Abstract: A shift range control device includes an encoder count unit, an energization control unit, a learning unit, an energization phase count unit, and an abnormality determination unit. The encoder count unit calculates an encoder count value based on an encoder signal. The energization control unit controls energization to the motor. The learning unit learns a wall position that is the encoder count value when an engaging member abuts on the wall portion. The energization phase count unit calculates an energization phase count value that is counted according to switching of the energization phase. The abnormality determination unit determines an abnormality of the encoder based on the energization phase count value and the encoder count value before and after learning the wall position.

Abstract: A vehicle control data generation method includes causing processing circuitry to execute an obtaining process that obtains a state of a vehicle and a specifying variable, an operating process that operates an electronic device, a reward calculating process that provides a greater reward when a characteristic of the vehicle meets a standard than when the characteristic does not meet the standard, and an updating process that updates relationship defining data. The update map outputs the updated relationship defining data. The reward calculating process includes a changing process that changes the reward, provided when the characteristic of the vehicle is a predetermined characteristic, such that the reward in a case where torque generated by an internal combustion engine is used to generate the propelling force of the vehicle differs from the reward in a case where the torque is not used to generate the propelling force.

Abstract: Systems and methods for coordinating and controlling vehicles, for example heavy trucks, to follow closely behind each other, or linking to form a platoon. In one aspect, on-board controllers in each vehicle interact with vehicular sensors to monitor and control, for example, gear ratios on vehicles. A front vehicle can shift a gear which, via a vehicle-to-vehicle communication link, can cause a rear vehicle to shift gears. To maintain a gap, vehicles may shift gears at various relative positions based on a grade of a road.

Abstract: A belt-type continuously variable transmission includes a primary pulley, a secondary pulley, and a belt wound around the primary pulley and the secondary pulley. A controller performs a process, when performing a low speed position return shift to shift a transmission ratio toward a lowermost speed position while a vehicle is decelerating. The process includes: calculating a primary pressure actual lower limit, at which the belt actually starts to slip, based on the transmission ratio and a deceleration of the vehicle; setting a lower limit of a setpoint of the primary pressure to the primary pressure actual lower limit; setting the primary pressure actual lower limit higher with a locking tendency of a vehicle wheel detected than that without the locking tendency detected; and setting the primary pressure actual lower limit with the locking tendency detected to increase as the transmission ratio varies toward the lowermost speed position.

Abstract: The controller determines whether the vehicle is in a shuttle motion from the operating position of the forward/reverse travel operating member and the actual traveling direction of the vehicle. The controller determines a target braking force when the vehicle is in the shuttle motion. The controller determines at least one of a target displacement of the travel pump and a target displacement of the travel motor based on the target braking force.

Abstract: A method for controlling an actuator of an actuator unit of a motor vehicle includes detecting desired activation of the actuator, detecting whether a currently present operating state of the motor vehicle is a first operating state or a second operating state, selecting either a first control routine upon detecting the first operating state or a second control routine upon detecting the second operating state, and actuating the drive motor with the selected first control routine or second control routine. A drive motor of the actuator unit is controlled depending on the operating state of the motor vehicle. In the first operating state, an actuation of the actuator occurs according to the first control routine with high dynamics of the drive motor, and in the second operating state, the actuation of the actuator occurs according to the second control routine with adjusted dynamics of the drive motor.

Abstract: An on-board component abnormal site identifying method includes executing an acquisition process, a calculation process, and a reporting process by an execution device. The acquisition process is a process for acquiring, by the execution device, values of input variables. The mapping includes, as the input variables, a foreign substance variable, and includes, as an output variable, an abnormal site variable. The calculation process is a process for calculating, by the execution device, a value of the abnormal site variable by inputting, to the mapping, the values of the input variables acquired through the acquisition process. The reporting process is a process for reporting, by the execution device, a calculation result of the calculation process by operating a reporting device.

Abstract: An apparatus and a method for controlling driving of a vehicle may include a first sensor that detects whether an accelerator pedal is pressed, a second sensor that detects a number of RPM of an engine, and a controller that determines whether the vehicle coasts based on whether the accelerator pedal is pressed, and determines whether to change a gear ratio of a transmission based on the number of RPM of the engine so that the coasting distance is increased in the coasting deceleration section, improving the fuel efficiency.

Abstract: A four-wheel drive force distribution apparatus for distributing drive forces to the wheels of a four-wheel drive vehicle, in which the distribution of drive force to the front inside wheel (2a) and the distribution of drive force to the rear inside wheel (3a) are adjusted based on a ground load of the front inside wheel (2a) and a ground load of the rear inside wheel (3a) when the vehicle is turning, and the distribution of drive force to the front inside wheel (2a) compared with distribution of drive force to the rear inside wheel (3a) is reduced the smaller the ratio of the ground load of the front inside wheel (2a) to the ground load of the rear inside wheel (3a) during turning.

Abstract: A control apparatus for a vehicle that includes an engine; a transmission; a damper and a clutch. The transmission has a gear ratio that is variable in a range including a torque-fluctuation insufficient absorption region in which a damper spring of the damper is elastically deformed to a certain maximum limit when a misfire occurs in the engine. The control apparatus includes: a misfire determination portion configured to determine occurrence of the misfire in the engine; and a misfire-case shift control portion configured, upon determination of the occurrence of the misfire in the engine by the misfire determination portion when the gear ratio of the transmission is in the torque-fluctuation insufficient absorption region, to cause the transmission to execute a shift-down action such that the gear ratio becomes higher than a higher threshold value of the torque-fluctuation insufficient absorption region.

Abstract: A method for controlling a vehicle includes monitoring the vehicle speed for a first threshold in conjunction with a driver request for negative torque, after which the method comprises increasing a friction braking ratio. The method further comprises monitoring the speed of the vehicle for a second threshold, wherein the second threshold is lower than the first, after which the method comprises solely using the friction braking for braking holding torque.

Abstract: Provided are an automobile chassis integration control method and system. The control method includes the steps that: a cooperative control unit receives a first engine torque output by an EMS, a first engine torque limiting request output by a four-drive controller, a second engine torque limiting request output by an ESP, and a third engine torque limiting request output by a TCU from a CAN bus respectively; and the cooperative control unit cooperatively controls the first engine torque limiting request, the second engine torque limiting request, the third engine torque limiting request, and the first engine torque, and outputs a second engine torque as an engine execution torque.

Abstract: A drive train for a vehicle includes a first electromagnetic device, a second electromagnetic device electrically coupled to the first electromagnetic device by an electrical power transmission system, and an engine coupled to the first electromagnetic device and configured to drive the first electromagnetic device to provide electrical energy. In all modes of operation where the engine drives the first electromagnetic device to provide the electrical energy, the first electromagnetic device operates without providing the electrical energy to an energy storage device.

Abstract: A control system is provided for implementing multi-layer braking and retardation in a work vehicle that includes a hybrid electric drive system having an engine and one or more electric machines. The control system includes a braking and retardation system that dissipates energy generated by motion of the work vehicle, with the braking and retardation system including a brake resistor, an engine brake, and a transmission operable to provide transmission braking. A controller receives inputs on a braking torque demand and operational parameters of the hybrid electric drive system and the braking and retardation system, determines an amount of energy absorption necessary to meet the braking torque demand, and allocates the energy to be absorbed within the braking and retardation system according to a hierarchal energy allocation scheme based on the energy to be absorbed and the operational parameters of the hybrid electric drive system and braking and retardation system.

Abstract: A synchronized transmission (1) used in a motorcycle, wherein a crankshaft actuated by the engine and a driven shaft, connected to a rear wheel, are substantially parallel and kinematically connected therebetween, comprising a first axial actuation synchronizer (16) placed at the front of the crankshaft (2) and a second axial actuation synchronizer (17) arranged at the front of a driven shaft kinematically connected to a rear wheel, each synchronizer (16, 17) comprising a respective rotating cam actuator (26, 29) having a cam (29) apt to be rotated by a respective cam spindle (30) by determining a translation thereof which interferes with an actuation end of the respective synchronizer (16, 17).

Abstract: A shift control method of a transmission including an electric oil pump (EOP) directly connected to a friction clutch for a vehicle may include: when a shift is initiated, setting, by a controller, a predetermined first target RPM for controlling the EOP; determining, by the controller, a target current based on the first target RPM; maintaining, by the controller, the first target RPM until an EOP driving current reaches the target current; when the EOP driving current is greater than or equal to the target current, linearly reducing, by the controller, an RPM of the EOP from a predetermined second target RPM to a third target RPM; and increasing, by the controller, an EOP driving power to increase a friction force of the friction clutch such that a slip of the friction clutch is smaller than a predetermined reference slip.

Abstract: A control method of controlling an idle stop-and-go (ISG) function of a vehicle provided with a manual transmission includes: determining, by a controller, whether an ISG function activation condition is satisfied based on vehicle running state information of the vehicle; stopping an engine, by the controller, when the ISG activation condition is satisfied; determining, by the controller, whether a first starting condition in which a shift stage of the manual transmission is a neutral stage is satisfied; determining, by the controller, whether a second starting condition in which a shift stage of the manual transmission is a driving stage is satisfied; and restarting, by the controller, the engine when the first starting condition or the second starting condition is satisfied. The vehicle running state information includes: an operation information of the manual transmission and a clutch pedal, and current and recorded vehicle speeds of the vehicle.

Abstract: A vehicle includes a gear selector that selects between a drive and reverse gear. The gear selected defines an intended travel direction. The vehicle also includes a controller that, responsive to user input, activates a one-pedal drive system, and responsive to detecting the vehicle is rolling back for more than a predefined time period, a feedforward road grade compensation torque being opposite to the intended travel direction and having a magnitude greater than a feedforward threshold, and a feedback data noise compensation torque in the intended travel direction having a magnitude greater than a feedback threshold, reduces the maximum magnitude of the feedforward road grade compensation torque to a predefined value throughout a current key cycle for the vehicle.

Abstract: A hydraulic system for an automatic transmission of a motor vehicle. A high-pressure circuit, in which a pressure accumulator, at least one clutch, and gear selectors and a hydraulic pump, which can be operated by an electronic control unit and by which the accumulator pressure in the high-pressure circuit can be increased in charging operation. A clutch valve that can be operated by the control unit is arranged in a clutch path between the pressure accumulator and a clutch hydraulic cylinder of the clutch, using which clutch valve a hydraulic pressure applied to the clutch hydraulic cylinder can be adjusted, and a safety valve that can be operated by the control unit is arranged upstream of the clutch valve.

Abstract: An in-vehicle control apparatus which executes various functions of a vehicle and a method for controlling the same are provided. The in-vehicle operating apparatus includes an operating unit assembly and a drive unit that is configured to rotate the operating unit assembly about one axis. The operating unit assembly includes a body, a first operating unit disposed at a first side of the body and configured to receive a first command to execute at least a first function, and a second operating unit disposed at a second side of the body opposite to the first side of the body and configured to receive a second command to execute at least a second function.