Abstract: In a hybrid vehicle, each of an engine and an MG1 is mechanically coupled to a drive wheel with a planetary gear being interposed. The planetary gear and an MG2 are configured such that motive power output from the planetary gear and motive power output from the MG2 are transmitted to the drive wheel as being combined. When a first condition is satisfied during traveling of the vehicle, a controller stops combustion in the engine and performs motoring by the MG1 such that the planetary gear outputs deceleration torque. When a second condition in addition to the first condition is satisfied (YES in S20) during deceleration of the hybrid vehicle with deceleration torque, the controller performs motoring with throttle opening being set to first opening or larger and WGV opening being set to second opening or smaller.

Abstract: A drive controller of an operating machine configured to drive a structure by a hydraulic motor and an electric motor includes: a remote control valve configured to determine the operation amount of the structure; an electric motor torque calculation portion configured to calculate torque of the electric motor; a hydraulic motor torque calculation portion configured to calculate torque of the hydraulic motor; a controller configured to transmit an opening position control signal to the control valve based on the operation amount determined by the remote control valve such that torque necessary to drive the structure is obtained from the torque of the electric motor and the torque of the hydraulic motor; and solenoid-operated reducing valves and each configured to reduce a pilot pressure, to be applied to the control valve, based on the opening position control signal output from the controller.

Abstract: A method of reducing wheel slip and wheel locking in an electric traction vehicle includes receiving in a first controller a first signal value representative of a first amount of torque to be applied to at least one wheel of the electric traction vehicle by a motor coupled to the wheel and to the first controller, and a second signal value representative of a reference speed of the electric traction vehicle. The first and second signal values are generated by a second controller in communication with the first controller. The method also includes receiving in the first controller a third signal value representative of a speed of the at least one wheel, determining in the first controller a torque output signal using the first, second, and third signal values; and transmitting the torque output signal from the first controller to the motor.

Abstract: A method and system for regulating a drive torque provided to a driveline of a vehicle includes monitoring an accelerator pedal position and a brake pedal position. An adjusted accelerator pedal position is determined based on the accelerator pedal position and the brake pedal position and a drive torque request is determined based on the adjusted accelerator pedal position. Drive torque is generated based on the drive torque request.

Abstract: A method is provided for controlling a powertrain of a vehicle comprising wheels, and an accelerator pedal actuated by a driver. The method comprises controlling wheel slip to a first amount during a first road condition, the first amount independent of a driver requested output; and controlling the wheel slip to a second amount during a second road condition, the second amount based on the driver requested output, the second road condition having higher friction than the first road condition.

Abstract: In response to detection of a slip-down of a vehicle under restriction of a motor torque Tm*, which is required for a drive shaft linked with drive wheels, due to the occurrence of a slip caused by spin of the drive wheels on an ending slope, the technique of the invention multiplies a torque insufficiency by a ratio (reflection ratio ?) specified according to a vehicle speed V in a t direction, so as to set a brake tourgue Tb*. The torque insufficiency corresponds to a difference between the restricted motor torque Tm* and a balancing torque Tgrad corresponding to a road surface gradient set according to the relation between an acceleration of the vehicle and a torque output to the drive shaft The setting of the brake torque Tb* makes the velocity of the slip-down of the vehicle approach to a preset vehicle speed. The brake torque Tb* is applied by hydraulic brakes attached to driven wheels which am different from the drive wheels.

Abstract: A system for controlling the traction slip of a vehicle including identifying a start situation with a high coefficient of friction uphill or with a heavy vehicle load, and once the start situation is identified and traction slip prevails, reducing a brake control intervention and/or increasing the nominal engine torque.

Abstract: The present invention relates to a method and a device for controlling traction slip, wherein a variable defining the wheel behavior on at least one of the driven wheels is determined, and control states such as increase brake pressure, decrease brake pressure, or maintain brake pressure are controlled in dependence on this variable, and the change-over between the control states, such as increase brake pressure, decrease brake pressure, or maintain brake pressure, or switch on or off traction slip control are regulated. In order to improve the control, at least one further variable which represents the running stability of the engine, is included in the control of the control states and/or the switch-over between the control states.

Abstract: A vehicle behavior control device includes a turning limit state detecting device for detecting a turning limit state of a vehicle and an engine output control device for performing a torque-down control by decreasing an engine output when the turning limit state of the vehicle is detected.

Abstract: The invention comprises a retarder system for use with road vehicles. The retarder system discloses two improvements. The first is a system incorporating a self-excited electromagnetic and hydraulic retarder combination. The second is a retarder system incorporating the use of a PMG Gear ratio which permits use of a permanent magnet generator on a secondary shaft which is coupled by the gear ratio to a drive train.

Abstract: In order to prevent a needlessly excessive yaw moment from being applied to the vehicle, thereby improving the running stability of the vehicle when either one of the braking force generation units went wrong, a brake system for vehicles having electric brake units (14) each provided for each of the wheels to generate a braking force by its actuator (22) being driven according to the amount of depression of a brake pedal, and a controller (38) for controlling each of the electric brake units independently of others, is so constructed as to judge if any of the electric brake units went wrong (step 253, 259, 550, 650), and when either one of the electric brake units went wrong, to control the electric brake units other than the wrong unit according to the depression amount of the brake pedal so as to accomplish a best available stability of running of the vehicle.

Abstract: In a driving force control apparatus, a target driving torque TO is obtained based on a value determined by subtracting a feedback correction torque TF corresponding to a slip amount DVS from a correction reference torque TBC corresponding to a vehicle body speed VB. Slip is suppressed by a throttle control so that the engine output is reduced to the target driving torque TO. A retard command is output when the slip amount DVS and a slip rate GDVS are greater than predetermined values to retard an ignition timing of the engine, thereby suppressing an abrupt slip. When it is determined that a right and left front wheel speed difference is large and the vehicle is running on a split road, a retard command is made difficult to be reset as compared to a case where the vehicle is not running on a split road. When it is detected that the driving wheels are vibrating, particularly a differential factor is decreased and regulated only to a component to reduce the target driving torque.

Abstract: A braking force retaining unit, which retains braking force until driving force for starting a vehicle increases to a certain value such that the braking force continues to act on the vehicle after releasing a brake pedal, wherein said braking force retaining unit having a device for decreasing the braking force in accordance with the increasing driving force.

Abstract: A method and a device for anti-slip control, in particular, for traction control, in a motor vehicle, in which, in a first operating mode, a braking force is applied individually to each driving wheel with a tendency to spin to reduces its slip, and in which, in a second operating mode, an output quantity of the driving motor is additionally reduced if two driving wheels on the same axle show a tendency to spin, thereby avoiding, in an especially reliable manner, unwanted switching from the first to the second operating mode. A switch from the first to the second operating mode takes place no earlier than the end of a first waiting time that is selected in proportion to the difference between the braking forces applied to the two driving wheels with a tendency to spin and occurs after the tendency to spin of the second driving wheel is detected.

Abstract: The coefficient of friction &mgr;s between the wheels of the vehicle and the road surface is identified as a function of the slip, and the maximum drive torque MAmax which can be transmitted is determined as a function of this slip-dependent coefficient of friction &lgr;. &lgr; is corrected when there is an increased slip requirement &lgr;erf as a result of the speed of the vehicle and/or the tire mixture used.

Abstract: Drive system, especially for a motor vehicle, with a drive assembly, especially an internal combustion engine (1), an electric machine (4) and an antislip control, in which the (one) electric machine (4) is designed such that it can produce a reduction of drive slip, in particular by braking action and/or—when the electric machine (4) is acting as a coupling—by clutch slip action.

Abstract: A road surface condition determining system for an automotive vehicle equipped with a traction control feature determines, while the traction control is being executed, a first road surface friction coefficient on the basis of a vehicle speed and longitudinal acceleration and a second road surface friction coefficient on the basis of driving torque applied to the driving wheels and selects, as an eventual road surface friction coefficient, either one of the first and second road surface friction coefficients which is larger than the other.

Abstract: An acceleration slip control system for a motor vehicle operates so that a request for the upshift of the transmission of the motor vehicle is not output to upshift device in accordance with a road surface condition detected by road-surface condition detection device, on the basis of the detection results of engine revolution-speed detection device and driving-wheel slip detection device, whereby the inferior acceleration of the motor vehicle attributed to the upshift is prevented in order to perform the optimum gear-shift control conforming to the road surface condition.

Abstract: In a drive force reduction controller for reducing engine output when drive wheels slip, a first shift timing is applied to an automatic transmission during ordinary running, and a second shift timing is applied when engine output is reduced. The second shift timing is set so as to provide a shift-up at a vehicle speed higher than the first shift timing when the throttle opening is less than a predetermined opening such that the engine rotation speed after shift-up is equal to or greater than a predetermined rotation speed. It is also set to provide the shift-up at a vehicle speed lower than the first shift timing when the throttle opening is greater than a second predetermined opening greater than the first predetermined opening. In this way, stable drive force reduction control is performed regardless of the throttle opening, shift-up in the high vehicle speed region is prevented, and shocks due to shift-up of the transmission in the high vehicle speed region are mitigated.

Abstract: In an acceleration slip control system for a motor vehicle, a load to act on a differential mounted in the motor vehicle is lightened to prevent the differential from seizing up. In a case where the rotational speed difference of driving wheels detected by a speed difference detector during acceleration slip control is a predetermined value or greater, the method by which the acceleration slip control is performed using a braking control device and an engine output control device is altered by a specified control unit. Braking control and/or engine output control are performed dependent upon the deviation of the speed difference of the wheels from the predetermined value, which can in turn be adjusted dependent upon the load state of the differential.

Abstract: In order to provide an accurate traction control by closing a second throttle valve provided in series to an accelerator-operated ordinary throttle valve, with a simplified actuator, a control system for reducing a vehicle driving torque employs one or more sensors for sensing a second vehicle operating parameter representing a road surface friction coefficient (.mu.) or a driver's command for acceleration, in addition to sensors for sensing a first vehicle operating parameter representing a drive wheel slip. When the road surface friction coefficient is high or when the driver depresses the accelerator pedal hard, the control system restrains the closing operation of the second throttle valve in accordance with the second parameter even though the closure of the second throttle valve is requested by the first parameter.

Abstract: At least one controlled variable depending on the rotational speed of the wheels and at least one desired value are sent to a controller. The controller exhibits low-pass behavior, this low-pass behavior being variable depending on whether or not certain operating conditions are present. The invention offers the advantage that excitations of drive train vibrations are effectively suppressed.

Abstract: This invention uses cross-axis oscillation control of braking for traction control systems. Changing the amount of braking on each side of the vehicle reduces total wheel slip in a well-controlled, smooth and highly effective manner.

Abstract: A vehicle turn speed control and method therefor having an engine control unit which receives input from at least one speed sensor and at least one angle sensor, calculates the vehicle turn radius, calculates the ratio of the vehicle speed divided by the vehicle turn radius, compares the ratio of the vehicle speed divided by the turn radius with a reference value and outputs a signal to a brake motor which is connected to the vehicle brakes and which will apply the brakes when the calculated ratio of vehicle speed to turn radius exceeds the reference ratio of turn speed.

Abstract: In a vehicular control system in which target braking torques are set for each of the driven wheels, the smaller target braking torque for the driven wheels is determined. Based on this smaller target braking torque, a target engine torque is calculated, and the engine torque is varied to conform to the target engine torque. Residual braking torques are calculated as differences from the target braking torques for each driven wheel and the target engine torque. These residual braking torques are realized by varying the brake pressure. Therefore the target braking torque is split into an engine torque which is equal for both driven wheels and into a braking torque which may be different for each driven wheel.

Abstract: The present invention relates to a process and a device for the prevention of skidding in vehicles with at least two wheels (1-4) of which at least one (1, 4) is steerable, wherein the actual rotary acceleration of the vehicle along its vertical axis is measured by a rotary accelerometer (8) and compared with the nominal rotary acceleration which is determined by a computer (9) from the turn angle of the steerable wheels (1, 4) and the vehicle speed. The turn angle is measured by an angle measuring device (6), for example, at a steering wheel (5). The speed is measured with a speed pick-up (7) on at least one of the wheels (1-4) of the vehicle. The calculated difference between nominal and actual rotary acceleration is reduced to zero by the real-time generation of a compensation-torque in a device (10). This device (10) might consist of an electric motor (11) driving two contra-rotating flywheels (12) that are selectively decelerated and will stop the skidding process.

Abstract: An information lamp flashes when instability is detected, whether the system is switched on, off or limited in its functional scope. When the traction control system is switched off or limited in its functional scope and no instability is detected, the lamp lights up continuously.

Abstract: An ASR is described which actuates the brakes in the case of spin. A maximum braking torque which depends on the drive torque is specified here in order to prevent strangling of the engine by the ASR operation.

Abstract: For the reduction of disadvantageous effects of engine stall torques on the braking behavior of a vehicle which is equipped with a brake unit having an anti-lock control system, the brake slip of the driven wheels is monitored independently of any actuation of the brake. In the event of a rotational behavior of the driven wheels which is typical of the effect of engine stall torques, in particular in the event of a brake slip at the driven wheels exceeding a limit value, brake pressure existing in the wheel brakes of the driven wheels is maintained constant or reduced, or, if the braking action has not yet commenced, the supply of brake pressure into the wheel brakes of the driven wheels is prevented.

Abstract: A traction control apparatus provided in an automotive vehicle includes a determining part for determining a slip ratio of driving wheels of the vehicle, a drive torque control part for performing a traction control process in which a driving force of the driving wheels is controlled such that the driving force is lowered to a smaller value when the slip ratio determined by the determining part is greater than a reference value, a detecting part for detecting a stalling condition of the vehicle, and a changing part for changing the traction control process performed by the drive torque control part when a stalling condition is detected by the detecting part, so as to increase the driving force of the driving wheels.

Abstract: The invention relates to a drive slip control system in which the driven wheels are braked when spinning. Desired braking torques for the driven wheels are calculated using the actual speeds of the driven wheels and the desired speeds of the driven wheels. A first controller generates a first braking torque value MB1 using the difference .omega..sub.D in the actual speeds and the difference .omega.*.sub.D in the desired speeds. A second controller generates a second braking torque value MB2 using the sum .omega..sub.s of the actual speeds and the sum .omega.*.sub.s of the desired speeds. Both controllers have an integral component and a proportional component. The desired left braking torque MB.sub.L is calculated using the sum MB1+MB2. The desired right braking torque MB.sub.R is calculated using the difference MB2-MB1. The desired torques are then converted to control times for the brake pressure control valves.