Abstract: An ECU has a temperature detection unit that detects an actual temperature of the ECU, a temperature estimation unit that calculates an estimated temperature of the ECU, an abnormality determination unit for determining a presence or absence of a sign of abnormality, and a switching prohibition unit that prohibits the shift range switching in a predetermined case. The switching prohibition unit prohibits the shift range switching when there is no sign of abnormality in the temperature detection unit and the actual temperature is equal to or higher than a switching prohibition threshold, and prohibits the shift range switching when there is a sign of abnormality in the temperature detection unit and the estimated temperature is equal to or higher than a switching prohibition threshold. The temperature estimation unit calculates the estimated temperature based on a latest actual temperature in a normal period.

Abstract: A rotary machine employing a heterodyne transmission includes: a central axle; a planetary gear set comprising a sun gear journaling the central axle and a plurality of planet gears surrounding and intermeshed with the sun gear; and a plurality of rotating clusters, each of the rotating clusters comprising a rotating central body and a plurality of rotating eccentric bodies surrounding and intermeshed with the rotating central body, wherein the rotating central body is coupled to a respective one of the planet gears, and wherein each of the rotating eccentric bodies has a center of mass off-axis with respect to its axis of rotation.

Abstract: A work vehicle includes an engine, a transmission to change a received rotational force to a rotational force at a gear ratio that corresponds to a desired vehicle speed and output the changed rotational force, a first operating tool to change the rotation speed of the engine and a deceleration rate of the transmission, a rotation speed controller to control the rotation speed of the engine based on an input provided to the first operating tool, and a second operating tool to receive a holding instruction to hold the rotation speed of the engine constant. In response to the holding instruction being inputted to the second operating tool, the rotation speed controller is configured or programmed to disable control of the rotation speed of the engine which control is based on the input provided to the first operating tool, and hold the rotation speed of the engine constant in accordance with the holding instruction.

Abstract: The present disclosure relates to the technical field of vehicles, and particularly to a vehicle control method and apparatus, a storage medium and a vehicle. The method includes: acquiring a pressure of a brake master cylinder and an opening degree of an accelerator pedal; when the pressure of the brake master cylinder is greater than a first preset pressure threshold, the opening degree of the accelerator pedal is no less than a first preset opening degree threshold, and a moment when the pressure of the brake master cylinder is greater than the first preset pressure threshold is earlier than a moment when the opening degree of the accelerator pedal is no less than the first preset opening degree threshold, controlling the vehicle to enter an activated state of a launch starting function; and when the vehicle is in the activated state, controlling an engine of the vehicle to output a target torque.

Abstract: The control method for the continuously variable transmission in the present invention detects a magnitude of an acceleration request, and when the acceleration request exceeds a preset threshold value, the control method controls a transmission ratio by switching from a first shift mode, in which a target transmission ratio is changed steplessly, to a second shift mode, which includes a stepwise change in the target transmission ratio. Then, when executing the second shift mode, a target engine rotation speed is set according to the magnitude of the acceleration request, and a step-down shift, in which the target transmission ratio is lowered stepwise according to the target engine rotation speed, is executed at an acceleration start time, and the target engine rotation speed after executing the step-down shift is retained for a predetermined period.

Abstract: A user input signal management method for a vehicle provided with a prime mover having an output that rotates and an input for a user input signal that controls the rotating speed of the output of the prime mover. The method including the reception of a signal representative of the position of a user input of a vehicle, the reception of data representative of at least one condition of the vehicle, the modification of the received signal representative of the position of the user input as a function of the data received and the supply of the modified signal to the accelerator input of the prime mover.

Abstract: The invention relates to a motor vehicle transmission (6) having a drive input shaft (9), a drive output shaft (10), a first planetary gearset (P1), a second planetary gearset (P2), and a third planetary gearset (P3), where the drive input shaft (9) is provided for coupling to an electric machine (5). Furthermore, at least functionally a first shifting element (A), a second shifting element (B), and a third shifting element (C) are provided. In addition, the invention relates to a drive unit (4), a drive axle (3) and an electric vehicle.

Abstract: A storage device stores a mapping data entry that specifies a mapping and includes data learned through machine learning. A detection value of an oil temperature sensor is an oil temperature detection value. When oil temperature relation data, which is data corresponding to time series data of the oil temperature detection value, is input to the mapping as an input variable, the mapping outputs an output variable that determines whether a frictional engagement element has an anomaly. Processing circuitry executes an obtainment process that obtains the input variable and an anomaly determination process that determines whether the frictional engagement element has an anomaly based on the output variable that is output from the mapping as a result of inputting the input variable obtained in the obtainment process into the mapping.

Abstract: A monitoring method and device for determination of a gear-stick position, a vehicle control unit, and a vehicle. The monitoring method for determination of a gear-stick position includes: acquiring a first actual gear-stick position and a first acceptable gear-stick position calculated by a functional layer; calculating a second actual gear-stick position according to a gear-stick position signal; determining whether the first actual gear-stick position and the second actual gear-stick position are consistent; in case that the first actual gear-stick position and the second actual gear-stick position are consistent, determining whether the first acceptable gear-stick position is valid; and in case that the first actual gear-stick position and the second actual gear-stick position are inconsistent or the first acceptable gear-stick position is invalid, controlling the vehicle to enter a safe state. The present application can ensure safe driving of a vehicle.

Abstract: A gearshift control apparatus of a vehicle includes: a sensor configured to measure a speed, a brake position sensor (BPS) value, and an accelerator position sensor (APS) value of the vehicle, and a controller configured to, in a gearshift section spaced apart by a preset distance from a speed bump located on a road on which the vehicle travels, (i) calculate a deceleration of the vehicle and a gradient of the road after the speed bump, (ii) determine a correction factor corresponding to the deceleration of the vehicle and the gradient of the road, and (iii) perform a gearshift to a shift stage corresponding to the correction factor and the speed of the vehicle.

Abstract: Methods for controlling a transmission of a vehicle are provided. Such methods include establishing a desired speed profile for the vehicle when travelling along a road segment, performing a plurality of simulations, each of a vehicle response, in the road segment, to a respective gear control action, wherein the gear control action differs from one simulation to another, wherein the simulations include an aim to keep the speed on the speed profile, or within one or more established limits of deviations from the speed profile, determining costs for the simulated vehicle responses, selecting, in dependence on the determined costs, one of the gear control actions, controlling the transmission with the selected gear control action.

Abstract: A method, performed by a control device, for starting a combustion engine during free-wheeling with engine off is described. The method comprises a step of controlling the clutch to a partially closed state, thereby starting the combustion engine; a step of controlling the clutch to an open state when the combustion engine has started, but prior to the output shaft of the combustion engine has reached a rotational speed synchronized with the rotational speed of the input shaft of the gearbox; and a step of synchronizing the speed of the combustion engine to the speed of the input shaft of the gearbox through control of fuel injection to the combustion engine.

Abstract: A drive unit for a hybrid vehicle that is downsized without reducing N.V. performance. The drive unit comprises: a geared transmission that transmits torque between a power split mechanism and a differential unit; and a reduction mechanism that multiplies torque of a second motor to be delivered to the differential unit. In the drive unit, an engine, a first motor, the power split mechanism, and a counter drive gear are arranged around a first rotational axis, the differential unit, the second motor, the reduction mechanism, driveshafts, and a differential ring gear are arranged around a second rotational axis, and a counter driven gear is arranged around a third rotational axis. The reduction mechanism is positioned without overlapping with the engine, the first motor, and the counter drive gear in an axial direction.

Abstract: Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear, in which some of the shifting elements (A, B) are already actuated, a transmission input (1) is decoupled from a transmission output (2) of the vehicle transmission. In a driving gear the transmission input (1) is coupled to the transmission output (2) of the vehicle transmission by closing the shifting elements (A, B, C, D, E) associated with the driving gear, in order to propel the vehicle. With the neutral gear engaged a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B) actuated in the neutral gear a shifting element (D) associated with a reversing gear of the vehicle transmission is also closed.

Abstract: A control device of a gear transmission-equipped vehicle includes a power controller that starts power reduction control when it is determined that a start condition is satisfied, the power reduction control being control of reducing power transmitted from a driving source to a gear transmission. The start condition includes: a condition that a detection value of a gear position sensor that detects a current gear position of the gear transmission falls within a transition region between engagement regions corresponding to respective gear positions; and a condition that a speed difference obtained by subtracting a rotational speed of an output shaft of the gear transmission from a rotational speed of an input shaft of the gear transmission is a threshold or more.

Abstract: An automatic transmission of the present invention is provided with: a plurality of rotating shafts; a plurality of gears; a plurality of synchronizing mechanisms including an output-side synchronizing mechanism; a lubricating oil storage part that stores a lubricating oil which is drawn upward by rotation of the gears; a shift position detection unit that detects which of a plurality of shift positions, including a neutral position, has been selected; and a control unit which, if the neutral position has been detected by the shift position detection unit, causes a synchronizing mechanism other than the output-side synchronizing mechanism to operate, and brings a clutch into a connected state after coupling a rotating shaft other than an output shaft and a gear other than an output-side gear.

Abstract: The disclosed vehicle braking device controls a hydraulic brake system (2) and a regeneration brake system (3) mounted on a vehicle (1) in accordance with an acceleration value and a brake value, and includes a first divider (11), a second divider (12), and a controller (13). The first divider (11) divides a driver demand torque set according to the accelerator value into a target coast torque and a remaining torque. The second divider (12) divides a sum of a deceleration torque set according to the brake value and the target coast torque divided by the first divider (11) into a hydraulic-brake demand torque and a regeneration-brake demand torque. The controller (13) controls the hydraulic brake system (2), using the hydraulic-brake demand torque, and controls the regeneration brake system (3), using a total regeneration brake torque calculated from the remaining torque and the regeneration-brake demand torque.

Abstract: The controller starts an output of an engagement instruction of the lockup clutch when a vehicle speed becomes a lockup start vehicle speed under a state where the lockup clutch is disengaged. When the vehicle speed, which is obtained a predetermined time after the output of the engagement instruction is started due to the vehicle speed becoming the lockup start vehicle speed, has reached a predetermined vehicle speed, the controller continues the output of the engagement instruction. When the vehicle speed has not reached the predetermined vehicle speed, the controller stops the output of the engagement instruction and restarts the output of the engagement instruction when the vehicle speed reaches a lockup restart vehicle speed which is set to a vehicle speed higher than the lockup start vehicle speed while the output is stopped.

Abstract: An apparatus of controlling a gear shifting of a vehicle, and a method thereof, to improving shift quality by minimizing the jerk generated in a shifting process of the vehicle, includes storage that stores a Gaussian process (GP) model on which machine learning is completed, and a controller that detects a change amount of engine torque and a change amount of an engagement-side clutch torque based on the GP model, and controls the gear shifting of the vehicle according to the change amount of the engine torque and the change amount of the engagement-side clutch torque.

Abstract: A method of controlling a transmission of a vehicle, includes determining, by a controller, whether a shift prohibition condition for preventing overheating of the transmission of the vehicle in a terrain mode, which is a rough road driving mode of the vehicle, is satisfied; determining, by the controller, whether a shift operation of the transmission corresponding to a busy shift phenomenon of the transmission is detected when the shift prohibition condition is satisfied; and prohibiting, by the controller, shifting of the transmission when the shift operation of the transmission corresponding to the busy shift phenomenon of the transmission is detected.