Abstract: A hybrid vehicle control apparatus (100) is provided with: a first replacement controlling device which replaces regenerative braking torque of the rotating electrical machine by engagement torque of the clutch if probability of starting an internal combustion engine is high on demand of changing a connection state between a rotating electrical machine and a transmission mechanism in regenerative braking by the regenerative braking torque of the rotating electrical machine; and a second replacement controlling device which replaces the regenerative braking torque by friction braking torque if the start probability is low on the change demand.

Abstract: A hybrid controller for controlling a hybrid vehicle is set forth. The hybrid vehicle has an engine, an electric motor and an engine controller determining a crankshaft torque. The hybrid controller includes an optimization module determining an electric motor torque, determining an engine torque and communicating the engine torque from the hybrid controller to the engine controller. The hybrid controller also includes a motor control module controlling the electric motor based on the electric motor torque.

Abstract: A method for operating a drive-train of a motor vehicle with a drive aggregate in the form of a hybrid drive system (3) which comprises at least one electric machine (2), an internal combustion engine (1), a transmission (5), a drive output (4) and a brake system which comprises at least one wear-free permanent brake (6). When a braking torque is required, the braking torque is distributed between the electric machine (2) and the wear-free permanent brake (6). At the beginning of a braking torque demand, the required brake torque is provided exclusively by the electric machine (2). Thereafter, as a function of characteristics of the wear-free permanent brake, the braking torque demand is transferred, in a controlled manner, from the electric machine to the wear-free permanent brake (6) so that the sum of the braking torques provided at the drive output (4) corresponds to the required braking torque.

Abstract: The invention provides a hybrid vehicle and a control method thereof with which, in a case where a vehicle speed V obtained by a vehicle speed sensor equals or exceeds a first determination vehicle speed V1 at a time of occurrence of an internal combustion engine-related abnormality, which is when an abnormality relating to motors MG1 and MG2 is determined not to have occurred but an abnormality relating to an engine is determined to have occurred while the engine is operative, the motors MG1 and MG2 are controlled such that traveling torque is output to a ring gear shaft serving as a drive shaft from the motor MG2 while the engine is motored by the motor MG1 such that a crankshaft rotates at a target rotation speed until the vehicle speed V subsequently falls to or below a second determination vehicle speed V2.

Abstract: A vehicle braking system includes an electric motor, an operating amount detector, a brake assist controller, a first braking device and a second braking device. The electric motor drives a driving wheel via a reduction ratio setting device. The first braking device makes the electric motor generate a first braking power under regenerative control. The second braking device generates a second braking power by actuating an actuator with an operating fluid to be pressurized through a hydraulic pressure source. When an initiation condition for a brake assist control is met, the reduction ratio setting device sets a reduction ratio so as to reduce the first braking power and then suspends a change in the reduction ratio, and the first braking device generates the first braking power as well as the second braking device generates the second braking power to produce a target braking power.

Abstract: An engine control apparatus capable of performing engine automatic stop includes an engine automatic stop inhibition means configured to inhibit the engine automatic stop after engine restart conditions are satisfied and the engine is restarted until a vehicle speed exceeds a predetermined speed, a brake operation detection means configured to detect a presence of increase of the amount of a brake operation in a state of the brake operation being performed after the vehicle has been stopped, and an engine stop control means configured to release inhibition of the engine automatic stop to allow the engine to be automatically stopped, if the brake operation detection means detects presence of increase of the amount of the brake operation while the engine automatic stop is inhibited by the engine automatic stop inhibition means.

Abstract: A hybrid electric drive system for a hybrid powered vehicle which includes a combustion engine, and a transmission. An electric machine and the combustion engine are coupled to the transmission in the hybrid electric drive system providing engine and/or electric machine drive power for the vehicle. A clutch is mechanically communicating with and positioned between the combustion engine and the transmission to decouple the combustion engine from the transmission. An energy storage system is configured to transfer and receive power with the electric machine, and is configured to recharge using power from the electric machine. A hybrid system controller is configured to respond to a regenerative braking mode of the vehicle. While the hybrid electric drive system is in the regenerative braking mode, the hybrid system controller is configured to initiate shifting of the transmission into one or more selected gears relating to one or more selected electric machine speeds.

Abstract: A gear shift control system for vehicles is provided which mathematically calculates a rate of deceleration of the vehicle equipped an automatic transmission upon start of deceleration of the vehicle and inhibits the automatic transmission from upshifting or changes a permissible gear shift range of the automatic transmission as a function of the rate of deceleration of the vehicle, thereby ensuring a desired degree of braking force including an engine braking force while the vehicle is decelerating.

Abstract: A method of operating a drive-train of a motor vehicle which comprises a hybrid drive with a combustion engine and an electric machine, a clutch connected between the combustion engine and the electric machine, a transmission connected between the electric machine and a drive output, and either a primary retarder connected between the electric machine and the transmission or a secondary retarder connected between the transmission and the drive output. In order to warm up hydraulic oil, when the clutch between the combustion engine and the electric machine is disengaged and a transmission gear is engaged, a braking torque is produced by either the primary or secondary retarder, in the drive-train, and the electric machine is operated in a torque-controlled manner such that it delivers a torque equal to the sum of a target torque determined in accordance with the driver's wish and the braking torque produced by either the primary or secondary retarder.

Abstract: A drivetrain of a motor vehicle, with a hybrid drive, comprising an internal combustion engine and an electric machine and a semi-automatic group transmission. The semi-automatic group transmission comprises at least a main transmission and a downstream group in drive connection downstream with the main transmission. An input shaft of the semi-automatic group transmission is connected, via a controllable starting clutch, to the internal combustion engine of the hybrid drive and an output shaft of the semi-automatic group transmission is connected to an axle drive. Depending on the shift position of at least one shifting element, the electric machine can be coupled to the force flow or the torque flow of the drivetrain between the main transmission and the downstream group of countershaft design and/or between the downstream group of a countershaft design and the axle drive.

Abstract: A moving apparatus that is capable of properly driving an accessory while preventing driven parts from being driven when the accessory is driven in a state where the driven parts are at rest. In the moving apparatus VE1, out of first to third elements S, C, and R configured such that they rotate during transmission of motive power therebetween while maintaining a collinear relationship in rotational speed, the first element S is mechanically connected to a first rotor 13 of a first rotating machine 11, one of the second and third elements C and R is mechanically connected to an output portion 3a of a prime mover 3 and an input portion 32 of an accessory 31, and the other of the second and third elements C and R is mechanically connected to driven parts DW and DW.

Abstract: A hybrid powertrain includes a hybrid transmission that has an input member operatively connectable to an engine crankshaft, at least one motor/generator, a gearing arrangement, and an output member operatively connectable to both the input member and said at least one motor/generator. An input brake has a first and a second brake shoe, a selectively energizable solenoid, and a mechanical biasing mechanism. The solenoid is operatively connected to the brake shoes via the mechanical biasing mechanism so that both brake shoes are operatively connected with the input member when the solenoid is energized. When the solenoid is deenergized, the first brake shoe remains operatively connected with and resists rotation of the input member when clockwise torque is applied to the input member and the second brake shoe remains operatively connected with and resists rotation of the input member when counterclockwise torque is applied to the input member.

Abstract: A vehicle control device includes an engine, a motor disposed nearer to drive wheel sides than the engine in a vehicle, and a clutch disposed between the engine and the motor and configured to be engaged or released according to an operation input, wherein at the time the clutch is engaged to connect the engine and the drive wheels while the vehicle travels with the engine being stopped, the engine is started by the power transmitted to the engine via the clutch as well as the motor is caused to output assist torque for suppressing a reduction of acceleration of the vehicle caused by that the clutch is engaged, and the assist torque when a braking operation is performed is smaller than the assist torque when the braking operation is not performed.

Abstract: A hybrid vehicle and method of control are disclosed wherein the ratio of engine speed to vehicle speed varies continuously in some operating modes and is controlled to simulate a discrete ratio transmission in other operating modes. The disclosure specifies the method of controlling the engine speed and the combined output torque of the engine and at least one traction motor in each of the operating modes. Transitions among operating modes occur in response to driver movement of a shift lever, driver operation of shift selectors, and changes in vehicle speed.

Abstract: An ECU executes a program including the steps of: setting a creep torque reflection ratio; if brake is applied and the vehicle is currently stopped, updating the creep torque reflection ratio to 0; if brake is not applied and despite that the brake fluid's pressure is larger than a hydraulic pressure value, determining that brake hold control is currently exerted, and reducing the creep torque reflection ratio, as based on a map having the brake fluid's pressure as a parameter, to update the creep torque reflection ratio.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, negative torque of an electric machine is adjusted to mimic negative torque of an engine during engine braking so that the vehicle may transition from regenerative braking to engine braking in a seamless manner.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and providing positive torque to a driveline is presented.

Abstract: A controller and control strategies minimize shift shock in a hybrid electric vehicle during a downshift during regenerative braking by maintaining the transmission input speed substantially linear when the transmission input speed is slowing. The controller and the control strategies control the regenerative braking torque during a downshift occurring during regenerative braking in such a way that the transmission input speed is maintained substantially linear when the transmission input speed is slowing during a torque phase of the downshift.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and engine braking is described.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operation may be adjusted in response to operating the hybrid vehicle in a four wheel drivel low gear range. The approaches may improve vehicle drivability and reduce driveline degradation.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an electrical load may be automatically activated to consume electrical energy produced during driveline braking so that driveline braking may be extended. The electrical load may be a windscreen heater or other device.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline braking may transition from regenerative braking to engine braking to reduce the possibility of battery degradation.

Abstract: In a braking control apparatus for an electric vehicle, a target braking torque command value calculation section calculates a target braking torque command value on a basis of at least one of a state of road wheels and a braking request by a vehicle driver, a frequency component decomposition section decomposes a target braking torque command value into a first frequency component lower than a resonance frequency of a drive train and a second frequency component equal to or higher than the first frequency component, and a braking force control section provides an electrical braking torque for road wheels on a basis of a motor torque command value corresponding to the first frequency component and provides a frictional braking torque for the road wheels on a basis of a frictional braking torque command value corresponding to the second frequency component.

Abstract: A method of executing an electric-only (EV) mode transition in a vehicle includes determining vehicle operating values using a control system, processing the values to identify the transition, and executing the transition to or from the first or second EV mode. The transition is executed by selectively engaging and disengaging the input brake to zero, and by using the first and/or second traction motor to synchronize slip across the input brake. When the transition is from the first to the second EV mode or vice versa, the control system may use multiple speed and torque control phases to enter multiple intermediate modes, e.g., a pair of engine-on electrically-variable transmission modes and a fixed gear mode. A vehicle includes an engine, an input brake, first and second traction motors, and a transmission driven via the motors in a first and second EV mode. The vehicle includes the control system noted above.

Abstract: A method of controlling a powertrain system of a hybrid vehicle includes detecting a request to start an engine, incrementally applying torque to the powertrain system, and biasing the torque against a static member of the powertrain system, such as a parking pawl of a transmission when the transmission is disposed in a parking position, to remove lash from the powertrain system prior to starting the engine.

Abstract: A hybrid transmission includes first and second electric machines. A method for operating the hybrid transmission in response to a command to execute a shift from an initial continuously variable mode to a target continuously variable mode includes increasing torque of an oncoming clutch associated with operating in the target continuously variable mode and correspondingly decreasing a torque of an off-going clutch associated with operating in the initial continuously variable mode. Upon deactivation of the off-going clutch, torque outputs of the first and second electric machines and the torque of the oncoming clutch are controlled to synchronize the oncoming clutch. Upon synchronization of the oncoming clutch, the torque for the oncoming clutch is increased and the transmission is operated in the target continuously variable mode.

Abstract: A vehicle control device that includes an input member drive-coupled to an engine and a rotary electrical machine; an output member; and a transmission having a plurality of friction engagement elements, in which a plurality of shift speeds are switched by controlling engagement and release of the plurality of friction engagement elements, and a rotary driving force of the input member is shifted by a change gear ratio of one of the shift speeds and outputted to the output member.

Abstract: A driving device for a hybrid vehicle including: an engine; an electric motor; a power combination/distribution mechanism which is disposed between both the engine and the electric motor and one pair of front wheels and rear wheels so as to combine and distribute power generated from the engine and the electric motor; and a transmission mechanism which is disposed between the engine and the other pair of the front wheels and the rear wheels, wherein the power combination/distribution mechanism is a planetary gear mechanism having a sun gear, a carrier, and a ring gear; an output shaft of the electric motor is connected to the carrier; and wherein rotational driving ranges in the electric motor are set to each of a normal rotation direction and a reverse rotation direction.

Abstract: A method for operating a drive-train of a motor vehicle with a drive aggregate in the form of a hybrid drive system (3) which comprises at least one electric machine (2), an internal combustion engine (1), a transmission (5), a drive output (4) and a brake system which comprises at least one wear-free permanent brake (6). When a braking torque is required, the braking torque is distributed between the electric machine (2) and the wear-free permanent brake (6). At the beginning of a braking torque demand, the required brake torque is provided exclusively by the electric machine (2). Thereafter, as a function of characteristics of the wear-free permanent brake, the braking torque demand is transferred, in a controlled manner, from the electric machine to the wear-free permanent brake (6) so that the sum of the braking torques provided at the drive output (4) corresponds to the required braking torque.

Abstract: A vehicle includes a powertrain with an engine, first and second torque machines, and a hybrid transmission. A method for operating the vehicle includes operating the engine in an unfueled state, releasing an off-going clutch which when engaged effects operation of the hybrid transmission in a first continuously variable mode, and applying a friction braking torque to a wheel of the vehicle to compensate for an increase in an output torque of the hybrid transmission resulting from releasing the off-going clutch. Subsequent to releasing the off-going clutch, an oncoming clutch which when engaged effects operation of the hybrid transmission in a second continuously variable mode is synchronized. Subsequent to synchronization of the oncoming clutch, the oncoming clutch is engaged.

Abstract: A method is provided for controlling a drive unit of a motor vehicle with an automatic or automated transmission. The drive unit includes at least one drive motor, which generates a drive torque in an overrun mode. The drive torque acts as a drag torque or as a creep torque on the drive wheels as a function of the current speed. The level of the drive torque in the overrun mode can be at least partially controlled by actuating a brake pedal. The drag torque applied to the drive wheels in the overrun mode can be controlled by actuating the brake pedal in such a way that a reduced drag torque dependent on the actuation of the brake pedal is applied to the drive wheels.

Abstract: A drive apparatus for a vehicle includes a differential action limiting device for selectively switching a differential device in a differential state and a locked state, with the differential device and the differential action limiting device being disposed between a first electric motor and a second electric motor.

Abstract: A series/parallel hybrid electric drive unit for vehicle comprises an engine (1), a main traction motor (2), an integrated starter-generator (3), a differential (4), a first shaft (main haft) (5), a first stage decelerating device (9), a second stage decelerating device (10), a first clutch (6), a second clutch (7) and a synchronizer (8). The synchronizer (8) is slidably arranged on the first shaft (5) which is connected to the first stage decelerating device (9) or the second stage decelerating device (10) by the synchronizer (8), respectively. The hybrid electric drive unit of the invention has a compactly-arranged internal structure and an efficient and appropriate internal connection, and a switch between connection and disconnection of respective hybrid power sources and wheels and a shifting among operating modes and gear positions of the hybrid drive system can be realized.

Abstract: A vehicle drive control system includes a motor coupled with the driving shaft of an internal combustion engine so that torque can be transmitted to the drive wheels when fuel supply to the engine is cut off. The vehicle travels in a creeping mode in this state while motoring of the engine is performed through driving force of the motor. When accelerator depression is detected, fuel injection into a cylinder waiting for the intake stroke of the engine is begun and the engine is started. The crank angle position at a time when fuel injection is started is utilized as a reference position. When the crankshaft of the engine rotates from the reference crank angle position to a predetermined crank angle position, driving by the motor is stopped and the vehicle is then driven by the engine.

Abstract: A self-propelled vehicle for conveyance that can be safely stopped without deviating from a predetermined route when an obstacle is detected during running, and a method of controlling a stop of the self-propelled vehicle for conveyance are provided. The method of controlling the stop of the self-propelled vehicle for conveyance includes a second detection step in which an obstacle located at a set distance is detected during the running of the self-propelled vehicle for conveyance, and a stop step in which a leftward or rightward positional deviation of the self-propelled vehicle for conveyance from the predetermined route is correctively controlled in the state where brake means for a pair of left and right driving wheels are released and the self-propelled vehicle for conveyance is stopped, when the positional deviation turns out to be present on the basis of detection of the obstacle in the second detection step.

Abstract: An electric torque converter has a torque converter input member connected to the first node of a differential gear set representable by a lever diagram having first, second, and third nodes. A motor/generator is connected to the second node. The third node is connected to an input member of a transmission gearing arrangement. A brake is selectively engagable to ground the first node to a stationary member. Engagement of the brake provides a regenerative braking mode and an electric-only driving mode, with the motor/generator connected to the transmission gearing arrangement through the differential gear set. Various clutches may be provided for lock-up or selective connection of the engine, including arrangements which reduce motor/generator torque required for engine starting while in electric-only driving. A method of operating a vehicle maintains the engine speed at an optimum level to the extent possible given battery charge levels and operator commands.

Abstract: A method for restarting an engine of a vehicle includes engaging a gear of a transmission that driveably connects the engine and wheels of the vehicle; maintaining a current brake pressure greater than a reference brake pressure; initiating an automatic engine restart; using a timer to count down during a period of predetermined length; using a pump to produce a desired magnitude of brake pressure sufficient to suppress a wheel torque surge produced by restarting the engine and to hold the vehicle stationary; and releasing the brake pressure if either the timer expires or a peak in engine speed occurs.

Abstract: A method of controlling a hybrid vehicle including an automatic transmission and a motor generator comprises a pre-gearshift control, a mid-gearshift control, and a post-gearshift control. It is possible to prevent abnormal operations and damage of an automatic transmission due to reverse rotation of the input shaft of the automatic transmission and achieve smooth and stable pre-stop gearshift, by appropriately controlling reverse torque exerted in the input shaft of the automatic transmission, when a vehicle equipped with a hybrid driving apparatus including the automatic transmission performs the pre-stop gearshift.

Abstract: A drive device for a hybrid vehicle is provided with an engine and a motor generator. A one-way clutch is provided between the engine and the motor generator. Power is transmitted from the engine to the motor generator, while power from the motor generator to the engine is blocked. As a result, the electric motor can be operated without operating the engine. Furthermore, a torque converter is connected to the motor generator, and the engine is connected to the torque converter via a starting clutch. As a result, if a one-way clutch is provided, the motor generator can serve as a starter motor.

Abstract: A braking method and device with energy recovery for a hybrid traction vehicle, which, according to the requested braking target, regulates the intervention of the engine-generator and the connection or disconnection of the endothermic engine from the transmission line.

Abstract: A method of operating a drive-train of a motor vehicle which comprises a hybrid drive with a combustion engine and an electric machine, a clutch connected between the combustion engine and the electric machine, a transmission connected between the electric machine and a drive output, and either a primary retarder connected between the electric machine and the transmission or a secondary retarder connected between the transmission and the drive output. In order to warm up hydraulic oil, when the clutch between the combustion engine and the electric machine is disengaged and a transmission gear is engaged, a braking torque is produced by either the primary or secondary retarder, in the drive-train, and the electric machine is operated in a torque-controlled manner such that it delivers a torque equal to the sum of a target torque determined in accordance with the driver's wish and the braking torque produced by either the primary or secondary retarder.

Abstract: When the shift position is changed to the drive position, the amount of oil that is supplied to an automatic shift unit is increased by a larger amount as the standby hydraulic pressure is lower. Therefore, even if the standby hydraulic pressure is decreased, the required hydraulic pressure is more easily achieved when the shift position is changed to the drive position. Therefore, it is possible to decrease the standby hydraulic pressure without slowing down the response to the automatic shift unit to the hydraulic pressure and reducing the useful life of the automatic shift unit. Thus, the amount of electricity consumed by the electric oil pump is reduced. As a result, it is possible to enhance the fuel efficiency.

Abstract: Method for recovering electrical energy in a vehicle with regenerative braking is used in a vehicle equipped for this purpose with an electrical capacitance device to store electrical energy supplied by a rotary electrical machine of the vehicle during regenerative braking operation. A choice is made, on the basis of the initial rotational speed of the rotary electrical machine to apply an energy recovery stratagem from at least the following two: —a first energy recovery strategy that favors high power supplied by the rotary electrical machine; and—a second energy recovery strategy that favors high efficiency of the rotary electrical machine.

Abstract: A construction machine comprises an electric motor/generator; an engine; an epicyclic gearing for rotating the electric motor/generator reversely when speed of a rotation output to a drive wheel is zero during running of the engine; a transmission configured to switch between a forward driving gear position and a backward driving gear position; and a controller for controlling the engine, the electric motor/generator and the transmission, based on at least an accelerator opening, and a state of charge in an electric storage device; the controller being configured to switch the forward driving gear position or the backward driving gear position to a direction opposite to a direction in which the construction machine is moving, and cause the electric motor/generator to generate reverse torque in a power running mode, when the electric storage device is in a fully charged state and the accelerator has been pressed down by a driver.

Abstract: A method for wear-free braking of a vehicle having an electrodynamic drive system including an electric machine and a planetary gearset with a crankshaft of the combustion engine being connected with a first element of the gearset, the electric machine connected to a second element of the gearset and a transmission input shaft connected to a carrier of the gearset. The friction clutch serves as a bridging clutch to detachably connect two elements of the gearset such that when the clutch is engaged, the gearset is locked and the combustion engine operating in thrust mode applies braking torque to the drive train, the clutch is disengaged and a transmission input speed exceeds a predetermined threshold value, the speed of the combustion engine is raised to a maximum speed by appropriate control of the electric machine.

Abstract: A vehicle includes an electric motor/generator unit (MGU), an internal combustion engine, a transmission having an input member rotatable by the engine or the MGU, and an electric torque converter assembly. The torque converter assembly has a pump in driving connection with the transmission, a braking clutch assembly for selectively connecting the engine to a stationary member, a lockup clutch, and a dual-pinion planetary gear set. The electric torque converter assembly allows inertia torque from the MGU to transfer through the gear set to assist engine cranking when the MGU is decelerating. The pump is driven by the faster of the engine and MGU via the gear set and selective engagement, alone or in combination, of the lockup clutch and braking clutch assembly. An electric torque converter configured as noted above is also provided, and may include an electrically-actuated band for grounding the engine during certain operating modes.

Abstract: A method minimizes a driveline vibration and reduces stopping distances in a hybrid electric vehicle (HEV) having a plurality of drive wheels, a friction braking system having antilock braking system (ABS) capability, and an electronically variable transmission (EVT) with two EVT modes. The method automatically shifts the EVT to a predetermined high speed/low torque EVT mode when the ABS is active and when a calibrated maximum deceleration rate is not exceeded. An HEV has a friction braking system with ABS capability and an EVT including a plurality of modes. A controller automatically activates the friction braking ABS in response to a threshold level of slip between the drive wheels and the road surface when the brake pedal is actuated. An algorithm automatically shifts the EVT into one of the high speed/low torque EVT modes when the ABS is activated and the calibrated maximum deceleration rate is not exceeded.

Abstract: A method of operating a vehicle hybrid drive train comprising an internal combustion engine and electric machine whose torque is applicable to a drive output of the drive train. The drive train comprises a clutch arranged between the internal combustion engine and electric machine, an oil pump connected in the drive train downstream of the clutch in relation to the internal combustion engine, and the oil pump can be driven by the internal combustion engine and the electric machine, and a transmission which comprises a shifting elements for producing various gear ratios and which is supplied with hydraulic fluid by the oil pump in an operating-status-dependent manner. The speed of the electric machine is set independently of the speed of the internal combustion engine, in order to supply the transmission with a flow of a volume hydraulic fluid required for the operating point of the transmission present at the time.

Abstract: The present invention provides, in a vehicular power transmitting apparatus including a differential portion electrically controlled, a control device which can quickly decrease the engine rotation speed, even if the operational state of an electric motor is limited. An engine-stop controlling means (112) includes limiting means for limiting the differential state of a differential portion (11) by a switching brake (B0) and a switching clutch (C0) when the operational state of a first electric motor (M1) is limited. Therefore, a torque in a direction for decreasing a rotation speed (NE) of an engine (8) is applied by limiting the differential state of the differential portion (11), for example, in a vehicle stopped state. As a result, the rotation speed (NE) of the engine (8) is quickly decreased to pass through a resonance point in a short time, whereby occurrence of resonance phenomena can be prevented.

Abstract: A stepwise brake control is automatically performed when TTC obtained according to a relative distance and a relative speed between a vehicle and an object is lower than a predetermined value. For example, a brake force or a brake reduction speed is gradually increased over a plurality of stages in time series. Moreover, the affect of speed change control to the automatic brake control is removed. Alternatively, automatic brake control is supported by the speed change control. Alternatively, the friction coefficient state is estimated, and the brake force or the brake speed reduction is adjusted according to the estimated result. Alternatively, an auto-cruse function is invalidated at least the final stage. Alternatively, when the brake force or the brake speed reduction generated by a brake operation by a driver is greater than the brake force or the brake speed reduction generated by the brake control means, the brake operation by the driver is handled with a higher priority than the stepwise brake control.