Abstract: In a method and system for determining a DTE of a vehicle, real-time transportation situation information from a current position of the vehicle to a destination is transmitted to a vehicle. The transmitted transportation situation information and obtaining vehicle forward driving situation information to the destination are received. Predicted battery consumption energy consumed for traveling from the current position to the destination using a battery usage prediction model to which the obtained vehicle forward driving situation information and current vehicle state information obtained from the vehicle are input are predicted and determined. A DTE at the destination as a predicted value at the current position is determined using the determined predicted battery consumption energy to the destination.

Abstract: A vehicle for agricultural use has wheel groups, an engine group, an engine control unit, auxiliary operating groups, a gearbox group, a power take-off group, and a detection system having an engine power detector for detecting an engine power value, an auxiliary power detector for detecting an auxiliary power value, a drive power detector for detecting a drive power value, and an operating unit operatively connected to the detectors to receive the engine power value, auxiliary power value, and drive power value and suitable for identifying a take-off power value corresponding to power used by the power take-off group. The operating unit checks the drive power value with respect to a drive threshold value and/or the power take-off power value with respect to a power take-off threshold value and is connected to the engine control unit to control supply of the engine group as a function of check results.

Abstract: Generating a lane reference from a roadway shape and/or generating a trajectory for controlling an autonomous vehicle may include determining a predicted state of the lane reference and/or a candidate trajectory by an integrator. The disclosed integrator is implemented as a numerical integrator in predominantly closed-form that is able to avoid singularities while maintaining no approximation error. The disclosed integrator is also more robust to poor initial estimations, high curvature roadways, and zero-velocity conditions.

Abstract: A drive unit includes a first electric motor, a fluid coupling, a pump, a second electric motor, and a controller. The first electric motor is configured to drive a drive wheel. The fluid coupling is configured such that a torque outputted from the first electric motor is inputted thereto. The pump is configured to supply a working fluid to an interior of the fluid coupling. The second electric motor is configured to drive the pump. The controller controls the second electric motor based on at least one of an input/output rotational ratio of the fluid coupling, a temperature of the working fluid in the interior of the fluid coupling, or an amount of the working fluid in the interior of the fluid coupling.

Abstract: An electric vehicle includes a vehicle controller. The vehicle controller is capable of switching a traveling mode of the electric vehicle between a first traveling mode and a second traveling mode that applies driving-force maps for enhancing a rough-road capability from a rough-road capability in the first traveling mode. The vehicle controller is capable of switching the traveling mode to the second traveling mode in forward traveling and in backward traveling and is configured to apply, to the backward traveling in the second traveling mode, a first driving-force map of the driving-force maps, the first driving-force map having gentler characteristics than a second driving-force map of the driving-force map applied to the forward traveling in the second traveling mode.

Abstract: An electronic control unit is a control device for controlling a vehicle including a vehicle speed sensor. The electronic control unit is configured to identify a section from start to stop of the vehicle using a vehicle speed detected by the vehicle speed sensor, determine whether the number of times of a low-speed section is more than a prescribed number of times, the low-speed section being the identified section where a representative value of the vehicle speed is less than a prescribed speed, and determine that the vehicle is in a specific situation where low-speed travel is inevitable, when it is determined that the number of times of the low-speed section is more than the prescribed number of times.

Abstract: A method for downshifting a multi-speed transmission of a marine propulsion device to a first gear from a second gear. The method includes providing a shift schedule that indicates a shift recommendation for when to downshift from the second gear to the first gear. The method further includes configuring the transmission to downshift when the shift schedule indicates the shift recommendation, determining a requested speed of the marine propulsion device, measuring an actual speed of the marine propulsion device, calculating an error between the requested speed and the actual speed, comparing the error to an error threshold, and determining when the error exceeds the error threshold longer than a duration threshold. The method further includes controlling the transmission to downshift, despite the shift schedule indicating a non-shift recommendation, when the duration threshold is exceeded so as to reduce the error between the requested speed and the actual speed.

Abstract: Predictive transmission shift request and engine torque control techniques include transmitting, from an engine control module (ECM) to a transmission control module (TCM), engine torque information and receiving back a predictive shift request for a transmission generated based on a set of known time delays and the engine torque information, controlling, by the ECM, engine torque actuators in response to and based on the predictive torque request to prepare the engine for the transmission shift operation, receiving, from the TCM, an actual shift request indicative the TCM and the transmission beginning to execute transmission shift operation, and controlling, by the ECM, the engine torque actuators in response to and based on the actual shift request to adjust a torque output of the engine during the transmission shift operation to provide a faster and smoother transmission shift.

Abstract: A hydraulic pump is driven by an engine. A hydraulic motor is driven by hydraulic fluid discharged from the hydraulic pump thereby causing a vehicle to travel. A controller controls a rotation speed of the engine and a displacement of the hydraulic pump. The controller acquires a tractive force of the vehicle. The controller changes the rotation speed of the engine to a low speed side in accordance with a reduction in the tractive force.

Abstract: A system and method of this disclosure control an on/off state of a power take-off by monitoring the power demand of a fluid power circuit that includes the power take-off and a piece of equipment connected to the power take-off. The power demand may be indicated by a pressure or temperature of a fluid power circuit, by a motion of the equipment or its hand-held controller, or by an engine torque of an engine driving the power take-off. When the equipment transitions between an off state and an on state, the controller automatically engages the power take-off. When the equipment is in the on-state for a predetermined amount of time and the power demand is at or below a predetermined threshold during the predetermined amount of time—thereby indicating idle time or an inactive state of the equipment—the controller automatically disengages the power take-off.

Abstract: A driver assistance device includes a one or more processors. The one or more processors is configured to determine whether a pedal misapplication determination condition is satisfied, and output, when the one or more processors determines that the pedal misapplication determination condition is satisfied, at least one of a warning display and warning audio directly instructing a driver to release the pedal that is depressed at a point in time of outputting.

Abstract: A braking/driving force control system, during control for maintaining a target vehicle speed, performs fuel cut and then, when a required braking/driving force for maintaining the target vehicle speed reduces, makes a downshift while fuel cut is continued. The braking/driving force control system causes a brake to generate a braking force such that the sum of a braking/driving force that a powertrain generates and the braking force that the brake generates agrees with the required braking/driving three. Thus, good fuel efficiency and riding comfort are obtained.

Abstract: A power tool, including a support structure, a pivot bearing arranged on the support structure, a shaft mounted on the support structure via the pivot bearing, a rotatable tool coupled to the shaft, in particular a saw blade, milling cutter or grinding wheel, a strain gauge arrangement for detecting a mechanical quantity which depends on a force emanating from the tool, and a control device which is adapted to recognize an event and/or a state of the power tool according to the detected mechanical quantity. The strain gauge arrangement is arranged on a stationary structure section coupled in a force-transmitting manner to the pivot bearing and is not arranged on the pivot bearing.

Abstract: A hydraulic system for a work vehicle includes a hydraulic motor configured to generate rotational power for one or more wheels on the work vehicle. The hydraulic system also includes a hydraulic pump coupled to the hydraulic motor, wherein the hydraulic pump is configured to pump hydraulic fluid to the hydraulic motor. The hydraulic control system includes a processor that is configured to receive an input indicative of a selection of a number of speed ranges that span between a minimum speed and a maximum speed for the work vehicle and to provide a motor command to set a motor volume of the hydraulic motor and a pump command to set a limit for a pump volume of the hydraulic pump to enable the number of speed ranges for the work vehicle.

Abstract: A driving assist apparatus executes an autonomous braking control to autonomously stop a vehicle when a level of potential that the vehicle collides with an obstacle is larger than a predetermined level. The driving assist apparatus executes a stopped state keeping control to keep the vehicle stopped to prevent moving of the vehicle after the vehicle is stopped by the autonomous braking control. The driving assist apparatus performs a warning to warn a driver of the vehicle when the driver performs a mistaken pressing operation of mistakenly pressing an acceleration pedal with an intention to press a brake pedal. The driving assist apparatus changes a manner of performing the warning from a first manner to a second manner when the driving assist apparatus stops the vehicle by the autonomous braking control while the driving assist apparatus is performing the warning.

Abstract: The present invention provides a vehicle control device and a vehicle control simulation device that enable, even for parallel processing with a plurality of arithmetic devices, approximation in act between at verification of simulation operation on a model base and at verification of operation on an actual vehicle. Provided are: control model information for control of a system; hardware information for operation of a control model; arithmetic-device allocation information as to which arithmetic device in hardware is allocated to perform arithmetic processing to a control program in the control model; delay time information regarding a case where the control model operates on the hardware; and a delay-time adding unit configured to create delay-inclusive control model information in which the delay time information is inserted in the control model, based on at least either the arithmetic-device allocation information or the hardware information.

Abstract: A range-change transmission device, which is a splitter transmission, includes an input shaft, an output shaft, a countershaft, at least one planetary gear set, and a torque adjustment device. A first transmission element of the planetary gear set is arranged coaxially to the output shaft. A second transmission element of the planetary gear set is or can be directly coupled to the countershaft. A third transmission element of the planetary gear set is permanently coupled to the input shaft in a rotationally fixed manner. The countershaft is or can be coupled to the torque adjustment device. The range-change transmission device has a first switching unit, which is provided to couple the countershaft to the output shaft.

Abstract: A hybrid work machine is configured with an engine 41, a hydraulic pump 51, a hydraulic actuator, a generator motor 61 coupled to the engine 41, an electric storage device 62 that transmits and receives electric power to and from the generator motor 61, an engine controller 42 that controls the engine 41 based on a target engine revolution speed, a power controller 63 that controls action of the generator motor 61, a controller 72 that controls the engine controller 42 and the power controller 63, and a target engine revolution speed change instructing device that give instructions on a change in the target engine revolution speed. The controller 72 controls the engine controller 42 and the power controller 63 to act the generator motor 61 as a generator until an actual revolution speed of the engine 41 is reduced to a revolution speed corresponding to a target engine revolution speed after change if the target engine revolution speed has been changed to be lower while the engine 41 is in an unloaded state.

Abstract: A power generation control device includes: an internal combustion engine of a vehicle; a generator driven by the internal combustion engine to generate electricity; a power storage device charged by the generator; a gear mechanism that interconnects the internal combustion engine and the generator; a detection unit for detecting vehicle information of the vehicle; a power generation controller that sets a target power generation amount of the generator based on the vehicle information and calculates a target rotational speed of the internal combustion engine and a load torque of the generator according to the target power generation amount; and a rattle suppression controller which determines whether a rattle suppression control condition of the gear mechanism is satisfied or not based on the target power generation amount and raises the target rotational speed of the internal combustion engine to a predetermined rotation number when the condition is satisfied.

Abstract: This work vehicle (tractor), which is provided with an engine and an accelerator pedal capable of changing the operational state of the engine, and is configured to be free to travel by means of an operation of the accelerator pedal by an operator, is equipped with a display near an operator's seat, said display being configured to be capable of displaying a screen (travel customization screen) for selecting whether or not to allow travel in conjunction with the accelerator.

Abstract: A control apparatus for a vehicle provided, with a step-variable transmission, includes: a feedback control portion; an input torque resetting control portion; a target input torque setting portion operated upon an increase of the accelerator pedal operation amount in the process of the shift-down action in a power-off state of the vehicle, to restrict an amount of increase of the input torque target value with respect to an amount of increase of an operator-required input torque value, so as to keep the target value not larger than an upper limit value until termination of the input torque resetting control; and an actual input torque increasing portion operated upon the increase of the accelerator pedal operation amount prior to initiation of the inertia phase, to implement an input torque increasing control to control the input torque so as to be larger than the target value, prior to the inertia phase initiation.

Abstract: Systems and methods for operating a driveline of a hybrid vehicle are disclosed. In one example, output of an electric machine is adjusted after commanding reactivation of all engine cylinder valves that have been deactivated. The electric machine torque may counteract the engine producing torque that is greater than a requested torque due to high intake manifold pressure.

Abstract: A power train device of a vehicle includes an engine and an automatic transmission. The automatic transmission is configured such that in a neutral state, multiple ones of multiple rotary elements forming a power transmission path other than a rotary element coupled to an input member and a rotary element coupled to an output member are in a non-restraining state. The multiple ones of the multiple rotary elements include a rotary element of a predetermined brake among multiple friction fastening elements, and the predetermined brake is fastened before a fuel supply upon an engine start.

Abstract: A hybrid vehicle includes a first gear mechanism which transmits the power of the internal combustion engine to the motor generator side, while accelerating the power between the internal combustion engine and the motor generator; a second gear mechanism which transmits the power of the motor generator side to a vehicle drive shaft, while decelerating the power between the motor generator and the vehicle drive shaft; a third gear mechanism which transmits the power of the drive motor side to the vehicle drive shaft, while decelerating the power between the drive motor and the vehicle drive shaft; a clutch mechanism which switches connection and disconnection between the drive shaft of the motor generator and the first gear mechanism or the second gear mechanism; and a control device which controls the clutch mechanism. The motor generator is not connected to both the vehicle drive shaft and the internal combustion engine at the same time at the time of normal traveling.

Abstract: A method and system for controlling operation of an internal combustion engine of a vehicle (such as a remotely operable unmanned aerial vehicle) to perform or implement a control strategy for controlling operation of the engine. The method and system comprises providing first and second modes optionally available for operating the engine, and changing operation of the engine from the first mode of operation to the second mode of operation following a determination that a characteristic of the operation of the engine (such as engine speed) has been requested to be modified to beyond a predetermined threshold or level. The method and system further comprises reverting control of operation of the engine from the second mode to the first mode once the requested characteristic is no longer beyond the predetermined threshold or level.

Abstract: A power control ECU controls electric power and engine power of a hybrid vehicle. The power control ECU includes a request driving force calculating portion that calculates a request driving force calculated in accordance with an accelerator operation amount, a travel driving force calculating portion that calculates a travel driving force as a value that belatedly follows the request driving force, and a dashpot control processing portion. The dashpot control processing portion sets a value of the request driving force as a value of a final request driving force used to calculate request engine power when a difference of the request driving force with respect to the travel driving force is less than a predetermined positive value, and sets a value that belatedly follows the request driving force when the difference is greater than or equal to the predetermined positive value.

Abstract: A protection device for a drivetrain of a motor vehicle having an engine and an automatic transmission, with at least one hydraulic converter. In order to protect the drivetrain, the protection device has a sensor device and a control device. The sensor device is designed to detect a rolling movement of the motor vehicle counter to the selected direction of travel of an engaged gearspeed of the automatic transmission, and the control device is designed to control a brake system of the motor vehicle as a function of the detected rolling movement, in order to limit a rolling speed of the motor vehicle counter to the selected direction of travel to a maximum speed.

Abstract: To increase frequency of use of auto idle, an engine is accelerated even more quickly than before and work involving a heavy load can be performed within a short period of time when an operator resumes work and recovers a speed of the engine. When an operation lever device is operated and the speed is low because of auto idle control, a pilot pump is unloaded to thereby reduce load torque on the engine. Operation of a compressor is also suspended while an air conditioner is operating. Furthermore, for a target speed of the engine, a speed at which work can be performed is set and the engine is accelerated. When the engine thereafter reaches a predetermined speed or a predetermined period of time thereafter elapses, the pilot pump is loaded and the operation of the compressor for the air conditioner is resumed.

Abstract: A powertrain for a vehicle may include a main shaft; a transmission unit provided to selectively supply power of a motor to the main shaft with different gear ratios; a differential connected to the main shaft; two driveshafts provided to output power in opposed directions from the differential; a rotating ring rotatably mounted on the main shaft through a first clutch; and a second clutch provided to select either a state where the rotating ring is connected to the transmission unit or a state where the rotating ring is connected to a selected driveshaft of the two driveshafts.

Abstract: A method for dynamic control of an electric vehicle operable based on a throttle value received from a throttle and a default throttle map correlating default output values with throttle values, the method including: determining a user parameter; detecting a condition indicative of perturbation; in response to detecting the condition indicative of perturbation, determining a replacement output value for a first throttle value based on the user parameter; and controlling vehicle operation to meet the replacement output value in response to receipt of the first throttle value.

Abstract: A work machine comprises an engine, a work unit configured to be driven by the engine, a clutch provided between an output shaft of the engine and a power shaft of the work unit, and configured to transmit or cut off power from the output shaft of the engine to the power shaft, a sensor configured to detect an engine speed of the engine; and a control unit configured to control the engine and the clutch based on the engine speed of the engine. The control unit predicts, based on the engine speed of the engine detected by the sensor, whether or not the work unit will become locked by a load, and control the clutch to switch over from a transmission state to a cut-off state upon predicting that the work unit will become locked.

Abstract: A controller of a driving force control apparatus starts shift-change-timing restrain control to limit operation driving force at a timing when a starting condition including a condition that a shift position has changed when an accelerator pedal is in an operating state becomes satisfied, and performs reverse-timing restrain control to limit the operation driving force when a performing condition including a condition that the accelerator pedal is in the operating state as well as the shift position is in a reverse position is satisfied. When a specific operation is performed during the shift-change-timing restrain control being performed, the controller moderates a degree of the limitation to the operation driving force in the shift-change-timing restrain control or stops this control. When the specific operation is performed during the reverse-timing restrain control being performed, the controller maintains a degree of the limitation to the operation driving force in the reverse-timing restrain control.

Abstract: An apparatus and system for actuating a manual gearbox, particularly of a motorcycle having a drive engine, and for carrying out a gear change while the clutch is engaged between the drive engine and the manual gearbox. The apparatus has a selector shaft, which can be actuated rotationally, and a gear-selector drum, which can be actuated rotationally. The gear-changing apparatus has a gear-change lever provided for actuating the selector shaft, and is adapted for influencing the output torque of the drive engine. One or more magnetic sensor(s), such as Hall effect sensors, are provided for sensing rotational actuation of the selector shaft and, optionally, for sensing rotational actuation of the gear selector drum. The sensor(s) send a signal to a controller and mechanisms known for affecting a change in gear to a lower or higher gear.

Abstract: Systems and methods for operating a vehicle that includes a manual transmission are presented. In one example, a speed rate of change of a driveline torque source is adjusted during shifting gears of the manual transmission responsive to a rate of release of a clutch pedal. The driveline torque source rotational speed adjustment aligns rotational speeds of driveline components.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus including a gear mechanism and a continuously-variable transmission mechanism and defining first and second drive-force transmitting paths. When the continuously-variable transmission mechanism is in a failure state in which an actual gear ratio of the continuously-variable transmission mechanism is not the highest gear ratio as a target gear ratio, the control apparatus sets the target gear ratio to a transient target gear ratio that is gradually changed toward the highest gear ratio, for causing the actual gear ratio to be gradually changed toward the highest gear ratio. A rate of change of the transient target gear ratio is higher in a state in which a drive force is transmitted through the first drive-force transmitting path by the gear mechanism, than in a state in which the drive force is transmitted through the second drive-force transmitting path by the continuously-variable transmission mechanism.

Abstract: A vehicle includes: an automatic transmission configured to select a gear from a plurality of gears by switching engagement of a plurality of friction engaging mechanisms; a determination unit configured to determine whether a predetermined deceleration condition is satisfied during traveling; and an engagement control unit configured to control the plurality of friction engaging mechanisms. If the determination unit determines that the predetermined deceleration condition is satisfied, the engagement control unit decelerates the vehicle by controlling, in addition to a friction engaging mechanism corresponding to a current gear among the plurality of friction engaging mechanisms, a degree of engagement of another friction engaging mechanism that can generate interlock of the automatic transmission.

Abstract: A transmission includes a selectable one-way clutch with an active state and a passive state. To avoid occupant discomfort and hardware damage, transitions from the passive state to the active state must only be commanded when no or very little slip is present across the selectable one-way clutch. Several methods are presented to eliminate slip, depending on vehicle speed. When the vehicle is stationary, full engagement of a clutch that causes slip to be proportional to vehicle speed eliminates slip. When the vehicle is moving backwards, partial engagement of the above clutch eliminates slip. When the vehicle is moving forwards, full engagement of all but one clutch of a tie-up condition and partial engagement of the remaining clutch of the tie-up condition brings the vehicle to a stop and eliminates slip.

Abstract: A power transmission device is disclosed. The power transmission device includes an input member, an output member, a dynamic vibration absorbing device, a rotation fluctuation detecting unit, and a control unit. The input member is rotatably disposed and configured to receive the torque inputted from a drive source. The output member is configured to output the torque, inputted to the input member, to a drive wheel. The dynamic vibration absorbing device is disposed in a power transmission path including the input member and the output member. The rotation fluctuation detecting unit is configured to detect information regarding a rotational fluctuation in at least one of the input member and the output member. The control unit is programmed to perform active control of the dynamic vibration absorbing device so as to reduce the rotational fluctuation based on the information regarding the rotational fluctuation detected by the rotational fluctuation detecting unit.

Abstract: A method is for the safe starting of a combustion engine in a handheld, portable work apparatus. When starting, start rpm limiting is activated when the rotational speed of the combustion engine exceeds an activation rotational speed that lies above the coupling rotational speed of a centrifugal coupling. After activating the start rpm limiting for at least one working cycle, an intervention in the ignition is carried out such that the rotational speed of the combustion engine decreases. After the rotational speed has decreased below a lower engagement rotational speed, an intervention in the ignition is carried out such that the rotational speed increases. If the rotational speed exceeds an upper engagement rotational speed, an intervention in the ignition is again carried out such that the rotational speed decreases. The upper engagement rotational speed and/or the lower engagement rotational speed is/are changed with an increasing number of consecutive working cycles.

Abstract: A system and method are disclosed for controlling shifting of a vehicle having an automated manual transmission. In the system and method, an amount of fuel being provided to a first grouping of cylinders is reduced, where the first grouping of cylinders are fewer than all of the available cylinders; the first grouping of cylinders are placed in an engine braking mode; a first gear of the vehicle transmission is disengaged; an amount of fuel being provided to a second grouping of cylinders which does not include the first grouping of cylinders is reduced; engine speed is reduced by braking; and a second gear of the transmission is engaged.

Abstract: There is a control system for a hybrid vehicle including an internal combustion engine including a throttle valve on an intake air passage, and a generator coupled to an output shaft of the engine. The control system includes a controller. The controller is configured to detect shaft torque of the output shaft of the engine by the generator, calculate an actual value of a throttle flow rate based on the shaft torque, the flow rate being an amount of air that flows through the throttle valve, and learn flow rate characteristics indicating a relationship between a throttle opening being a degree of opening of the throttle valve and the throttle flow rate, based on an actual value of the throttle opening and the actual value of the throttle flow rate.

Abstract: A control apparatus (80) for a vehicular drive system (12; 105) having a step-variable transmission portion (20; 110) which is shifted to a selected one of speed positions having respective speed ratio values, with engaging and releasing actions of coupling devices (B, C), and a drive power source portion (39; 103) operatively connected to an input shaft (30) of the step-variable transmission portion, the control apparatus being configured to implement a speed synchronizing control upon a shift-down action of the step-variable transmission portion in a coasting run of a vehicle (10; 100), wherein an input shaft speed of the step-variable transmission portion is raised with an input shaft torque transmitted from the drive power source portion to the input shaft, from a pre-shift-down synchronizing speed to a post-shift-down synchronizing speed.

Abstract: A method and apparatus for continually and rapidly adjusting the output torque of an engine according to a torque demand uses an active tappet to vary the instant air charge in a combustion chamber. The invention allows substantially efficient combustion throughout the engine operating map. Various methods of changing the charge of air are disclosed.

Abstract: A transmission includes a sub-transmission mechanism, a variator having lower shift responsiveness than the sub-transmission mechanism, and a controller configured to carry out a coordinated shift for changing a speed ratio of the variator in a direction opposite to a changing direction of a speed ratio of the sub-transmission mechanism as the sub-transmission mechanism is shifted so that a through speed ratio reaches a target through speed ratio. The controller sets a target speed ratio of the sub-transmission mechanism on the basis of the target through speed ratio and an actual speed ratio of the variator in carrying out the coordinated shift.

Abstract: An apparatus and system for actuating a manual gearbox, particularly of a motorcycle having a drive engine, and for carrying out a gear change while the clutch is engaged between the drive engine and the manual gearbox. The apparatus has a selector shaft, which can be actuated rotationally, and a gear-selector drum, which can be actuated rotationally. The gear-changing apparatus has a gear-change lever provided for actuating the selector shaft, and is adapted for influencing the output torque of the drive engine. One or more magnetic sensor(s), such as Hall effect sensors, are provided for sensing rotational actuation of the selector shaft and, optionally, for sensing rotational actuation of the gear selector drum. The sensor(s) send a signal to a controller and mechanisms known for affecting a change in gear to a lower or higher gear.

Abstract: A vehicle control apparatus includes a shift control portion is configured, when determining that a shift-down action to establish one of gear positions in a transmission mechanism by release of an engagement device and engagement of a one-way clutch, is to be executed during decelerating run of the vehicle, to initiate execution of the shift-down action to establish the one of the of gear positions after an input torque inputted to the transmission mechanism becomes not lower than a predetermined negative value. The predetermined negative value is a predetermined minimum value that becomes not lower than a certain value at a point of time at which the release of the engagement device is completed in process of the shift-down action. The certain value is a value of the input torque enabling the one-way clutch to be automatically engaged.

Abstract: According to one embodiment, a negative electrode active material includes particles and a carbon material. The particles is represented by Li2+aAdTi6?bBbO14?c, where A is at least one element selected from the group consisting of Na, K, Mg, Ca, Ba, and Sr; B is a metal element other than Ti; and a, b, c, and d respectively satisfy 0?a?5, 0?b?6, 0?c?0.6, and 0?d?3. The carbon material covers at least a part of surfaces of the particles.

Abstract: A control device for an automatic transmission includes: a first engagement control section configured to bring the lockup clutch to a full engagement state after a rotation of the internal combustion engine is increased in a slip engagement state while a torque transmission capacity of the lockup clutch is increased, and a second engagement control section configured to add a predetermined capacity to the increased torque transmission capacity when the torque judging section judges an increase of the output torque of the internal combustion engine in a state where a sensed rotation speed difference in the slip engagement state of the engagement state of the first engagement control is increased to be equal to or greater than a first predetermined value, and then decreased to be equal to or smaller than a second predetermined value smaller than the first predetermined value.

Abstract: A control device that controls a vehicle drive transfer device in which a speed change device that includes a plurality of engagement devices and that selectively establishes one of a plurality of shift speeds with different speed ratios in accordance with a state of engagement of the plurality of engagement devices is provided in a power transfer path that connects between a drive force source and wheels.

Abstract: A power line communication apparatus includes a drive block including an actuator control circuit and a drive circuit and a communication block. The actuator control circuit generates a control pulse for controlling an actuator, and controls a transition timing of the control pulse during an operation period set within a communication cycle by a communication clock. The drive circuit controls a driving current of the actuator supplied from a DC power source through a power line based on the control pulse in which the transition timing is controlled. The communication block generates the communication clock, and modulates a current flowing through the power line in response to data to be transmitted during a signal transmission period different from the operation period, set within the communication cycle.