The present invention comprises: a synchronization start determination unit 110 for determining a synchronization start of a synchronization device 70; a half-clutch determination unit 130 for determining whether a clutch device 20 is in a half-clutch state where the clutch device has not been switched from a connection state to a disconnection state; and a damage determination unit 140 which, when the synchronization start determination unit 110 has determined the synchronization start and if the half-cutch determination unit 130 has determined a half-clutch state, determines that damage is applied to the synchronization device 70 caused by the differential rotation between the power transmitted from a driving force source 10 side via the clutch device 20 and the power transmitted from a driving wheels 16L, 16R side.

An integrated control system of a vehicle includes: a power manager that receives power of a vehicle and supplies power to a first sensor, a second sensor, and a third sensor connected to an accelerator pedal, a brake pedal, and a transmission, respectively; a sensor signal receiver that receives an accelerator pedal output signal, a brake pedal output signal, and a transmission output signal from the first sensor, second sensor, and third sensor, respectively; a main controller that is connected to the power manager, monitors information about power supplied to the first sensor, second sensor, and third sensor, and integrally controls accelerating, braking, and shifting of the vehicle in response to the accelerator pedal output signal, brake pedal output signal, and transmission output signal; and a communicator that sends the accelerator pedal output signal, brake pedal output signal, and transmission output signal to a plurality of relevant control units.

A method for reactivation of an electrical system of a vehicle comprising a first electrical system operating at a first lower voltage and a second electrical system operating at a second higher voltage, comprising: detecting a fault or a crash situation in the second electrical system; disconnecting a power source of the second electrical system; determining the fault of the second electrical system is no longer present or that the crash situation is resolved; reconnecting the power source to the second electrical system and increasing the voltage of the second electrical system from zero to an intermediate voltage lower than the second voltage; and if a detected current in the second electrical system is higher than a current threshold value; or if a detected voltage of the first electrical system is higher than a voltage threshold value; reducing the voltage of the second electrical system to zero.

A fuel tank system for a vehicle includes a fuel tank, a fuel supply passage, a canister, an evaporated fuel gas supply passage, a communication passage, a backflow prevention device, first and second pressure measurement devices, and a control device. The fuel tank stores fuel supplied by the fuel supply passage. The canister adsorbs evaporated fuel gas generated in the fuel tank and supplied through the evaporated fuel gas supply passage. The backflow prevention device is provided in a pipe line of the fuel supply passage, and prevents a backflow of the fuel from the fuel tank. The first and second pressure measurement devices respectively measure pressures in the fuel supply passage and the evaporated fuel gas supply passage. The control device diagnoses the communication passage as being blocked when a difference between pressure values measured by the first and second pressure measurement devices exceeds a predetermined value.

A vehicle shutter device includes first and second flaps, one actuator, and a link mechanism. The link mechanism includes a connecting rod that couples the flaps to each other such that the flaps rotate in synchronization with each other. The shutter device is provided with stoppers configured to prohibit each of the flaps from being displaced beyond a normal opening and closing range when the link mechanism is in a normal state. When coupling between the connecting rod and the first flap is released in the first pivotally attaching portion in a state where coupling between the connecting rod and the second flap is maintained in the second pivotally attaching portion, the actuator is allowed to rotate beyond a normal rotation range of the actuator corresponding to the normal opening and closing ranges of the first and second flaps.

The invention relates to an air inlet arrangement for a vehicle, having a frame-like carrier element in which at least one first ventilation flap is arranged, the at least one first ventilation flap being rotatable about an axis of rotation between a first, closed position and a second, opened position, the at least one first ventilation flap having a first terminal end portion and a second terminal end portion as viewed in the direction of the axis of rotation, the first end portion being at least indirectly rotatably mounted on the carrier element and being fixed against an axial stop as viewed in the direction of the axis of rotation, and the second terminal end portion being at least indirectly connected by means of a connecting element to an actuating drive for rotating the at least one first ventilation flap about the axis of rotation.

A vehicle control system includes: multiple control units which controls operation of a vehicle including an internal combustion engine, a first electric motor connected to the internal combustion engine, and a second electric motor; and a network connected to the control units such that the control units perform communi cati on with each other. The control units include a first control unit which controls the internal combustion engine, a second control unit which controls the first motor, and a third control unit which controls the second motor, and each detect abnormality in communication via the network among the control units. Upon detection of abnormality in communication between the second control unit and the other control units via the network, the first control unit stops operation of the internal combustion engine, and the third control unit performs control such that the second motor outputs power for the vehicle to travel.

The present invention comprises: a synchronization start determination unit 110 for determining a synchronization start of a synchronization device 70; a half-clutch determination unit 130 for determining whether a clutch device 20 is in a half-clutch state where the clutch device has not been switched from a connection state to a disconnection state; and a damage determination unit 140 which, when the synchronization start determination unit 110 has determined the synchronization start and if the half-cutch determination unit 130 has determined a half-clutch state, determines that damage is applied to the synchronization device 70 caused by the differential rotation between the power transmitted from a driving force source 10 side via the clutch device 20 and the power transmitted from a driving wheels 16L, 16R side.

A method is provided for diagnosing an AGS system fault in a hybrid electric vehicle. That method includes validating shutter movement and inferring shutter position based upon stall current of a shutter drive motor and current drawn by an HEV traction motor. A new and improved active grill shutter system for a hybrid electric vehicle is also disclosed.

A fuel level sensor detects the level of fuel in a fuel tank. A level signal detected by a float does not change in a full dead zone and an empty dead zone. During normal fuel consumption, the level signal changes according to the consumption amount. Thus when an electronic control unit, or ECU, detects that the fuel level sensor is operating normally, the ECU resets a fuel consumption amount. However, when a small quantity of fuel is supplied, the fuel consumption amount is not reset, and a measurement error may occur during failure detection. Accordingly, the ECU corrects a failure threshold value to avoid misdiagnosing a failure.