A control system for a hybrid vehicle configured to reduce an exhaust gas during deceleration of the vehicle, and to protect a motor and a battery. A control mode of the engine may be selected from: a low-power mode in which the hybrid vehicle is decelerated by reducing a torque and a power of the engine at a predetermined rate while generating the brake torque by the motor; and a high-power mode in which the hybrid vehicle is decelerated by reducing the torque and the power of the engine at a rate slower than the predetermined rate of the low-power mode while generating the brake torque by the motor.

An apparatus and a method are described for monitoring the activity of a driver of a vehicle, which apparatus has a device for monitoring several driver activities, by way of which various driver activities at the actuator for influencing vehicle motion are detected; and a device for evaluating the driver activity intensity level is provided, by way of which the intensity of the respective driver activity with regard to the urgency of the respective vehicle reaction is evaluated and is outputted as an intensity of the driver intervention; one of several different system reactions being selected depending on the intensity of the driver intervention, and the selected system reaction being executed.

An information processing apparatus is mounted on a vehicle. The information processing apparatus includes a control unit that is configured to determine whether or not a driver of the vehicle is driving dangerously, and perform, when it is determined that the driver of the vehicle is driving dangerously, a first control process of determining output of a machine mounted on the vehicle to be performed at a second value that is smaller than a first value in a normal state, the first value determined according to first information based on a stroke amount of an accelerator pedal.

A control unit determines whether a rapid acceleration pedal depression operation has been performed. The control unit determines whether a low impact collision has occurred. When it is determined that the rapid acceleration pedal depression operation has been performed and the low impact collision has occurred, the control unit executes a secondary collision damage mitigation control. Consequently, the secondary collision damage mitigation control can be appropriately executed even when a collision that does not cause an air bag to be inflated has occurred.

A control device for a series hybrid vehicle, the series hybrid vehicle including: an engine, a catalyst that is disposed in an exhaust path of the engine, a generator that generates electric power using power output from the engine, a battery that stores the electric power generated by the generator, and a traction electric motor that is driven with electric power of the battery, the control device including an electronic control unit configured to: acquire information on a temperature of the catalyst; and, when the information on the temperature of the catalyst is information corresponding to the temperature of the catalyst being equal to or higher than a predetermined temperature, change an operating point of the engine to an operating point that reduces a temperature of the exhaust gas while generating the electric power by the generator.

A driving assistance apparatus to be mounted on a vehicle includes an outwardly headed state detection unit, a target accelerator operation amount setting unit, and an information presentation unit. The outwardly headed state detection unit makes a detection of an outwardly headed state in which the vehicle is cornering with a yaw rate and a slip angle of a vehicle body having a same sign. The target accelerator operation amount setting unit sets, in response to the detection of the outwardly headed state, a target accelerator operation amount so that a difference between a driving force on the front wheel caused by an output of the travel power source and an absolute value of a braking force on the front wheel caused by internal circulation torque of a transfer is reduced. The information presentation unit presents the driver with information regarding the target accelerator operation amount.

The vehicle driving force control apparatus executes a mistaken press-down driving force control for setting an upper limit as an initial upper limit for limiting driving force when a mistaken press-down operation of an acceleration pedal is detected. The control apparatus executes a limitation level reduction control when a predetermined vehicle movement is not detected while the mistaken press-down driving force control is executed, and the acceleration pedal is operated. The limitation level reduction control is realized by repeatedly executing a process for limiting the driving force to a first upper limit larger than the initial upper limit for a first period of time and then, limiting the driving force to a second upper limit smaller than the first upper limit for a second period of time. The first upper limit increases as the number of executing the upper limit change process increases.

A vehicle control system to control acceleration in line with the driver's intention when depressing one of an accelerator pedal and a brake pedal after releasing the other one of the pedals in one-pedal mode. The vehicle control system is configured to obtain an operating speed of one of an accelerator pedal and a brake pedal returned to an initial position, set a target acceleration based on an operating amount of the other pedal depressed after releasing said one of the pedals, and increase a correction amount to correct the target acceleration if the operating speed of the returned pedal is fast.

A driving assistance apparatus makes a drive force of a vehicle equal to an erroneous operation coping drive force which is smaller than an ordinary drive force in a period from a satisfaction of an erroneous operation start condition which is satisfied when an accelerator pedal is operated erroneously to a satisfaction of an erroneous operation end condition which is satisfied when the erroneous operation has ended. The erroneous operation coping drive force is set to a first drive force if the erroneous operation start condition becomes satisfied after a reoperation determination time point at which a time threshold elapses from when the erroneous operation end condition became last satisfied. Meanwhile, the erroneous operation coping drive force is set to a second drive force which is greater than the first drive force if the erroneous operation start condition becomes satisfied before the reoperation determination time point.

A vehicle operating method comprising generating a base torque reserve for an engine based on a position of an accelerator pedal and a position rate of change of the accelerator pedal, where the base torque reserve is an air reserve of the engine generated by the engine. The base torque reserve may further be generated based on one or more of a drive mode, a vehicle altitude, a battery state of charge (SOC), and a transmission gear, in at least one example.