Abstract: An integrated crashpad is provided. The integrate crashpad includes an integrally formed crashpad base that is indented on a passenger-facing front surface thereof toward the front of a vehicle, an accommodation space with a front airbag that is disposed therein, and a front airbag door that is integrally formed with the crashpad base. The front airbag door opens based on a first bent portion that is indented on the front surface of the crashpad base as a score line and is coupled to a second bent portion on the front surface to define the accommodation space. A reinforcement sheet is inserted into the crashpad base and the front airbag door to connect the crashpad base and the front airbag door based on the score line. The reinforcement sheet prevents separation of the front airbag door from the crashpad base along the score line when the front airbag is inflated.

Abstract: A gullwing door that is mountable to a vehicle and that is capable of providing ballistics protection to occupants of the vehicle. The gullwing door includes an outer panel that is rotatably mountable to the vehicle at an upper edge of the outer panel and that is lined with a first protective shell, and an inner panel disposed adjacent to the outer panel that comprises a second protective shell. The inner panel is rotatably connected to the outer panel at an upper edge of the inner panel and the inner panel and the outer panel are capable of rotatably opening together or separately.

Abstract: Disclosed is a flexible impact protection member for mounting to a first member to protect either or both the first member and a second member that impacts thereon. The protection member has a several mobile portions, each being mounted end on end to each other. There is at least one tensile connection between adjacent mobile portions to lock each of the mobile portions to each other to form the flexible impact protection member. At least one portion of the flexible impact protection member can be se cured to the first member. The flexible impact protection member at least in part extends away from the first member when the first member is in a normal operation mode or orientation. The flexible impact protection member can deflect from its normal shape due to an impact event with the second member by the plurality of mobile portions moving relative to each other, such movement increasing tension in the tensile connection and therefore increasing stiffness of the flexible impact protection member.

Abstract: Aspects hereof relate to an operator protection apparatus having at least one over-center linkage. In some aspects, an operator protection apparatus can be raised and lowered by an operator from a seated position, for example, on a terrain working vehicle. Additionally, the at least one over-center linkage may automatically lock in the operator protection apparatus in a raised position. Accordingly, a mechanical force is then required to overcome the lock, and allow the operator protection apparatus to return to a lowered position.

Abstract: A vehicular safety restraint inflator device, the inflator device includes a tubular housing to provide inflation gas to inflate an associated inflatable restraint device and a toroidal clamp stop positioned on the tubular inflator housing. The clamp stop serves to provide a hard stop for an inflator attachment clamp to secure the inflator device within an airbag module and thus to minimize or avoid undesired lateral movement of the inflator device within a module assembly.

Abstract: An inflator bracket for a side curtain vehicle airbag assembly of a type for mounting along a roof rail of a motor vehicle interior and mounting an inflator for generating inflation gas for a side curtain airbag. The inflator bracket in the form of a formed sheet metal component providing a carrier section adapted to engage and support the inflator and extending to form a base section and forming at least one mounting tab having a hole therethrough for enabling a threaded fastener to fasten the bracket to the roof rail. A shelf formed by the bracket positioned between the mounting tab and the carrier section and extending generally perpendicular to the base section provides clearance for the fastening of the threaded fastener without interference with the curtain airbag. The bracket is provided in the form of an integrated structure incorporating the carrier section, the base section, the mounting tab, and the shelf.

Abstract: An airbag cushion having a main airbag cushion panel that includes a pair of major body fabric portions continuously formed together with a pair of inner valve fabric portions extending therebetween. The pair of inner valve fabric portions are foldable to form an inner valve for at least in part containing an inflation gas supplying inflator device. The pair of major body fabric portions are joinable together at a peripheral joint portion to at least in part form an airbag cushion body. The airbag cushion body has or forms an interior to receive inflation gas and is deployable on a side of an occupant seated in a vehicle seat. Also provided are corresponding or associated methods of or for manufacturing a side airbag cushion.

Abstract: An airbag apparatus for a vehicle including an airbag stored in a folded state in a portion of a vehicle body and an inflator that provides a gas for inflating the airbag. The airbag including a main chamber and a delay chamber. The main chamber operable to be inflated earlier than the delay chamber. The delay chamber including an opening through which the gas passes from the main chamber to the delay chamber; and the delay chamber further including a weakened portion having less strength than the opening.

Abstract: An airbag apparatus capable of protecting an occupant using a single airbag while corresponding to various positions of a vehicle where a collision occurs. An airbag of the airbag apparatus is installed on a seatback, and deployed from an upper side of the occupant's head to a lower side of the occupant's head to surround the occupant's upper body, together with the seatback.

Abstract: A plurality of elastic support members extends across a seat back frame that forms a skeleton of a seat back of the vehicle seat. A seat pad is disposed on the front sides of the elastic support members. An airbag is disposed between the elastic support members and a back portion of a covering in a deflated state. After having deployed, the airbag has such a shape that a deployment amount, in a front-back direction, of the airbag near a side of the seat back is greater than that near a center of the seat back. In a collision or the like, the airbag deploys in the seat back in such a way that, after having deployed, the airbag elastically supports an upper body of an occupant and elastically receives an impact force applied to a back surface of the seat back.

Abstract: An air bag module, including: an air bag cushion including a front panel and side panels; at least two pockets disposed on the side panels and protruding toward the outside of each of the side panels, when the air bag cushion is unfolded; and an internal horizontal tether crossing an interior of the air bag cushion and having both ends connected to the pockets.

Abstract: An airbag system for a vehicle may include: an inflator; a cushion unfolded by gas supplied from the inflator so as to protect a passenger; a variable hole formed in the cushion so as to discharge gas; and an adjusting unit mounted on the cushion and opening/closing the variable hole according to how much the cushion is unfolded.

Abstract: A valve for a cold gas generator for an airbag in a vehicle includes: a valve chamber; a control chamber; a control piston; an overflow channel; a retaining element; and a shutoff element. The valve chamber includes an inlet from the cold gas generator and an outlet to the airbag. The control piston separates the control chamber and the valve chamber. The control piston is movable between an open position and a closed position, the control piston releasing the outlet in the open position and closing it in the closed position. The control piston has (i) a first active piston surface on the side of the valve chamber, and (ii) a second active piston surface on the side of the control chamber. The first piston surface is smaller than the second piston surface. The overflow channel fluidically connects the valve chamber and the control chamber to one another.

Abstract: A safety guard for a vehicle, such as a school or transit bus, tractor trailer or the like-type vehicle, includes a guard positioned in front of a wheel of the vehicle that will function to push individuals and other animate objects out of the path of the wheels for safety purposes, while being mounted for movement to protect the guard from damage upon abutting an inanimate object during operation of the vehicle.

Abstract: A front body structure of a vehicle includes: a cowl panel supporting a front window member; and an outside air introducing duct of an air conditioner. The cowl panel includes: a protruding portion which is located under a portion supporting the front window member, protrudes in a forward direction, and is provided with an opening portion; and a vertical wall portion extending in a downward direction from a lower end of the protruding portion. The outside air introducing duct includes: an opening connected to the opening portion; and a deformation promoting portion formed on at least one of vehicle-width-direction side surfaces of the outside air introducing duct and configured to promote rearward displacement of the opening when the protruding portion receives a collision load from outside.

Abstract: A vehicle pop-up hood device actuator includes a main body section; a cylinder that covers a portion on one axial direction side of the main body section, that is moved toward the one axial direction side of the main body section by generated gas to lift a hood of a vehicle to a lifted position, and that is configured so as to be capable of moving to a retention position; a sealing member that is formed in a ring shape and that forms a seal between the main body section and a general face; a retention member that abuts on an inner peripheral face of the cylinder and retains the cylinder at the retention position; and an enlarged diameter face that is disposed at a radial direction outer side of the main body section with respect to the sealing member at the lifted position.

Abstract: A vehicular seat belt assembly can include a pair of lateral webbing strips configured to extend laterally across a first portion of vehicular passenger, distal ends being statically secured to the vehicular support structure, and proximal ends being selectively connected to and disconnected from each other. A pair of upper body strips can be configured to contact a second portion the passenger. An anchor can be statically secured to the vehicular support structure, and configured to guide each of the upper body strips so as to enable a change in a direction of extension of the upper body strips, and to thereby absorb a portion of a load created by the force applied to the passenger and applied to the upper body strips. A retractor assembly can be configured to enable length adjustment of the upper body strips if the load is below a certain threshold level.

Abstract: In a webbing take-up device, a lock ring of an energy absorption mechanism is disposed coaxially to a spool. An anchor hook (one end portion) of a wire is anchored to the lock ring, and the wire is wound around a wire attachment face (outer peripheral portion) of the lock ring from the anchor hook to another end portion of the wire. Most of the wire excluding a second energy absorption portion is accordingly disposed around the wire attachment face of the lock ring that is disposed coaxially to the spool, thereby enabling an increase in size of the body of the webbing take-up device to be suppressed in comparison to a case in which the lock ring is disposed parallel to the spool.

Abstract: In a webbing take-up device, a FL lock pawl is actuated by rotation of a spool in a pull-out direction relative to a lock base, coupling the spool and a lock ring of an energy absorption mechanism together by the FL lock pawl. A reduction in number of times the FL lock pawl is actuated is thereby enabled in comparison to a case in which the FL lock pawl always actuates on actuation of a lock mechanism. The occurrence of wear or the like of ratchet teeth of the FL lock pawl is suppressed as a result. Accordingly, improvement of margin for durability of the FL lock pawl that actuates the energy absorption mechanism is enabled.

Abstract: Disclosed is an improved reel assembly for use in conjunction with an occupant restraint system. The assembly employs a dual locking arrangement whereby an occupant can be restrained during both major and minor incidents. After a major incident, the reel assembly remains locked until the occupant disengages the reel via a push button. After a minor incident, the reel assembly can be conveniently unlocked, without the need for accessing the push button, by applying counter tension to the webbing.

Abstract: A method for detecting a function actuation on a motor vehicle with a sensor device includes monitoring the signals of a proximity sensor as to a first signal reply S1. The signals of the proximity sensor are monitored for a time period Ts wherein the method is interrupted when the signal reply changes by more than a value St within the period of time Ts. The signal device is actuated after time Ts has expired in order to signal to the user that the actuation of time has expired. The signals of the proximity sensor are monitored for time Te wherein the method is continued when the signal of the proximity sensor changes by more than a predetermined value Se within the period of time Te. Otherwise, the method is interrupted. If the method is continued, the actuation of the function of the motor vehicle is detected and the function trigger is signaled to a control device in the motor vehicle.

Abstract: A system and method of selectively carrying out a vehicle passive door lock function. The method carried out by the system includes: (a) detecting a vehicle operator's exit from a vehicle having at least one lockable door for passenger entry and exit, wherein the vehicle is configured to automatically carry out a passive operator departure process following the operator's exit, (b) determining whether the vehicle is at a lock function exempt location; (c) automatically carrying out the passive operator departure process in a first mode when it is determined that the vehicle is not at the exempt location; and (d) automatically carrying out the passive operator departure process in a second mode when it is determined that the vehicle is at the exempt location, wherein the second mode comprises at least one less door lock function than is carried out in the first mode.

Abstract: According to one embodiment, an apparatus for cooling at least one landing gear brake of an aircraft in flight is described. The apparatus includes an air handling assembly that is coupled to the aircraft. The air handling assembly includes at least one air inlet port. The apparatus also includes an air delivery assembly that is in air receiving communication with the air handling assembly. The air delivery assembly includes at least one nozzle that is configured to direct air into a first space adjacent a first side of the landing gear brake to create an air pressure differential across the landing gear brake.

Abstract: The invention relates to a wiper device (100) for the cleaning of vehicle windows (1), with a wiper blade (10) fastened exchangeably on a wiper arm (2), which wiper blade is connected with the wiper arm (2) via a wiper blade adapter (11), wherein in the fastening region to the wiper blade (10) the wiper arm (2) has a substantially U-shaped cross section, which embraces the wiper blade adapter (11), wherein on the wiper arm (2) in the connecting region a securing element (27) for the wiper blade adapter (11) is provided which is movably arranged at least in the longitudinal direction of the wiper arm (2) and which partially overlaps the wiper arm (2) in the connecting region and has a substantially U-shaped cross section with holding sections (46, 47) projecting inwards in the direction towards the wiper blade adapter (11). It is provided according to the invention that, in addition to its longitudinal displaceability, the securing element (27) is arranged pivotably on the wiper arm (2).

Abstract: A regenerative brake device for a vehicle includes a manual brake configured to apply a brake to a wheel of the vehicle by a manual operation of a brake lever; a motor configured to be coupled to a wheel of the vehicle, the motor being driven by a power from a battery, and also alternatively acting as a regenerative brake that charges the battery with an electromotive force of the motor; a brake sensor that detects a manual brake application point at which the manual brake is actuated from an operation amount of the brake lever; and a power control unit that performs regenerative power control for charging the battery with the electromotive force of the motor based on an output signal from the brake sensor so that the regenerative brake is generated in accordance with the operation amount of the brake lever.

Abstract: A drive unit for an aircraft ground wheel associated with a brake unit for braking the ground wheel includes: a driving motor drivingly coupleable to the ground wheel; and a cooling system including at least a drive cooling unit configured to generate a drive cooling air stream for cooling the drive unit and a brake cooling unit configured to generate a brake cooling air stream by sucking in air from the brake unit. A method of controlling such drive unit in which the cooling system is driven by the driving motor of the drive unit includes: decoupling the driving motor from the ground wheel and increasing the rotational speed of the driving motor to increase the amount of generated drive cooling air, when an operating condition of the ground wheel and/or of the drive unit is switched from a propulsion mode to a non-propulsion mode.

Abstract: A vehicle is disclosed. The vehicle includes a body. The body includes a forward end and a rearward end spaced from each other along a longitudinal axis. The forward end of the body defines an opening for allowing airflow into the body. The vehicle also includes a venturi brake duct assembly positioned relative to the opening to receive the airflow from the opening and to guide the airflow to a brake device for cooling the brake device.

Abstract: A brake booster coupling device includes: a braking piston, an input piston displaceable by an operation of a brake input element from its starting position by a driver braking distance, a force transmission between the input piston displaced by a driver braking distance below a predefined threshold value and the braking piston is suppressed, and a booster piston displaceable with the aid of the brake booster drive such that the braking piston, which contacts the booster piston, is displaceable with the aid of the brake booster drive from a non-braking position into a braking position; a contact element displaceable by a displacement of the braking piston from the non-braking position into the braking position such that a first contact surface of the contact element contacts a second contact surface of the input piston in such a way that a driver brake force is transmittable to the braking piston.

Abstract: An errant vehicle interdiction device for stopping errant vehicles includes a transmitting unit that is line-of-sight limited. The transmitting unit emits a brake command and an engine off command. The device comprises a receiving unit that is coupled to a vehicle. The receiving unit is operationally coupled to the central processing unit of the vehicle. The receiving unit is positioned to receive the brake command and the engine off command from the transmitting unit. The receiving unit relays the commands to the central processing unit of the vehicle. The central processing unit of the vehicle issues the brake command to the braking system of the vehicle and the engine off command to the engine of the vehicle, bringing the errant vehicle to a stop.

Abstract: Brake modulators for parking brake systems of work vehicles are provided. A brake modulator includes a housing defining a fluid chamber, an auxiliary chamber, a fluid inlet channel, and a fluid outlet channel. The brake modulator further includes a piston disposed within the housing between the fluid chamber and the auxiliary chamber. The piston is movable between a first position wherein the fluid chamber has a first volume and a second position wherein the fluid chamber has a second volume greater than the first volume. The brake modulator further includes a biasing element providing a biasing force on the piston towards the first position, a rod extending between a first end disposed within the housing and a second end disposed exterior to the housing, and a handle connected to the second end of the rod. The rod is manually actuatable to move the piston between the first and second positions.

Abstract: A method for operating a brake booster of a vehicle includes: establishing an actual displacement speed signal of an input rod, to which a driver brake force is at least partially transmitted; filtering high-frequency and/or low-frequency signal components out of the established actual displacement speed signal; establishing a setpoint displacement speed signal of at least one booster piston, which is displaceable with the aid of the brake booster, at least in consideration of a predefined characteristic curve and the filtered actual displacement speed signal; and establishing an activation signal of the brake booster at least in consideration of the established setpoint displacement speed signal and outputting the activation signal to the brake booster to displace at least the booster piston at an execution speed corresponding to the activation signal.

Abstract: Methods for controlling vacuum within a brake booster by modifying powertrain operation include determining an intake manifold vacuum in response to actuation of a brake pedal. Increasing the intake manifold vacuum if the brake booster vacuum is less than a desired brake booster vacuum. In some embodiments, the transmission is downshifted to increase engine speed and intake manifold vacuum. In other embodiments, engine torque is reduced to increase intake manifold vacuum and the torque of the electric machine is increased to maintain a constant output torque.

Abstract: A parking brake system for a vehicle includes an at least partially bistable valve unit to generate a control pressure for controlling at least one function of the parking brake system, and a relay valve which receives the control pressure from the valve unit and either pressurizes or bleeds at least one spring-loaded cylinder according to the control pressure. The valve unit is integrated into a first module integrated into a compressed air supply unit, and the relay valve is arranged in a second module which is arranged at a distance from the first module and the compressed air production system.

Abstract: There is provided a brake system for vehicles, the brake system including: a slave cylinder S/C to generate a hydraulic pressure by an electric motor according to a braking operation by a driver; and a controller to decrease an operation amount of the slave cylinder S/C when an operation amount of the electric motor is maintained, then increase an operation amount of the slave cylinder S/C when a change occurs in an operation amount of the electric motor subsequently. The controller determines whether or not the phase currents Iu, Iv, Iw of the electric motor are in two-phase continuously energized state and the state remains for a certain time or longer. When the determination conditions are satisfied, the controller performs commutation control to generate commutation in the electric motor by reducing a target hydraulic pressure of the slave cylinder S/C.

Abstract: Systems and methods for transitioning a torque source between speed control and torque control modes during a vehicle creep mode are disclosed. In one example, torque of an electric machine is adjusted in response to a torque converter model. The torque converter model provides for a locked or unlocked torque converter clutch.

Abstract: A charge control device for a hybrid vehicle includes a driving battery supplying electric power to front and rear motors. It can switch between a normal power generation mode in which an engine is driven at a first rotational speed higher than an idling speed to generate electric power and charge the driving battery to a predetermined amount of charge, and a forced power generation mode in which the engine is forcedly driven at the first rotational speed or higher to generate electric power and charge the battery so as to maintain a higher amount of charge of the driving battery than a predetermined amount of charge, and drives the engine at an idling speed or lower to reduce an amount of electric power generation if the cooling water of the engine is a first predetermined temperature or higher when the forced power generation mode is performed.

Abstract: A power I/F unit is for outputting at least one of electric power stored in a power storage device and electric power generated by a motor generator driven by an engine to outside of a vehicle. An ECU selectively executes a first power feeding operation in which external power feeding is performed with the engine actuated and a second power feeding operation in which external power feeding is performed with the engine stopped. The ECU executes the first power feeding operation for a predetermined period from the start of external power feeding.

Abstract: A control device of a continuously variable transmission for a vehicle to which power of a drive force source is input through a transmission path connecting/disconnecting device changes a gear ratio of the continuously variable transmission to a lower vehicle speed side during vehicle deceleration when the transmission path connecting/disconnecting device is in a power transmission interrupted state of interrupting power transmission through a power transmission path between the drive force source and the continuously variable transmission, earlier as compared to when the transmission path connecting/disconnecting device is in a power transmittable state enabling the power transmission, and the control device changes a gear ratio of the continuously variable transmission earlier to the lower vehicle speed side when vehicle deceleration is larger, when the transmission path connecting/disconnecting device is in the power transmission interrupted state.

Abstract: A method for controlling vehicle speed comprises sensing a position of an operator input, engaging a retarder upon the position falling below a first threshold, modifying a retarding force exerted by the retarder based on the position while the retarder is engaged and the position is below a second threshold, and disengaging the retarder upon the position rising above the second threshold.

Abstract: A hybrid vehicle control device includes an engine start control unit which, at engine start, starts slipping a second clutch, sets a first clutch to a slip-engaged state, and sets the second clutch transmission torque capacity to less than or equal to a set torque limit value during cranking, maintains the slip state and cranks the engine, and when the engine is put in a drive state, controls the first clutch and the second clutch towards a fully engaged state. The engine start control unit is provided with a second clutch torque increase gradient control unit which, when performing cranking processing, performs first increasing processing for increasing the second clutch transmission torque capacity command value at a first increase gradient, and second increasing processing for increasing said value at a second increase gradient more gradual that the first increase gradient.

Abstract: A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output. In some embodiments, a turbocharger may be provided, activated only when the load exceeds the engine's maximum torque output for an extended period; a two-speed transmission may further be provided, to further broaden the vehicle's load range. A hybrid brake system provides regenerative braking, with mechanical braking available in the event the battery bank is fully charged, in emergencies, or at rest; a control mechanism is provided to control the brake system to provide linear brake feel under varying circumstances.

Abstract: A hybrid vehicle control device is provided with an engine, a motor, a mode switching mechanism and an engine start control unit. The motor is disposed in a drive system between the engine and a driving wheel for starting the engine and driving the driving wheel. The mode switching mechanism is operatively coupled to a connecting portion of the engine and the motor. The motor starts the engine upon an engine start request being outputted while traveling with only the motor as a drive source. The engine start control unit makes starting the engine more difficult, upon determining vehicle speed is increasing while a depression operation of an accelerator is occurring, until the rotational speed of the motor decreases, by performing an upshift operation that reduces a gear ratio by making a starting condition of the engine stricter as compared to a gear ratio prior to the upshift operation.

Abstract: A drive control system includes a power split mechanism, a brake mechanism, a first motor, an output member, a second motor and an electronic control unit. The electronic control unit is configured to; obtain at least one of a first time that is a duration of a motor driven state or a second time that is a duration of a state where the motor driven state is ended, estimate a temperature of the power split mechanism based on at least one of the first time or the second time, and allow or inhibit the motor driven state in accordance with a temperature of the power split mechanism, the first time, or the second time.

Abstract: When an engine is stopped in a state in which a supercharger is overheated (step S21: YES), a control device performs rotation processing for rotating a crankshaft of the engine under a condition in which the supply of fuel to the engine is stopped (step S23). After the rotation processing is ended (step S25: YES), the control device performs engine stop processing for stopping the rotation of the crankshaft (step S29).

Abstract: An arrangement for improving stability of a vehicle combination including a towing vehicle and at least one towed vehicle, where the at least one towed vehicle includes at least one actively steered axle and/or individual brake on at least one axle, where the towing vehicle and the at least one towed vehicle each includes an arrangement for determining yaw rate for determining the yaw rate of the vehicle and the at least one towed vehicle, where the arrangement further includes a vehicle combination model adapted for determining a desired delay value between the yaw rate of the towing vehicle and the yaw rate of the at least one towed vehicle, where the arrangement is adapted to stabilize the at least one towed vehicle by using the determined yaw rate of the towing vehicle and the desired delay value for the at least one towed vehicle to establish a desired yaw rate for the at least one towed vehicle, and to control the steered axle and/or the individual brake of the at least one towed vehicle such that the d

Abstract: In a method for stabilizing a two-wheeled vehicle during cornering, a drifting of the rear wheel or an understeering of the front wheel is inferred on the basis of measured values including the actual steering angle, and the two-wheeled vehicle is stabilized by altering the torque at the front wheel and/or the rear wheel.

Abstract: A method of controlling drivability of a vehicle detects an overall load acting on the vehicle. A mass of the vehicle or an estimate thereof is obtained. A controller determines whether the vehicle is negotiating a curve during a driving situation. If the vehicle is negotiating a curve during the driving situation, the controller determines whether the vehicle has a tendency to oversteer or to understeer. The load acting on the vehicle is dynamically changed or a suspension stiffness of the vehicle is dynamically adjusted to reduce the tendency of the vehicle to oversteer or to understeer.

Abstract: Arrangements related to mitigating risk for an autonomous vehicle with respect to oncoming objects are described. An oncoming object in an external environment of the autonomous vehicle can be detected. It can be determined whether the oncoming object exhibits a hazardous behavior. Responsive to determining that the oncoming object exhibits a hazardous behavior, an altered travel route for the autonomous vehicle while maintaining safe operation of the autonomous vehicle can be determined. At least a portion of the altered travel route can safely violate a traffic rule. The autonomous vehicle can be caused to implement the altered travel route.

Abstract: A lane deviation prevention control apparatus of a vehicle calculates a lane width direction vehicle lateral position and a yaw angle of the vehicle with respect to a lane, calculates, on the basis of the lane width direction vehicle lateral position, the yaw angle, and vehicle speed, a lane deviation predicted time in which the vehicle deviates from the lane, calculates, on the basis of the yaw angle and the lane deviation predicted time, a target yaw moment applied to the vehicle for preventing deviation from the lane, observes a change rate of the target yaw moment, and, when the change rate of the target yaw moment is equal to or larger than a threshold set in advance, limits the change rate of the target yaw moment to be equal to or smaller than a change rate limit value variably set according to at least traveling road information.

Abstract: A vehicle control system for a vehicle including an engine having a plurality of cylinders, a power transmission route between the engine and drive wheels and a clutch device for selectively connecting and disconnecting the power transmission route. The vehicle control system can disconnect the power transmission route during running to allow the vehicle to coast. The vehicle control system including an electronic control unit (ECU) for detecting, among other things, vehicle speed and operation of an accelerator by a driver, as well as for executing and controlling various components of the vehicle.