Abstract: A vehicle control apparatus includes front-wheel and rear-wheel driving systems, and a control system. The front-wheel driving system includes a first travel motor mechanically coupled to a front wheel of a vehicle and a first accumulator electrically coupled to the first travel motor. The rear-wheel driving system includes a second travel motor mechanically coupled to a rear wheel of the vehicle and a second accumulator electrically coupled to the second travel motor. The control system includes one or more processors and one or more memories communicably coupled to the one or more processors, and controls the first and second travel motors. When a difference between an SOC of the first accumulator and an SOC of the second accumulator is greater than a threshold value, the one or more processors change a torque distribution ratio between the first and second travel motors from a reference distribution ratio.

Abstract: A vehicle includes a first detector detecting first information related to a condition of a first road surface; a second detector contactlessly detecting second information related to a condition of a second road surface; and a controller controlling a driving force of the vehicle using a friction coefficient estimated based on the first and/or second information. A processor(s) of the controller execute(s) a process including: determining whether the conditions are of a same type based on the first and second information; when the conditions are of different types, controlling the driving force using a friction coefficient estimated based on the second information as a friction coefficient of the second road surface; and based on determining that the conditions are of the same type, controlling the driving force using a friction coefficient estimated based on the first information as the road surface friction coefficient of the second road surface.

Abstract: A drive system for a four-wheel drive vehicle including a friction brake system includes a first motor and a second motor, a propeller shaft for transmitting power between a front-wheel side and a rear-wheel side, a first differential mechanism configured to divide output torque of the first motor between a left wheel on one side of the front-wheel side and the rear-wheel side and the other side, a second differential mechanism configured to divide output torque of the second motor between a right wheel on the one side and the other side, and a control device for controlling regenerative braking force related to the first motor and the second motor and friction braking force related to the friction brake system. The first and second differential mechanisms are configured such that the ratio of output torque allocated to the front-wheel side is 50% or more.

Abstract: An electric vehicle includes a motor and a controller. The controller is configured to; based on determining that the electric motor is in the locked state, set a search target torque greater than a value of torque demanded by a driver, and execute a increase of the motor torque up to the set target torque; upon making a determination that the locked state is ceased, store a value of the target torque at a time of making the determination, and execute a decrease of the target torque; and when a second value of the torque demanded by the driver becomes the value of the target torque or more after the decrease of the target torque, set a second value of the target torque in accordance with the second value of the torque demanded by the driver, and drive the electric motor in accordance with the set target torque.

Abstract: A power distribution apparatus for an electric vehicle includes a power distribution mechanism configured to distribute power output from an electric motor to front and rear wheels, and a controller configured to control the power distribution mechanism. The power distribution mechanism includes a first clutch configured to fix a power distribution ratio during straight traveling to a first distribution ratio at which first power distributed to the rear wheels and second power distributed to the front wheels are nearly same, and a second clutch configured to fix the power distribution ratio during straight traveling to a second distribution ratio at which the first power is larger than the second power. The controller is configured set the second clutch to an engaged state and sets the first clutch to a half-engaged state during regenerative braking.

Abstract: A vehicle control apparatus to be applied to a vehicle includes an electric motor, a brake mechanism, and a control system. The control system increases a friction braking force of the brake mechanism while reducing a regenerative braking force of the electric motor, in deceleration traveling performed in a low vehicle speed range where a vehicle speed of the vehicle is less than a first threshold in a state in which an accelerator operation and a brake operation performed by a driver who drives the vehicle are canceled. The control system corrects correlation data between a control instruction value indicated to the brake mechanism and the friction braking force generated by the control instruction value, by using, as a trigger, a situation in which a change rate of a vehicle acceleration of the vehicle exceeds a second threshold in the deceleration traveling in the low vehicle speed range.

Abstract: A vehicle driving device mounted on a hybrid vehicle includes an engine coupled to wheels of the vehicle via a power transmission path, a transmission mechanism disposed on the power transmission path, a motor generator, a first power transmission mechanism, and a second power transmission mechanism. The motor generator is disposed on a path coupling the engine and transmission mechanism, the first power transmission mechanism is disposed on a path coupling the engine and motor generator, the second power transmission mechanism is disposed on a path coupling the motor generator and transmission mechanism. These paths are included in the power transmission path. The first power transmission mechanism includes a large-diameter rotator and a small-diameter rotator coupled to the engine and the motor generator respectively. The second power transmission mechanism includes a small-diameter rotator and a large-diameter rotator coupled to the motor generator and the transmission mechanism respectively.

Abstract: A vehicle control device applicable to a vehicle including an engine includes an electric motor coupled to the engine, a hydraulic clutch, a solenoid control valve, a first travel control unit, a second travel control unit, and a fail-safe control unit. The hydraulic clutch is engaged when hydraulic oil is supplied and disengaged when the hydraulic oil is discharged. The solenoid control valve includes a solenoid. The solenoid control valve supplies the hydraulic oil to the hydraulic clutch when the solenoid is in a non-energized state, and discharges the hydraulic oil when the solenoid is in the energized state. The first travel control unit executes an engine traveling mode, and the second travel control unit executes an inertial traveling mode. The fail-safe control unit drives the electric motor when the solenoid is switched from the energized state to the non-energized state while the inertial traveling mode is executed.

Abstract: A vehicle control device applicable to a vehicle including an engine includes an electric motor coupled to the engine, a hydraulic clutch, a solenoid control valve, a first travel control unit, a second travel control unit, and a fail-safe control unit. The hydraulic clutch is engaged when hydraulic oil is supplied and disengaged when the hydraulic oil is discharged. The solenoid control valve includes a solenoid. The solenoid control valve supplies the hydraulic oil to the hydraulic clutch when the solenoid is in a non-energized state, and discharges the hydraulic oil when the solenoid is in the energized state. The first travel control unit executes an engine traveling mode, and the second travel control unit executes an inertial traveling mode. The fail-safe control unit drives the electric motor when the solenoid is switched from the energized state to the non-energized state while the inertial traveling mode is executed.

Abstract: A shift control device includes: a hydraulic circuit, an actuation valve, a control unit, and a pressure holding valve. The hydraulic circuit is provided with a supply oil passage coupled to a hydraulic oil supply source, a drain oil passage coupled to a tank, and an actuator oil passage coupled to a travel actuator. The actuation valve is provided in the hydraulic circuit and couples the actuator oil passage to the supply oil passage or the drain oil passage. The control unit switches the actuation valve in accordance with a shift position command of a shift operation device. The pressure holding valve is provided in the drain oil passage and holds a pressure of the drain oil passage at a predetermined pressure.

Abstract: A shift control device includes: a hydraulic circuit, an actuation valve, a control unit, and a pressure holding valve. The hydraulic circuit is provided with a supply oil passage coupled to a hydraulic oil supply source, a drain oil passage coupled to a tank, and an actuator oil passage coupled to a travel actuator. The actuation valve is provided in the hydraulic circuit and couples the actuator oil passage to the supply oil passage or the drain oil passage. The control unit switches the actuation valve in accordance with a shift position command of a shift operation device. The pressure holding valve is provided in the drain oil passage and holds a pressure of the drain oil passage at a predetermined pressure.

Abstract: A connecting terminal for a connector has a fixed portion configured to be connected to an electrode portion provided in a member for mounting the connector, and a contact configured to electrically come in contact with a contact portion of a connected portion to be connected to the connector. At least one concave portion is provided along a whole outer peripheral surface of the connector terminal.

Abstract: There is provided a drive device for a vehicle. A forward clutch that is engaged during forward driving is provided in a power transmission path between an engine and a drive wheel. A spring is incorporated in an engagement oil chamber of the forward clutch, thereby causing the forward clutch to be held in a slipping state or an engaged state through the spring force even during an idling stop that suffers from reduced control oil pressure. This arrangement can prevent the forward clutch from producing an engagement shock during an engine restart. In addition, an input clutch driven by an electric actuator is provided in the power transmission path. With this arrangement, neutral control can be performed by disengaging the input clutch even if the forward clutch which is to be held in a slipping state or an engaged state is provided.

Abstract: A waste heat recovering and cooling apparatus for an engine includes a water pump that ejects cooling water of an engine; an EGR cooler that cools EGR gas introduced into an intake pipe from an exhaust pipe of the engine by using some of the cooling water ejected from the water pump; an EGR valve that opens and closes the channel of the EGR gas passing through the EGR cooler; and a transmission warmer that heats lubricating oil of a transmission by the cooling water passing through the EGR cooler.

Abstract: A connecting terminal for a connector has a fixed portion configured to be connected to an electrode portion provided in a member for mounting the connector, and a contact configured to electrically come in contact with a contact portion of a connected portion to be connected to the connector. At least one concave portion is provided along a whole outer peripheral surface of the connector terminal.

Abstract: There is provided a drive device for a vehicle. A forward clutch that is engaged during forward driving is provided in a power transmission path between an engine and a drive wheel. A spring is incorporated in an engagement oil chamber of the forward clutch, thereby causing the forward clutch to be held in a slipping state or an engaged state through the spring force even during an idling stop that suffers from reduced control oil pressure. This arrangement can prevent the forward clutch from producing an engagement shock during an engine restart. In addition, an input clutch driven by an electric actuator is provided in the power transmission path. With this arrangement, neutral control can be performed by disengaging the input clutch even if the forward clutch which is to be held in a slipping state or an engaged state is provided.

Abstract: An air flow direction changing device of an air conditioning device according to the present invention includes: a lateral louver which is rotatably provided on the front side of a blowout port of a cabinet; a control section which changes the blowout direction of air sent from a fan by rotatably driving and controlling the lateral louver in the front surface of the blowout port; and a straightening plate which is provided on the rear side of the lateral louver in the blowout port and straighten the air flow from the fan located on the rear side in the passageway, and is configured such that the control section improves the blowing performance by controlling the rotation attitude of the lateral louver in such a manner that, when the lateral louver is held in an upward blowout attitude, an air blowing guide passage longer than the depth length of the lateral louver itself is formed by cooperation of the upper surface of the lateral louver with the upper surface of the straightening plate.

Abstract: A waste heat recovering and cooling apparatus for an engine includes a water pump that ejects cooling water of an engine; an EGR cooler that cools EGR gas introduced into an intake pipe from an exhaust pipe of the engine by using some of the cooling water ejected from the water pump; an EGR valve that opens and closes the channel of the EGR gas passing through the EGR cooler; and a transmission warmer that heats lubricating oil of a transmission by the cooling water passing through the EGR cooler.

Abstract: A basic-additional-yaw-moment setting section sets a basic additional yaw moment and determines the polarity of the basic additional yaw moment on the basis of a steering-wheel angle, a yaw rate, and a vehicle speed. A left-right driving-force distribution controller sets the driving-force distribution with respect to left and right driving wheels on the basis of the basic additional yaw moment and the polarity of the basic additional yaw moment, and adjusts the driving-force distribution when a vehicle drive control operation signal is output from a vehicle drive control unit. Specifically, the left-right driving-force distribution control section adjusts the driving-force distribution such that the polarity of the basic additional yaw moment is in the same direction as that of a yaw moment applied by the vehicle drive control unit.

Abstract: The present invention offers a power steering device for a four-wheel drive, which includes: a first self-aligning torque estimation unit for estimating a self-aligning torque generated in a current vehicle behavior as a first self-aligning torque; a second self-aligning torque estimation unit for estimating a self-aligning torque that is to influence a subsequent vehicle behavior as a second self-aligning torque; a self-aligning torque change amount calculation unit for calculating a difference of the second self-aligning torque from the first self-aligning torque as a self-aligning torque change amount; and an assisting force correction unit for determining and outputting a corrected value of an assisting force to be generated for a steering operation based on the self-aligning torque change amount.