Abstract: A vehicle control system includes: an operation element; a travel control unit configured to accelerate or decelerate a vehicle; and a shift range control unit configured to control a shift range of the vehicle. In a state where the shift range of the vehicle is set to a first travel range, the travel control unit accelerates the vehicle according to a moving operation on the operation element in a first travel direction and decelerates the vehicle according to the moving operation on the operation element in a second travel direction. In a state where the shift range of the vehicle is set to a second travel range, the travel control unit accelerates the vehicle according to the moving operation on the operation element in the second travel direction and decelerates the vehicle according to the moving operation on the operation element in the first travel direction.

Abstract: A speed change control apparatus includes a shifting operation unit, a speed change controller, a deceleration detector, a gradient acquiring unit, and an allowable revolution number setting unit. The speed change controller changes the speed ratio of the automatic transmission on the basis of a shifting operation received by the shifting operation unit. In a case where the shifting operation unit receives a downshift request during deceleration of the vehicle, the allowable revolution number setting unit sets high-speed downshift allowable revolution number on the basis of the deceleration rate of the vehicle detected by the deceleration detector and the road-surface gradient acquired by the allowable revolution number setting unit.

Abstract: Monitoring is provided for a drive belt of a continuously variable transmission (CVT) mounted in a vehicle having a motor driving the CVT. A rotational speed of the motor and a power level of the motor are sensed. An abuse indicator for the drive belt is set when, concurrently, the rotational speed of the motor increases at a rate that exceeds a change threshold and the power level of the motor exceeds a power threshold. A level of abuse of the drive belt is calculated based on a speed of the vehicle and on a drive belt temperature. Damage to the drive belt may be prevented by limiting a power output of the motor when an accumulated level of abuse exceeds an abuse threshold. A vehicle having an electronic control unit configured to perform the method is also disclosed.

Abstract: A method for operating a hybrid drive train of a motor vehicle (X) which has a combustion engine (VM), a transmission (G), an electric machine (EM), as well as a separation clutch (KO) positioned between the combustion engine (VM) and the electric machine (EM). During a purely electric drive operation in which the separation clutch (KO) is disengaged and, when a gear is selected in the transmission (G), and during expectation, reaching, or exceeding a rotational speed difference of the separation clutch (KO) is larger or equal to a limit value, and/or in an expectation, reaching, or exceeding a rotational speed limit of the electric machine (EM), the separation clutch (KO) is engaged. Further, an electronic control unit (ECU) executes the method and a motor vehicle (X) having such an electronic control unit (ECU).

Abstract: A shift range switching system includes: a motor that includes a motor winding and generates a cogging torque by a permanent magnet; a drive circuit; an output shaft; a shift range switching mechanism that includes a trough providing member with troughs and crests and integrally rotates with the output shaft, an engagement member that fits in one trough corresponding to a shift range, and an urging member that urges the engagement member toward the one trough; and a control unit. The engagement member drops into the one trough with an allowance. When an abnormality occurs in a motor drive system in an ascending action in which the engagement member moves from one trough toward one crest, the shift range switching system reduces an occurrence probability of an intermediate range stop abnormality.

Abstract: A flow valve control method, apparatus, and storage medium are provided. The method comprises: conducting a median current value teach-in of a flow valve starting from an initial median current value of the flow valve; and correcting a flow-current curve of the flow valve based on a deviation value obtained by the teach-in. Each teach-in process comprises: controlling current output to a flow valve, so that the flow valve successively goes through: when there is a flow passing through, an output flow enables a shifting mechanism to return to position, and when there is a flow passing through again, an output flow again enables the shifting mechanism to return to position; recording a current value the twice when there is a flow passing through the flow valve as a maximum median current value; and acquiring a deviation value of the maximum median current value from the initial median current value.

Abstract: A shift range control device includes an angle detector, a valley position learner, and a validity determiner. The angle detector detects a rotation angle of an output shaft of a shift actuator. The valley position learner learns the rotation angle of the output shaft when a locker is positioned at a valley bottom of a recess as a valley position based on a detection angle of the angle detector. The validity determiner determines validity of a learning value of the valley position learner.

Abstract: A clutch control method for a vehicle may include determining, by a controller, whether a tip-in has occurred during an in-gear state of a transmission; increasing the clutch slip rapidly to a first target slip by the controller; feedback-controlling, by the controller, so that the clutch slip is reduced toward a second target slip during a predetermined first control time period after the increasing of the clutch slip; controlling, by the controller, a clutch of the transmission with a first target slip angular acceleration after the predetermined first control time period has elapsed; feedback-controlling by the controller so that target slip angular acceleration of the clutch gradually becomes zero during a predetermined second control time period; and feedback-controlling by the controller so that the clutch slip becomes a third target slip after the predetermined second control time period has elapsed.

Abstract: When controlling a driving source torque in order to accelerate a driving wheel, a driving source torque controller performs shock suppression control of controlling the driving source torque based on an acquired driving source torque so that at least one of (i) an absolute value of relative speed between power transmission members on a power transmission path decreases when backlash between the power transmission members decreases or (ii) a transmission torque which is transmitted between the power transmission members on the power transmission path decreases when the backlash between the power transmission members is eliminated.

Abstract: A method for controlling gear shifting, including: acquiring a current gear-shifting parameter of the vehicle (101); according to the current gear-shifting parameter and a preset target rotational speed, determining a gear-shifting inputted rotational speed (102); and when a rotational speed of the vehicle reaches the gear-shifting inputted rotational speed, controlling a shifting fork to start up a gear-shifting operation (103). The method for controlling gear shifting presets the target rotational speed of the gears, and, according to the current gear-shifting parameter of the vehicle that is acquired in real time and the preset target rotational speed, inversely calculates the gear-shifting inputted rotational speed, whereby the gear-shifting inputted rotational speed is an accurate gear-shifting inputted rotational speed that matches with the current condition of the vehicle.

Abstract: A control unit (11) that outputs a shift signal to a transmission (4) when the control unit recognizes that the bucket (1) is in a loading position, such that the transmission (4) shifts not to the next-higher gear ratio, but to a further, even higher, gear ratio.

Abstract: A vehicle control device controls a vehicle control system, which includes a shift range switching system configured to switch a shift range by controlling a drive of a shift actuator, and an electric brake system configured to brake a vehicle by controlling a drive of a brake actuator. The vehicle control device includes a shift control unit and a brake control unit. The shift control unit controls a drive of the shift actuator. The brake control units control a drive of a brake actuator. When the start switch of the vehicle is turned off, the power of the brake control units is turned off after the shift range switching system completes switching to the P range.

Abstract: A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

Abstract: Transmission systems, control systems for vehicles, and methods of operating vehicles are disclosed herein. A transmission system for a vehicle includes a transmission and a heat exchanger. The transmission is configured to receive rotational power supplied by a drive unit and provide the rotational power to a load in use of the transmission system. The heat exchanger is fluidly coupled to the transmission and configured to cool a sump of the transmission to manage transmission oil temperature in use of the transmission system. The transmission includes a control system having a plurality of sensors and a controller coupled to the plurality of sensors that has a processor and a memory device coupled to the processor.

Abstract: A bicycle transmission control device comprises a controller configured to control an operating speed of a bicycle derailleur based on a running speed of a bicycle and a gear ratio of the bicycle.

Abstract: An ECU determines whether or not a road surface changes from a low ? road surface to a high ? road surface based on image data obtained by a camera sense. When the ECU determines that the accelerator pedal operation amount deceases greatly in a predetermined determination period from a time point at which a drive wheel slip state occurs in a case where the ECU determines that the road surface changes from the low ? road surface to the high ? road surface, it prohibits upshift operation of an automatic transmission over a predetermined period from that time point.

Abstract: A drive train arrangement for a motor vehicle includes at least one drive device, a start-up element arrangement, a gear drive arrangement, at least one driveshaft configured to drive drive wheels, an electronic operator control member configured to be operated, a torque control member, and a controller. The controller is configured to store torque regions for a change in load and to transmit a torque default value to the torque control member depending on an actuation of the electronic operator control member. The stored torque regions are zero transition regions with a zero transition starting point and a zero transition end point for covering all zero-load clearance regions. The controller is configured to adapt at least one respective zero transition region of at least one respective stored torque region.

Abstract: A vehicle includes and engine and a transmission having a torque converter with an impeller and a turbine. An electric machine is fixed to the impeller. At least one controller is programmed to, in response to a difference between measured and estimated speeds of the impeller exceeding a threshold, command a torque to the electric machine based on a maximum of the measured and estimated speeds of the impeller, and programmed to, in response to the difference being less than the threshold, command another torque to the electric machine based on the measured speed of the impeller.

Abstract: A shift range control apparatus controls switching of a shift range by controlling driving of a motor, and includes a signal acquisition unit and a drive control unit. The signal acquisition unit acquires rotation angle signals output from a rotation angle sensor. The rotation angle signals respectively represents three or more phases different from each other. The drive control unit controls the driving of the motor to cause a rotational position of the motor to reach a target rotational position corresponding to a target shift range. The drive control unit changes from an energization pattern in a normal state to an energization pattern and continues the driving of the motor, in response to detecting a fault of the rotation angle signal during the switching of the shift range.

Abstract: A vehicle control device controls a vehicle control system, which includes a shift range switching system configured to switch a shift range by controlling a drive of a shift actuator, and an electric brake system configured to brake a vehicle by controlling a drive of a brake actuator. The vehicle control device includes a drive control unit, an abnormality monitoring unit, and a presence determination unit. The drive control unit controls a drive of a shift actuator. The abnormality monitoring unit monitors an abnormality of the shift range switching system. The presence determination unit determines whether the driver is in the driver's seat. When the abnormality of the range mismatch, which the actual shift range does not match the target shift range in a state where the driver is absent, the vehicle control device executes the fail safe process different from the fail safe process when the driver is present.