Abstract: The invention relates to a transmission for a motor vehicle with a transmission housing, with an electrical actuator for the actuation of the transmission and with an electrical control device for the control of the actuator. The transmission has a heat sink device 24 thermoconductively connected to the device and a heat insulating layer between a housing of the actuator and the heat sink device for the thermal insulation of the actuator housing and of the heat sink device, with the actuator housing being thermoconductively connected to the transmission housing or being part of the transmission housing. The invention furthermore relates to a corresponding actuator unit for a transmission.

Abstract: A retarding system for a work machine having a power source, a transmission, and a manually operated braking mechanism is disclosed. The retarding system has an engine retarder associated with the power source and a controller in communication with the transmission, the manually operated braking mechanism, and the engine retarder. The controller is configured to determine a deceleration rate of the work machine and compare the deceleration rate of the work machine to a predetermined threshold rate. The controller is also configured to determined if the manually operated braking mechanism is active and to cause the transmission to downshift if the deceleration rate is less than the predetermined threshold rate and the manually operated braking mechanism is determined to be active. The controller is further configured to prevent the transmission from downshifting if the deceleration rate is less than the predetermined threshold rate and the manually operated braking mechanism is determined to be inactive.

Abstract: In one example, A method for controlling a powertrain of a vehicle with wheels, the vehicle having a pedal actuated by a driver, is described. The method may include generating powertrain torque transmitted to the wheels in a first relation to actuation of the pedal by the driver during a first condition where said transmitted torque causes said wheels to slip relative to a surface; overriding said driver actuated powertrain torque to control said slip; and during a second condition after said first condition where said vehicle is moving less than a threshold, generating powertrain torque transmitted to the wheels in a second relation to actuation of the pedal by the driver, where for a given pedal position, less powertrain torque is transmitted with said second relation compared to said first relation.

Abstract: The present invention provides a flexible fuel, spark ignition, variable boost, hybrid powertrain having a supercharger or a turbocharger. In a first embodiment, a spark ignition, internal combustion engine includes a supercharger driven by the engine output through a variable speed drive. A hybrid transmission having an internal electric motor/generator provides supplemental power. A plurality of sensors including a fuel sensor provide data to a master engine controller which controls the operation of a transmission controller, the variable speed supercharger, the fuel supply and the ignition system. In a second embodiment, the motor/generator is associated with the supercharger and is connected therewith through a variable speed drive and also connected to the engine output. In a third embodiment, the supercharger is replaced with a turbocharger.

Abstract: A shift control method of an automatic transmission for controlling a shift from an nth speed, achieved by engagement of first and second frictional elements to an (n?3)th speed, achieved by engagement of third and fourth frictional elements. The method includes (a) beginning release control of the first element; (b) beginning release control of the second element after step (a) and after the shift is completed; (e) beginning engagement control of the third element; and (d) beginning engagement control of the fourth element after step (c). An alternative method includes (a) beginning release control of the first element; (b) beginning engagement control of the third element after step (a); (c) beginning actual engagement of the third element; (d) beginning actual release of the first element after step (c); (e) beginning engagement control of the fourth element after step (d); (f) beginning release control of the second element after step (e).

Abstract: A vehicle's active electrically controlled non-step speed change mechanism includes an internal combustion engine, a dynamo (motor-generator), a power allotment unit and an active electrically controlled non-step speed changer to control vehicle able to run in the best condition notwithstanding its speed, roadway condition or load thereby achieving the aim of fuel saving and minimizing the environmental contamination due to excess discharge of exhaust gas.

Abstract: A power system of controllable transmission incorporated with an engine running at fixed speed that controls the engine to run at a fixed speed or approaching a fixed speed within an rpm range with higher BSFC (braking specific fuel consumption) when the engine is started up from static status and in the accelerated drive from low rpm, the output end of the engine drives to achieve active control of the controllable front-end gearbox that is capable of executing variable or invariable gear shift so to activate the output end to execute accelerated drive output from low to high rpm; meanwhile, in the course of start-up and acceleration from lower to high rpm and in driving operation, the engine runs in an rpm range with higher BSFC for saving fuel.

Abstract: A gear change control device is provided for a straddle-type vehicle having a clutch and a transmission. The device includes a clutch actuator configured to engage and disengage the clutch. A transmission actuator is configured to change a gear of the transmission. At least one sensor is configured to sense an operational condition of the straddle type vehicle. At least one switch is configured to generate a gear change command. A controller is operatively connected to the clutch actuator, the transmission actuator, the at least one sensor, and the at least one switch. The controller is configured to change gears in response to the gear change command and during the gear change reengage the clutch under either a first control routine or second, different control routine based upon the operational condition of the straddle-type vehicle determined by the at least one sensor.

Abstract: A vehicle speed control system for a vehicle including a failure detector configured to determine whether or not a failure occurs in the vehicle, a vehicle speed restriction controller configured to control a driving power source to decrease a vehicle speed of the vehicle when the failure detector detects the failure, and a driving state detector configured to detect a driving state of the vehicle. The vehicle speed restriction controller is configured to determine a deceleration pattern according to the driving state detected by the driving state detector at detection of the failure.

Abstract: A transmission control module comprises an actuation module and a flare control module. The actuation module controls actuation of a friction device used in shifting from a first transmission ratio to a second transmission ratio. The transmission ratio is based on an input speed of a transmission divided by an output speed of the transmission. The first transmission ratio is greater than the second transmission ratio. The flare control module selectively generates an engine torque reduction request when a measured transmission ratio is greater than a threshold during a shift from the first transmission ratio to the second transmission ratio.

Abstract: An ECT_ECU of the present invention executes a program including the step of setting a determination time T for determining the completion of an upshift in an accelerator off mode to a short determination time T (X) when a slip value NS (NS=NE?NT) between an engine revolution NE and a turbine revolution NT is smaller than a predetermined slip value NS (0) (when the difference between NT and NE is large, and the step of setting the determination time T to a long determination time T (Y) when the slip value NS (NS=NE?NT) is larger than the predetermined slip value NS (0) (when the difference between NT and NE is small).

Abstract: An automatic transmission control apparatus includes an engine rotational speed limit verifying section and a shift control characteristic changing section. The engine rotational speed limit verifying section is configured to receive an engine rotational speed limit value for limiting an engine rotational speed and determine if the engine rotational speed limit value is lower than a prescribed normal upper limit value. The shift control characteristic changing section is configured to change a shift schedule of an automatic transmission based on the engine rotational speed being limited by the engine rotational speed limit value and the automatic transmission having a stronger tendency to select a higher gear stage than if the engine rotational speed limit value was not being limited to a lower value than the prescribed normal limit value, when the engine rotational speed limit value is determined to lower than the prescribed normal upper limit value.

Abstract: A shift control system and a shift control method perform shift control of an automatic transmission in a vehicle that includes a catalyst and an air-fuel ratio detector. The shift control system includes an operation detector that detects an operation corresponding to a drivel's request for stopping of the vehicle, and a condition detecting/estimating unit that detects or estimates a condition of at least one of the catalyst and the air-fuel ratio detector. In the shift control system and shift control method, if the operation corresponding to the driver's request for stopping of the vehicle is detected when an operation to switch the automatic transmission from a non-driving range to a driving range is selected is performed, the automatic transmission is controlled so that driving force of the engine is not substantially transmitted to the driving wheels, based on the detected or estimated result of at least one of the catalyst and the air-fuel ratio detector.

Abstract: A transmission includes: a shift member, adapted to be moved in a shifting direction and a selecting direction; a shift lug, having a pair of claw portions spaced apart from each other in the shifting direction; and a shift fork, connected to the shift lug via a shift rail. The shift member is moved by an actuator to push one of the claw portions in the shifting direction to thereby selectively move the shift lug in the shifting direction so as to cause the shift fork to perform a gear shift operation via the shift rail. The pair of claw portions are disposed so as to be offset from each other in the selecting direction.

Abstract: A work vehicle with a speed change device, comprises, a plurality of wheels including at least one driven wheel; an engine for driving the driven wheel; a speed change device provided between the driven wheel and the engine; and automatic shifting mechanism. The automatic shifting mechanism is capable of operating the speed change device to a lower speed position within an automatic shifting range having a predetermined range and is capable of operating the speed change device up to a speed position which the speed change device was in before an operation to the lower speed position was effected, in response to load on the engine. The entirety of the automatic shifting range is changeable to a low speed side and to a high speed side, or the automatic shifting range can be widened to include more speed positions and narrowed to include less speed positions.

Abstract: The preferred embodiments of the present invention allow for easy shift-down and adjustment of a shift-down amount. According to some examples, a transmission (20) includes an electronically controlled transmission mechanism (21), and a control unit (5) that controls the transmission mechanism (21). The control unit (5) includes a transmission ratio control portion (55), a shift mode selection portion (52) that can select an AT mode and that shifts to a shift-down permission mode when a shift-down permission signal (101) is output in the AT mode, and a shift-down operation amount computation portion (51) that computes a shift-down operation amount based on a vehicle state of a motorcycle (1). The transmission ratio control portion (55) shifts down the transmission ratio of the transmission (20) based on the shift-down operation amount when a throttle (70) is operated in the shift-down permission mode.

Abstract: In a method for operating a motor vehicle in the event of a shift of a power divider actuated by external force, before the commencement of the shift of the power divider, a control device reduces the torque at the shifting members involved in the shift. The vehicle transmission is an automatic transmission, and the reduction is achieved a clutch in the automatic transmission is opened. After the conclusion of the shift, a torque is permitted again at said shifting members, and the clutch is closed again. The vehicle driver can consequently execute a shift in the power divider merely by triggering a shift requirement.

Abstract: A powertrain is provided having an engine operable in a reverse direction so that a reverse mode is provided through an electrically variable transmission without relying on pure electric or series electric operation, and without the addition of a dedicated reverse gear. A method of controlling such a powertrain is also provided.

Abstract: The invention relates to a method for adjusting the gearbox actuation system of an automatic gearbox of a vehicle, whereby at least one reference travel is made with the gear engaged. The invention further relates to a gearbox actuation system for selecting and engaging gears in an automatic gearbox of a vehicle, especially for carrying out the inventive method, whereby at least one reference travel is made for the purpose of adjustment.

Abstract: A hydraulic pressure control apparatus of a belt-drive continuously variable transmission (CVT) for an automotive vehicle, includes a vehicular information detector that detects engine-and-vehicle operating conditions and a hydraulic actuator that regulates primary and secondary pulley pressures. A CVT control unit calculates a primary-pulley slip-limit pulley thrust and a secondary-pulley slip-limit pulley thrust based on information about the engine-and-vehicle operating conditions. The CVT control unit sets a primary-pulley-thrust command value to the primary-pulley slip-limit pulley thrust and calculates a desired secondary pulley thrust based on a desired transmission ratio, when a pulley ratio is greater than or equal to 1. The CVT control unit sets a secondary-pulley-thrust command value to the secondary-pulley slip-limit pulley thrust and calculates a desired primary pulley thrust suited to the desired transmission ratio, when the pulley ratio is less than 1.

Abstract: To provide a transmission synchronizer that effectively lower the peak value of the operation load during synchronisation. A transmission synchronizer equipped with a coupling sleeve 1, synchro hub 5, balk ring 4, and clutch gear 3, comprising: a synchronizing support force generating mechanism that during a shift when relative rotation is generated between said synchro hub 5 and said balk ring 4 by a minute synchronizing torque generated between balk ring cone surface 4a and clutch gear cone surface 3a, converts a circumferential force induced by said relative rotation to an axially applied synchronizing support force, with which said balk ring 4 is pressed against said clutch gear 3; and a relative rotation regulating structure that is located between said balk ring 4 and said synchro hub 5, and when in neutral, regulates the amount of relative rotation between said balk ring 4 and said synchro hub 5 so that said synchronizing support force is not generated.

Abstract: Gear shifts are carried out from a source gear to a target gear of a twin clutch transmission. The twin clutch transmission has sequentially directly successive gears assigned to different transmission input shafts. In each case one upshift and downshift threshold, which is defined as a function of the throttle pedal position, for each possible sequential gear change is stored as a corresponding vehicle speed value in a control unit.

Abstract: Method and arrangement for adjusting shift characteristics of a transmission of a heavy vehicle. A heavy vehicle is operated and that is powered by an internal combustion engine equipped with an automated manual transmission and a power take off. The power take off, when operating, imposes a torque-consuming load on the engine. Operation of the power take off is detected when the engine of the vehicle is in a power mode. At least one gear-shift event is adapted to occur at a higher engine speed when power take off operation is detected than when power take off operation is not detected. The gear-shift event is affected at an engine speed that is approximately five to twenty-five percent higher than when power take off operation is not detected. The gear-shift event may be an up-shift to a lower ratio gear engagement or a down-shift to a higher ratio gear engagement.

Abstract: A torque request generation system for use with a coordinated torque control system of a vehicle includes an input receiving a vehicle speed and an axle torque command. A datastore records a three-dimensional torque surface defined in terms of a coordinate system having a first axis related to the axle torque command, a second axis related to the vehicle speed, and a third axis related to an axle torque request. A torque request generation module accesses the datastore and generates a torque request based on a correlation between the axle torque command and the vehicle speed respective of the three-dimensional torque surface.

Abstract: In an automatic transmission control device, multiple electromagnetic valves control fluid pressure of working fluid to be applied to multiple friction elements of an automatic transmission device, so that a transmission gear is changed by engaging some of the friction gears and/or disengaging the other of the friction elements. The electromagnetic valve controls its output pressure in such a manner that the output pressure is temporally increased when starting the transmission gear change. A maximum fluid pressure is selected from the output pressures of the multiple electromagnetic valves and is applied to a pressure control valve, which controls a fluid control pressure applied to a capacity varying device for changing a discharge amount of a pump. As a result, the fluid pressure applied to the friction elements can be rapidly increased at proper timings.

Abstract: A speed change system for a working vehicle comprises a main transmission, a sub transmission and a preliminary transmission. The main transmission receives a prime mover power outputted from a prime mover, and has plural main speed stages, one of which is selected to transmit the prime mover power. The sub transmission is disposed on the downstream of the main transmission, and has plural sub speed stages, one of which is selected to transmit a power from the main transmission. The preliminary transmission is disposed on the upstream of the main transmission, and has plural preliminary speed stages, one of which is selected to transmit the prime mover power to the main transmission. An operation for selecting one of the preliminary speed stages can be performed during traveling of the working vehicle.

Abstract: A hydraulically servocontrolled transmission for a road vehicle provided with an internal combustion engine; the servocontrolled transmission displays: a servocontrolled mechanical gearbox operated by at least one first hydraulic actuator; a servocontrolled clutch operated by at least one second hydraulic actuator; a hydraulic circuit comprising a hydraulic accumulator, which contains pressurised control fluid which is used by the hydraulic actuators, and a pump, which is directly operated by the internal combustion engine to supply pressurised control fluid to the hydraulic accumulator; a park-lock device operatable to block the rotation of the driving wheels; and a control unit, which, when the internal combustion engine is turned off, uses the remaining pressure of the control fluid within the hydraulic accumulator to bring the servocontrolled mechanical gearbox in a neutral position.

Abstract: In one embodiment, when control of a throttle opening degree is limited due to the occurrence of an electronic throttle failure, a determination is made of whether or not an intake manifold negative pressure of an engine is inadequate, and when determined that intake manifold negative pressure is inadequate, a gear ratio of an automatic transmission is shifted (for example, downshifted) to a gear ratio that increases an intake pipe negative pressure, thus increasing the intake pipe negative pressure (absolute value).

Abstract: A control apparatus for a range changeover device checks whether an actual range agrees with a target range. If the actual range differs from the target range, the control apparatus performs vehicle driving force restriction control irrespective of a presence/absence of abnormality in a range changeover operation. The control apparatus may restrict an engine output power by closing a throttle valve of the engine to around an idle position, thereby restricting the vehicle driving force.

Abstract: A method for monitoring frictional engagement in an automatic or automated motor vehicle transmission having a hydrodynamic starter element when the transmission is in a preset neutral or parking position and the automatic or automated motor vehicle transmission controlled by this method. When the motor vehicle is at or close to a standstill in a preset neutral or parking position, the current transmission rotational input speed and a current engine rotational speed of the drive motor are determined and based on the speed ratio between the current transmission rotational input speed and the current engine rotational speed an error is found to be present if the speed ratio is less than a predefined threshold value, which is less than/equal to 1.

Abstract: Method and arrangement for providing a vehicle having an internal combustion engine and a drivetrain coupled to the internal combustion engine. A control unit is utilized for automatic gear selection, based on a function of the current rotational speed of an input shaft to the gearbox, and in which the control unit is designed to assume a first operating mode having a first working speed range with a first lower limit for downshifting to a gear with a higher transmission ratio.

Abstract: The operation of a vehicle is controllable and/or regulatable by specifying a driver request describing a setpoint rotational speed or a setpoint torque via an accelerator pedal, detecting the instantaneous position of the accelerator pedal and controlling and/or regulating the internal combustion engine such that the setpoint rotational speed or the setpoint torque is achievable. To provide for a sustained-action brake to be more easily operated in the vehicle, and to increase the vehicle's range of use, one of multiple possible braking actions of the vehicle is specified by selecting a determined position of the accelerator pedal. As a function of an instantaneously detected position of the accelerator pedal, the operation of the vehicle is controlled and/or regulated such that the braking power specified via the accelerator pedal is achieved.

Abstract: During switching of an input rotation transmission mechanism, the actual engine rotational speed at the start of the switching and the speed changing ratio change amount owing to the switching operation are used as a basis for computing the target engine rotational speed of an engine and for computing the target speed changing ratio for an automatic transmission such that the rotational speed of automatic transmission on the side toward input rotation transmission mechanism nearly matches the rotational speed of input rotation transmission mechanism on the side toward automatic transmission, and shifting operation control for automatic transmission is executed in the opposite direction that is synchronized with the switching operation of input rotation transmission mechanism.

Abstract: When a release of an accelerator is detected during a shift of an automatic transmission, instead of discharging the hydraulic pressure for engagement of an engaging device of the automatic transmission immediately after the release of the accelerator is detected during a shift, the hydraulic pressure for engagement of the engaging device of the automatic transmission is gently reduced with a remaining engine torque taken into consideration, the remaining engine torque being caused by the retardation of the decrease in the throttle opening degree. In this way, the torque capacity sufficient for the remaining torque caused by the throttle opening degree control performed when the release of the accelerator is detected during the shift is kept so that a slip in the engaging device of the automatic transmission is reduced.

Abstract: A vehicle powertrain modelling system includes a powertrain model (20), a vehicle model (30), a seat model (55), a driver model (60) and a correlation element (50) comprising a neural network. As a result vehicle development is enhanced, using the neural network (50) to correlate modelled shift aspects with previous subjectively obtained ratings.

Abstract: A method for controlling an infinitely variable transmission with an electric speed selector, including a heat engine and at least two electric machines based on calculating an instantaneous operating point of the transmission defined by a speed reference of the heat engine and a wheel torque reference. The wheel torque reference is corrected in case of saturation of the heat engine, so as to eliminate the saturation.

Abstract: A method and a device for operating a drive unit provide a switch between half-engine operation and full-engine operation. A switch takes place between two operating states of a first component of the drive unit as a function of a first performance quantity of the drive unit. A switch takes place between two operating states of a second component of the drive unit as a function of a second performance quantity of the drive unit. A check is performed whether switching between two operating states of the second component results in a shift of the first performance quantity over a switching threshold for switching between two operating states of the first component, and if so, the switch between the two operating states of second component is delayed until a switch between the two operating states of first component has occurred.

Abstract: The hydraulic regenerative drive system for a vehicle includes an electronic controller, a hydraulic control circuit that receives control signals from the electronic controller, a reservoir in fluid communication with the hydraulic control circuit, a pump/motor unit having a controlled-angle swash plate element providing variable displacement, an accumulator in fluid communication with the hydraulic control circuit and a pump/motor unit speed sensor and pump/motor unit pressure sensor providing measured speed and measured pressure signals to the electronic controller. The electronic controller generates a torque signal and a modified engine throttle signal on the basis of a mathematical model, converts the torque signal to a swash plate angle, and controls a controlled-torque retard mode of operation and a controlled torque propulsion mode of operation.

Abstract: A marine propulsion system that utilizes a transmission shift sequence to control shifting of the propulsion system transmission between forward and reverse gears. The marine propulsion system includes a controller that executes the transmission shift sequence using engine speed and transmission fluid pressure signals to determine the timing of various steps in the shift sequence. The controller is connected to a shift actuator for the transmission and to an engine speed throttle to thereby control transmission shifting and engine speed as a part of the transmission shift sequence. By monitoring engine speed and transmission fluid pressure, and by controlling transmission shifting and engine speed settings, the transmission shift sequence can provide the operator with the ability to carry out quick shifts that will neither stall the engine nor damage the transmission clutch.

Abstract: A system and method for selectively engaging and disengaging auxiliary equipment to avoid gear clash in a vehicle is disclosed. The system includes a transmission, a transfer case, and a transmission controller. The transmission has a plurality of gears for establishing a plurality of gear ratios. The transfer case is coupled to the transmission by an output shaft. The transmission controller is in communication with a plurality of control devices for controlling the operation of the transmission. The controller includes control logic for controlling the engagement and disengagement of the auxiliary equipment.

Abstract: A fuel economy method and system consists of using a signal control unit connected to a throttle of a vehicle and to a mass sensor for sensing a mass of a load carried by the vehicle. When the sensor senses that the mass is within a predetermined mass range, the signal control unit reduces the range of output of the engine. The unmodified engine output range and modified engine output range extend from a minimum engine output to, respectively, an unmodified maximum engine output to a modified maximum engine output lower than the unmodified engine output and thereby requiring less fuel. Accordingly, the range of engine output, and notably the maximum engine output available, is reduced when the mass is in the pre-determined mass range, thus reducing fuel consumption compared to the unmodified output range.

Abstract: A control apparatus for a shift-position changing mechanism includes a detection unit that is provided on a path along which the operation member with a magnetic member moves, and that detects a change in the magnetic field due to a positional change of the operation member; and a determination unit that determines the shift position corresponding to the operated position of the operation member based on the detected change in the magnetic field and predetermined multiple modes of changes in the magnetic field, which correspond to the respective shift positions. The predetermined modes are set such that, when the detected change in the magnetic field is influenced by a change in the magnetic field due to a factor different from the positional change of the operation member, a likelihood that the determination unit determines that the running shift position, at which a vehicle is able to run, is selected is reduced.

Abstract: A device for controlling an automatically shifting transmission of a motor vehicle is provided. A first selection device which sets gear speeds adjustable in an automatic mode, a second selection device which manually sets the gears of the transmission in a manual mode provide inputs to an electronic control device. When the second selection device is actuated, the control device commands a gear change in manual mode directly from the automatic mode. After actuation of the second selection device, a verification process is started to check whether a positive longitudinal acceleration process has begun within a predetermined time window. If no positive acceleration process has occurred within the time window, a switch is made back to automatic mode. If a positive acceleration process has occurred, returning to automatic mode is based on factors such as the end of the acceleration mode and repeated acceleration operations in a short time.

Abstract: A method and system for controlling secondary assemblies of a motor vehicle, the motor vehicle having at least one deactivatable secondary assembly which generates a loss torque are provided. The method includes determining the current total loss torque acting on the drive train, determining the deactivation dead time of the at least one deactivatable secondary assembly, estimating the total loss torque resulting after passage of the deactivation dead time, and deactivating the at least one deactivatable secondary assembly if a predefined maximum torque threshold is exceeded by the estimated total loss torque.

Abstract: When a downshift instruction has been detected, the oil pressure of a lookup clutch is controlled, and the state of operation of the automatic transmission is detected. If a starting condition has been met, a slip rotation speed of the lockup clutch is calculated, and if the calculated slip rotation speed is greater than or equal to a reference rotation speed, the calculated slip rotation speed is set as a target slip rotation speed. If a condition for converging the target slip rotation speed has been met, the target slip rotation speed is then converged to a steady target rotation speed.

Abstract: A controller for crawlers of a trencher receives an indication of the speed of an engine and the speed of an output of a torque converter coupling the engine to an excavating element for digging a trench. Based on the ratio of the speed of the engine and the speed of the output of the torque converter, the controller overrides operator input on the crawlers and stops or slows the trencher when the ratio exceeds a predetermined ranged.

Abstract: A large gearshift shock that occurs if a renewed gearshift operation is forcibly carried out in order to meet a new gearshift request made through a driver's operating an accelerator pedal or a signal from an operation lever during a current gearshift operation. Gearshift response lag occurs due to an attempt to avoid the large gearshift shock. To solve these problems, a control system for a gear type transmission is mounted. The control system is provided with a renewed gearshift disabling period, during which any renewed gearshift request to a third predetermined gearshift position made during a gearshift operation from a first predetermined gearshift position to a second predetermined gearshift position is disabled.

Abstract: In an engine control system mounted on a machine such as a walk-behind truck through a CVT and having an actuator whose operation is controlled such that a detected engine speed becomes equal to a desired engine speed, the output of the engine is estimated based on the detected engine speed and a detected throttle opening, the desired engine speed is changed when the estimated engine output is greater or smaller than output threshold values, and a speed reduction ratio of the CVT is also changed based on the detected engine speed such that a detected speed of the CVT output shaft speed becomes equal to a desired output shaft speed, thereby enabling to reduce the fuel consumption and noise of the engine.

Abstract: In hybrid electric vehicle control, when an engine is cranked by the torque of a first motor-generator to start the engine, the torque of the first motor-generator is corrected according to the crankshaft angle of the engine to prevent the amount of increase in engine rotation speed from fluctuating. Fluctuation in inertia torque is reduced through this control of the torque of the first motor-generator to reduce fluctuation in the cranking reaction force torque exerted on a drive axle. Further, the torque of a second motor-generator is so controlled to cancel out this cranking reaction force torque. Thus, the cranking reaction force torque exerted on the drive axle is accurately canceled out through control of the torque of the second motor-generator to suppress fluctuation in the torque of the drive axle.

Abstract: A shift-position changing apparatus for an automatic transmission mounted in a vehicle includes a shift-position changing unit that moves a mechanical element using an actuator in response to the operation to change a shift-position to another shift-position instructed by the operation from among a plurality of shift-positions; and a setting member that places the mechanical element within a predetermined range independently of the operating state of the actuator.