Abstract: A vehicle bumper assembly having an outer surface and is a bumper having an opening and a lighting optical assembly engaging the opening is provided. The lighting optical assembly has a front wall, defining part of the outer surface, and a rear shell, which supports the front wall and comprises at least one connecting portion fixed to the bumper. The bumper assembly has an additional coupling element, which has an end fixed to the bumper and a supporting portion set behind the rear shell and is set astride of the rear shell. The material, shape, and dimensions of the additional coupling element are such as to render it elastically deformable in the event of impact at a relatively low speed.

Abstract: To prevent a crack from being transferred to the side surface of a housing by concentrating stress in a notch when an impact is applied to a control apparatus so that the crack develops in the coupling position of the first bracket. This protects the housing and protects the circuit board from a fire hazard, thereby ensuring the control of an air bag during a collision and the reading of an air bag operation record after a collision.

Abstract: An airbag of an airbag device for a driver seat has a front panel and a back panel. In the airbag having undergone spontaneous inflation, when a size between a securing position of the airbag to a retainer member and the most protruding portion of the airbag with respect to the securing position is set as 1, the most protruding portion by the back panel is located at a position spaced from the securing position by 0.5 or greater, a diameter of the inflated airbag of an opposing portion to an inner surface of the wheel is 0.6 to 1.2 times as large as an inner diameter of the wheel, and a diameter of the inflated airbag of a joint portion of the front panel and the back panel is greater than the diameter of the inflated airbag of the opposing portion to the inner surface of the wheel.

Abstract: A vehicle seat incorporating a side airbag includes a seat cushion and a seat back, if an impact is detected at that side of the seat back, the inflator is activated, generating high-pressure gas, the gas gushes in the airbag, inflating the airbag, and the airbag so inflated tears up the sewn part of the seat back, which are positioned at the front part of the vehicle wall side of the seat back, and develops to the side and front of the occupant, isolating the occupant from the vehicle wall and protecting the occupant; and the airbag is secured to the inner side of the side frame on the vehicle wall side, an expansion restriction plate is provided on the inner side of the airbag, and the airbag is sandwiched between the side frame on the vehicle wall side and the expansion restriction plate.

Abstract: A vehicle seat includes: a seat frame; a seat cover provided with a rupture portion; an airbag disposed in the seat; a pair of webbings provided so as to surround the airbag on a back surface side of the seat cover, one end sides of the webbings being mounted to the rupture portion; and a mounting section mounting the other end sides of the webbings to the seat frame. In a vehicle collision, the airbag is protruded out of the seat by rupturing and opening the rupture portion. The mounting section is provided at a place where a body of the seat frame is disposed. When the airbag is uninflated, the mounting section holds the other ends of the webbings apart from the body of the seat frame, and an inhibition portion in the mounting section inhibits contact between an edge-shaped portion formed in the body and the webbings.

Abstract: An airbag system for use in a passenger vehicle includes a first airbag and a second airbag and a first airbag module. The first airbag module is shaped for mounting in a first front seatback and includes a first bracket, a first airbag in a deflated condition disposed in the bracket, and an inflator connected to the airbag. The first airbag in an inflated condition is sized to span a gap between the first front seatback and a second front seatback. A second airbag in a deflated condition is included as part of one of the first airbag module and a second airbag module. The second airbag in an inflated condition overlays the first airbag on one of a forward side and a rearward side.

Abstract: A curtain airbag apparatus includes an inflator configured to generate gas, an airbag configured to be inflated when the gas flows into the airbag, and a diffuser pocket disposed in the airbag and coupled to the inflator to distribute the gas to front and rear sides of the airbag. The diffuser pocket includes a first surface, a second surface, a first concave portion formed at a rear end of the first surface, a second concave portion formed at a rear end of the second surface, a first main sewed portion formed by sewing lower ends of the first and second surfaces, a second main sewed portion formed by sewing the first and second concave portions, and a tear seam portion formed by sewing the first surface in proximity to the first concave portion and the second surface in proximity to the second concave portion.

Abstract: A far-side airbag apparatus includes an airbag and an inflator that discharges inflation gas for deploying and inflating the airbag. The airbag is fixed to the seat frame of the backrest of a vehicle seat and is deployed and inflated on the side corresponding to the center of the passenger compartment. The airbag is divided into first to third inflation chambers, and the first inflation chamber accommodates the inflator. The far-side airbag apparatus includes a tension belt having a first end and a second end. The first end of the tension belt is connected to the surface of the airbag at a position that corresponds to a seam, which divides the first inflation chamber and the second inflation chamber from each other, and the second end is connected to the seat frame.

Abstract: This igniter has a heating element, an ignition agent positioned so as to be in contact with the heating element, and conductive pins that pass through an insulating layer, and are electrically connected to the heating element. One end of each conductive pin is exposed through the insulating layer in such a manner that a current supply component, which supplies an ignition current, is connected to the heating element. An IC tag is positioned inside the insulating layer, in the vicinity of the conductive pins.

Abstract: A vehicle body includes a pillar member disposed on an outer side of a cabin in a vehicle width direction and a side wall member located closer to inside in the vehicle width direction than the pillar member and coupled to the pillar member. The guide member for guiding drawing of a webbing includes a front edge fixing portion coupled to the pillar member, a rear edge fixing portion coupled to the side wall member, and a guide body whose two ends are coupled to the front and rear edge fixing portions and which forms a webbing drawing opening together with the pillar member and the side wall member. The front and rear edge fixing portions are separated from each other with an interval greater than or equal to a width of the webbing and coupled to the pillar member and the side wall member.

Abstract: A lock member includes a closed cylindrical portion having lock teeth and a fixation boss provided inside the cylindrical portion and inserted in a fitting hole formed at one end of the take-up drum and facing the take-up drum along an axial direction of the cylindrical portion. A stopper mechanism includes a ring member whose inner peripheral surface is mounted on the fixation boss and whose outer peripheral surface is fitted in the fitting hole so as to prohibit relative rotation with respect to the fitting hole. The ring member is movable relative to the fixation boss in the axial direction of the take-up drum by the relative rotation with respect to the fixation boss. Further, movable area allowed for the ring member to move on the fixation boss axially outward with respect to the take-up drum has an movable end located inside of the closed cylindrical portion.

Abstract: A webbing take-up device including: a spool on which a webbing fitted over an occupant is taken up; a restricting member restricting a rotation of the spool in the pullout direction under specific circumstances; a force limiter mechanism permitting the rotation of the spool in the pullout direction when a force limiter load or a higher load is imparted while the restricting member is restricting the rotation of the spool in the pullout direction; a switching member being capable of switching between a disposed position at a first position and a disposed position at second position, and provided between the first position and the second position; and an operation member being capable of being switched between operation and non-operation, whereby the disposed position of the switching member is switched between the first position and the second position and the force limiter load is switched between a high-load and a low-load.

Abstract: The present invention provides a webbing take-up device that can effectively suppress tilt of a rotation body when an actuation member has been actuated. In a webbing take-up device, tilt restricting portions are provided at a V gear. The tilt restricting portions are provided at a radial direction inner side than a place of engagement between a W pawl and ratchet teeth of a sensor holder and project further toward a sensor holder side than an end surface at the sensor holder side, which end surface is at the outer side in the radial direction than the place of engagement. For this reason, tilt of the V gear with respect to its axial direction can be restricted.

Abstract: A seat belt retractor instantly switchable between only winding of a webbing to winding and drawing-out of the webbing. Operation member 61 moves from a non-operation position E1 to an operation position E2, and locking mechanism 9 stops rotation of a winding drum in a drawing-out direction “P”. Movement member 70 moves an arrangement member 62 to a first position F1 or a second position F2, and arrangement member 62 arranges the operation member at the non-operation position E1 or the operation position E2. Urging means 63 urges the arrangement member 62 toward the first position F1. While winding a webbing 2, a second maintaining portion 77 of the movement member 70 maintains the arrangement member 62 at the second position F2. Release portion 78 of member 70 releases the arrangement member 62 toward a first portion 74, where the member 62 is kept at the first position F1.

Abstract: A pretensioner apparatus of a seat belt may include a movement tube, a piston movably disposed inside the movement tube, a gas generator fluid-connected to the movement tube and generating a gas upon crash of the vehicle so as to inject the gas into the movement tube to move the piston in a predetermined direction, a linkage unit, a worm connected to the piston through the linkage unit, and a worm wheel engaged with the worm, wherein the worm rotates according to movement of the piston via the linkage unit when the piston moves in the predetermined direction by the gas generated by the gas generator, and wherein the worm wheel fixed to a spool rotates together with the worm to rotate the spool and a seat belt webbing connected to the spool is wound around the spool while the worm rotates according to the movement of the piston.

Abstract: A seatbelt retractor has: a holding plate arranged at a housing outer side and including a shaft receiving hole which rotatably supports a cylindrical shaped boss portion formed at a take-up drum side end of the driven body; and a restricting member arranged at take-up drum side of the holding plate to restrict movement of the boss portion in radial direction so that the boss portion projecting from the hole is positioned co-axial with the take-up drum. The boss portion which faces an inner peripheral surface of the hole includes a pair of radially projecting portions provided on both sides with reference to rotation axis direction projecting radially outward at full periphery of the boss portion. The pair of radially projecting portions project radially outward over the hole so at least a peripheral edge portion of the hole is inserted in clearance defined by the pair of radially projecting portions.

Abstract: A system and method for creating and distributing diagnostic tests to diagnostic devices. The system includes user devices, diagnostic devices, diagnostic development system and validation/authentication system. The system can create, validate and distribute one or more diagnostic tests to various diagnostic devices. This allows user to have the latest diagnostic tests in a timely manner.

Abstract: A destination request may specify a destination location for an autonomous vehicle identified by a vehicle identifier. The request may be for uniqueness of a timestamp of the destination request. An encrypted payload of the request may be decrypted to identify the destination location using a long key associated with the vehicle identifier and indexed to a key offset determined using the timestamp. A driving command may be sent to the autonomous vehicle specifying the destination location.

Abstract: A system, method, and apparatus for disabling and/or enabling a vehicle. In one embodiment, the invention can be a method including transmitting a disable command to an electronic apparatus that is operably coupled to a vehicle. The electronic apparatus may be configured to transition the vehicle between an enabled state wherein operation of the vehicle is permitted and a disabled state wherein operation of the vehicle is prohibited. The method may further include, after the electronic apparatus receives the disable command, sending a test signal from the electronic apparatus to a remote server over a wireless network upon the vehicle being parked. When the test signal is not successfully sent to the remote server, the vehicle may remain in or be returned to the enabled state. When the test signal is successfully sent to the remote server, the vehicle may remain in or be returned to the disabled state.

Abstract: A system includes one or more processors configured to detect activation of an alarm trigger in communication with the one or more processors. The processors are further configured to determine a type of trigger and provide a subtle feedback response, based on the type of trigger, designed to avoid detection by an assailant. The processors are additionally configured to wirelessly contact an emergency responder and provide data usable in determining a vehicle location and a vehicle identification.

Abstract: A system includes a processor configured to receive vehicle borrower contact information input from a vehicle lender. The processor is also configured to send a digital invitation to use a vehicle using the borrower contact information responsive to the input, and to receive digital confirmation responsive to the electronic invitation. The processor is also configured to establish a digital key responsive to the confirmation and wirelessly send the established digital key to the borrower and the vehicle.

Abstract: A security arrangement for a motor vehicle having a vehicle management system and an on board diagnostics port to permit the external interrogation of the management system. The security arrangement includes a blocker having an electrical line, a switch and a controller to control the position of the switch, the switch having a closed position in which the electrical line is complete and an open position in which the electrical line is incomplete. The controller has a record of an identifier and is configured to close the switch when the identifier is communicated to the controller. The identifier can be communicated to the controller by way of data-input means or by a removable adaptor.

Abstract: An apparatus of detecting a position of a rotating member includes a cam plate connected to the rotating member. The cam plate includes a plurality of segments that are spaced apart from each other. The plurality of segments are disposed in an annular shape. A fixed ring is disposed between the cam plate and the worm wheel. A first contact point is in contact with an interior portion of any one of the segments and maintaining a fixed state. A second contact point is formed at an external circumferential portion of any one of the segments and is in contact with the fixed ring.

Abstract: A wiper connector arranged to a bolt-type wiper arm, comprising a sleeve tube, a fastening member and a tube body, wherein the sleeve tube has a tube body, a first and a second flange, where the first flange defines a receiving compartment therein; the fastening member has a circular ring body and a plurality of abutting portions, the fastening member is fixed within the receiving compartment of the sleeve tube, the bolt is inserted into the fastening member, the circumferential portion of the bolt is tightly engaged by the plurality of abutting portions; the base has a clutching trough, a first and a second restricting trough, where the first and the second flanges of the sleeve tube are received respectively in the first and the second restricting troughs, and the tube body is secured in the clutching trough. The instant disclosure further provides a bolt-stabilizing sleeve adaptor.

Abstract: A method of exchanging an electrical energy storage system (EESS) in an electric vehicle includes: positioning an electric vehicle in x and y directions on an EESS exchange station; after positioning, raising the electric vehicle to a predetermined height using a first lift; after raising the electric vehicle, raising an EESS lift toward the electric vehicle until the EESS lift is correctly positioned relative to a first EESS; after raising the EESS lift, removing fasteners that secure a first EESS to the electric vehicle; placing an EESS conveyor underneath the EESS lift; after placing the EESS conveyor, lowering the first EESS onto the EESS conveyor using the EESS lift; after lowering the first EESS, removing the first EESS and instead placing a second EESS underneath the electric vehicle; after placing the second EESS underneath the electric vehicle, raising the second EESS toward the electric vehicle using the EESS lift until the second EESS is correctly positioned relative to the electric vehicle; after

Abstract: A chock deployment apparatus includes a chock, a tether reel carried by the chock and a chock tether extendable from the tether reel. In typical application, the chock tether can be attached to the vehicle. The chock can be selectively wedged between a wheel of the vehicle and the surface to prevent the chocked wheel from inadvertently rolling on the surface. Alternatively, the chock can be stowed in a storage configuration when not in use.

Abstract: A stop control system for a vehicle is provided, which is capable of stably performing cranking for restarting an internal combustion engine and positively preventing the vehicle from moving by properly increasing a braking force of the vehicle, during an idle stop. In the stop control system for a vehicle according to the present invention, the engine 3 is cranked by the starter motor 6 using the power supplied from the battery 7, when restart conditions are satisfied (step 8 in FIG. 5). Further, the stop control system includes a hydraulic pump 55 driven by the power supplied from the battery 7, for increasing the braking force of the vehicle V. During a stop of the vehicle V, it is determined whether or not the braking force of the vehicle V needs to be increased (FIG. 6), and the hydraulic pump 55 is controlled according to a determination result.

Abstract: A technique involves operating a vehicle. The technique includes receiving, by processing circuitry, an accelerometer signal from an accelerometer. The technique further includes processing, by the processing circuitry, the accelerometer signal to determine whether the vehicle is currently experiencing tire skid. The technique further includes controlling, by the processing circuitry, the vehicle based on whether the vehicle is currently experiencing tire skid.

Abstract: A hydraulic block for a hydraulic unit is configured to control the brake pressure in a slip-controlled vehicle brake system. Multiple pressure sensors are received in receptors that are defined by the hydraulic block and that are configured to place each of the pressure sensors in hydraulic contact with a respective brake circuit. The pressure sensors are configured to detect wheel brake pressures in the corresponding brake circuits. The hydraulic contact between the pressure sensors and the brake circuits is enabled by a common duct that includes a shut-off element configured to block a pressure medium connection between the brake circuits.

Abstract: A hydraulic control system for a transmission includes a source of pressurized hydraulic fluid, a park servo connected to a park mechanism, the park servo having a park side, an out-of-park side, and a biasing member disposed on the park side. A first valve assembly includes a first inlet port in fluid communication with the source of pressurized hydraulic fluid, a first outlet port, and a first valve for selectively allowing fluid communication between the first inlet port and the first outlet port. A second valve assembly includes a second inlet port in direct fluid communication downstream of the first valve assembly, a second outlet port in direct fluid communication with the out-of-park side of the park servo, and a second valve moveable between an out-of-park position and a park position.

Abstract: In a method for operating a braking system of a vehicle by limiting brake pressure buildup during an activation of a brake actuating element, the rear wheel outlet valves of the rear wheel brake cylinders, which are respectively associated with a rear wheel of the vehicle, are controlled, at least temporarily, into an open state during the activation of the brake actuating element, and the front wheel inlet valves of the front wheel brake cylinders, which are respectively associated with a front wheel of the vehicle, are controlled, at least temporarily, into a closed state during the control of the rear wheel outlet valves into the open state.

Abstract: A boost arrangement for pressurizing a master cylinder of a vehicle braking system of a vehicle includes a housing, a primary piston and a secondary piston. The housing defines a boost chamber filled with brake fluid. The primary piston is disposed in the boost chamber and defines an opening extending therethrough. The secondary piston has an end extending into the opening defined by the primary piston.

Abstract: A vehicle includes an air compressor system for supplying compressed air to an air consuming circuit, wherein the vehicle includes an arrangement for determining that the vehicle is coasting. The compressor system is controllable to deliver compressed air at a first power rate and at least at a second higher power rate, and it is controlled to deliver compressed air at the second higher power rate when it is determined that the vehicle is coasting. A method for operating an air compressor system for such a vehicle is also provided.

Abstract: A pneumatic brake actuator has a housing and a divider that divides the housing into a spring chamber containing a spring and a pressure chamber. The divider has an opening that receives an end of an actuator tube. A bearing that is positioned within the opening in the divider is joined to both the divider and the actuator tube. A caging bolt has a first end positioned within the actuator tube and extends from the first end through openings in the hearing and housing to a second end positioned outside of the housing. The connection between the bearing, divider and actuator tube contains the spring within the housing in the event that the housing and/or divider fails. The divider can be a piston or a diaphragm and pressure plate. The bearing can be joined to either of the divider and actuator tube with threads and/or by welding.

Abstract: A controller for monitoring an air system in a vehicle comprises an input for receiving at least one pressure signal indicative of air pressure in an air system; and a processor having control logic. The control logic is capable of determining a volume of the air system at a first time based on the at least one air pressure signal and a vehicle factor; determining the volume of the air system at a second time based on the at least one air pressure signal and the vehicle factor; determining the difference between the volume at the first time and the volume at the second time; and transmitting an alert in response to a difference between the volume at the first time and volume at the second time. The control logic is also capable of changing the compressor operation in response to the alert.

Abstract: A hybrid electric vehicle includes an engine and a traction motor coupled to the engine by a coupling device or a clutch for providing torque to wheels of the vehicle. An inverter is electrically connected to the traction motor. A second coupling device or at least one clutch at least indirectly selectively couples the motor to the drive wheels. A controller controls the second coupling device based upon a temperature of at least one of the traction motor and the inverter.

Abstract: A vehicular system includes a crankshaft, a drive shaft, a plurality of electromagnetic machines mechanically coupling the crankshaft to the drive shaft, a power controller electrically coupled to the plurality of electromagnetic machines and configured to control current and/or voltage provided to, or received from, each electromagnetic machine of the plurality of electromagnetic machines, a supervisory controller communicatively coupled with the power controller and configured to establish an operational mode for the power controller, and a storage device electrically coupled to the power controller to store energy captured by the power controller.

Abstract: A regenerative control device for a hybrid vehicle includes a regenerative braking power control unit prohibiting or limiting execution of first regenerative braking to charge the battery with power generated by the regenerative power generation of the traveling motor generator during deceleration when it is determined that it is necessary to restrict charging of the battery. The regenerative braking power control unit causes both second regenerative braking to transmit rotary driving power to the engine by rotating the power generation motor generator by the power generated by the regenerative power generation, and combustion operation in which fuel is supplied to the engine and the fuel is burned to generate the rotary driving power at the engine, to be executed, under condition where the execution of the first regenerative braking is prohibited or limited.

Abstract: A torque-generating system includes one or more torque-generating devices, a transmission having an output member, and a controller. The controller executes a method to control an operation of the system when the output member is operating at zero output speed. The controller is programmed to determine a torque request level and an actual speed of the output member, and an effective speed of the output member, as a calibrated non-zero value, using the torque request level when the determined actual speed is zero. The controller calculates an effective power of the powertrain using the effective speed and torque request level. A control action is executed with respect to the powertrain using the calculated effective power, including transmitting powertrain control signals to the torque-generating device(s) to select an appropriate powertrain operating mode.

Abstract: A control device for controlling a vehicle driving device provided with a transmission apparatus including a plurality of engagement devices in a power transmission path between a driving force source and a wheel and selectively forming a plurality of transmission shift stages having different transmission shift ratios depending on engagement states of the plurality of engagement devices.

Abstract: A method of controlling a vehicle, in which the vehicle includes an engine, a traction motor, and a clutch configured to selectively couple the engine to the motor, includes commanding the traction motor to provide an incremental torque. The motor is commanded to provide the incremental torque in response to the clutch being in a slipping condition. The magnitude of the commanded incremental torque is in response to the lesser of first and second torques. The first torque corresponds to an engine torque, and the second torque corresponds to a clutch torque capacity.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operating modes may be manually selected to improve hybrid driveline operation during off road conditions. The approaches may improve vehicle drivability and reduce driveline degradation.

Abstract: A method comprises on board a hybrid vehicle and executed by a vehicle controller on board the hybrid vehicle, determining a pH based on a pH sensor positioned in a fuel system; and in response to a first condition comprising the pH being less than a first threshold pH, disabling an electric motor and propelling the hybrid vehicle with an engine. In this way, a risk of engine degradation due to fuel degradation can be reduced.

Abstract: A vehicle includes an occupant monitoring system and a processing circuit coupled to the occupant monitoring system. The occupant monitoring system is configured to acquire occupant data regarding an occupant of the vehicle. The processing circuit is configured to receive the occupant data; determine a vehicle operation command based on the occupant data, the vehicle operation command configured to affect operation of the vehicle while the vehicle is in a robotic driving mode; and provide the vehicle operation command to a vehicle system.

Abstract: A surroundings monitoring apparatus includes a detection unit configured to detect information on the surroundings of a host vehicle and a tracking unit configured to track a position and a speed of an obstacle in the surroundings of the host vehicle based on the result of detection by the detection unit. The tracking unit is configured to determine whether or not a tracked first obstacle is entering a blind spot area of the detection unit. In a case where it is determined that the first obstacle is entering the blind spot area of the detection unit and when a tracked second obstacle has passed the blind spot area where the first obstacle entered, the tracking unit determines that the first obstacle is not present in the blind spot area.

Abstract: A system and method for warning a vehicle driver of a potential collision when turning left or right at or near an intersection, where the system and method provide additional analysis to limit false positive and false negative warnings based on specialized circumstances. The method includes determining if the host vehicle is likely to turn at or near the intersection, and obtaining speed, velocity and position data of the host vehicle and any relevant remote vehicles. The method determines a predicted path of the host vehicle and the remote vehicles based on the speed, velocity and position data, and issues a warning to a driver of the host vehicle if the host vehicle and one of the remote vehicles may collide based on the predicted paths. If the host vehicle is in a specialized circumstance, the method provides additional collision analysis to reduce false positive warnings and/or false negative warnings.

Abstract: A driving assistance apparatus includes: an obstacle detecting unit configured to detect an obstacle outside a host vehicle and acquire obstacle information including a distance to the obstacle; a collision avoidance control unit configured to execute driving force suppression control for intervening to suppress driving force on the basis of the obstacle information acquired by the obstacle detecting unit; and a driving force return control unit configured to execute driving force return control for returning the driving force suppressed by the driving force suppression control, have a plurality of return modes in which the driving force is returned by the driving force return control, and return the driving force in one return mode selected from among the plurality of return modes on the basis of a possibility that there is an obstacle around the host vehicle.

Abstract: A travel lane marking probability calculating unit calculates a travel lane marking probability of each of travel lane marking candidates based on a calculation condition. A travel lane marking recognizing unit recognizes, as a travel lane marking, a travel lane marking candidate having a travel lane marking probability that is a threshold value or higher, among the travel lane marking candidates. A lane change detecting unit detects that an own vehicle is in the midst of a lane change. When the own vehicle is in the midst of a lane change, a condition changing unit changes the calculation condition to allow the travel lane marking probability to be more easily increased compared to when the own vehicle is not in the midst of a lane change, or changes the threshold value to be lower than that when the own vehicle is not in the midst of a lane change.

Abstract: A method of controlling a machine is disclosed. The method includes receiving signals indicative of multiple operating parameters of the machine. The method further includes determining a current machine operating pattern based on the multiple operating parameters. The method further includes comparing the determined current machine operating pattern with reference to a plurality of predefined machine operating patterns and controlling at least one of a speed of an engine and an output speed of a variable speed member based on the comparison of the determined current machine operating pattern. The variable speed member is drivably coupled to the engine of the machine.

Abstract: If a predicted compression-time in-cylinder temperature Tp having a positive correlation with the intensity of predicted pre-ignition is equal to or higher than a pre-ignition threshold value Tig when a request for automatic start is made, a forward/reverse switching mechanism is placed in a released state, and an engine is automatically started. If the predicted compression-time in-cylinder temperature Tp is lower than the pre-ignition threshold value Tig, the forward/reverse switching mechanism is placed in an engaged state, and the engine is automatically started.