A method for controlling a vehicle driveline includes determining, for current vehicle operating conditions, an initial engine output torque, at which the driveline meets predetermined structural criteria, establishing a factor that varies with torque converter slip, determining an engine torque limit by multiplying the factor corresponding to a current torque converter slip by the initial engine output torque, and limiting torque produced by an engine connected to the driveline to the engine torque limit.

A vehicle includes a transmission, a motor, and at least one controller. The motor is configured to be selectively coupled to the transmission. The at least one controller is programmed to output a fault for a coil temperature sensor of the motor based on an oil temperature of the transmission, a phase current of the motor, and a temperature change in a coil of the motor.

A vehicle drive system includes an internal combustion engine, a clutch, an engine rotation speed detector, an output shaft rotation speed detector, and a processor. The internal combustion engine includes cylinders and a crankshaft. The clutch is connected to the crankshaft via a torsion element and includes an output shaft. The engine rotation speed detector detects a crankshaft rotation speed. The output shaft rotation speed detector detects an output shaft rotation speed. The processor is configured to calculate a torque generated in each of the cylinders based on the crankshaft rotation speed. The processor is configured to decrease transmission torque of the clutch so that a difference between the crankshaft rotation speed and the output shaft rotation speed to be a target value when misfiring occurs. The processor is configured to identify a misfiring cylinder among the cylinders based on the torque calculated while the transmission torque is decreased.

A vehicle drive system includes an internal combustion engine, a clutch, an engine rotation speed detector, an output shaft rotation speed detector, and a processor. The internal combustion engine includes cylinders and a crankshaft. The clutch is connected to the crankshaft via a torsion element and includes an output shaft. The engine rotation speed detector detects a crankshaft rotation speed. The output shaft rotation speed detector detects an output shaft rotation speed. The processor is configured to calculate a torque generated in each of the cylinders based on the crankshaft rotation speed. The processor is configured to decrease transmission torque of the clutch so that a difference between the crankshaft rotation speed and the output shaft rotation speed to be a target value when misfiring occurs. The processor is configured to identify a misfiring cylinder among the cylinders based on the torque calculated while the transmission torque is decreased.

A battery charge/discharge control apparatus for controlling charge/discharge of a battery in a vehicle as defined herein, includes: a battery control portion which is provided for controlling charge/discharge of the battery; a vehicle control portion which controls the inverter and the engine and controls the charge/discharge of the battery based on information from the battery control portion; a failure determination portion which determines whether there is a failure in the battery control portion or not; and an inverter driving state detection portion which detects a driving state of the inverter; wherein: the vehicle control portion controls the charge/discharge of the battery based on the driving state of the inverter detected by the inverter driving state detection portion when the failure determination portion determines that there is a failure in the battery control portion.

A battery charge/discharge control apparatus for controlling charge/discharge of a battery in a vehicle as defined herein, includes: a battery control portion which is provided for controlling charge/discharge of the battery; a vehicle control portion which controls the inverter and the engine and controls the charge/discharge of the battery based on information from the battery control portion; a failure determination portion which determines whether there is a failure in the battery control portion or not; and an inverter driving state detection portion which detects a driving state of the inverter; wherein: the vehicle control portion controls the charge/discharge of the battery based on the driving state of the inverter detected by the inverter driving state detection portion when the failure determination portion determines that there is a failure in the battery control portion.

A method of calculation a vehicle load comprising a first vehicle load value based at least on air pressures in air springs and height data of suspension of a vehicle axle, determining a second vehicle load value based on a change of track width of the vehicle axle, and calculating the vehicle load based on the first vehicle load value and the second vehicle load value.

A method of calculation a vehicle load comprising a first vehicle load value based at least on air pressures in air springs and height data of suspension of a vehicle axle, determining a second vehicle load value based on a change of track width of the vehicle axle, and calculating the vehicle load based on the first vehicle load value and the second vehicle load value.

A rough terrain vehicle includes: a vehicle body; a state detector mounted on the vehicle body and configured to detect a state of the vehicle; a control target mounted on the vehicle body and operable during driving of the vehicle; an estimator mounted on the vehicle body and configured to estimate a margin for overturning of the vehicle or for load on the vehicle based on a result of detection by the state detector; and a controller mounted on the vehicle body and configured to, when the vehicle is traveling, control the control target to allow the margin estimated by the estimator to exceed a predetermined level.

Since a maximum rotation speed is set to a lower value when a supercharging pressure from a supercharger is high than when the supercharging pressure is low, an engine torque is decreased at a relatively low engine rotation speed and the engine rotation speed is less likely to fall into a high-rotation state. Since the maximum rotation speed is set to a relatively high value when the supercharging pressure is relatively low and the engine rotation speed is less likely to fall into a high-rotation state, the engine torque is not decreased at a relatively high engine rotation speed and power performance can be easily secured. Accordingly, it is possible to curb a decrease in power performance due to a decrease in the engine torque and to prevent the engine rotation speed from falling into a high-rotation state.