Abstract: An ECU executes a program that includes the steps of performing neutral shift control, clutch release control, and engine torque control when a shift is required, the ste of moving a shift selector shaft in a selecting direction when a gear is disengaged and a shift position is neutral even if a drive torque TQ is greater than ? and a clutch stroke C is less than ?, the step of performing synchro control, the step of performing clutch engagement control, and the step of performing gear engagement control.

Abstract: A motor vehicle having a drive train and a motor unit which can be coupled to the drive train, and at least one electric machine. A freewheel mode is activated to increase the energy efficiency so that the motor vehicle is neither powered nor decelerated by the motor unit, thus allowing the wheels of the motor vehicle to essentially roll freely. In the freewheel mode, the electric machine is operated as a motor which introduces a freewheel mode pull torque to the drive train.

Abstract: The apparatus and method of the invention vary the sensitivity slope of the FNR control lever of an agricultural windrower, such that speed commands outputted through a first range of movements of the FNR lever are slower and increase less rapidly than commands outputted through a second range of movements greater than the first range, the first range corresponding to movements in closer proximity to the neutral position of the FNR lever. The different show is achieved by using different slopes for transfer function signals for the first and the second ranges of positions of the FNR lever.

Abstract: A procedure for increasing the readiness of crossover gearshifts in an automatic transmission which, with the switching command or immediately thereafter, a motor fueling is provided through which a snatch operation of the disengaging switching element and/or an increase of the rotational speed gradient (turbine revolution speed) is achieved.

Abstract: A method for controlling an engine and a supplemental torque apparatus of a vehicle, such as a hybrid vehicle. During a transient gear change where the engine temporarily encounters a low load and low speed operating condition, the system increases loading on the engine via the supplemental torque apparatus so that a cylinder can continue auto-ignition combustion.

Abstract: A flow management valve is operative to enable a multi-range electro-mechanical transmission in first and second ranges. Fluid pressure in a hydraulic circuit is monitored to detect a fault in the flow management valve.

Abstract: An engine control device is adapted to a working vehicle that is capable of switching between a power mode and an economy mode, and capable of forcibly downshifting through gears of a transmission so as to shift down to a lower speed side. The engine control device includes an engine mode determining section configured to determine whether the engine mode is in the power mode or the economy mode, a gear detection section configured to detect current gear of a plurality of gears, a kick-down detection section configured to detect a kick-down instruction, and a control section configured to switch the engine into the power mode when the kick-down instruction is detected while the engine mode is in the economy mode and the gears are in the lowest gear.

Abstract: Systems and methods for controlling a throttle plate to adjust airflow to the engine are provided. A transmission having an input speed and an output speed and including a clutch and a driver-selectable transmission lever is controlled to adjust engine speed to a synchronous speed in a future gear ratio in response to driver foot pedal positions and driver-selectable transmission lever positions.

Abstract: A motorcycle includes a transmission, a CPU, an engine, a load sensor and a notification lamp. The load sensor detects a shift operation by a driver. When the shift operation is performed by the driver, an output of the engine is adjusted by the CPU so that a torque (driving force) transmitted between the engine and the transmission is reduced. The CPU does not adjust the output when the torque is transmitted from the transmission to the engine when an up-shifting operation is performed by the driver. Moreover, a notification lamp is lit by the CPU when the torque having at least a predetermined value is transmitted from the transmission to the engine when the up-shifting operation is performed by the driver.

Abstract: A method for controlling or regulating a clutch torque of a startup clutch of a motor vehicle, which first of all reliably prevents an unintentional rolling of the motor vehicle down a gradient and second enables a comfortable maneuvering mode, which requires no separate actuation of an operating element for activating a maneuvering mode, and also enables a precisely dosed speed definition during maneuvering on gradients, wherein the adjusted speed is substantially independent from the gradient of the ground and the motor vehicle load. A startup and maneuvering control device is provided according to the invention, which reads in driving resistance data, determines therefrom a driving resistance value, and determines a base value of the clutch torque of the automated startup clutch in dependence thereof, which is adjusted in dependence upon the accelerator pedal.

Abstract: A method of adjusting the operation of an engine-driven machine to avoid engine under-speeding entails converting a received speed or torque command into a power command. When an engine under-speed condition is sensed, the system performs underspeed correction in the power domain before converting the underspeed processed power command back into the units of the original domain. The converted underspeed processed power command is issued to the transmission or other component to alleviate the engine under-speeding condition.

Abstract: The embodiments described herein include a control system and method for a vehicle. In one embodiment, the control system is able to determine the occurrence of NVH anomalies due to gear lash and control the operation of various vehicle devices to reduce the effects of gear lash. If such NVH anomalies are foreseen, a predetermined torque is applied to the vehicle wheels for a predetermined time period. Subsequently, the applied torque is gradually increased until a creep torque is reached.

Abstract: A method for controlling an idle stop mode in a hybrid electric vehicle includes performing an engine RPM lift-up control to raise an engine RPM if a deceleration is less than a medium deceleration when a speed of a hybrid electric vehicle reaches an idle stop mode entering speed such that as the engine RPM is raised, a gear changing oil pressure is increased, so that a continuously variable transmission (CVT) gear ratio according to a deceleration reaches a target minimum gear ratio, and as the CVT gear ratio reaches the target minimum gear ratio, entering an idle stop mode even when a deceleration is less than a medium deceleration while a transmission control unit (TCU) does not perform a control operation for preventing an idle stop mode from being entered.

Abstract: A vehicle includes a direct start engine, an automatic transmission having a threshold fluid pressure sufficient for enabling operation of the transmission when the engine is off, a controller, and a fuel delivery system. The controller determines the presence of predetermined engine states, and optimizes a stop-and-go functionality of the engine. The fuel delivery system includes a motor and an integrated pump assembly having a secondary high-pressure (HP) fuel pump which is selectively connectable to a rotatable shaft of the motor, and a secondary low-pressure (LP) fluid pump which is continuously connected to the shaft. The motor continuously energizes the secondary LP fluid pump via the rotatable shaft to thereby maintain the threshold fluid pressure during a first or second engine state, and selectively energizes the secondary HP fuel pump via the rotatable shaft to maintain the threshold fuel pressure during the second engine state.

Abstract: A discharge capacity reduction device that, while neutral control is performed, reduces the discharge capacity of an oil pump that is driven by the engine is provided, so that the load applied to the oil pump is reduced. Thus, the load applied to the engine is reduced and it is possible to further reduce the engine output, so that it is possible to further improve fuel economy.

Abstract: A control system and method for an internal combustion engine includes an intake manifold for directing airflow to a plurality of cylinders of the engine and an electronically controlled throttle valve disposed within the intake manifold for regulating airflow into the engine. An engine retard control determination module determines whether retard control of the engine is disabled. A throttle control module communicates with the electronically controlled throttle valve and modifies a throttle return trigger point during a transmission upshift when the retard control determination module determines that retard control of the engine is disabled.

Abstract: A selectable drivetrain control for a vehicle includes a controller configured to receive input signals and issue predetermined output command signals corresponding to the status of the input signals. A first sensor is configured to provide an input signal to the controller relating to the actuation status of a brake pedal. A second sensor is configured to provide an input signal to the controller relating to the actuation status of an accelerator pedal. A stability control selector is configured to provide an input signal to the controller relating to the engagement status of a stability control system of the vehicle. A drivetrain is configured to receive output command signals from the controller. The controller issues output command signals to the drivetrain to control the operational characteristics of the drivetrain, responsive to the engagement status of the stability control system while the brake and accelerator pedals are simultaneously actuated.

Abstract: A system, comprising an engine having an electronically controlled throttle plate to adjust airflow to the engine; a transmission having an input speed and an output speed, the transmission including a clutch and the transmission coupled to the engine; and a controller configured to: during a tip-out condition and during a gear ratio change to a future gear, and when the transmission does not provide engine braking, control the engine speed to a synchronous speed in the future gear ratio by adjusting an engine operating parameter so that the engine speed is close to the engine speed that will be achieved after the gear change is completed, and maintain engine speed at the close engine speed after the gear change is completed until a tip-in, where engine speed is controlled by adjusting at least the electronically controlled throttle plate.

Abstract: A shift output torque control unit executes a shift output torque control to control an engine torque so as to reduce a driving force difference, which is a variation width of a driving force due to downshift of an automatic transmission. Thus, in comparison with the case in which the shift output torque control is not executed, it is possible to smooth a variation in driving force associated with the downshift. As a result, occupants' comfort and controllability to driving operation may be improved.

Abstract: An electric vehicle drive control device that includes a first electric motor; a second electric motor; a differential device that includes first, second, and third rotational elements, wherein the first rotational element is connected to the first electric motor, the second rotational element is connected to the second electric motor via a transmission shaft, and the third rotational element is connected to an engine; a transmission for shifting that shifts a speed of a rotation transferred to from the transmission shaft; and a controller that: controls electric motor control processing means for controlling a rotation speed of the first electric motor in conjunction with shifting performed by the transmission; and adjusts electric power adjustment processing means for adjusting an electric power consumptions generated in the first and second electric motors, by controlling an output supplied to the second electric motor in conjunction with the control of the rotation speed of the first electric motor.

Abstract: The driving force control unit for a vehicle comprises a plurality of control modes for controlling a driving force, each of control modes having each driving force characteristic, a vehicle driving condition detecting unit for detecting a vehicle driving condition, a selector for selecting one control mode from the control modes, a temporary selector for changing the current mode to other mode, and a driving force indication value setting unit for setting a driving force indication value according to the vehicle driving condition and the driving force characteristic corresponding to the selected mode by the selector or the temporary selector.

Abstract: An engine-driven work machine having a target engine speed selection unit and a control unit. The target engine speed selection unit selects and specifies an arbitrary target engine speed from among a plurality of target engine speeds that is set in stepwise fashion. The control unit electrically controls the opening and closing of a throttle valve so that the actual engine speed conforms to the specified target engine speed.

Abstract: Systems and methods for user control of vehicular transmission shift points. In one embodiment, a user may control a transmission shift point by adjusting a selector having non-discrete selectable positions. Such selector may generate a signal indicative of its position to a transmission controller. The transmission controller may receive the signal from the selector and determine at least one transmission shift point based upon the selector position. The transmission controller may thereby control the transmission to effectuate a gear change when the shift point is achieved. In some embodiments, the selector may comprise a rotary potentiometer, a rotary encoder, an inline potentiometer, an inline encoder or the like.

Abstract: The driving force control unit comprises a plurality of control modes for controlling a driving force, each of control modes having each driving force characteristic; a vehicle driving condition detecting unit for detecting a vehicle driving condition; a selector for selecting one control mode from the plurality of control modes; a driving force setting unit for setting a driving force indication value according to the driving force characteristic selected by the selector based on the vehicle driving condition; and a shift lever position detector for detecting a shift lever position of a transmission. The control mode includes a reverse control mode having a reverse driving force characteristic suitable for traveling the vehicle in reverse direction. The driving force setting unit changes the control mode to the reverse control mode when the shift lever is detected in a position of a reverse range, and sets the driving force indication value according to the reverse driving force characteristic.

Abstract: An engagement-pressure control portion and a first torque decrease control portion are provided. The engagement-pressure control portion controls an engagement pressure for a friction engagement element to be engaged when an automatic transmission upshifts so that the engagement pressure increases to a standby pressure at which an inertia phase does not start on the condition that torque output from a power source is equal to a first predetermined value, and then the engagement pressure is maintained at the standby pressure. The first torque decrease control portion controls the torque output from the power source so that the torque gradually decreases from the first predetermined value after the engagement pressure for the friction engagement element is maintained at the standby pressure, and a predetermined condition is satisfied.

Abstract: A control apparatus for a vehicle includes an engagement-pressure control portion that increases the engagement pressure to a predetermined pressure for a friction engagement element to be engaged during a torque phase of an upshift in an automatic transmission. When the inertia phase starts, the control apparatus increases the engagement pressure at a predetermined gradient. The control apparatus also includes a torque-boost control portion that executes a torque-boost control that boosts the torque output from the power source during the torque phase; and a torque-boost permission portion that determines whether the torque-boost control should be restricted. When it is determined that the torque-boost control should not be restricted, the predetermined pressure is set to a greater value, and the predetermined gradient is set to a smaller value than when it is determined that the torque-boost control should be restricted.

Abstract: An ECU executes a program sets a driver requested torque based on the accelerator operation amount, and sets a torque-boost amount so that the torque-boost amount increases as the driver requested torque increases, until the driver requested torque exceeds a predetermined torque T(0). When the driver requested torque exceeds the predetermined torque T(0), the torque-boost amount decreases as the driver requested torque increases. However, the torque obtained by adding the torque-boost amount to the driver requested torque increases as the accelerator operation amount increases.

Abstract: A method for operation of a drivetrain, comprising an automatic transmission and a drive motor, for improving the shift speed of successive upshifts or downshifts such that during a first shift at least one shift element required for a successive shift is prepared such that when a synchronization point is reached, the successive shift is immediately carried out. Two successive shifts can be carried out as overlapping single shifts by actuating three shift elements such that: a) during the first shift a first shift element is either disengaged or engaged while the second shift element is either engaged or disengaged; b) during the successive shift a second shift element is prepared for disengagement or engagement while the third shift element is prepared for engagement or disengagement, the actuation of the second shift element, when transiting from the first to the successive shift, takes place by a desired selection.

Abstract: A process for assisting the driving of a vehicle provided with a braking system including brake calipers able to be activated as a function of a target braking force, including the steps of: determining an instantaneous state of the vehicle defined by state variables measured by sensors with which the vehicle is provided; testing a logical entry condition verified when the velocity of the vehicle is zero and when the slope is greater than a pre-defined slope; when the logical entry condition is verified, testing a logical exit condition; automatically operating the braking system to keep the vehicle static on the slope while the logical exit condition is not verified; and automatically releasing the activation of the braking system when the logical exit condition is verified.

Abstract: A shift shock reducing apparatus for a power train having an engine and an automatic transmission having a frictional element that is to be engaged at upshift, comprising a control section that executes, during upshift, a torque down of the engine that starts before the start of an inertia phase in which a gear ratio of the transmission is changing from a before-shift gear ratio to an after-shift gear ratio, and a control section that makes larger a rising gradient of working oil pressure that is supplied to the frictional element to be engaged at upshift when the torque down that starts before the start of the inertia phase is executed than that when the torque down is not executed.

Abstract: A drive unit includes an engine and a transmission having a variable transmission ratio. An instantaneous setpoint power output quantity of the drive unit is determined from an intended power output. The setpoint power output quantity is a function of the instantaneous transmission ratio of the transmission at least for a given intended power output.

Abstract: A method and control system for a transmission in communication with an engine includes a pedal input interpreter module determining a power demand signal from a pedal position and a vehicle speed. The system also includes a real time gear selection module determining an engine speed of each gear in response to the vehicle speed and power demand signal, determining an engine torque of each gear in response to the vehicle speed and power demand signal, determining a transmission component speed of each gear in response to the vehicle speed and power demand signal and determining a gear selection for the transmission from the power demand signal, the engine speed, the engine torque, and the transmission component speed. The system may also use the cost signal of each gear and penalty signal of each gear for determining the gear selection.

Abstract: A vehicle includes a direct-start engine and a fuel rail with a threshold fuel pressure, a transmission having a threshold fluid pressure, and a fuel delivery system. The system has a controller, a motor having a shaft, and an integrated pump assembly including a high-pressure (HP) fuel pump and a low-pressure (LP) fluid pump each connected to the shaft. Threshold pressures are maintained during the predetermined engine state, which includes an engine idling and an engine cranking state. A method for providing stop-and-go functionality in a vehicle having a direct-start engine includes detecting a current engine state, rotating a motor shaft to energize a secondary HP fuel pump at a first threshold pressure during engine cranking, and rotating the shaft to energize an LP fluid pump at a second threshold pressure during engine idling and engine cranking. The secondary pumps can also be used when primary pumps are temporarily inoperable.

Abstract: A system that employs a torque converter and a shiftable mechanical lock to start up rotating industrial equipment. A gear mechanism is employed to account for rotational slippage inherent in the torque converter. The torque converter and gear mechanism are used during start-up to increase the speed of the rotating industrial equipment. When the speed of the rotating industrial equipment is substantially synchronized with the speed of the driver, the mechanical lock is engaged.

Abstract: A method and apparatus to control an electro-mechanical transmission during a shift event, including identifying a fault in an off-going clutch, is provided. The method includes deactivating an off-going torque-transfer clutch, monitoring slippage of the off-going torque-transfer clutch, and limiting a change in operation of an electrical machine operatively connected to the transmission until the slippage of the off-going torque-transfer clutch exceeds a threshold. Limiting a change in operation of the electrical machine comprises limiting an output torque of the electrical machine, comprising limiting a time-rate change in the output torque and limiting a magnitude of the output torque. The limit of the change is discontinued when the slippage of the off-going torque-transfer clutch exceeds the threshold.

Abstract: A method is provided for determining variance of actual engine torque from reported engine torque, including configuring a controller with an algorithm to calculate the ratios of current and maximum engine torque to reported torque upon the initiation of high-throttle 1-2 shift, high-throttle 2-3 shift, high-throttle torque converter lockup, and at maximum Engine Rating Torque Function for each high-throttle torque converter drive cycle. An apparatus is also provided for detecting engine torque variance in a vehicle having an engine, a throttle, and a torque converter, the apparatus comprising a controller with memory and an algorithm for calculating the maximum and current engine torque variance upon the occurrence a predetermined throttle condition, and storing the values in accessible memory, wherein the controller is configured to initiate the algorithm upon the occurrence of one of the throttle conditions, and wherein the throttle and torque converter each communicate speed signals to the controller.

Abstract: To provide a power plant which is capable of reducing power passing through a distributing and combining device, thereby making it possible to attain reduction of the size and manufacturing costs of the power plant and enhance driving efficiency of the same. The power plant 1 for driving driven parts DW and DW includes a prime mover 3, a first distributing and combining device 20 having first, second and third elements 21, 24 and 22, a second distributing and combining device 30 having fourth, fifth and sixth elements 31, 34 and 32, and speed-changing devices 40, 50, 2, 61 and 62 which are connected to the third and sixth elements 22 and 32 and are capable of changing the relationship between the rotational speed of the third element and that of the sixth element 32. The second and fourth elements 24 and 31 are mechanically connected to an output shaft 3a of the prime mover 3, and the first and fifth elements 21 and 34 are mechanically connected to the driven parts DW and DW.

Abstract: An automatic transmission control system for controlling gear shifting in an automatic transmission in a motor vehicle having an automatic transmission in a motor vehicle in operative communication with a transmission control unit, the transmission control unit has adaptive gearshift logic that operates to compensate for variations in vehicle conditions and road conditions, wherein the transmission control unit outputs at least one gearshift command to the transmission to control shifting of gears in accordance with the adaptive gearshift logic. A control method uses the adaptive gearshift logic to control gear shifting within the transmission in accordance with adaptive gearshift points that compensate for variations in vehicle conditions and road conditions.

Abstract: A control system and a method for controlling an automatic transmission that determines the disengagement of an off-going clutch and the engagement of an on-coming clutch by monitoring the corresponding hydraulic clutch pressures, and/or the calculated gear ratios with or without the assistance of off-pressure timer controls, or both.

Abstract: In executing an ETC cooperative downshift operation based on a driver's intent to decelerate, this system executes an engine output increasing control (e.g. a combination of a throttle opening control and a fuel injection restoring control) for increasing the engine output irrespective of driver's accelerator operation. At the timing a reduction amount in an input shaft rotational speed Nt exceeds a predetermined value K after the ETC cooperative downshift control is started, it is presumed that the hydraulic pressure of a to-be-disengaged clutch is already reduced to a hydraulic pressure level equivalent to a predetermined transmission torque capacity that causes no undesirable acceleration or shock even if the engine output increasing control is started. And, under such assumption, the engine output increasing control is started at this timing.

Abstract: There is provided a control system for a powertrain system including an electro-mechanical transmission that is selectively operative in a plurality of fixed gear modes and continuously variable modes. The control system is adapted to identify preferred operating conditions for operating the powertrain in a fixed gear operating range state. The method comprises determining a range of permissible input torques and motor torques input from a first electrical machine to the transmission, and determining a plurality of motor torques input from a second electrical machines based thereupon. Costs are determined, based upon the engine inputs and the motor torques for the first and second electrical machines determined thereupon. A preferred input torque input and a preferred motor torque input is identified based upon the determined costs.

Abstract: A multi-mode internal combustion engine is described. As one example, the engine may be transitioned between a two stroke mode and a four stroke mode in coordination with a transmission shift by adjusting a number of strokes performed by the engine per combustion cycle while shifting the transmission between different gear ratios. Under select conditions, the number of strokes performed by the engine per combustion cycle may be reduced while shifting the transmission from a higher gear ratio to a lower gear ratio. Under other conditions, the number of strokes performed by the engine per combustion cycle may be increased while shifting the transmission from a lower gear ratio to a higher gear ratio.

Abstract: A method of operating a machine is disclosed. The machine may have a power system that includes a prime mover, a multiple-ratio transmission, a propulsion device, and power-system controls. The method may include propelling the machine by transmitting power from the prime mover to the propulsion device through the multiple-ratio transmission, while controlling operation of the prime mover and the multiple-ratio transmission with the power-system controls. This may include determining with the power-system controls at least one energy-efficiency estimate based at least in part on energy-efficiency characteristics of the prime mover and energy-efficiency characteristics of the multiple-ratio transmission. Controlling the prime mover and the multiple-ratio transmission may further include controlling a prime-mover operating speed of the prime mover and a transmission drive ratio of the multiple-ratio transmission based at least in part on the at least one energy-efficiency estimate.

Abstract: In a control device for a continuously variable transmission comprising a controller for controlling the speed ratio of a belt continuously variable transmission via an actuator, the continuously variable transmission is capable of selecting a first speed ratio i1 corresponding to a biggest speed ratio and a second speed ratio i2 that is smaller than the first speed ratio as a startup speed ratio. The controller switch the second speed ratio to the first speed ratio when the rotation speed of a primary side pulley falls to a predetermined rotation speed Nt during vehicle deceleration, even if the second speed ratio has been selected, and switches the first speed ratio to the second speed ratio when the rotation speed of the primary side pulley rises to the predetermined rotation speed during vehicle startup.

Abstract: An automatic transmission control system is provided with a disengagement malfunction determining section and a disengagement malfunction preventing section in an automatic transmission in which the frictional engaging elements are selectively engaged and disengaged to change a rotational speed of a main power source. The disengagement malfunction determining section determines a disengagement malfunction with a first frictional engaging element from among a plurality of frictional engaging elements of the automatic transmission.

Abstract: A hydraulic pressure of each corresponding one of a plurality of friction elements of a gear shift mechanism of the automatic transmission is controlled to downshift the gear shift mechanism from a current gear stage to a next gear stage, at which an engine brake is operated, upon receiving a driver's demand for deceleration. An engine output of the engine is increased by increasing a throttle opening degree of the engine in at least two steps in an absence of a driver's operation on an accelerator of the vehicle at the time of the downshifting of the gear shift mechanism from the current gear stage to the next gear stage.

Abstract: A method of controlling an automatic transmission in a utility vehicle in which a driving strategy is predetermined by a transmission control system. The driving strategy is adjusted as a function of a currently determined load status of the utility vehicle. Furthermore, a transmission control system for an automatic transmission of a utility vehicle, in particular a container vehicle, which comprises a transmission control unit for controlling the transmission in accordance with a predetermined driving strategy. The transmission control unit is coupled to a load recognition module for determining the current load status of the vehicle.

Abstract: In the case of the on setting of an eco switch signal ESW, when a torque demand Tr* is less than a good fuel consumption-assuring minimum torque Temin, the hybrid vehicle of the invention stops the operation of an engine and controls a motor MG2 to output a required torque for constant speed drive. When the torque demand Tr* is not less than the good fuel consumption-assuring minimum torque Temin, on the other hand, the engine is driven at a drive point in a good fuel consumption range among drive points on an optimum fuel consumption operation curve to ensure output of the required torque for the constant speed drive. Such control enhances the fuel efficiency for the constant speed drive.

Abstract: In an idling-stop cancellation control apparatus of a vehicle driving system of an idling-stop control device equipped automotive vehicle capable of running by a power produced by an engine and transmitted via a transmission whose shift is controlled by a hydraulic pressure produced by an engine-driven oil pump during operation of the engine, a controller is configured to execute, based on engine speed, idling-stop cancellation control by which the vehicle driving system is put into an output torque state suited for vehicle-driving operation, when a hydraulic pressure sensor system provided for detecting a hydraulic pressure used for shift control of the transmission is failed. The controller is further configured to execute, based on the hydraulic pressure, idling-stop cancellation control by which the vehicle driving system is put into an output torque state suited for vehicle-driving operation, when the hydraulic pressure sensor system is unfailed.

Abstract: A vehicle power train control apparatus is provided that basically comprises an output characteristics changing section, an operation mode determining section and a control section. The output characteristics changing section changes engine output characteristics of a vehicle with respect to an operation of an accelerator pedal. The operation mode determining section determines an operation mode of the vehicle among a plurality of operation modes including at least a reacceleration response mode based on driving information of the vehicle. The control section controls the output characteristics changing section to change the engine output characteristics under a reduced accelerator position state during the reacceleration response mode to increase a driving force upon reacceleration of the vehicle when an accelerator position is increased after the vehicle was decelerated.