An autonomous parking apparatus incorporated into a vehicle including an internal combustion engine, a torque converter, a transmission, a detector detecting a creep torque acting on an axle, and a microprocessor. The microprocessor is configured to perform instructing a self-parking of the vehicle, determining whether it is necessary to perform a creep torque reduction control based on a creep torque detected when the self-parking is instructed, and controlling the transmission in accordance with a determination result in the determining. When it is determined that it is necessary to perform the creep torque reduction control, the microprocessor is configured to control the transmission so as to increase engaging force of engagement elements of the transmission or change speed stage of the transmission to high speed side than when it is determined that it is unnecessary to perform the creep torque reduction control.

A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism; and a PCM (50) configured to execute vehicle attitude control for, upon satisfaction of a vehicle attitude control executing condition that the vehicle is traveling and a steering angle-related value is increasing, reducing the engine torque to thereby generate deceleration of the vehicle. The PCM (50) is configured, upon satisfaction of a given terminating condition for terminating the vehicle attitude control, to control the engine torque adjustment mechanism to restore the reduced engine torque to an original state before the execution of the vehicle attitude control. The PCM (50) sets a rate of change in the engine output torque being restored, such that it becomes larger as the number of times of combustion per unit time becomes smaller, and restores the engine torque according to the rate of change set in the above manner.

A control device for a hybrid vehicle having an engine, a motor which drives by power of a battery, and an air conditioner which operates by power of the battery, includes a target driving force calculator configured to calculate a target value of driving three transmitted to a drive wheel from a driving source as target driving force, an air conditioner manager configured to manage an ON/OFF state of an air conditioner, and a controller configured to calculate a request output by adding the target driving force to a system output requested to the drive source by a system request, calculate an operation point of the engine for optimally driving the engine in response to the request output, control the engine to drive at the operation point, and control the motor based on the request output.

This driving assist apparatus for a vehicle sets target wheel speed of an inside rear wheel in turning to substantially zero when a state of a center differential apparatus is a locked state in a case where the vehicle is turned in an extremely low speed traveling control. Further, the apparatus sets target wheel speed of each of wheels other than the inside rear wheel in turning such that a mean value of target wheel speeds of front wheels is equal to a mean value of target wheel speeds of rear wheels and the mean value of target wheel speeds of front wheels is equal to target vehicle body speed. Furthermore, the apparatus adjusts driving force and braking force such that wheel speed of each of the wheels becomes equal to the target wheel speed set for each of the wheels.

A transmission system selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes a transmission, a motor generator an HVAC compressor and a controller. The transmission has an input shaft, a mainshaft, an output shaft and a countershaft offset from the input shaft. The countershaft is drivably connected to the first input shaft and a mainshaft. The motor generator is selectively couple to the countershaft. The HVAC compressor is selectively driven by the motor generator. The controller operates the transmission system in various modes based on operating conditions.

The invention relates to a method for longitudinal control of a motor vehicle, the motor vehicle having an engine and a braking system. The method including receiving a torque demand from a controller for controlling the speed of the vehicle, and providing a torque on the basis of this torque demand, whereby, depending on the value of the torque demand, a brake torque counteracts the torque demand to control longitudinal vehicle movement.

A vehicle has an automatic driving control system which includes: a sensor configured to detect surroundings of the vehicle; and a controller configured to control automatic driving of the vehicle based on information obtained by the sensor, upon reception of a command for automatic driving from a user. The controller is further configured to determine whether there is possibility of accident based on a distance to a front vehicle and whether the user manipulates an input, and to release the automatic driving control of the vehicle based on the determination, when the vehicle is stopped in an automatic driving mode.

Crawl operations for four-wheel steering vehicles are described herein. An example vehicle described herein includes four wheels, a front steering actuator to turn the front wheels, a rear steering actuator to turn the rear wheels, a front drive motor to drive the front wheels, and a rear drive motor to drive the rear wheels. The vehicle also includes an electronic control unit (ECU) to activate the front steering actuator to turn the front wheels in a first direction, activate the rear steering actuator to turn the rear wheels in a second direction opposite the first direction such that the front wheels and the rear wheels are turned in opposite directions, activate the front drive motor to drive the front wheels in a reverse direction, and activate the rear drive motor to drive the rear wheels in a forward direction while the front wheels are driven in the reverse direction.

A method includes receiving an indication regarding a deceleration event for a vehicle, remapping a response of a prime mover of the vehicle from following a first response curve to following a deceleration response curve in response to (i) the deceleration event and (ii) a speed of the vehicle being greater than a speed threshold, and activating an output of the prime mover to accelerate the vehicle at a relatively lesser amount of depression of an accelerator from a non-depressed state of the accelerator than prior to the deceleration event in response to the accelerator being engaged by an operator following the deceleration event.

Among other things, techniques are described for determining precedence order at a multiway stop. In embodiments, identifications are assigned to tracks, and young tracks are compared to stale tracks. A young track matches a stale track based on one or more factors. An identification of the young track is reassigned to an identification of the stale track, wherein the young track is determined to match the stale track based on the one or more factors. An earliest time of appearance of agents is determined based on identifications and in view of perception obscured areas. A precedence order for navigating through the intersection is determined based on local rules, the identifications, and the earliest time of appearance of agents, and the vehicle proceeds through the multiway stop intersection in accordance with the precedence order.