A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

The invention obtains a controller and a control method capable of improving safety by automatic emergency deceleration action while suppressing a motorcycle from falling over. The invention also obtains a brake system that includes such a controller. In the controller, the control method, and the brake system according to the invention, a control mode that causes the motorcycle to take the automatic emergency deceleration action is initiated in response to trigger information generated in accordance with peripheral environment of the motorcycle. In the control mode, automatic emergency deceleration that is deceleration of the motorcycle generated by the automatic emergency deceleration action is controlled in accordance with a change rate of a state amount that is related to posture of the motorcycle during turning travel.

A power-train controlling apparatus controls a power train of an engine electric hybrid vehicle. The power train is provided with an engine, a catalytic converter, an oxygen-level sensor, an engaging element, and an electric rotating machine. The power-train controlling apparatus includes a fuel injection controller, a catalyst diagnosing unit, and an engaging-element controller. The fuel injection controller stops fuel injection to the engine during coasting of the vehicle while the engaging element is engaged, introduces oxygen to the catalytic converter, and resumes the fuel injection in a fuel-rich state while the vehicle is running. The catalyst diagnosing unit diagnoses the catalytic converter after the resuming of the fuel injection. The engaging-element controller prohibits transition of the engaging element to a released state during a period between the stopping of the fuel injection and completion of the diagnosing of the catalytic converter.

Fuel injection of a hybrid electric vehicle including an engine and a transmission may be controlled by a method including, determining to release coasting of the hybrid electric vehicle based on a brake pedal operation, determining whether a fuel injection suspending condition is satisfied based on vehicle running state data, suspending fuel injection when the vehicle running state data satisfies the fuel injection suspending condition, performing an engagement control of the transmission while the fuel injection is suspended, determining whether a fuel injection suspension release condition is satisfied, determining whether the engine and the transmission are directly coupled when the fuel injection suspension release condition is satisfied, and initiating fuel injection of the engine when the engine and the transmission are directly coupled.

A method for operating a vehicle having a vehicle drive train (1) and a vehicle brake (7) downshifting an automatic transmission (3) in a coasting condition, during which at least one friction-locking shift element is to be disengaged and one form-fit shift element is to be engaged. An output torque present at a driven end (4) is at least partially supported at a drive motor (2) at the point in time of a demand for the coasting downshift. The drive motor (2) is actuated before the implementation of the coasting downshift in order to reduce the portion of the output torque which is supportable at the drive motor (2), and a portion of the output torque is supported in the area of the vehicle brake (7) by an appropriate actuation of the vehicle brake (7).

In a control method for a vehicle that adds deceleration to a vehicle so as to control a vehicle posture when a turning operation of a steering system is performed, the deceleration is appropriately set on the basis of an operation of a single pedal. The control method for the vehicle includes: a step of adding the deceleration that corresponds to an accelerator pedal depression amount to a vehicle 1 when the accelerator pedal depression amount detected by an accelerator operation amount sensor 10 is smaller than a specified value A1 that is larger than 0; a step of determining whether the turning operation of the steering system is performed on the basis of a steering angle detected by a steering angle sensor 8; a step of adding the deceleration to the vehicle 1 so as to control the vehicle posture when it is determined that the turning operation of the steering system is performed; and a step of setting the deceleration on the basis of the accelerator pedal depression amount detected by the accelerator operation amount sensor 10, the deceleration being added to the vehicle 1 when it is determined that the turning operation of the steering system is performed.

A method for controlling a vehicle includes: receiving a detection signal to perform an idle stop and go (ISG) function; and controlling the vehicle to enter into an ISG state where a fuel supply to an engine is cut off and the engine stops when the vehicle decelerates or stops in response to the detection signal. The detection signal includes a fuel cut off signal that is in on state when the vehicle decelerates and in off state at a reference revolution per minute (RPM) of the engine, a gear engagement signal, and a brake pedal signal indicating whether the brake pedal of the vehicle is operated. A controller of the vehicle generates an ISG entry signal based on the fuel cut off signal, the gear engagement signal, and the brake pedal signal to enter the vehicle into the ISG state.

Presented are clutch-type engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device includes a notch plate, which has multiple notches and attaches to a torque converter, and a pocket plate, which has multiple pockets and attaches to an engine's crankshaft. A pawl is movably mounted within each notch; these pawls selectively engage the notches with the pockets. A notch plate insert is nested within each notch, supporting thereon one of the pawls. A selector plate interposed between the pocket and notch plates moves from a first position, to shift the pawls out of engagement with the pockets, and a second position, to move the notch plate inserts within the notches and allow the pawls to engage the notches with the pockets to thereby lock the notch plate to the pocket plate to rotate in unison with each other.

A vehicle includes a traction battery and a powertrain. The powertrain including at least one traction motor electrically connected to the battery such that the traction motor discharges the battery when producing positive torque to propel the vehicle and recharges the battery when producing negative torque to slow the vehicle. A vehicle controller is programmed to execute coast (lift-pedal) controls that reduce the charge rate of the battery based on a ratio of energy capacity of the battery to kinetic energy of the vehicle.

The present invention relates to a vehicle (1) having a torque generating machine (4); and one or more driven wheel (W.sub.D). A driveline (6) is provided for transmitting torque from the torque generating machine (4) to said one or more driven wheel. The driveline (6) includes a torque transmitting means (8). A first decoupling mechanism (11) is operable to decouple the torque transmitting means (8) from the torque generating machine (4). The first decoupling mechanism (11) is closed to couple the torque transmitting means (8) to the torque generating machine (4) and is opened to decouple the torque transmitting means (8) from the torque generating machine (4). A second decoupling mechanism (12) is operable to decouple the torque transmitting means (8) from the one or more driven wheel. The second decoupling mechanism (12) is closed to couple the torque transmitting means (8) to the one or more driven wheel and is opened to decouple the torque transmitting means (8) from the one or more driven wheel. A controller (2) is provided having at least one electronic processor for controlling operation of the first and second decoupling mechanisms (11, 12). The at least one electronic processor (P) is configured to close the first decoupling mechanism (11), to determine a target operating speed of the torque generating machine (4), to control the operating speed of the torque generating machine (4) in dependence on the determined target operating speed and to close the second decoupling mechanism (12) when the operating speed of the torque generating machine (4) at least substantially matches the determined target operating speed. The present invention also relates to a corresponding method of controlling first and second decoupling mechanisms (11, 12) to control the transmittal of torque from a torque generating machine (4) to one or more driven wheel of a vehicle (1).