Abstract: In accordance with one aspect of the techniques described herein, there is provided a vehicle comprising an engine, an automatic, robotic, or continuously variable transmission mechanically coupled to the engine, a four-wheel drive system, a vehicle control system coupled to the engine, the four-wheel drive system and the transmission, a breaking system, a gas pedal for controlling the operation of the engine, a break pedal for controlling the operation of the breaking system, the gas pedal and the break pedal being disposed in the vehicle for control by a right foot of the driver, the vehicle further comprising an additional pedal being disposed in the vehicle for control by a left foot of the driver and coupled to the vehicle control system, wherein the additional pedal is separate and distinct from the break pedal and the gas pedal and wherein additional pedal controls the four-wheel drive system of the vehicle.

Abstract: A vehicle control device for controlling a vehicle with a drive source, a friction transmission mechanism provided between the drive source and drive wheels and a fluid transmission mechanism provided between the friction transmission mechanism and the drive source includes a suppression unit configured to suppress a decrease of a speed ratio of the fluid transmission mechanism if the speed ratio becomes negative when the vehicle starts.

Abstract: A method of controlling a transmission for a vehicle may include performing deceleration intention determination, by a controller, of determining an intention of a driver for deceleration based on whether a brake pedal signal is received by the controller, upon determining that the driver intends to decelerate, performing downshift determination, by the controller, of determining an intention of the driver to use engine braking based on whether manual downshift of a shifter is performed by the driver, upon determining that the driver intends to use the engine braking, performing continuous shifting determination, by the controller, of determining whether the driver intends to implement maximum engine braking through continuous shifting, and upon determining that the driver has the intention to implement the maximum engine braking, performing continuous shifting, by the controller, of implementing maximum engine braking by shifting to a lowest gear implementable under a current driving condition.

Abstract: A power machine with an engine, a drive pump driven by the engine, and a drive motor operably coupled to the drive pump to receive a drive signal and provide a motor output to effect travel of the power machine is disclosed. A brake system on the power machine includes a brake for reducing or stopping movement of the power machine. A controller receives indications of a braking condition and whether the drive pump is outputting the drive signal. The controller determines in response to receipt of the indication of the braking condition whether the drive pump is outputting the drive signal to the drive motor shuts down the engine if the drive pump is providing the drive signal to the drive motor upon receipt of the braking condition.

Abstract: The present invention relates to a steering system that allows the user to switch between a first steering mode and a second steering mode by a purely mechanical means. This includes, but is not limited to, switching from an all-wheel steering mode to a crab steering mode. The four wheel steering interchange system includes a chassis, a front wheel steering system, a rear wheel steering system, and a steering control link that connects the front wheel steering system and the rear wheel steering system. The four wheel steering interchange system also includes a steering interchange that mechanically switches the steer of the attached vehicle from one mode to a second mode.

Abstract: A zero-turn-radius mower includes a chassis, a pair of drive wheels for supporting the chassis above a ground surface, an engine, and a pair of transmissions or other drive mechanism for driving the drive wheels. A manually-moveable brake lever enables an operator to selectively brake the drive wheels and a manually-moveable bypass lever enables the operator to selectively engage bypass functions of the transmissions. The brake lever and the bypass lever are mechanically coupled such that engaging the brake lever causes the bypass lever to be engaged with the brake lever, but engaging the bypass lever does not cause the brake lever to be engaged. The brake lever and the bypass lever each including a locking mechanism that retains the respective lever in an engaged position.

Abstract: A transmission ECU 12 determines whether or not the conditions for executing a neutral control operation are satisfied (step S11), and measures hydraulic oil temperature if it determines that the execution conditions are satisfied (step S12). Then, the transmission ECU 12 sets a target speed ratio for a torque converter 3 corresponding to the measured hydraulic oil temperature (step S13), and performs a neutral control operation to bring the speed ratio of the torque converter 3 equal to the target speed ratio (step S14).

Abstract: A clutch control device for controlling a clutch installed between an engine and a transmission in a power transmission device for a vehicle includes a clutch actuator driven by a working fluid, a stroke sensor for detecting a movement of the clutch actuator, a flow rate control valve for controlling an amount of the working fluid in the clutch actuator, and a flow rate control valve control device for controlling a position of a valve body of the flow rate control valve responsive to a detection signal from the stroke sensor.

Abstract: A voting strategy is used to determine the mode state of a transmission when a vehicle is restarted. A Powertrain Control Module, a Transmission Range Control Module, and a Gear Shift Module communicate through a communication network during execution of the voting strategy. Each module stores a remembered mode state (Normal, Neutral Hold, Neutral Tow, etc.) of the transmission in non-volatile memory. Upon module initialization, the Powertrain Control Module will compare its own remembered mode state of the transmission with the remembered mode state reported by the other two modules. A basic voting strategy is that if two of the three modules report the same remembered mode state then the Powertrain Control Module changes the transmission to that same mode state.

Abstract: An automatic disengaging method for a master clutch dependent power take-off (PTO) arranged in a vehicle for preventing undesired movement or actions of the implements associated with the PTO and undesired wear of a clutch collar (release bearing). The PTO is driven by an engine via a master clutch between a crankshaft of the engine and an input shaft in a gearbox. The gear box further comprises an output shaft which is powered by the input shaft, optionally via an intermediate shaft. A power take-off is connected to the input shaft or, optionally, to the intermediate shaft. The system further includes a control unit connected to the master clutch and the gear box. When the control unit registers that the master clutch is disengaged, a gear is engaged in the gearbox and certain conditions are fulfilled (e.g.

Abstract: An automatic transmission control apparatus is provided with a brake switch, a brake fluid pressure detecting section, a range position detecting section, a neutral control section and a prohibiting section. The brake switch is configured to output an on-signal when a brake pedal is depressed and otherwise output an off-signal. The brake fluid pressure detecting section is configured to detect a brake fluid pressure corresponding to a brake pedal depression force. The range position detecting section is configured to detect if a traveling range of an automatic transmission is selected.

Abstract: When a vehicle stops, a brake control unit maintains a braking force applied on a wheel by a braking-force application unit for maintaining a halted state. In this state, if a driver depresses the accelerator pedal to execute starting of the vehicle, the braking force is gradually decreased, and the vehicle starts at a speed that accords with a degree of accelerator opening and a gradient of a road on which the vehicle is stopped. When a movement direction at this time is the same as a movement direction intended by the driver, the braking force is decreased to zero for smooth starting. When the movement direction is opposite to the intended movement direction, the braking force is increased to control the movement in the opposite direction, such that the movement changes from the opposite direction to the same direction, and finally, smooth starting in the desired direction is executed.

Abstract: The present invention provides a traveling operation device that is configured so that the speed-change lock mechanism shifts from the speed-change locked state to the unlocked state when the brake operation mechanism is operated. The present invention also provides a traveling operation device including a forward-side speed-change pedal and a rearward-side speed-change pedal for operating a traveling stepless speed-change device provided in a working vehicle, wherein the forward-side speed-change pedal and the rearward-side speed-change pedal are arranged spaced apart in a vehicle width direction so as to define a footrest region in between at one of left and right step boards in the working vehicle.

Abstract: The ECT_ECU performs a step of determining that an ON failure has occurred in a depressing force switch when the depressing force switch is turned ON while a brake lamp switch is OFF, and setting a flag F; a step of determining whether the brake lamp switch, which is turned OFF at a position on a release side with respect to a depressing force switch setting position, has been turned OFF, when the flag F has been set; and a step of increasing commanded pressure for engaging an input clutch as rapidly as possible, when the brake lamp switch has been turned OFF.

Abstract: A receiver capable of receiving a remote vehicle stop request signal is mounted to a commercial vehicle and connected to the vehicle antilock braking ECU by a vehicle communication bus. The receiver may also be capable of transmitting a signal, thereby allowing the desired vehicle to be isolated. Furthermore, a user input device may be mounted to the vehicle that allows manual input of a park signal. When the park signal has been received by the vehicle ECU, the vehicle braking system is employed, thereby preventing the movement of the vehicle.

Abstract: A take-off control apparatus and method is provided for a vehicle equipped with an automatic transmission having an apply element that is applied when the vehicle takes off from a standstill, which executes a neutral control that releases the apply element when the automatic transmission is in a forward-drive range and the vehicle is stopped with a predetermined condition being satisfied, and executes a neutral cancellation control that cancels the neutral control when a different predetermined condition is satisfied. A braking state of the vehicle is detected, and completion of cancellation of the neutral control is determined based on the detected braking state.

Abstract: In a control apparatus for an automatic transmission, a return control is executed to engage a clutch that has had its engagement pressure lowered and to disengage a brake so as to resume the state of the automatic transmission from the neutral state under a neutral control to the one where the forward speed is established. As the time for the neutral control becomes longer, the decrease in the torque of an output shaft of the automatic transmission becomes gentler. Accordingly an initial value of a control command value for the clutch pressure is decreased with the increase in the neutral control time such that the engagement of the clutch becomes gentler.

Abstract: A control apparatus for an automatic transmission, which executes a neutral control by which an input clutch that transmits driving force from a driving source to the automatic transmission is released when conditions, being i) a shift lever is in a position corresponding to a forward speed range, ii) an accelerator operation is not being performed, iii) a brake operation is being performed, and iv) a vehicle speed is equal to, or less than, a predetermined vehicle speed, are fulfilled, is provided a controller which detects a road gradient and outputs a command to release the input clutch when i) the detected road gradient is equal to, or less than, a predetermined value, and ii) the conditions are fulfilled. After the command has been output, the controller compares the detected road gradient and the predetermined value and cancels the output of the command if the road gradient is greater than the predetermined value. Accordingly, fuel efficiency is able to be further improved during the neutral control.

Abstract: An automatic gear shifting device for a vehicle comprises a member coupled to a portion of a surface of the vehicle. An arm is pivotally coupled to a portion of the member. The arm is coupled to at least at least one actuator for providing reciprocating motion of the arm. A neutral gear positioning actuator is activated when a brake pedal of the vehicle is engaged, and a drive gear positioning actuator is activated when the brake pedal is disengaged. The arm is coupled to a transmission linkage shaft to provide shifting from drive gear to neutral gear when the brake pedal is engaged and shifting from neutral gear to drive gear when the brake is disengaged.

Abstract: In a vehicle, such as a lawn and garden tractor, having an engine that drives a hydrostatic transmission and having forward and reverse pedals that control the hydrostatic transmission, an operator-actuated transmission locking mechanism locks the forward and reverse pedals in a neutral position. The vehicle includes a parking brake that has a manually set portion to cause engagement of the parking brake. The transmission locking mechanism is mechanically connected to the manually set portion such that the manually set portion and the transmission locking mechanism are actuated together.

Abstract: A motorcycle having a speed control rotary throttle grip and a pivoted brake lever both mounted on a steering handlebar, is provided with a split clamp ring surrounding the throttle grip and movable to releasably clamp the throttle grip against rotation from a preset position of cruising speed. A catch pin supported by one section of the split clamp ring is movable with the other section of the clamp ring to releasably secure the sections together. The catch pin is movable either manually by physical force or automatically by movement of the brake lever during braking of the motorcycle speed. Manual force may be applied to move a clamp lever, while automatic operation is achieved by movement of the brake lever into engagement with the clamp lever.

Abstract: An executed time of a backward slipping moderation control is counted by a timer, and after a predetermined period of time is elapsed, the control is terminated. Upon the termination of the control, a control of operation of a brake actuator is executed so that a wheel cylinder pressure is decreased with a gentle slope in comparison with a normal operation of the brake actuator for terminating the control. Where the backward slipping moderation control is executed by controlling a brake fluid pressure of the brake actuator, an acceleration &agr; of a vehicle is estimated. If the acceleration is larger than a predetermined value, a target pressure P is increased, thus generating a relatively large braking force.

Abstract: The invention relates to a method and an apparatus for operating an automated change-speed gearbox of a motor vehicle. The control device of the change-speed gearbox communicates via signals with a control unit of an anti-block control system. To allow particularly comforatable operation of the change-speed gearbox, the invention envisages that, as a function of signals from the control unit of the anti-lock control system, the change-speed gearbox is set to a neutral position, an appropriate gear ratio is determined and this gear ratio is engaged.

Abstract: A decelerator control system includes a first control member, a machine control device, an engine, at least one brake, and a transmission. The first control member is manually moveable and is adapted to produce a first operator control signal. The machine control device is adapted to receive the first operator control signal and responsively produce an engine control signal, a brake control signal, and a transmission control signal. The engine is adapted to receive the engine control signal and responsively control the speed of the engine. The brake is adapted to receive the brake control signal and responsively control an engagement of the brake. The transmission is adapted to receive the transmission control signal and responsively control an engagement of the transmission.

Abstract: A control apparatus for a synchromesh type automatic transmission system of a motor vehicle capable of suppressing speed-stage downshift operation which may occur successively upon application of sudden braking as well as occurrence of a gear squeaking phenomenon and shock due to speed change brought about by the downshift operation. The control apparatus includes a shift/select actuator of a multi-stage speed change gear unit (3), a brake switch an accelerator pedal position sensor, an output rotation speed sensor, and a speed stage control means for controlling the shift/select actuator on the basis of detection signals outputted from the sensors. When it is decided that the brake switch is in a closed state and that the deceleration determined arithmetically on the basis of the vehicle speed is not greater than a predetermined value the multi-stage speed change gear unit is shifted to a neutral position and thereafter the decision as to the speed change is suspended.

Abstract: A motor vehicle has an automated clutch (2) and/or an automated transmission (3) that are operated by an actuator (11, 8) through control commands of a control device (7). At least some of the control commands depend on sensor input indicating whether or not the brakes of the motor vehicle are applied. To detect the actuation of the brakes, the motor vehicle uses two brake sensors or switches (71, 72) rather than only one, thereby providing an additional margin of safety in the operation of the vehicle.

Abstract: A method for operating machine transmission during braking, includes obtaining data relating to brake pedal position, machine velocity, machine engine speed, current transmission operating gear, and lowest operating gear. Next, downshifting thresh holds are set based on whether pedal position is in a downshift mode or a braking mode. Next, the transmission is downshifted if the machine velocity and machine engine speed are less than the downshifting thresh holds, and if the transmission operating gear is not the lowest operating gear. Next, the transmission is neutralized if the pedal position is in a neutralizing mode, if the velocity is less than a neutralizing thresh hold velocity, and if the transmission is in the lowest operating gear. Finally, the above steps are repeated until the transmission is neutralized.

Abstract: A method and apparatus for controllably engaging, or disengaging, or both engaging and disengaging, a neutralize mode associated with a transmission located on a machine is disclosed. The machine has a controller, a memory associated with the controller, and a braking system. A determined system brake pressure is compared with at least one of an established neutralize pressure value and in gear pressure value. The neutralize mode is engaged or disengaged in response to the comparison.