Abstract: A work vehicle is provided having a front wheel assembly and a rear wheel assembly. The front wheel assembly may include a front axle assembly, and the rear wheel assembly may include a rear axle assembly. The vehicle may include a braking system configured to transfer front axle braking torque to the rear axle assembly when the vehicle is positioned on a slope.

Abstract: During control of a shift of a first friction engagement element from an engaged state into a disengaged state and a shift of a second friction engagement element from a disengaged state into an engaged state for a gear shift to a first target gear from a second target gear, a desired torque capacity of the first friction engagement element is set based on an actual transmission gear ratio by interpolation from values of the desired torque capacity corresponding to at least first and second reference transmission gear ratios, wherein the first reference transmission gear ratio is a transmission gear ratio at start of an inertia phase of the shift control. When the first reference transmission gear ratio is between the actual transmission gear ratio and the second reference transmission gear ratio, the desired torque capacity is set to the value corresponding to the first reference transmission gear ratio.

Abstract: A method for controlling a hydraulic flow within a powertrain comprising an electromechanical transmission mechanically-operatively coupled to an engine adapted to selectively transmit power to an output, wherein the transmission utilizes a hydraulic control system serving a number of hydraulic oil consuming functions includes monitoring minimum hydraulic pressure requirements for each of the functions, determining a requested hydraulic pressure based upon the monitoring minimum hydraulic pressure requirements and physical limits of the hydraulic control system including a maximum pressure, determining a desired flow utilizing a hydraulic control system flow model based upon the requested hydraulic pressure, and utilizing the desired flow to control an auxiliary hydraulic pump.

Abstract: A method of operating an auxiliary pump for an electrically variable transmission includes purging the auxiliary pump when an auxiliary pump temperature is below a minimum operating temperature and above a minimum purge temperature. The auxiliary pump fluid temperature and the minimum purge temperature are determined based upon the transmission fluid temperature and the ambient temperature.

Abstract: An electronic control module for a machine may include instructions for performing a method. The method may include obtaining a total torque load limit for one or more hydrostatic transmission loops in the machine. The method may also include allocating the total torque load limit between the one or more hydrostatic transmission loops in the form of one or more lower level torque load limits.

Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absolute

Abstract: The technology described herein provides methods and systems for powertrain optimization and improved fuel economy including multiple displacement engine modeling and control optimization, automotive powertrain matching for fuel economy, cycle-based automotive shift and lock-up scheduling for fuel economy, and engine performance requirements based on vehicle attributes and drive cycle characteristics. Also provided is a reverse tractive road load demand simulation algorithm used to propagate a reverse tractive road load demand and a corresponding component torque and speed, derived from a vehicle speed trace, in a reverse direction through a powertrain system. Also provided is a dynamic optimization algorithm. The dynamic programming algorithm is applied to a matrix of fuel flow rates to find the optimal control path that maximizes the powertrain efficiency over a cycle.

Abstract: A method is provided for transitioning from an initial to a final transmission mode in an electrically variable transmission (EVT), and includes transitioning to an intermediate mode having an additional speed degree of freedom (DOF), changing a transmission ratio, and engaging a clutch to shift to the final mode. The modes include input and compound split, fixed gear ratio, and electric torque converter (ETC), with and without input from an engine. Output torque is maintained by adjusting a charge on an energy storage device. A brake grounds an input member of the EVT. The EVT has the input member, an output member, a stationary member, and first and second motor/generators. An algorithm transitions between modes by releasing at least one clutch to transition to a mode having an extra speed degree of freedom (DOF), and utilizing the extra speed DOF to change the ratio of the EVT.

Abstract: A slip detection system for a vehicle comprises an engine speed detector configured to detect an engine speed of an engine mounted in the vehicle, an engine speed increase rate detector configured to detect an increase rate in a predetermined time of the engine speed detected by the engine speed detector, and a slip determiner configured to integrate values of increase rates in respective predetermined times, from when the increase rate detected by the engine speed increase rate detector becomes larger than a first threshold until the increase rate becomes smaller than the first threshold, and to determine that a drive wheel of the vehicle is in a slip-state when an integrated value resulting from integration of the values of the increase rates becomes larger than a second threshold.

Abstract: A control apparatus includes a torque-boost control portion that boosts torque output from the engine, and corrects the operation amount of an adjustment mechanism that adjusts the amount of air taken into the engine to increase the amount of air during a torque phase when the automatic transmission upshifts; and an inertia-phase determination portion that determines whether an inertia phase has started. The torque-boost control portion includes a torque-boost end control portion that executes a torque-boost end control that gradually decreases a correction amount, by which the operation amount is corrected, to zero when the inertia-phase determination portion determines that the inertia phase has started.

Abstract: The apparatus and method of the invention vary the sensitivity slope of the FNR control lever of an agricultural windrower, such that speed commands outputted through a first range of movements of the FNR lever are slower and increase less rapidly than commands outputted through a second range of movements greater than the first range, the first range corresponding to movements in closer proximity to the neutral position of the FNR lever. The different show is achieved by using different slopes for transfer function signals for the first and the second ranges of positions of the FNR lever.

Abstract: A method is provided for limiting a torque output associated with a power conversion unit. The method may include receiving data related to a pressure associated with an implement system hydraulic cylinder, determining, based on the data, a preferred torque value, wherein the preferred torque value is below a predetermined threshold value associated with one or more drive train components, and modifying a torque output associated with a power conversion unit to approximate the preferred torque value.

Abstract: Disclosed is a working vehicle capable of working and driving in stable condition while suppressing the adverse effect caused by the load variation such as sudden dashing from an associated ground working implement. The working vehicle comprises a controller for controlling the variator ratio of its toroidal mechanism to oppose the variation of the load when the toroidal mechanism is loaded on its output side. The controller adjusts the variator ratio appropriately when the engine starts.

Abstract: A versatile vehicle speed sensor compactly disposed on the outside in a radial direction of a gear. A motorcycle includes a power unit having a torque take-out shaft for outputting a torque generated by an internal combustion engine as a drive torque for driving a rear wheel, a torque transmission mechanism T which includes a gear pair consisting of bevel gears and a drive shaft and which transmits the drive torque to the rear wheel, and a vehicle speed sensor such that teeth of a driven gear constituting the gear pair constitute a portion to be detected. The vehicle speed sensor includes a main body portion having a detecting portion opposed to the addendum of the teeth in the direction of a normal to the addendum cone surface of the driven gear, and the main body portion extends along the normal direction.

Abstract: A hydraulic pressurizer system (30) comprises a drive source (an engine 2 and a motor generator 4), which drives a hybrid vehicle (1), a mechanical oil pump (20), which is driven by the drive source, an electrical motor (22), which is activated by a 12V battery (24), an electrical oil pump (21), which is driven by the electrical motor (22), and a control unit (15), which activates the electrical motor (22). The pressurizer further comprises a ratio-change mechanism (7), which is activated by hydraulic oil supplied by the mechanical oil pump (20) and by the electrical oil pump (21) to establish a speed change ratio, at which the rotational driving force of the drive source is transmitted to wheels (8) with a rotational speed change. For executing a control for stopping the drive source, the control unit (15) executes a cleaning operation, which operates the electrical oil pump (21) for a predetermined time before the stopping of the drive source.

Abstract: A shift control system of an automatic transmission and a method thereof include controlling the off-going and on-coming clutches according to hydraulic pressures of the off-going and on-coming clutches calculated based on a flare amount when a flare occurs, controlling the on-coming clutch according to hydraulic pressure of the on-coming clutch calculated based on a shifting time interval when the flare does not occur and the shifting time interval is smaller than or equal to a predetermined time interval, and controlling the off-going and on-coming clutches according to hydraulic pressures of the off-going and on-coming clutches calculated based on an excess rate of change of a turbine speed when the shifting time interval is larger than a predetermined time interval.

Abstract: Hydraulic transmission circuit with N hydraulic motors, wherein each motor comprises N sub-motors, all N2 sub-motors having the same cylinder displacement. The circuit comprises one common feed duct, adapted for receiving fluid under pressure, and to which one feed sub-motor of each motor is connected; one common exhaust duct, adapted for ejecting exhaust fluid, and to which one exhaust sub-motor of each motor is connected; N serial ducts, each serial duct connecting a feed, first sub-motor to an exhaust, N-th sub-motor via N?2 interposed sub-motors, these N connected sub-motors respectively belonging to the N motors. This circuit allows tight synchronization of the N hydraulic motors.

Abstract: A method of operating an articulated machine includes sensing an articulation angle and a wheel steering angle of the machine, and controlling a locking state of a differential responsive to a steering radius of the machine. An articulated frame wheeled machine is further provided, and includes a front frame unit with a wheel steering apparatus, a back frame unit and an articulation apparatus coupled between the front and back frame units. First and second sensors are operable to sense a wheel steering angle and an articulation angle of the machine, and an electronic control is provided which is configured to selectively lock or unlock a differential of the back frame unit responsive to a steering radius of the machine.

Abstract: A method adaptively learns torque converter (TC) slip in a transmission having a hydrodynamic torque converter assembly by setting a baseline TC slip profile, determining an actual TC slip value at different temperatures, generating an adapted TC slip profile by adapting the baseline TC slip profile in response to the actual TC slip values, and controlling the amount of TC slip during a neutral idle (NI) state of the transmission using the adapted TC slip profile. A vehicle includes a torque converter and a controller. The controller calibrates the TC slip during a first transmission state, and controls the amount of TC slip during a second transmission state. The controller measures actual TC slip data points, and adapts a TC slip profile to more closely approximate a natural slip curve of the vehicle in response to the actual slip TC slip value data points.

Abstract: A method for variable operation of a vehicle transmission using rough road sensing includes defining a first set of parameters to calibrate the vehicle transmission for a smooth road condition and a second set of parameters to calibrate the vehicle transmission for a rough road condition. The method includes sensing a road condition, generating a road condition signal corresponding to the road condition, and measuring a magnitude of the road condition signal. The method includes switching from the first set of parameters to the second set of parameters to operate the vehicle transmission when the magnitude of the road condition signal exceeds a first predetermined threshold. The method includes switching from the second set of parameters to the first set of parameters to operate the vehicle transmission when the magnitude of the road condition signal is less than a second predetermined threshold that is different than the first predetermined threshold.

Abstract: A process for operating a power train of a vehicle, during an activated internal combustion engine (2) start/stop function. The power train includes the engine (2), which is started with torque from a starter (3), an output (5), and a non-positive shifting element (6A), having a continuously variable transmission, and a starting device (6) arranged between the engine (2) and the output (5). A portion of the torque from the engine (2) and/or the starter (3), depending on a set shifting element (6A) transmission capacity, is directed by starting device (6) toward the output (5). When there is a demand for starting the engine (2), the shifting element (6A) transmission capacity is adjusted to an amount at which at least a portion of the torque, generated by the starter (3), exceeding the needed torque to start the engine (2) during the startup procedure, is directed to the output (5).

Abstract: A speed change control system for an industrial vehicle includes: a speed ratio detecting unit that detects a speed ratio of speeds of an input shaft and of an output shaft of a torque converter; a torque converter speed ratio-based speed changer that shifts up or shifts down a speed stage of a transmission 3 in response to the detected speed ratio; a vehicle speed detection unit that detects a speed of the vehicle; a mode selection unit that selects any one of an L-mode and an H-mode; and a speed change control unit that permits an upshift provided that the vehicle speed is equal to or higher than a first predetermined value when the L-mode is selected whereas permits the upshift provided that the vehicle speed is higher than another predetermined value which is larger that the predetermined value when the H-mode is selected.

Abstract: An indicator for a vehicle having an engine and a transmission, includes a main engine speed indicator for indicating a present engine speed of the engine, and an auxiliary engine speed indicator for indicating an engine speed given after a gear shift operation of the transmission and calculated based upon the present engine speed. According to the indicator, the engine speed given after the shift operation of the transmission can be prospectively recognized. The drivability thus can be enhanced.

Abstract: Embodiments which selectively engage a motor with auxiliary equipment and a final drive assembly of the motor vehicle are disclosed. A transmission of such a motor vehicle may include a transmission input shaft to receive power from the motor, a transmission output shaft, and clutches and associated gears that define power delivered by the transmission output shaft based upon power received by the transmission input shaft. An auxiliary gearbox may include a transmission input gear associated with the transmission output shaft, an equipment output gear to power the auxiliary equipment, and a drive output gear to power the final drive assembly. The motor vehicle may further include a transmission control module to engage the transmission input gear with the equipment output gear by transitioning among locking the transmission output shaft, disengaging the clutches to reduce torque on the transmission output shaft, and placing the transmission in an unlocked neutral state.

Abstract: An apparatus is provided for suppressing torque steering in a vehicle in which left/right drive shafts are coupled via outer joints to left/right front wheels. The drive shafts are connected via inner joints to an engine and transmission. The height of the inner joints is set 5-20 mm lower than the height of the outer joints, thus forming tilt angles between the left/right drive shafts and the center axis through the left/right wheels and the outer joint. As acceleration of the vehicle increases, the engine moves upward, thus causing the inner joints to move as well. This upward movement of the inner joints causes the tilt angle formed by the drive shafts to decrease. The specific placement of the inner joints is selected so that the left/right tilt angles reach zero at a predetermined rate of acceleration, which may be the vehicle's maximum rate of acceleration.

Abstract: In a method for operating a drive train for a motor vehicle, a torque is produced by means of an internal combustion engine as a function of an available torque set value signal and transmitted to drive wheels by means of a clutch. With the help of an electric motor, a closing force is applied, with which the clutch is held in a closed position against a restoring force. The electric motor is energized in such a way that a high current is used in the case of a high torque and a lower current is used in the case of a lower torque. The thermal load of the electric motor is determined and a load signal corresponding to the thermal load is produced. The load signal is compared with a load limit signal assigned to a permissible load range. If the load signal deviates from the load-limit signal, the torque of the internal combustion engine is limited.

Abstract: A differential lock control system for controlling a differential lock of a work vehicle is adapted to determine if the work vehicle is oriented to travel in a generally straight direction, and, if the work vehicle is so oriented, automatically command activation of the differential lock. An associated method is disclosed.

Abstract: A vehicle has an engine, an accelerator for controlling the rotary speed of the engine, an axle and a multi-speed transmission for transmitting power from the engine to the axle. The multi-speed transmission includes an odd-numbered speed drive train for an odd-numbered speed level, a first clutch for the odd-numbered speed drive train, an even-numbered speed drive train for an even-numbered speed level, and a second clutch for the even-numbered speed drive train. In correspondence to operation of the accelerator and an actual speed of the axle, either the odd-numbered speed drive train or the even-numbered speed drive train is selected so as to transmit power from the engine to the axle. A shift-up or shift-down timing between the odd-numbered speed level and the even-numbered speed level relative to variation of the actual speed of the axle is changed according to detection of a tilt angle of the vehicle or a weight of the vehicle.

Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).

Abstract: A driver operates a shift pedal to perform shift change of a transmission via a shift mechanism provided in a vehicle. An operation of the shift pedal is detected by a load sensor. When a sliding gear and a fixed gear of the transmission continue to be separated from each other for a predetermined period of time or longer after a shifting operation by the driver is detected by a load sensor, the rotational speed of the engine is maintained within a target range by an ECU.

Abstract: This invention provides a vehicle control apparatus constructed so that during the control of a downshift for deceleration, braking shocks can be reduced and the amount of energy regenerated can be increased, and a hybrid vehicle equipped with the control apparatus. The hybrid vehicle 1 includes wheels 14, an engine 12, a motor 11, a multi-stage transmission 20 that reduces motor torque and transmits the reduced torque to the wheels, and a brake 15 that brakes the wheels. During deceleration downshift control, a hybrid control module 100 provides distribution control of the regenerative torque of the motor 11 and the braking torque of the brake 15 so that the total braking force of the vehicle during gear shifting matches a target value.

Abstract: A method for shifting gears in a dual clutch transmission within a motor vehicle and a motor vehicle implementing said method are suggested providing a smooth transition between gears particularly in the starting phase. The dual clutch transmission comprises a first clutch and a second clutch as well as a first partial transmission having a first and other gears and a second partial transmission having a second and other gears. The clutches are controlled to a) decrease a torque transmitting capacity of the first clutch; b) increase a torque transmitting capacity of the second clutch; c) adapt the rotational speed of the motor in direction of a rotational speed of an input shaft of the second partial transmission via increasing the torque transmitting capacity of the second clutch; and d) control the torque transmitting capacity of the second clutch to a final torque value.

Abstract: A vehicle and a method of operation is disclosed. The method of operating the vehicle may include a method of controlling a creep torque in a vehicle having a powertrain configured to provide variable creep torque. The method may comprise the steps of: detecting a vehicle creep torque condition, determining a brake torque, and adjusting a creep torque applied by the powertrain based on the brake torque.

Abstract: To simplify the switching between an automatic shift mode and a manual shift mode in a CVT. A selector switch is included in a switch unit provided on a handle bar at a position near a right grip and a shift switch is included in a switch unit provided on the handle bar at a position near a left grip. When the manual shift mode is selected, the shift switch functions as a shift control switch, whereas when the automatic shift mode is selected by the selector switch, mode selection for selecting any one of a first drive mode and a second drive mode, for example, can be made by the shift switch.

Abstract: A clutch arrangement responsive to a speed difference including an input element and an output element that are rotatable relevant to one another, a friction clutch, and a pump. The friction clutch couples the input element with the output element in dependence on a hydraulic pressure prevails in a pressure space of the clutch arrangement. The pump has a first pump part that is rotationally fixedly connected to the input element and a second pump part that is rotationally fixedly connected to the output element. The pump may be driven by a rotary movement of the input element and the output element relative to one another, with a pressure side of the pump being connected to the pressure space. An orifice having a substantially temperature independent leakage characteristic is arranged at a leakage line that leads from the pressure space to a low pressure space and extends parallel to the pump.

Abstract: The construction vehicle includes an engine, an accelerator pedal, a main pump configured to be driven by the engine, first and second traveling motors driven by pressured oil discharged from the main pump to generate driving force for traveling, a driving shaft configured to receive the driving force from the first traveling motor and the driving force from the second traveling motor, a clutch configured to switch between transmission and non-transmission of the driving force from the second traveling motor to the driving shaft, an accelerator opening degree detection unit, a vehicle velocity detection unit, and a control unit. The control unit is configured to determine the switchover velocity depending on the opening degree of the accelerator pedal, and to control the clutch when the vehicle velocity that is detected by the vehicle velocity detection unit reaches the switchover velocity.

Abstract: A fuel feeding mechanism of a vehicle includes an electronic control unit, and a throttle; the throttle is equipped with a feedback signal device, and the feedback signal device is connected to the electronic control unit; the throttle includes a pivotal shaft; a throttle position sensor is connected to the pivotal shaft of the throttle; a signal source is connected to the throttle position sensor as well as the feedback signal device of the throttle to interfere in and change a signal of the throttle, thus advancing the time of the vehicle shifting gears and helping to reduce fuel consumption.

Abstract: A mounting apparatus for mounting a data storage device that has a protrusion protruding from a sidewall thereof includes a mounting board, and a bracket. The mounting board includes a depressed portion for holding the data storage device. The depressed portion includes a first side wall. The bracket includes a leg member with an end pivotably mounted to the first side wall of the depressed portion of the mounting board. A first receiving slot for receiving the protrusion of the data storage device is defined in a bottom of the leg member. A drive portion is formed at a side of the receiving slot away from the end of the leg member, for cooperating with a corresponding protrusion of the data storage device when installing the data storage device.

Abstract: A method for automatically calibrating a transmission of a vehicle using load sensing includes sensing a change in ride height of the vehicle and measuring a magnitude of the change in ride height of the vehicle. The method includes selecting a predefined set of parameters to calibrate the transmission depending on the magnitude of the change in ride height and calibrating the transmission using the selected predefined set of parameters.

Abstract: A hybrid electric vehicle is provided. The hybrid electric vehicle includes an internal combustion engine, a mechanical torque transmission device for transmitting engine torque to at least one wheel, the mechanical torque transmission device having a lash region, an electric energy conversion device connected downstream of the mechanical torque transmission device, and a control system. The control system, adjusts the electric energy conversion device to meet a desired vehicle response, adjusts the internal combustion engine torque to transition through the lash region, and then adjusts the electric energy conversion device torque and the internal combustion engine torque to meet the desired vehicle response.

Abstract: A torque request generation system for use with a coordinated torque control system of a vehicle includes an input receiving a vehicle speed and an axle torque command. A datastore records a three-dimensional torque surface defined in terms of a coordinate system having a first axis related to the axle torque command, a second axis related to the vehicle speed, and a third axis related to an axle torque request. A torque request generation module accesses the datastore and generates a torque request based on a correlation between the axle torque command and the vehicle speed respective of the three-dimensional torque surface.

Abstract: Systems and methods for controlling the speed and direction of vehicles such as tractors.

Abstract: A differential lock control system for controlling a differential lock of a work vehicle is adapted to determine if the work vehicle is oriented to travel in a generally straight direction, and, if the work vehicle is so oriented, automatically command activation of the differential lock. An associated method is disclosed.

Abstract: A loading machine is disclosed with at least one drive train, with at least one overload protection device for the drive train and with sensors for determining an overload state in the drive train. Critical operating conditions of the loading machine can be determined based on signals from the sensors, such that the load application on the drive train can be influenced in terms of power. The determination of critical operating conditions is implemented by means of a control unit which evaluates the signals from the sensors. When preset threshold values have been attained, the control unit generates control signals for a fuel injection pump, upon which a preventive limitation of the power is initiated.

Abstract: A system for mitigating hop in a propelled machine is provided. A controller is operable to receive an aggressiveness command based on an operator input. A sensor is operable to measure a parameter indicative of hop and output a hop signal indicative of a magnitude of machine hop, based on the measurement. A manager is operable to reduce an aggressiveness indicated by the aggressiveness command in proportion to the indicated magnitude of machine hop.

Abstract: A process for operating a power train (1) of a vehicle during an activated engine start/stop function for an internal combustion engine (2), having a starter unit (3) for the internal combustion engine (2), by way of which can be generated at least a startup input torque required for starting the internal combustion engine (2), an output (5), and a non-positive shifting element (6A) configured with a continuously variable transmission, and a starting device (6) arranged between the internal combustion engine (2) and the output (5) is described. A portion of the input torque of the internal combustion engine (2) and/or the input torque of the starter unit (3) dependent on the currently set transmission capacity of the shifting element (6A) can be fed via the starting device (6) in the direction of the output (5).

Abstract: A linear actuator having a housing, a plunger slidably mounted to the housing between an extended and retracted position, and an electric motor drivingly connected to the plunger to move the plunger between its extended and retracted positions. A motor circuit controls the activation of the motor circuit and deactivates the motor circuit whenever the motor current exceeds a threshold value which varies as a function of the supply voltage to the electric motor and/or temperature. A memory storage unit stores the position of the plunger. Whenever the position of the plunger is in a state of transition between its retracted and extended position upon system initialization, the motor control circuit activates the motor to drive the plunger to a preselected extended or retracted position.

Abstract: To provide a power transmission device that can increase the range of speed variation between an engine and a power output shaft and effectively achieve reduction in size and cost of the device arrangement. The speed reduction ratios from an engine 1 to first output shaft 4c, 5c of first and second power distributors 4, 5 are different from each other. A speed change unit 10 is provided between the first output shaft 4c of the first power distributor 4 and a power output shaft 11 linked with driving wheels 2, 2 of the vehicle, and rotation transmission therebetween is achieved at a plurality of stages of speed reduction ratio. The rotation transmission from the first output shaft 5c of the second power distributor 5 to the power output shaft 11 is achieved via gears 20, 15b or rotation transmission mechanisms 15, 14 of a speed change unit 10 at a plurality of stages of speed reduction ratio.

Abstract: Apparatuses and methods for limiting torque of a motor on a vehicle. A torque limit determining device receives a weight signal indicative of an approximate weight of the vehicle. The torque limit determining device transmits a torque limit signal indicative of a torque limit for the motor as a function of the weight signal.

Abstract: A method of controlling an automated transmission of a motor vehicle, wherein the degree of accelerator-pedal depression is expressed as a pedal-depression value and a gear-shifting strategy is determined based on one or more shift characteristics, includes the steps of: determining the pedal-depression value and/or the amount of torque demanded by the driver, evaluating the shift characteristics by taking the pedal-depression value and/or driver-demanded torque into account as input quantities for the evaluation, and determining the gear-shifting strategy based on the evaluation.