Abstract: In order to prevent a traction control system and an auxiliary steering or the like from combining stabilizing effects in a manner which causes excessive understeer, when the traction control is functioning in a predetermined manner, a signal is issued to the auxiliary steering control and reduces the gain with which the control thereof is implemented. As a result excessive understeer is avoided while maintaining suitable vehicle stability.

Abstract: A driving force control apparatus for use with an automotive vehicle supported on driving wheels and driven wheels. The apparatus is arranged to provide a driving force reduction control (traction control) to reduce the driving forces applied to the driving wheels when driving slip of the driving wheels occurs. The driving force reduction control is inhibited to minimize the tendency of the vehicle to spin when lateral slip of the driven wheels occurs.

Abstract: A slip control system employs a plurality of slip control characteristics which may be provided as form of maps. One of the maps is selected depending upon wheel slippage in such a manner that a map having a greater engine speed variation rate with respect to variation of an accelerator position is selected while the wheel slippage is maintained smaller than a predetermined target slippage, and a map having a smaller engine speed variation rate is selected while wheel slippage is greater than the predetermined target slippage. The selected map is compared with a map previously selected at a preceding timing which is variable depending upon a lag time of engine response.

Abstract: A slip control system monitors variation of engine speed for detecting transition from engine accelerating condition to decelerating condition during slip control mode operation, in which engine speed is adjusted for reducing output torque for reducing magnitude of wheel slippage. Slip control mode operation is terminated when engine transition from the acceleration state to deceleration state is detected.

Abstract: There is proved a driving force control system which comprises device for measuring operating state of the vehicle brake system and generating an output signal, and device for controlling a driving force upon a predetermined condition being fulfilled after the output signal has indicated a predetermined operating state of the vehicle brake system.

Abstract: A system for controlling an ignition device for a a motor vehicle comprises a key operated movable member, a blocking mechanism for automatically blocking the key operated movable member against return movement once the key operated movable member has moved beyond a predetermined position, and means responsive to a predetermined condition of the vehicle for restraining a manual release member of the blocking mechanism from actuation for releasing the blocking mechanism.

Abstract: A system and method for electronically controlling a vehicular engine operation in accordance with an accelerator operation which can utilize a system for automatically controlling a vehicle speed to a set cruising speed are disclosed in which an operating variable selection mechanism which selects and outputs one of operating variables whose value is larger than the other operating variable, the operating variables being derived from an accelerator and from an actuator of the automatic vehicle cruise controlling system is installed. The selected operating variable of the operating variable selection mechanism is detected by means of an accelerator sensor. A throttle actuator is controlled for driving the throttle valve toward the direction in which an opening angle of the throttle valve coincides with a target opening angle which is defined by a detected variable of the accelerator sensor.

Abstract: A plurality of control maps which are used to control the position of an engine throttle valve or similar device which effects the power output of the engine, are stored in memory. The wheel slip of the vehicle is monitored and if found to be in excess of an allowable limit or limits the control map currently in use is changed or downgraded to one which exhibits less rapid engine power generation characteristics. On the other hand, if the rate at which a control element such as an accelerator pedal is moved in direction which demands increased engine output is greater than zero; the amount of wheel slip is below the allowable limit or limits; and the control signal being produced by the instant control map is at its maximum permissible level for the instant position of the control element, then the currently used map is upgraded to one which permits increased and more rapid engine power development.

Abstract: An apparatus responsive to a change in the position of an accelerator pedal for controlling movement of a throttle valve situated within an induction passage. The induction passage has an auxiliary passage bypassing the throttle valve. A control valve is situated for movement within the auxiliary passage for controlling air flow through the auxiliary passage. The apparatus includes a control circuit which forces the throttle valve to move to its closed position and at the same time moves the control valve to permit air flow through the auxiliary passage when a failure occurs in the operation of the control circuit.

Abstract: In a throttle control system including electrical elements or devices, if trouble occurs in these elements, there exists a problem in that the throttle valve is further driven forcibly in spite of the fact that the throttle valve has already been fully closed or opened. To overcome the above problem, a throttle valve close-limit switch and a throttle valve open-limit switch are additionally provided for the accelerator control system, in order to generate an alarm signal or a system disabling signal in the case where the difference between the target throttle opening rate and the actual throttle opening rate exceeds a predetermined value when one of the limit switches is on.

Abstract: When a driver repeatedly depresses an accelerator pedal only slightly to drive his vehicle small distances forward, as he might on a busy road, the ordinary accelerator pedal control characteristics are automatically changed to fine control characteristics such that opening rate of the throttle valve increases relatively gently with increasing accelerator pedal stroke. The control characteristics are changed from the ordinary ones to the fine ones, when both of detected accelerator pedal stroke and stroke speed do not exceed predetermined reference values within a predetermined time period after the accelerator pedal has been depressed.

Abstract: An apparatus for use with an automotive vehicle for controlling movement of a throttle valve in response to a change of the position of an accelerator pedal. A control circuit receives electrical signals indicative of accelerator-pedal and throttle-valve positions for calculating a value corresponding to a setting of the position of the throttle valve. The control circuit is connected to an actuator which moves the throttle valve to the calculated setting. The control circuit decreases the speed of closing movement of the throttle valve when the throttle valve position is at an angle less than a reference angle.

Abstract: In an accelerator control system including electrical elements or devices, if trouble occurs in these elements, the throttle valve may be kept open in spite of the fact that the accelerator pedal is fully released. To overcome the above problem, an accelerator pedal zero-stroke detector, a throttle valve initial-position detector and an abnormality signal generator are additionally provided for the accelerator control system, in order to generate an alarm signal or a system disabling signal when the throttle valve is kept open beyond a predetermined time interval after the accelerator pedal has been fully released.

Abstract: In a throttle system including electrical elements or devices, if trouble occurs in these elements, there exists a problem in that the throttle valve is further driven forcibly in spite of the fact that the throttle valve has already been fully closed or opened or the throttle valve is kept open in spite of the fact that the accelerator pedal has already been fully released. To overcome the above problem, the actual throttle valve opening rate is corrected on the basis of the throttle valve fully-closed and fully-opened opening rates and in accordance with a proportion calculation.