Abstract: A four-wheel drive vehicle includes: (a) main drive wheels and auxiliary drive wheels; (b) a rotating machine as a drive power source; (c) a drive-power distribution clutch configured to allocate a part of a drive power outputted to the main drive wheels from the drive power source, to the auxiliary drive wheels, so as to distribute the drive power to the main drive wheels and the auxiliary drive wheels with a drive-power distribution ratio between the auxiliary drive wheels and the main drive wheels, such that the drive-power distribution ratio is variable with an engaging force of the drive-power distribution clutch being controlled; and (d) a control apparatus configured, when determining that a heat load of the drive-power distribution clutch is large during deceleration running of the vehicle, to limit a regenerative torque of the rotating machine, as compared with when determining that the heat load is small.

Abstract: A control system for a vehicle having a manual transmission system includes an anti-lock braking system configured to apply brakes of the vehicle, a clutch pedal configured to control engagement/disengagement of a clutch disc with a pressure plate of the manual transmission system, and a controller configured to perform a clutch burst prevention technique when the clutch pedal is depressed such that the clutch disc is disengaged from the pressure plate, the clutch burst prevention technique comprising: obtaining a set of operating parameters of the vehicle, determining a vehicle speed threshold based on the set of operating parameters, the vehicle speed threshold being a speed of the vehicle at which clutch burst begins to occur, and when the vehicle speed is within a first threshold amount from the vehicle speed threshold, decreasing the vehicle speed by commanding the anti-lock braking system to apply the vehicle brakes.

Abstract: A control unit embedded in a work vehicle includes a clutch controlling unit and a motor controlling unit. The clutch controlling unit is configured to disengage a first clutch in a condition that the first clutch is engaged and a second clutch is disengaged, when a first moving direction inputted through a forward/rearward movement switch operating device as an instruction of the operator and a second moving direction determined based on a vehicle speed detected by a vehicle speed detecting unit are different from each other, and in addition, when and the vehicle speed falls in a preliminarily set first range. The motor controlling unit is configured to control a motor to reduce a relative rotational speed of the second clutch after the first clutch is disengaged.

Abstract: A method of controlling a downhill rolling shift sequence (DRSS) of a vehicle having an engine and a dual-clutch transmission (DCT) includes initiating a DRSS upon detecting a rolling downhill condition of the vehicle in an initial gear state, identifying an exit gear state corresponding to the initial gear state, shifting the DCT to a rolling neutral state when a speed of an initial gear input shaft is equal to an idle speed of the engine, initiating synchronization of the engine speed with the speed of an exit gear input shaft when the shaft speed is equal to the engine idle speed, and shifting the DCT from the rolling neutral state to the exit gear state when the synchronized speed of the engine and the exit gear input shaft is equal to a calibrated exit speed defined by the exit gear state. A system for controlling the DRSS is provided.

Abstract: A steering control apparatus of a vehicle includes a steering unit having an input shaft, a turning unit having an output shaft, a clutch for connecting or disconnecting between the input shaft and the output shaft, and a control unit for controlling the turning unit based on an output from the steering unit. The control unit controls the rotation of the output shaft such that when the input shaft rotates, the clutch is caused to run idle. The clutch may be configured such that the clutch runs idle when the rotating speed of the output shaft is greater than or equal to the rotating speed of the input shaft and such that the clutch is connected when the rotating speed of the output shaft is less than that of the input shaft.

Abstract: A system and method can control the dry dual clutch transmission (dDCT) of a vehicle. The method includes modifying a recorded torque-to-position (TTP) table based on a calculated clutch torque difference between a calculated clutch torque and a commanded clutch torque. The commanded clutch torque is provided by a transmission control module and is defined as a clutch torque sufficient to move the vehicle without applying the accelerator applier after the brake applier has been released. The calculated clutch torque is a function of the actual engine torque value, the engine inertia, and the engine acceleration.

Abstract: A method of performing a double swap kickdown shift in a transmission having a main box and a compounder. The compounder is shifted during the hold speed phase of the downshift. The target ratio for the downshift is overshot by an overshoot RPM.

Abstract: A vehicle includes an internal combustion engine, an engine control module (ECM) programmed to estimate engine torque as a function of throttle request, and a transmission assembly. The transmission assembly includes a plurality of gear sets and clutches, including an offgoing clutch and an oncoming clutch for a power downshift, and a transmission control module (TCM). The TCM includes a processor and memory on which is recorded a shift line for the downshift, and instructions for executing the downshift. The TCM communicates an estimated throttle level at the shift line to the ECM, receives an estimated engine torque for the estimated throttle level at the shift line from the ECM, and decreases offgoing pressure to the offgoing clutch to a threshold pressure level prior to executing the downshift. The TCM then decreases the offgoing clutch pressure to a calibrated pressure at the shift line to execute the downshift.

Abstract: A motorized vehicle includes a transmission system and an inch/brake device providing at least two ranges of motion. An engagement force of the transmission system is provided in a first range of motion of the inch/brake device, and a braking force of the motorized vehicle is provided in a second range of motion of the inch/brake device. An accelerator device moves between two or more positions, wherein moving the accelerator device from one position to another position causes an amount of overlap between the first and second ranges of motion of the inch/brake device to vary.

Abstract: A brake assembly (1) for a hand-held power-driven cutting device (2) is provided comprising a movably arranged lever (14), at least being movable between a first- and a second position, a brake member (16), and a brake element (20) connected to or forming one unit with a rotatable part (22) of a transmission of the cutting device (2), wherein the brake member (16) is movable between a non-activated position and an activated position, and wherein the brake member (16) is arranged to engage with the brake element (20) in the activated position to prevent rotation of the rotatable part (22).

Abstract: A method of actuating a clutch of a hydrodynamic torque converter in a self-propelling working machine such that when the clutch is engaged and thereby connects a drive input of the hydrodynamic torque converter to a drive output of the hydrodynamic torque converter, and when a service brake is actuated, the clutch is disengaged thereby separating a drive input of the hydrodynamic torque converter from a drive output of the hydrodynamic torque converter. The method comprises the steps of, when the service brake is actuated, actuating the clutch in the engaging direction, and maintaining engagement of the clutch if a device for recognizing a driving status of the working machine detects that the working machine is driving downhill.

Abstract: The objective of the present invention is to provide a clutch disengagement control mechanism that is for a mechanical automatic transmission and that can perform clutch disengagement control at an optimal timing during both ordinary driving and low-speed driving at the verge of stopping. To this end, the present invention is provided with a vehicle speed measurement device (3 and 6, or 4), a brake-operation-speed measurement device (8), a clutch operation device (9), and a control device (10).

Abstract: A torque distribution control system comprises a torsion unit for detecting traction on wheels of a primary driving axle that is continuously engaged with a drive source or a source of torque power. The amount of traction detected is converted to a signal with variable signal strength, the signal strength correlating to the amount of traction detected by the torsion unit. The signal strength capable of being adjusted automatically based on select parameters and/or manually based on a driver's input. And, in response to the signal, actuators engage and control operations of the vehicle such as the drive source, a braking system, and/or an axle clutch, with the level of engagement dependent upon the signal strength.

Abstract: One embodiment of the present disclosure provides a material reduction machine including a clutch configured and arranged to engage and disengage a material reduction tool with an engine based in response to a control unit. The control unit is configured to decelerate the material reduction tool by maintaining the clutch engaged with the engine during an engine speed reduction period. Another embodiment of the present disclosure also provides a method of decelerating a material reduction tool of a material reduction machine. The method includes the steps of maintaining engagement between the material reduction tool and an engine after the engine enters an engine speed reduction mode, and disengaging the material reduction device from the engine before the engine rpm drops below a predetermined level.

Abstract: A method for controlling an inching procedure of a motor vehicle, which has at least one friction clutch arranged between a drive unit and a transmission. The torque of the clutch is specified by a control unit and set by a clutch actuator. If the brake and load lever are not actuated, a multi-stage is started by an torque set by the clutch. To perform the process, the torque is increased up to a specified maximum limit to reach a specified speed in a first stage. A specified time period is waited in a second stage if the specified speed does not reached the maximum limit. The torque is increased by a specified value in a third phase if the specified speed is not reached, and the torque is reduced in a fourth stage and a driver warning is output if the specified speed again is not reached.

Abstract: A system for controlling a torque converter clutch in a vehicle powertrain includes a controller having an input for receiving powertrain operating parameter information. The controller is configured to determine a torque converter speed ratio based on the powertrain operating parameter information and to compare the speed ratio to a specified speed ratio limit. The controller is further configured to determine a target torque converter slip when the speed ratio exceeds or meets or exceeds the specified speed ratio limit; to compare the target slip with a desired slip value based on an vehicle noise, vibration or harshness (NVH) limit; and to control torque transmission of the torque converter clutch based on comparison of the target slip and the desired slip value. A method for controlling a torque converter clutch is also provided.

Abstract: A hill-hold method and system for a vehicle with manual transmission provides automated brake release timing when the vehicle's clutch is still disengaged to minimize or even prevent backward coasting of such a vehicle on a non-zero grade or hill by delaying full release of the brakes when the vehicle operator is in the transition of releasing the brake pedal and moving to the accelerator pedal.

Abstract: An automated gear shift transmission and method of controlling the same are described. The transmission is installed in a motor vehicle comprising several forward gears and at least one reverse gear and that allows choosing from several different driving modes by means of a driving mode selector lever. A forward gear is maintained in engagement in case of an uphill orientation of the motor vehicle when the parking mode is chosen. Instead of the forward gear, a reverse gear is maintained in engagement in case of a downhill orientation of the motor vehicle when the parking mode is chosen. This allows taking specific driving conditions or driving situations into account with relatively simple means.

Abstract: A method of operating a drive train of a motor vehicle with a hybrid drive having an internal combustion engine, an electric motor, an automatic transmission. The drive train also having a clutch between the internal combustion engine and the electric motor, and a clutch or a torque converter between the electric motor and the automatic transmission. This arrangement enabling the internal combustion engine to be started by engaging the clutch arranged between the internal combustion engine and the electric motor, when the drive train is powered exclusively by the electric motor. The braking power, generated during an upshift in response to a drop in the rotational speed of the drive train components, is used to start the internal combustion engine, such that the energy required from the electric motor for starting the combustion engine is minimized.

Abstract: In a method and a control unit for controlling the position of an automatic disc clutch in a vehicle, which disc clutch is arranged to transmit motive force from an internal combustion engine to an input shaft of a stagegeared gearbox in the vehicle, the control unit is arranged to position the clutch in a first position, preparing the vehicle for take off, with the gearbox having a starting gear engaged, and where the clutch in the first position transmits a smaller torque, characterized in that the control unit being further arranged to position the clutch in a second more disengaged position compared to the first position, if a driver of the vehicle does not demand vehicle take off torque by activating a throttle control within a predetermined time.

Abstract: An apparatus includes a clutch control unit to control a control amount of a clutch and a brake to temporarily stop an output side rotating body while the clutch is disconnected. A clutch-control-amount detector detects the control amount of the clutch and an engagement start detector detects an engagement start of the clutch when a rotational speed difference between the input side rotating body and the output side rotating body becomes equal to or less than a predetermined value. An engagement-start control-amount detector detects the control amount of the clutch in the engagement start and a clutch-correction-control-amount deriver derives a correction control amount of the clutch based on the control amount of the clutch at the time when the engagement start is detected after the output side rotating body is temporarily stopped. The clutch control unit feedback-controls the control amount of the clutch based on the correction control amount.

Abstract: A clutch control device is used to engage and disengage a clutch of a straddle-type vehicle. A method of using the device comprises detecting a predetermined operation, such as positioning a key switch in an ON position, for starting use of the straddle-type vehicle, detecting application of a brake of the straddle-type vehicle, and actuating clutch control means that disconnects the clutch upon detection of application of the brake if the predetermined operation for starting use is detected.

Abstract: A load determining section of a drive control apparatus for forklift determines a load state related to a loading attachment. In a case where a connection determining section determines switching to a connection state, if the load state determined by the load determining section requires that driving of a vehicle body be limited, a disconnection control section forcibly disconnects a transmission of a driving force to a drive wheel. Thus, the forklift is prevented from being started in a state that is likely to make the driving of the forklift unstable.

Abstract: A controller serving as determination device determines whether or not a rising speed of the clutch pressure of the input clutch is less than a limit rising speed of the original pressure. A controller serving as original pressure control device adjusts the original pressure such that a difference between the original pressure and the detected clutch pressure of the input clutch becomes a predetermined offset pressure when it is determined that the clutch pressure rising speed of the input clutch is less than the original pressure limit rising speed, and adjusts the original pressure such that the original pressure is raised at the original pressure limit rising speed when it is determined that the clutch pressure rising speed of the input clutch is equal to or higher than the original pressure limit rising speed.

Abstract: A procedure for controlling a start-up assistant control of a vehicle with a transmission, an automatically controllable clutch and at least an automatically controllable brake affecting the wheels of the vehicle, which can be activated by the driver to halt the vehicle and which with the start-up assistant control unit increases the jerking degree of the clutch on activation of a starting operating system and which at least releases the brakes. The jerk degree of the clutch, which signals the brakes to be released is selected dependent on the operating reactions of the drive train actuators, derived from the current accelerator pedal position and/or accelerator pedal adjustment speed. It can be guaranteed by considering the dead time between the issuance of a release instruction of the brakes and the actual release of the brakes along with, release of torque of the engine, the desired torque corresponds to the brake.

Abstract: Drivetrain for a motor vehicle including an engine (1), a gearbox (9) having an intermediate shaft (11) with intermediate shaft brake (17) and a friction clutch (3) coupled between the engine and the gearbox. A torque sensor (19) is provided, which detects the input torque to the gearbox. The intermediate shaft brake and the clutch are controlled by a control unit (12), which is programmed in predetermined instances, when the gearbox is in the neutral position, the clutch is engaged and the intermediate shaft brake is released, to measure and store the torque loss from the gearbox and then to set the brake to a predetermined level and to register and store the torque increase during the setting until constant torque is attained. This is registered and stored in the control unit together with the time for the torque increase.

Abstract: The present invention provides a drive device for a working vehicle whereby gear change shock during the forward/reverse running changeover action can be reduced while achieving shortening of cycle time and protecting various clutch mechanisms in the transmission. If a reverse running command is output from a running control device while the vehicle is running forward, an ECMV controls a braking force of a brake device so as to reduce a vehicle speed through a first prescribed speed to a second prescribed speed, and disengages the forward clutch. When the vehicle speed reaches the first prescribed speed, the ECMV puts the reverse clutch in a slipping action condition and, after the vehicle speed reaches the second prescribed speed, gradually engages the reverse clutch.

Abstract: A vehicle hill hold may be accomplished, for a vehicle having an automated clutch between the engine output and the transmission input, while protecting the clutch from potential excess wear due to overheating. A hill hold may be accomplished by automatically switching the torque holding the vehicle in place from the clutch to the brakes. Alternatively, a hill hold may be accomplished by increasing an accelerator pedal position sensitivity and switching the clutch between fully engaged and fully disengaged based on changes in the pedal position.

Abstract: The present invention provides a running control device for an industrial vehicle that has superior driving operability and that allows easy starting and stopping on road surfaces that have sloped or stepped surface. The running control device for an industrial vehicle includes an engine, a sensor that detects an operation amount of an accelerator member, a transmission that has a forward clutch and reverse clutch, a brake that applies braking to the vehicle, and a controller. The controller simultaneously controls the engine revolutions, the engaging force of the forward clutch and reverse clutch and the braking force of the brake in accordance with the operation amount.

Abstract: In a drive train for a working machine, in particular, a wheel loader, the driving speed is preselected via a driving pedal (11) and the working hydraulic system is actuated via a selector lever (8), whose signals are fed to an electronic control unit (10) which regulates a drive engine (1) and a clutch (2) arranged between the drive engine (1) and a pump impeller (3) of a hydrodynamic torque converter in such a manner that an auxiliary drive (6) for a pump (7) of the working hydraulic system is operated at a sufficient speed, while the preselected driving speed is not exceeded.

Abstract: A pedal box for a motor vehicle, comprising clutch (1), brake (2), and accelerator (3) pedals that are mounted to respectively rotate about a corresponding pivots (X1, X2, X3) between a rest position and a position of maximum actuation after passing through a multitude of intermediate positions. A link (4) located between the accelerator pedal (3) and the brake pedal (2) places the brake pedal (2) in an intermediate position or a rest position depending on whether or not the accelerator pedal (3) is in a rest position.

Abstract: A vehicle driving force control apparatus is provided for a vehicle to prevent a shock from being generated when a clutch disposed between a subordinate drive source and subordinate drive wheels is transferred to a disengaged state during vehicle travel. When a transition is made from a four-wheel drive state to a two-wheel drive state, and a clutch is released during vehicle travel, the motor torque is maintained constant at a level of a clutch-release torque required by the electric motor as the output for bringing the torque on the clutch substantially to zero.

Abstract: Methods and apparatus are provided for determining when vehicle powertrain torque is being used to substantially maintain a vehicle at a substantially zero speed on a graded surface, and to shift the supplied torque from the powertrain to another vehicle system or component. A vehicle controller determines that the powertrain system is supplying a hold torque, which has a magnitude sufficient to substantially maintain the vehicle at a substantially zero speed on the graded surface. A brake torque at a magnitude at least equivalent to the hold torque is automatically applied from the vehicle brake system to thereby maintain the vehicle at the substantially zero speed. Thus, the powertrain system can remove the torque it is supplying to hold the vehicle at the substantially zero speed.

Abstract: A controller for an exhaust brake device is provided whereby the braking force of the exhaust brake device can be ensured sufficiently, even at low vehicle speeds. A controller for an exhaust brake device (73) used in combination with a power transmission device comprising a fluid coupling (2) connected to the output shaft (1a) of an engine (E), a clutch (3) interposed between the fluid coupling (2) and a gearbox (T/M), and a lock-up clutch (7) for mechanically disengaging and engaging the fluid coupling (2), is provided, and this controller is provided with an electronic control unit (22) for controlling the engagement and disengagement of the lock-up clutch (7) and the operation of the exhaust brake device (73). The electronic control unit (22) permits operation of the exhaust brake device (73) in the range of engagement of the lock-up clutch (7).

Abstract: A vehicle equipped with a system (30) for automatically disengaging and engaging a friction clutch (13) coupling between an engine (11) and a transmission (16). The vehicle is also equipped with an automatic brake system (34) for automatically applying and releasing a brake to and from wheels (43). The automatic clutch disengagement/engagement system (30) performs high speed clutch engagement at the time of restarting the vehicle. The automatic brake system (34) releases the brake upon completion of the quick clutch engagement. The quick clutch engagement occurs in a clutch play range. The amount of quick clutch engagement is determined by depression of an accelerator pedal (10). Since the accelerator depression varies from when the vehicle is started on a flat road to when on an inclination, an optimum brake releasing is effected regardless of the road inclination if the timing of brake release is determined in this manner.

Abstract: The actuator uses an electric motor to drive a recirculating ball screw thread connection, to hold a brake-actuation spring at bay. After the spring has been compressed to the brakes-off position, the electric motor is de-energized. Then, the screw-thread connection is prevented from rotating and backing off, by virtue of the fact that the electric motor is connected to the screw thread via a high-reduction worm gear-box, which will not reverse-drive. An electric clutch is included between the screw-thread connection and the gear-box, the clutch being held, electrically, in the locked or drive condition while the brake is required to be held off. The brake is applied by releasing or de-energizing the clutch to the non-drive or free condition.