Abstract: Provided is a pyribencarb aqueous suspension agrochemical composition which contains an adjuvant for reinforcing the efficacy of pyribencarb, and which is capable of preventing a pharmaceutical preparation from becoming highly viscous or solidified and capable of providing a sufficient controlling effect with a small amount of pyribencarb. The aqueous suspension agrochemical composition includes: pyribencarb which is an agrochemically active component; an adjuvant for pyribencarb, which is one or more compounds selected from polyoxyalkylene siloxanes, polyoxyethylene/polyoxypropylene block copolymers, and polyoxyalkylene alkyl ethers; a nonionic-anionic surfactant which is a polyoxyalkylene aryl ether sulfuric acid salt and/or a polyoxyalkylene aryl ether phosphoric acid salt; and water.

Abstract: Provided is a pyribencarb aqueous suspension agrochemical composition which contains an adjuvant for reinforcing the efficacy of pyribencarb, and which is capable of preventing a pharmaceutical preparation from becoming highly viscous or solidified and capable of providing a sufficient controlling effect with a small amount of pyribencarb. The aqueous suspension agrochemical composition includes: pyribencarb which is an agrochemically active component; an adjuvant for pyribencarb, which is one or more compounds selected from polyoxyalkylene siloxanes, polyoxyethylene/polyoxypropylene block copolymers, and polyoxyalkylene alkyl ethers; a nonionic-anionic surfactant which is a polyoxyalkylene aryl ether sulfuric acid salt and/or a polyoxyalkylene aryl ether phosphoric acid salt; and water.

Abstract: An electromotive vehicle includes: an electrical storage device; a rotary electric machine; a transmission device; an engine; and an electronic control unit. The electronic control unit is configured to, when decelerating force acts on the vehicle due to engine brake force of the engine and upshift control is executed in the transmission device and when an upper limit value of input electric power that is allowed at the time of charging the electrical storage device is smaller than a threshold, control the rotary electric machine such that torque of the rotary electric machine gradually increases by the time the upshift control completes, at which the decelerating force that acts on the vehicle becomes decelerating force reduced as a result of the upshift control.

Abstract: A processor executes a plurality of tasks by switching a timeslot and iterating a plurality of timeslots. The processor includes a table in which tasks are defined in correspondence with timeslots. In the table, the number of timeslots to be held in one iteration is defined, for each of the timeslots a total time period during the predetermined number of iterations is designated, and a plurality of tasks are defined in correspondence with at least one of the timeslots. A timeslot is switched every time a predetermined period elapses. One task is selected and executed by referring to the table in correspondence with switching of timeslot.

Abstract: An upper limit charging rate is limited when a speed position of an automatic transmission is high as compared to when the speed position is low, so an engine is hard to enter a high torque state even when the speed position is high. Thus, it is possible to suppress vibrations and noise that tend to occur at the time when the engine is driven at a low rotation speed and high torque. On the other hand, the upper limit charging rate increases when the speed position is low as compared to when the speed position is high, with the result that a charging rate increases, so it is possible to keep a state of charge of a battery within an appropriate range.

Abstract: In a vehicle including an engine and a motor generator that are connected to a drive wheel, when a predetermined condition is satisfied during a motor creep mode in which creep torque is generated by the motor generator, an ECU performs motor creep cutoff for decreasing torque of the motor generator. When an engine start request has been issued during the motor creep cutoff, the ECU increases the torque of the motor generator to a target creep torque at a predetermined rate of increase. After the MG torque has reached the target creep torque, the ECU starts the engine. The predetermined rate of increase is set to a rate lower than a rate of increase in engine torque at the start of the engine.

Abstract: An electromotive vehicle includes: an electrical storage device; a rotary electric machine; a transmission device; an engine; and an electronic control unit. The electronic control unit is configured to, when decelerating force acts on the vehicle due to engine brake force of the engine and upshift control is executed in the transmission device and when an upper limit value of input electric power that is allowed at the time of charging the electrical storage device is smaller than a threshold, control the rotary electric machine such that torque of the rotary electric machine gradually increases by the time the upshift control completes, at which the decelerating force that acts on the vehicle becomes decelerating force reduced as a result of the upshift control.

Abstract: A drive system for a hybrid vehicle includes an engine, a motor, a rotary shaft, an engine disconnect clutch, a motor disconnect clutch, an automatic transmission, and an electronic control unit. The electronic control unit is configured to, while either one of an engagement control and a rotation change control is being executed, when a request to execute the other one of the engagement control and the rotation change control has been issued, (a) delay a start timing of the other one of the engagement control and the rotation change control until execution of the one of the engagement control and the rotation change control is completed, and then (b) start execution of the other one of the engagement control and the rotation change control after execution of the one of the engagement control and the rotation change control has been completed.

Abstract: When a user performs an operation to switch from a forward range to a reverse range, an ECU switches an oil passage (referred to hereafter as a “B2 pressure supply source oil passage”), through which oil pressure is supplied to a brake, from a first oil passage to a second oil passage while engaging the same brake. At this time, in consideration of a response delay in the oil pressure in the second oil passage, the ECU switches the B2 pressure supply source oil passage from the first oil passage to the second oil passage after a predetermined time ? elapses from the point at which the user performs the forward-reverse switch operation (in other words, after waiting for the oil pressure in the second oil passage to reach a threshold pressure) rather than at the point at which the user performs the forward-reverse switch operation.

Abstract: In a vehicle including an engine and a motor generator that are connected to a drive wheel, when a predetermined condition is satisfied during a motor creep mode in which creep torque is generated by the motor generator, an ECU performs motor creep cutoff for decreasing torque of the motor generator. When an engine start request has been issued during the motor creep cutoff, the ECU increases the torque of the motor generator to a target creep torque at a predetermined rate of increase. After the MG torque has reached the target creep torque, the ECU starts the engine. The predetermined rate of increase is set to a rate lower than a rate of increase in engine torque at the start of the engine.

Abstract: A motor disconnect clutch is configured to be set to an engaged state when a hydraulic pressure that is supplied from a mechanical oil pump (MOP) is lower than a predetermined release hydraulic pressure, and be set to a released state when the hydraulic pressure that is supplied from the MOP is higher than or equal to the release hydraulic pressure. When the hydraulic pressure output from the MOP is likely to decrease to a hydraulic pressure lower than the release hydraulic pressure in an engine mode in which the vehicle travels by using power of the engine while the motor disconnect clutch is placed in the released state, an ECU executes synchronization control for synchronizing a rotation speed of a motor generator with a rotation speed of a rotary shaft.

Abstract: A drive system for a hybrid vehicle includes an engine, a motor, a rotary shaft, an engine disconnect clutch, a motor disconnect clutch, an automatic transmission, and an electronic control unit. The electronic control unit is configured to, while either one of an engagement control and a rotation change control is being executed, when a request to execute the other one of the engagement control and the rotation change control has been issued, (a) delay a start timing of the other one of the engagement control and the rotation change control until execution of the one of the engagement control and the rotation change control is completed, and then (b) start execution of the other one of the engagement control and the rotation change control after execution of the one of the engagement control and the rotation change control has been completed.

Abstract: A hydraulic control circuit for a drive line includes first and second switching valves and first and second solenoid valves. Each switching valve is alternatively switched by a switching hydraulic pressure to connect any two of three ports. The first port of the first switching valve is connected to a hydraulic actuator. The first port of the second switching valve is connected to the second port of the first switching valve. The first solenoid valve supplies the switching hydraulic pressure to the switching valves. The second solenoid valve regulates a control hydraulic pressure supplied to the hydraulic actuator. Any one of three oil paths is communicated with the hydraulic actuator by supplying the control hydraulic pressure via the third port of the first switching valve or the second or third port of the second switching valve and supplying the switching hydraulic pressure to at least one switching valve.

Abstract: Control device of hybrid vehicle including an engine connected via a clutch to power transmission path and a rotator acting at least as an electric motor, hybrid vehicle being configured to execute an engine running mode in which clutch is engaged to use at least engine as a drive force source for running and a motor running mode in which clutch is released to use rotator as drive force source for running, control device putting clutch into slip engagement to crank and start engine before clutch is completely engaged at time of switching to engine running mode during stop of engine with clutch released, control device of hybrid vehicle, when clutch temperature reaches predefined value at time of switching to the engine running mode, releasing clutch and causing rotator to generate drive force for running while controlling rotation speed of engine to synchronize rotation speeds before and after clutch.

Abstract: An upper limit charging rate is limited when a speed position of an automatic transmission is high as compared to when the speed position is low, so an engine is hard to enter a high torque state even when the speed position is high. Thus, it is possible to suppress vibrations and noise that tend to occur at the time when the engine is driven at a low rotation speed and high torque. On the other hand, the upper limit charging rate increases when the speed position is low as compared to when the speed position is high, with the result that a charging rate increases, so it is possible to keep a state of charge of a battery within an appropriate range.

Abstract: A vehicle control apparatus for a hybrid vehicle mounting a torque converter with a lock-up clutch in order to better accomplish good drivability as well as good gasoline mileage than conventional vehicle control apparatuses includes an engine, a motor generator, a torque convertor with the lock-up clutch, and a battery, and expands a lock-up region when the battery is not under a input/output limited state wider than when the battery is under the input/output limited state while the vehicle is being driven at least by the engine.

Abstract: In the present invention, a determination is made as to whether towing travel is under way, in which vehicle weight is increased, and when towing travel is under way, the compensating torque provided by a motor generator is decreased relative to the compensating torque provided during non-towing travel, and the torque of the motor generator is therefore reduced by a commensurate amount and fuel efficiency is enhanced. During towing travel in which the vehicle weight is large, a large drive force is usually necessary and the frequency of use of the motor generator increases; however, the compensating torque during engine start is reduced, and the load on the motor generator is thereby mitigated by a commensurate amount, and overheating and the like are suppressed. Since the inertia of the vehicle is relatively small during non-towing travel, i.e.

Abstract: A control device of a hybrid vehicle has an engine and an electric motor, the hybrid vehicle being configured to perform motor running using only the electric motor for running and engine running using at least the engine for running, the control device comprising: a first starting portion starting the engine by using the electric motor; and a second starting portion starting the engine without using the electric motor, the control device being configured to expand a range of performing the motor running when the engine is started by the second starting portion as compared to when the engine is started by the first starting portion.

Abstract: The embodiments described herein relate to control apparatuses for hybrid vehicles which permit starting of an engine and a shift-down action of a transmission, while assuring a reduction of heat generated by a clutch and an improvement of a response of the hybrid vehicle to a vehicle operator's desire for high drivability. In one embodiment, the control apparatus controls the hybrid vehicle such that, when the transmission is required to be shifted down while the hybrid vehicle is switched from the motor drive mode to the engine drive mode, a rate of change of the input speed of said transmission is lower than when only the shift-down action is required to be performed, such that the rate of change of the input speed is relatively low when the input speed of the transmission to be established upon completion of the shift-down action is relatively high.

Abstract: A control device of a hybrid vehicle includes an engine, an electric motor configured to output power for running and power necessary for starting the engine, and a connecting/disconnecting clutch connecting/disconnecting a power transmission path between the engine and the electric motor, and the control device is configured to start the engine while the connecting/disconnecting clutch is controlled toward engagement during motor running for running by using only the electric motor as a drive force source for running with the connecting/disconnecting clutch released.