it is judged whether or not the vehicle has reached the scheduled exit (step S38). If the judgement result of the step S38 is positive, it is judged whether or not the actual SOC is greater than or equal to the SOC_T2 (step S42). If the judgement result of the step S42 is positive, the maintaining control is executed (step S44).

Abstract: A charge control system for a vehicle, which is configured to control charging of a power storage device, includes a user detector that determines whether a user is present within a predetermined range relative to the vehicle, and a vehicle electronic control unit configured to permit the power storage device to be charged with electric power generated by the generator, in addition to the power from the outside of the vehicle, during external charging, when the user detector determines that the user is present within the predetermined range. The vehicle ECU is configured to inhibit power generation by the generator during external charging when the user detector determines that the user is not present within the predetermined range.

Abstract: A first carrier of a first planetary gear is coupled to an input member. A second rotary element of a fourth planetary gear is coupled to an output member. A first ring gear of the first planetary gear, a second sun gear of a second planetary gear, and a first rotary element of the fourth planetary gear are coupled together. A second carrier of the second planetary gear and a third carrier of a third planetary gear are coupled together. A third ring gear of the third planetary gear and a third rotary element of the fourth planetary gear are coupled together. A first engagement element engaging two of the second sun gear, the second carrier, and a second ring gear of the second planetary gear. A fourth engagement element engaging the second ring gear of the second planetary gear and a third sun gear of the third planetary gear.

Abstract: An automatic transmission 20 includes: a Simpson type complex planetary gear train 25 including single pinion type first and second planetary gears 21 and 22 and single pinion type third and fourth planetary gears 23 and 24; first through fourth clutches C1 to C4; and first and second brakes B1 and B2. A first carrier 21c of the first planetary gear 21 is coupled to an input shaft 20i. A first ring gear 21r of the first planetary gear 21 is selectively connected to an output shaft 20o by the first clutch C1.

Abstract: A vehicle drive control device performs acceleration/deceleration running by alternately repeating acceleration running and deceleration running, wherein it compares between an efficiency of the motor at a first operation point determined by a rotation speed and a torque of a motor and an efficiency of the motor at a second operation point for outputting a higher torque than the first operation point, and if a difference between the efficiencies is greater than a determination value, the acceleration running at the second operation point and the deceleration running being repeated, the second operation point being set a maximum efficiency line of the motor with the rotation speed and the torque of the motor as parameters to perform the acceleration running, and if acceleration during the acceleration running becomes larger than an acceleration limit value, a rotating machine acting at least as an electric generator generating electricity to charge a battery.

Abstract: A jump shift of an automatic transmission with multiple shift speeds such as, e.g., ten forward speeds involves operation of many engagement elements. The shifting operation for the jump shift is therefore complicated, making it difficult for the automatic transmission to respond quickly. After shifting to the seventh speed as a direct coupling speed is completed by engaging three clutches C1, C3, C4, the remaining other clutch C2 is also engaged at the seventh speed. In the case of a jump shift, e.g., a shift from the seventh speed to the fifth speed, shifting to the fifth speed is completed by disengaging the clutch C1 and performing control to disengage the clutch C3 and to engage a brake B1 with the remaining other clutch C2 kept in the engaged state. This facilitates the shifting operation from the direct coupling speed and allows the automatic transmission to respond quickly.

Abstract: Provided is a vehicle control apparatus. To start an engine by a motor-generator under the state that a vehicle is stopped, the vehicle control apparatus synchronizes a rotation of the engine with a rotation of the motor-generator at a synchronous rotational speed lower than a target rotational speed to start the engine, and increases a rotational speed of the engine by the motor-generator from the synchronous rotational to the target rotational speed, and starts the engine at the target rotational speed.

Abstract: An automatic transmission includes a single-pinion first planetary gear, a double-pinion second planetary gear, a single-pinion third planetary gear, a single-pinion fourth planetary gear, clutches C1, C2, C3, and C4, and brakes B1 and B2. First to ninth forward speeds and a reverse speed are established by engaging three of the clutches C1 to C4 and the brakes B1 and B2 and disengaging the remaining three clutches and brakes.

Abstract: A jump shift of an automatic transmission with multiple shift speeds such as, e.g., ten forward speeds involves operation of many engagement elements. The shifting operation for the jump shift is therefore complicated, making it difficult for the automatic transmission to respond quickly. After shifting to the seventh speed as a direct coupling speed is completed by engaging three clutches C1, C3, C4, the remaining other clutch C2 is also engaged at the seventh speed. In the case of a jump shift, e.g., a shift from the seventh speed to the fifth speed, shifting to the fifth speed is completed by disengaging the clutch C1 and performing control to disengage the clutch C3 and to engage a brake B1 with the remaining other clutch C2 kept in the engaged state. This facilitates the shifting operation from the direct coupling speed and allows the automatic transmission to respond quickly.

Abstract: An automatic transmission that shifts power applied to an input member and outputs the shifted power to an output member, the automatic transmission including a first planetary gear mechanism, a third planetary gear mechanism, a compound planetary gear mechanism, a first clutch, a second clutch, a third clutch, a fourth clutch a first brake, and a second brake.

Abstract: A vehicle control device includes: an engine and a first motor generator from both of which a driving force for traveling is output to drive wheels; and an electricity storage device that storages electric power for driving the first motor generator. When a vehicle weight is in a reference state at a time of deceleration braking, the first motor generator is mainly caused, out of the first motor generator and the engine, to generate a braking force, and when the vehicle weight is greater than that in the reference state, the engine is mainly caused, out of the first motor generator and the engine, to generate the braking force. Thus, a sufficient braking force can be obtained while an input limit of the electricity storage device is prevented from being reached.

Abstract: Disclosed is a control device for a vehicle including an engine and a motor generator both for supplying a travel driving force to a driving wheel. The control device causes the engine to stop while the vehicle is traveling on a descending slope under constant vehicle speed control where the vehicle is controlled to travel at a predetermined vehicle speed. That reduces a load on a brake device.

Abstract: A control apparatus for a hybrid vehicle is provided with an engine, an electric motor, and a clutch disposed in a power transmitting path between the engine and the electric motor, a drive mode of the hybrid vehicle being switched on the basis of a required drive force of the hybrid vehicle, between a first drive mode in which said engine is placed in an operated state while said clutch is placed in an engaged state, and a second drive mode in which said electric motor is exclusively used as a drive power source to run the hybrid vehicle while said engine is placed in a rest state and while said clutch is placed in a released state; and a range in which said second drive mode is established being narrower when a temperature of said clutch is comparatively high, than when said temperature is comparatively low.

Abstract: An automatic transmission 20 includes: a Simpson type complex planetary gear train 25 including single pinion type first and second planetary gears 21 and 22 and single pinion type third and fourth planetary gears 23 and 24; first through fourth clutches C1 to C4; and first and second brakes B1 and B2. A first carrier 21c of the first planetary gear 21 is coupled to an input shaft 20i. A first ring gear 21r of the first planetary gear 21 is selectively connected to an output shaft 20o by the first clutch C1.

Abstract: A control device of a hybrid vehicle including an electric motor and an engine as drive force sources, the hybrid vehicle being configured to execute engine running using the engine as the drive force source for running and motor running using the electric motor as the drive force source for running with the engine stopped, the control device having a predefined running performance oriented running mode such as a sport running mode and a predefined large drive force running mode with a lower requirement degree of start acceleration performance as compared to the running performance oriented running mode, in the predefined running performance oriented running mode, the motor running being inhibited, the engine running being performed in an operation range in which the motor running is normally performed, and the engine being retained in an operating state at the time of vehicle stop, and in the predefined large drive force running mode, the motor running being inhibited, the engine running being performed in t

Abstract: An automatic transmission that shifts power applied to an input member and outputs the shifted power to an output member, the automatic transmission including a first planetary gear mechanism, a third planetary gear mechanism, a compound planetary gear mechanism, a first clutch, a second clutch, a third clutch, a fourth clutch a first brake, and a second brake.

Abstract: An automatic transmission that shifts power applied to an input member and outputs the shifted power to an output member, the automatic transmission including a first planetary gear mechanism, a second planetary gear mechanism, a third planetary gear mechanism, a fourth planetary gear mechanism, a first coupling element, a second coupling element, a third coupling element, a fourth coupling element, a first clutch, a second clutch, a third clutch, a fourth clutch, a first brake and a second brake.