In a vehicle speed limiter in which an electronic control unit that controls a drive force of an engine based on at least an accelerator opening controls a drive force of a vehicle so that a vehicle speed does not exceed a speed limit, the electronic control unit is configured to allow the vehicle speed to be equal to or higher than the limit vehicle speed and control the drive force generated by the engine based on the accelerator opening when the accelerator opening becomes a value equal to or larger than a increase reference value larger than a decrease reference value after the accelerator opening has decreased to a value equal to or smaller than the decrease reference value within a predetermined time from a time point when the vehicle speed limitation is released during the vehicle speed limitation being executed by the speed limiting control.

A control device for a vehicle is provided, which includes a power source that generates torque for driving or braking the vehicle, an accelerator pedal sensor that detects an operating amount of an accelerator pedal, and a control unit that controls the power source. The control unit sets a target acceleration based on the accelerator pedal operating amount detected by the accelerator pedal sensor. The control unit sets a target jerk based on the target acceleration, and when the target acceleration increases toward 0 from a value below 0, sets the target jerk so that the target jerk becomes smaller as the target acceleration approaches 0. The control unit sets torque to be outputted or regenerated by the power source, based on the target acceleration and the target jerk.

Various embodiments include a method for controlling a motor vehicle having an internal combustion engine with a crankshaft and a drivetrain separable from the internal combustion engine using a releasable clutch comprising: propelling the vehicle in a first operating state in a predetermined range around a speed while the internal combustion engine is off and is separated from the drivetrain by the releasable clutch; sensing a braking operation while in the first operating state; predicting whether a power demand is expected within a predetermined time interval; and, if the power demand is expected, setting the crankshaft of the internal combustion engine in rotation, or increasing a rotational speed of the crankshaft in preparation for an engine restart.

A controller as a control apparatus for a hybrid vehicle determines whether or not to perform switching from a first traveling mode in which a hybrid vehicle is caused to travel using torque of a motor without using torque of an engine to a second traveling mode in which the hybrid vehicle is caused to travel using at least the torque of the engine. The controller, when determining that switching is to be performed from the first traveling mode to the second traveling mode, performs control to reduce output torque of the motor by a predetermined amount. After this control, the controller shifts a first clutch from a released state to an engaged state so that the torque of the motor is transmitted to the engine via the first clutch, and cranks the engine using the motor to start the engine.

A travel support control device: creates a travel support plan in which one of travel modes including a CD mode and a CS mode is assigned to each travel section based on look-ahead information generated for a travel route to allow a hybrid electric vehicle to travel and calculates a total distance of electric traveling on the travel route; creates a travel support plan for travel sections to a travel section immediately before an information non-acquirable area in which information required for creating the look-ahead information is not acquirable and calculates the total distance of electric traveling on the travel route, when the information non-acquirable area is included in the travel route; and stops switching of the travel mode based on travel support control and continuously calculates the total distance of electric traveling on the travel route, when the hybrid electric vehicle is traveling in the information non-acquirable area.

Systems and methods for operating an engine that may be selectively automatically stopped and started are described. In one example, the method adjusts an amount of time that the engine may be inhibited from automatically stopping based on driver inputs such as driver demand pedal position, vehicle speed, and braking torque.

Systems and methods for starting an engine that may be started via an electric machine and a driveline disconnect clutch are described. In one example, the method estimates a maximum motor propulsive torque during engine starting. The maximum motor propulsive torque may be based on an estimated speed that a torque converter impeller speed will be when an engine cranking period ends.

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.

This application discloses an intelligent vehicle control method. An intelligent vehicle control system obtains a driving mode, a driving style model, and a target speed of an intelligent vehicle at a current moment, then determines a speed control instruction based on the driving mode and the driving style model, and sends the speed control instruction to an execution system of the intelligent vehicle. This provides an intelligent vehicle control method with high comfort and good experience.

In a case of a mistaken pedal operation determination: ON, the driving assist ECU sets a value of a steering angle threshold θref to a value θref2 which is greater than a normal value of the steering angle threshold, and sets a value of a steering operation rate threshold ωref to a value ωref2 which is greater than a normal value of the steering operation rate threshold. When a steering angle θ is equal to or greater than the steering angle threshold θref and/or when a steering operation rate ω is equal to or greater than the steering operation rate threshold ωref, the ECU delays a start timing of a automatic brake control, by setting a value of a threshold for executing TTCa to a delaying execution threshold TTCa2 that is smaller than a normal value of the threshold for executing TTCa.