Abstract: A method for the operation of a drivetrain comprising an automatic transmission, a motor and at least five shift elements in which two shift elements are engaged and three shift elements are disengaged. When carrying out an upshift or downshift, a first shift element is either disengaged or engaged, and a second shift element is engaged or disengaged. While the first upshift or downshift is being carried out, a second shift element is prepared for disengaging or engaging and a third shift element is prepared for engaging or disengaging. Actuation of the second shift element occurs by virtue of a minimum selection of a first alternative or a maximum selection a second alternative. While the first upshift or downshift is being carried out and while the second upshift or downshift is being carried out, at least one fourth shift element is kept engaged or nearly engaged.

Abstract: A gear change control device is provided for a straddle-type vehicle having a clutch and a transmission. The device includes a clutch actuator configured to engage and disengage the clutch. A transmission actuator is configured to change a gear of the transmission. At least one sensor is configured to sense an operational condition of the straddle type vehicle. At least one switch is configured to generate a gear change command. A controller is operatively connected to the clutch actuator, the transmission actuator, the at least one sensor, and the at least one switch. The controller is configured to change gears in response to the gear change command and during the gear change reengage the clutch under either a first control routine or second, different control routine based upon the operational condition of the straddle-type vehicle determined by the at least one sensor.

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 friction clutch operatively arranged between a drive unit and a gearbox. The method includes the steps of detecting torque transmitted by the friction clutch, determining a coefficient of friction between friction linings of a clutch disk and antifriction surfaces of the friction clutch, and evaluating the functional capability based on the determined coefficient of friction. In order to avoid an evaluation of a friction clutch that has not yet been broken-in as a worn friction clutch, the evaluation is postponed during a specified breaking-in phase of the friction clutch.

Abstract: A control system for a powertrain of a vehicle includes a torque module and a damping control module. The torque module determines a first output torque and a second output torque of the engine. The second output torque is determined after the first output torque. The torque module also determines a torque difference based on the first output torque and the second output torque. The damping control module generates a damping torque in a transmission based on the torque difference.

Abstract: A process for controlling a twin clutch transmission with two partial drive trains with respectively a friction clutch interposed between an internal combustion engine and the partial drive train is provided. If the transmission capacity of a friction clutch falls below the engine torque, engine intervention takes place. If the clutch temperature rises further above a default value, an emergency operation is initiated, in which the affected partial drive train is deactivated by opening the affected friction clutch, a preselection strategy used in the other partial drive train is changed and the other partial drive train is activated.

Abstract: A system and method for selectively opening a drivetrain of a vehicle is described. In one example, an electrically operated clutch is opened during selected driving conditions to conserve kinetic energy of the vehicle. The method may reduce fuel consumption during selected conditions.

Abstract: A clutch control system for a vehicle includes an actuator which is configured to control a hydraulic pressure. A timer is configured to measure a time period from a timing at which a hydraulic pressure supply source starts supplying hydraulic oil to a hydraulic clutch to a timing at which the hydraulic pressure reaches a predetermined value. A clutch control compensator is configured to calculate a control compensation value of an amount of operation of the actuator based on the time period measured by the timer. A clutch controller is configured to control the actuator based on the control compensation value and the amount of operation of the actuator using a deviation between the hydraulic pressure detected by the hydraulic pressure detector and a target hydraulic pressure set according to a condition of the vehicle.

Abstract: A construction vehicle includes a control unit configured to shift gear after performing pre-shifting to couple a target speed-change gear that corresponds to a target speed with a target speed-change shaft in non-transmitting state of rotation of the input shaft when the gear shift is performed from a current speed to the target speed, in a state in which the current speed gear that corresponds to the current speed step and the current speed-change shaft that corresponds to the current speed gear are coupled. When the vehicle speed detected by the vehicle speed detecting section is zero, the control unit is configured to perform pre-shift auxiliary control prior to the pre-shifting control to input the rotation of the input shaft to the target speed-change shaft in a state in which the target speed-change shaft is not coupled to the plurality of speed-change gears.

Abstract: A method of controlling a hydraulic actuator of a friction coupling that includes a pump, which is driven by an electric motor, a pressure line, which contains a non-return valve and which runs from the pump to an actuator cylinder with an actuator piston that acts on the friction coupling. A rapid drain valve has a flow connection to the actuator cylinder and contains a slide that responds to the pressure prevailing on the side of the pump that faces the slide. To optimize the dynamic and static control behavior of the actuator, a control variable is determined for the electric motor from the target pressure and the actual pressure in the actuator cylinder. At least two different control algorithms are executed, depending on whether the difference between the target pressure and the actual pressure is positive or negative.

Abstract: The temperature of a machine component is controlled by transferring heat generated by a torque converter under restricted conditions to the component. The machine includes a circulating fluid system configured to transfer heat from the torque converter to the remotely positioned machine component. A controller is configured to sense the temperature of the component, and to restrict motion of the torque converter turbine when the sensed temperature is below a desired temperature. Heat generated by the torque converter under the restricted condition is transferred through the circulating fluid system to the remote component, such as the machine power source, to control the temperature thereof.

Abstract: A method of controlling an automated friction clutch arranged in a drivetrain of a motor vehicle in the force flow, between a motor and transmission, and the automated friction clutch is designed to be passively engaged by spring pressure and can be disengaged and engaged by a controllable clutch actuator. The automated friction clutch is provided with a path sensor for detecting the clutch actuator travel such that during the operation of the motor a current key point of a torque characteristic, provided for controlling the friction clutch, is determined and used for adapting the torque characteristic. With the friction clutch engaged and without the clutch actuator exerting any force, several values of the actuator travel are determined at intervals from which a current engagement point, close to the actual engagement point of the torque characteristic, is determined and with which the torque characteristic is adapted.

Abstract: A bicycle with an auxiliary power unit with improved positional stability of a torque sensor and inhibits the position of the sensor from being misaligned. A power-assisted bicycle includes an annular hollow member inserted over an outer periphery of a crankshaft and a one-way clutch, disposed on the hollow member, for transmitting, when a pedaling torque in a direction in which the power-assisted bicycle travels in a forward direction is applied to the crankshaft, the pedaling torque to a rear wheel. In the power-assisted bicycle, a magnetic film is formed in a recess disposed in an outer periphery of the hollow member; and a magnetostrictive torque sensor is positioned and fixed by a support member for supporting the magnetostrictive torque sensor rotatably relative to the annular hollow member at both ends of the recess such that the magnetostrictive torque sensor faces the magnetic film in the recess.

Abstract: A method of engaging a clutch within a drive train may include detecting a fault in a clutch engagement data link, selecting an alternative clutch control logic, detecting a value indicative of a rotational speed of a first portion of the clutch and moving a second portion of the clutch based upon the detected value.

Abstract: A vehicle driving force control device including an input shaft rotation number sensor which detects a transmission input shaft rotation number to be input from an engine to an automatic transmission, an accelerator opening sensor which detects accelerator opening, a TCU for calculating a required output of the automatic transmission based on the transmission input shaft rotation number and the accelerator opening, and an electronic control unit which controls the engine and the automatic transmission based on the required output. The TCU sets the required output to a constant value regardless of the transmission input shaft rotation number when the accelerator opening is not larger than a predetermined value, and sets to increase or decrease the required output according to increase and decrease of the transmission input shaft rotation number when the accelerator opening is larger than the predetermined value.

Abstract: A method and a device for operating a motor vehicle, in which during driving mode the frictional connection between the vehicle engine and at least one drive axle is interrupted, and the vehicle engine is shut down, wherein the frictional connection between the vehicle engine and the at least one drive axle is restored when the driver operates an operating element, the vehicle engine remaining in the off state.

Abstract: A method for determining the filling pressure for a clutch and a hydraulic clutch adapted to conduct said method are suggested where clutch linings are brought into engagement against the force of a clutch release spring by a hydraulic pressure system. The hydraulic pressure is controlled such that an engagement point where the clutch linings abut against each other but without establishing a torque transmitting capacity in the clutch can be reached quickly and precisely. The purpose is to achieve a short gear shifting time, but at the same time avoid impacts due to premature torque transmittal capacity in the clutch during gear shifting. A precision shifting mode or a fast shifting mode can be established, compromising speed and torque transmitting capacity depending on the preferred driving mode.

Abstract: A recovery control system and method for automatic transmissions includes a diagnostic module that determines a fault condition of a variable bleed solenoid (VBS) when the automatic transmission fails to establish a desired drive ratio. A recovery module initiates a recovery cycle of the VBS based on the fault condition. The fault condition includes one of a clutch stuck-on condition and a clutch stuck-off condition. A clutch controlled by the VBS fails to disengage during the clutch stuck-on condition, and the clutch fails to engage during the clutch stuck-on condition.

Abstract: A method and device are provided for controlling disengagement of an automated vehicle master clutch arranged in a vehicle drivetrain between a vehicle propulsion unit and a step geared transmission. The method includes the steps of determining a first output torque of the propulsion unit prior to initiation of a master clutch disengagement procedure, computing a second output torque of the propulsion unit in dependence of at least the first output torque, and where the second output torque is closer to zero torque than the first output torque, initiating the master clutch disengagement procedure by initiating an oscillation in drive shafts by abruptly altering propulsion unit output torque from the first to the second output torque, and disengaging the master clutch when the oscillation has reached a first oscillation turning point. Benefits can include faster gear shifting and better comfort with maintained transmission durability.

Abstract: Method for controlling the functioning of two heat engines connected to a torque distributor (5) in a fire-fighting vehicle, each engine being provided with automatic transmission and with a first clutch (K1) connecting the first (A) of said engines to a delivery pump of a liquid; with a second clutch (K2) connecting the first engine (A) to the vehicle's traction; with a third clutch (K3) connecting the second engine (B) to the vehicle's traction. The control has an activation or a deactivation step of said delivery pump, by closing or opening said first clutch (K1) at a vehicle speed lower than a threshold higher than zero, and in a condition of decelerating vehicle, with the simultaneous opening or closing of said second clutch (K2), and if said conditions are verified within an interval of time from an activation or deactivation request.

Abstract: A control system includes a shift stage determination module and a clutch control module. The shift stage determination module determines a duration of a first power-on downshift when a second power-on downshift is requested, where a power-on downshift is a downshift of a transmission that occurs when an accelerator pedal is depressed. The clutch control module completes the first power-on downshift and selectively starts controlling the second power-on downshift before the first power-on downshift ends.

Abstract: A dual-clutch transmission (DCT) shift sequencing system includes a shift type module that determines a shift type based on a scheduled gear and a current attained gear of a DCT. A shift sequence module determines a sequence index based on the shift type. A sequencing module generates a fork command signal and a clutch command signal based on a first sequencing table corresponding to the sequence index. A shift abort module may be included to terminate an ongoing shift and to transition to an updated shift. A fork control module controls fork shifting in the DCT based on the fork command signal. A clutch control module controls clutch engagement in the DCT based on the clutch command signal.

Abstract: In a powertrain that includes wheels for driving a vehicle, an engine including a crankshaft, a machine driveably connected to the crankshaft and able to operate alternately as an electric motor and electric generator, a transmission including an input clutch driveably connected to the crankshaft and an output driveably connected to at least two of the wheels, and an electric storage battery having a variable state of charge and electrically connected to the machine, a method for controlling vehicle creep including adjusting a torque capacity of the input clutch to a desired magnitude of input clutch torque transmitted to the wheels, determining a desired change in torque produced by the machine such that a speed of the crankshaft is controlled to a desired idle speed, using the magnitude of input clutch torque capacity and the desired change in torque produced by the machine to determine a desired magnitude machine torque, and using the machine to produce said desired magnitude of machine torque.

Abstract: A drive unit for a motor vehicle, comprising an engine, a transmission or gearbox, a clutch aggregate for transmitting torque, the clutch aggregate including at least two friction clutches that are assigned to an input shaft of the transmission or gearbox, wherein at least one of the at least two friction clutches features an energy accumulator operatively arranged to generate a lock-up force required for torque transmission through the clutch aggregate, and a control unit operatively arranged to control an automatic activation of the at least two friction clutches and the transmission or gearbox, wherein in the event of a malfunction of the activation of the friction clutch, the stored energy in the accumulator creates an interruption of torque transmission within a section of the drive unit connected downstream of the clutch aggregate.

Abstract: A method controls an internal combustion engine in a drive train having a hydraulic torque converter with a pump wheel and a turbine wheel, during a changeover from an overrun mode into a traction mode. In the method, the rotational speeds of the pump wheel and of the turbine wheel are sensed simultaneously and compared with one another, and a deviation of the rotational speed of the pump wheel from the rotational speed of the turbine wheel being determined. If the rotational speed of the turbine wheel is higher than the rotational speed of the pump wheel and the deviation drops below a predefined threshold value, the torque of the internal combustion engine is set in dependence on the deviation and a rate of change of the rotational speed of the pump wheel. Furthermore a control unit is configured to carry out such a method.

Abstract: During a starting operation or a low-speed drive of a vehicle on a slope, the drive control of the invention sets a gradient-corresponding rotation speed N? as a rotation speed of an engine to output a required driving force against a longitudinal vehicle gradient ?fr (step S110), and sequentially sets a low-?-road correction rotation speed Nlow upon identification of a low-?-road drive condition, a vehicle speed difference-compensating rotation speed Nv based on a vehicle speed V, and a brake-based correction rotation speed Nb based on a brake pressure Pb (steps S120 through S250). The drive control sets a target engine rotation speed Ne* based on these settings (step S260) and subsequently sets a target throttle opening THtag (step S270). The operation of the engine is controlled with the greater between the target throttle opening THtag and a required throttle opening THreq corresponding to an accelerator opening Acc (step S290).

Abstract: A method of filling a clutch chamber of an automatic transmission includes determining an engage pressure to engage a clutch of the automatic transmission. The method determines a reactive pressure of a return spring of the clutch. The method also estimates a fill pressure based on the engage pressure and the reactive pressure. The method estimates a flow rate based on the engage pressure, and generates a fill pressure command signal to fill the clutch chamber based on the fill pressure, the flow rate and a flow rate limit.

Abstract: A method for positioning an engine, a clutch of a transmission of the engine being activated in a targeted manner and engaged in a controlled manner during the deceleration process of the engine. Also, a system for positioning an engine.

Abstract: A method of controlling a machine drive having a driveline PTO establishes a driveline torque perturbation via conversion of internal inertia through two transmission neutral conditions. In an example, when a request is received, e.g., from an operator, to shift the driveline PTO from a first mode to a second mode, the transmission is automatically modulated between its first neutral condition and its second neutral condition while the driveline PTO is shifted from the first mode to the second mode, thus minimizing torque lock and facilitating mode changes.

Abstract: A transmission for a hybrid vehicle including a combustion engine and an electric propulsion system may include a forward clutch assembly, a fluid chamber, a fluid supply, and a forward clutch holding valve. The forward clutch assembly may include a hydraulically actuated clutch member in communication with the fluid chamber. The forward clutch holding valve may be in communication with the fluid chamber and the fluid supply. The valve may provide communication between the fluid supply and the fluid chamber when in a first position and may seal the fluid chamber when in a second position, thereby maintaining a fixed quantity of fluid within the fluid chamber.

Abstract: A riding type vehicle includes an automatic transmission capable of executing a shift change by a clutch actuator and a shift actuator. A clutch is controlled by the clutch actuator and is a multiplate clutch. The multiplate clutch is provided with bias member configured to enlarge a partial clutch engagement region of the clutch. The multiplate clutch is configured such that during shift change, both of the clutch actuator and the shift actuator are controlled to operate in overlapping manner.

Abstract: Riding comfort of a vehicle is improved by reducing deceleration and acceleration exceeding the expectation of a rider due to gear changes. A gear change control device calculates current torque being transmitted from a drive-side member of a clutch to a driven-side member of the clutch, and calculates post-completion torque estimated to be transmitted from the drive-side member to the driven-side member after the completion of engagement of the clutch. The gear change control device then controls the degree of engagement of the clutch according to the difference between the current torque and the post-completion torque, and receives a next gear change command according to the difference between the current torque and the post-completion torque.

Abstract: A clutch controller that transmits appropriate torque during engaging operation of a clutch and prevents excessive increase or decrease in engine speed. The clutch controller performs request follow-up control under which a clutch actuator is actuated based on a difference between actual transmission torque that is transmitted from a drive-side member to a driven-side member of a clutch, and request transmission torque that is determined based on a rider's accelerator operation, such that the actual transmission torque approximates the request transmission torque. If an engine operates in a predetermined operation condition, rotational speed maintaining control is performed under which the clutch actuator is actuated such that the actual transmission torque approximates the engine torque, in place of the request follow-up control.

Abstract: A control device of a vehicle which switches a lockup clutch to an operating state depending upon vehicle conditions determines switching of the lockup clutch from lockup-ON switching lines established when the lockup clutch is in an engaged state, or from lockup-OFF switching lines established when the lockup clutch is in a released state. When switching of the lockup clutch is determined based on one of the lockup-ON switching lines and the lockup-OFF switching lines, a determination based on the other switching lines is selected as an effective determination about switching once the same switching of the operating state as that determined based on the above-indicated one of the switching lines is determined based on the other switching lines.

Abstract: In a drive system, where power from a motor is transmitted to a drive shaft and a transmission ratio is changed by a transmission, if the absolute value of the difference between the reference torque Tm2r0, which is the drive shaft side torque Tm2r at the onset of a change in the shift speed of the transmission, and the driving shaft side torque Tm2r during the change is less than the threshold value ? until the end of the change (S280), the application state of a brake in the transmission during the change and the state of the hydraulic pressure supplied to the brake are learned (S290). During the change, and actuator of the transmission is controlled using those learned results. Accordingly, any deviations that may have occurred due to changes over time in the transmission, etc. are corrected and the shift speed of the transmission is changed more appropriately.

Abstract: A method and system for controlling an engine controller in response to actual vehicle load.

Abstract: A system for controlling a torque converter clutch in a vehicle powertrain includes a controller having an input for receiving powertrain operating parameter information. The controller is configured to determine a torque converter speed ratio based on the powertrain operating parameter information and to compare the speed ratio to a specified speed ratio limit. The controller is further configured to determine a target torque converter slip when the speed ratio exceeds or meets or exceeds the specified speed ratio limit; to compare the target slip with a desired slip value based on an vehicle noise, vibration or harshness (NVH) limit; and to control torque transmission of the torque converter clutch based on comparison of the target slip and the desired slip value. A method for controlling a torque converter clutch is also provided.

Abstract: A vehicle automatic speed change power transmission control includes a control arrangement with overshoot/undershoot protection logic. The control is used with an electro-hydraulic pressure control module featuring a linear solenoid, and which supplies a hydraulically-actuated clutch configured to effect gear changes. The overshoot/undershoot protection logic is configured to detect when a commanded increase/decrease clutch pressure satisfies a clutch pressure threshold and to then activate the protection logic. Once the protection logic is activated, large command pressures increases/decreases are implemented in a series of stages having variable gains. The first stage has an aggressive gain and achieves 50-80% of the commanded clutch pressure. The second stage has a reduced gain and achieves 90% of the commanded clutch pressure. The third stage has a still further reduced gain and achieves about 100% of the commanded clutch pressure.

Abstract: An apparatus for improving fuel efficiency of a vehicle is provided, including an engine, a generator system and an air-conditioning system. The generator system and the air-conditioning system are connected respectively through transmission elements and a moveable first active transmission wheel and a second active transmission wheel on the engine core axis. A first clutch is placed between the crank shaft of the engine and the first active transmission wheel, and a second clutch is placed between the first active transmission wheel and the second active transmission wheel. Also, a control circuit is provided to control the operation of the first clutch and the second clutch, in order to control the driving and rotation of the first active transmission wheel and/or the second active transmission wheel. The control circuit further determines according to the signal whether power is provided directly to the generator system and further drives the air-conditioning system.

Abstract: Various embodiments of methods, apparatus and systems that calibrate main modulation of an elector-hydraulic control system are presented. Some embodiments calibrate regulator control signals that cause a main regulator valve to develop a main line pressure based upon status of a clutch trim valve that develops a clutch feed pressure for a clutch of a transmission.

Abstract: A powertrain for a vehicle includes an engine having an output and a transmission selectively driven by the output of the engine. A torque converter is disposed between the engine and the transmission for selectively coupling the output of the engine to the transmission. A controller is in communication with the engine and the torque converter and controls a pressure: within the torque converter based on an input parameter supplied to the engine.

Abstract: In a vehicle powertrain that continually transmits power to a first set of vehicle wheels and selectively transmits power through a clutch to a second set of vehicle wheels, a method for controlling the clutch includes determining that brakes for slowing the vehicle wheels are applied and that an accelerator pedal of the vehicle is depressed less than a reference magnitude, determining that the rate of change of the average front wheel speed is greater than the rate of change of the average rear wheel speed, and setting the torque capacity of the clutch to a target magnitude.

Abstract: An actuator shifts a selectable one-way clutch (SOWC) between a plurality of operating modes. A first spring has a preload compression that is equivalent to a first start pressure. A second spring, disposed adjacent to the first spring, has a preload compression that is equivalent to a second start pressure. A plunger movably contacts the first spring and a slide plate movably extends from the plunger. The slide plate engages the SOWC such that the SOWC shifts between the operating modes in response to movement of the slide plate. The first spring is compressible from beyond the preload compression to a first stop position as the pressure is increased from the first start pressure to a first stop pressure. The second spring is compressible from beyond the respective preload compression to a second stop position as the pressure is increased from the second start pressure to a second stop pressure.

Abstract: Provided is a selectively actuable compliance system for a vehicle transmission having a clutch in hydraulic communication with a clutch feed path. The compliance system also includes a disconnect valve or control that may selectively disconnect an accumulator or compliance element from the clutch feed path. While utilizing the compliance element during power-on up-shift may be desirable, the compliance element is not desirable for power-on down shifts. Therefore, this system provides a means of efficiently managing the use of a compliance element (or accumulator with damper) in the clutch assembly of a vehicle transmission.

Abstract: Method for determining the filling pressure for a clutch that comprises clutch linings, a clutch release spring, and a hydraulic pressure system for closing the clutch against the force of the clutch release spring. By several method steps iteratively a set-filling-pressure is determined that allows an optimum pressure to bring the clutch linings quickly into an abutting position at an engagement point, but avoiding such high pressure that would press the clutch linings against each other in a manner that would cause the clutch to transmit torque.

Abstract: An electronic clutch control apparatus is provided for a vehicle having a clutch assembly and a clutch lever operatively associated with the clutch assembly. The electronic clutch control apparatus includes an actuator for driving a clutch assembly, an operation amount sensor for sensing an operation amount of a clutch lever, an electronic control unit for controlling the operation of the actuator based on the detected operation amount received from the operation amount sensor, and a feedback unit for applying an operation reaction force to the clutch lever. The feedback unit includes a plurality of springs having different spring constants. The feedback unit is configured such that when the clutch lever is operated in an operation amount increasing direction thereof, the operational reactive elastic forces of the plural springs are sequentially applied to the clutch lever.

Abstract: A method and a device for controlling a clutch, for example an automatic friction clutch forming part of a drive train of a motor vehicle, for a torque transfer between an engine and a transmission, with the clutch having significant clutch way points assigned to it. For achieving the operational readiness of the clutch over the shortest possible time period, whereby an accurate clutch adjustment is still guaranteed, a clutch way point coordinate system is monitored by checking the point of engagement of the clutch, established through a learning process and having at least a relevant clutch way point for the starting procedure. In case of any recognized change(s), the clutch way point is suitably corrected or otherwise used as is.

Abstract: A control device of a lock-up clutch of a torque converter interposed between a transmission and engine used with a vehicle, is disclosed. The control device has a sensor which detects an input rotation speed to the torque converter, a sensor which detects an output rotation speed from the torque converter, a differential pressure control device which controls the differential pressure applied to the lock-up clutch, and a controller which sets a target slip rotation speed of the torque converter; calculates a real slip rotation speed which is a difference between the detected input rotation speed and the detected output rotation speed; and performs feedback control to determine the differential pressure applied to the lock-up clutch so that the real slip rotation speed coincides with the target slip rotation speed.

Abstract: A rough road detection system for a vehicle comprises a first acceleration sensor that measures vertical acceleration of a component of the vehicle. An adaptive acceleration limits module determines a first acceleration limit based upon a speed of the vehicle. A limit comparison module generates a rough road signal based on a comparison of the first acceleration limit from the adaptive acceleration limits module and the measured acceleration from the first acceleration sensor.

Abstract: When an N position sensor is ON, even though the N position is selected, the oil pressure supplied to a clutch C1 which is engaged during the transition from the non-running state to the running state is raised in advance to a predetermined oil pressure; and, if a running request is detected when a D position decision has not been made, irrespective of whether or not a shift lever has been shifted from its N position to its D position, first speed starting off from rest control is performed, in which the oil pressure supplied to the clutch C1 is raised to an oil pressure at which the clutch C1 is capable of power transmission.