Abstract: The invention relates to a method of managing the oil temperature of a transmission of a motor vehicle, the transmission comprising a lubrication circuit and an oil cooling circuit, the oil temperature management circuit comprising a liquid/liquid heat exchanger mounted on the lubrication circuit, the lubrication circuit comprising a pump for circulating the oil in the lubrication circuit, and a temperature sensor wherein, before a starting stage of the vehicle, if the temperature of the oil is lower than a first value, the pump of the lubrication circuit is activated so as to circulate the oil in the liquid/liquid exchanger.

Abstract: Parameters relating to rotation of a motor (2) measured every constant time are acquired and the moving average of each constant interval of the parameters is calculated. The calculated moving averages are input to a training model trained so as to output a temperature of magnets attached to a rotor (7) of the motor (2) when the moving averages of the parameters relating to rotation of the motor (2) are input, and an estimated value of the magnet temperature output from the model is acquired. Next, the acquired estimated value of the magnet temperature is output.

Abstract: A quickshifter-equipped vehicle control unit includes an engine speed calculator configured to calculate an engine speed and a shift controller configured to operate in a quick shift mode and in a normal shift mode. The quick shift mode is a mode in which upon detection of the shift operation, the shift controller adjusts an output of an engine while keeping a main clutch in an engaged state, and the normal shift mode is a mode in which upon detection of the shift operation, the shift controller controls a clutch actuator to bring the main clutch into a disengaged state. The shift controller selects the quick shift mode when the engine speed is higher than a predetermined rotational speed threshold, and selects the normal shift mode when the engine speed is lower than the rotational speed threshold.

Abstract: A method and apparatus for controlling transmission oil temperature are provided. The transmission oil is heated using a motor coil of an electric oil pump (EOP) as a heater before a startup of a vehicle. The method includes applying a current to the motor coil of the EOP configured to operate a transmission of the vehicle to thus heat the transmission oil by heat generated from the motor coil.

Abstract: Systems and methods are provided for controlling a transmission. An engine stop-start event may be allowed or denied based on one or more characteristics of the vehicle including the transmission.

Abstract: A method for automatically starting and stopping engine(s) of a vessel based on the position of a handle. Automatic starting occurs by activating an ignition circuit, receiving a signal indicating handle position, and providing a signal to start the engine when the handle is out of neutral position. A signal to shift the transmission into gear is sent when the handle is in an idle position. Automatic stopping of the engine includes receiving a signal the handle is in neutral, receiving status information of the engine, and providing a signal to stop the engine when the handle is in neutral and either the engine is not running or at least one of a number of conditions are met. A shutoff timer may delay auto stop of the engine, which may reset whenever any of the conditions ceases to be true.

Abstract: A control apparatus for a vehicle that includes an engine; a transmission; a damper and a clutch. The transmission has a gear ratio that is variable in a range including a torque-fluctuation insufficient absorption region in which a damper spring of the damper is elastically deformed to a certain maximum limit when a misfire occurs in the engine. The control apparatus includes: a misfire determination portion configured to determine occurrence of the misfire in the engine; and a misfire-case shift control portion configured, upon determination of the occurrence of the misfire in the engine by the misfire determination portion when the gear ratio of the transmission is in the torque-fluctuation insufficient absorption region, to cause the transmission to execute a shift-down action such that the gear ratio becomes higher than a higher threshold value of the torque-fluctuation insufficient absorption region.

Abstract: A control device executes, when a jump-down shifting is executed, shifting control in which, after engaging elements establishing a pre-shifting gear position are released, an intermediate gear position that is a gear position between the pre-shifting gear position and a post-shifting gear position is established, and after the intermediate gear position is established, the post-shifting gear position is established. When an engaging element able to reduce a rotation speed difference between two rotating bodies connected by engaging elements establishing the intermediate gear position is regarded as a speed difference reducing element, the control device executes a pre-engaging process for generating a torque capacity in the speed difference reducing element while the shifting control is being executed and before establishing the intermediate gear position.

Abstract: A position controller includes: an oil temperature acquisition unit that acquires information on an oil temperature of a hydraulic actuator; a position acquisition unit that acquires an actual value of an operation position of an object; a position control unit that calculates an operation command value for a control valve of the hydraulic actuator by closed-loop control so as to reduce a deviation between a target value of the operation position of the object and the actual value; and a gain setting unit that changes at least one gain of the closed-loop control so that sensitivity of the closed-loop control increases as the oil temperature decreases.

Abstract: Transmission systems, control systems for vehicles, and methods of operating vehicles are disclosed herein. A transmission system for a vehicle includes a transmission and a heat exchanger. The transmission is configured to receive rotational power supplied by a drive unit and provide the rotational power to a load in use of the transmission system. The heat exchanger is fluidly coupled to the transmission and configured to cool a sump of the transmission to manage transmission oil temperature in use of the transmission system. The transmission includes a control system having a plurality of sensors and a controller coupled to the plurality of sensors that has a processor and a memory device coupled to the processor.

Abstract: A system for estimating engine performance is configured to receive, via a cylinder combustion model, a cylinder pressure of a cylinder associated with operation of an internal combustion engine. The system estimates a liner bending moment based at least in part on the cylinder pressure, generates a piston side load associated with the cylinder based at least in part on the liner bending moment, and estimates a piston friction value for a piston associated with the cylinder. The piston friction value may be based at least in part on the cylinder pressure and an engine speed of the internal combustion engine. The system receives, via a convective heat transfer model, an exhaust heat transfer value indicative of a cumulative heat transfer from an exhaust manifold, and estimates an engine torque value based at least in part on the exhaust heat transfer value.

Abstract: A system can control an engine during a shift event of a multi-ratio transmission driven by the engine. The engine can include a throttle valve configured to selectively regulate a flow rate of air entering the engine. The system can include a controller configured to receive shift data indicative of an execution of the shift event by the multi-ratio transmission, receive first sensor data indicative of a temperature of the engine and second sensor data indicative of a temperature of the multi-ratio transmission, obtain a transient air value based on the temperature of the engine and the temperature of the multi-ratio transmission when the controller has received the shift data, and signal the throttle valve to move to a position corresponding to the transient air value when the controller has received the shift data.

Abstract: A method for operating an internal combustion engine with an exhaust gas aftertreatment device has a control system that determines a vector field of corresponding engine operating points (nEngi, MEngi) depending on a predetermined reducing agent-fuel consumption weighting qFD to be maintained during the operation of the internal combustion engine in order to derive a specific DEF-fuel consumption BSFCi for each of the engine operating points (nEngi, MEngi). The control system selects the element iSet from the identified vector field to which a minimum specific DEF-fuel consumption BSFCSet corresponds as the setpoint engine operating point (nEngSet, MEngSet), wherein the control system specifies a setpoint engine speed nEngSet according to the selected element iSet and specifies therefrom a setpoint gear ratio rSet, taking into account a current gearbox output speed nout.

Abstract: Systems and methods for operating an engine and a transmission to reduce a catalyst light off time are disclosed. In one example, clutches of a transmission are operated to provide a desired load to the engine so that engine combustion stability may be improved while supplying heat to a catalyst so that the catalyst light off time may be reduced.

Abstract: A transmission includes a selectable one-way clutch with active and passive states. Successful transition from the active state to the passive state is only possible when there is no torque tending to cause overrunning. After commanding a transition from the active state to the passive state, a controller partially engages a first friction clutch to induce a torque tending away from overrunning until a lash crossing is detected. Then, the controller releases the first clutch and partially applies a second clutch to induce a torque toward overrunning. When slip is detected, indicating successful achievement of the passive state, the second clutch is released.

Abstract: A control apparatus is provided for a vehicle that includes (i) an engine serving as a drive power source, (ii) a motor/generator serving as the drive power source and (iii) a mechanically-operated transmission mechanism that constitutes a part of a power transmitting path between the drive power source and drive wheels of the vehicle. The control apparatus includes a shift control portion is configured, when an input torque inputted to the mechanically-operated transmission mechanism is to be controlled in process of a coasting shift-down action executed in the mechanically-operated transmission mechanism, to determine an upper limit value of the input torque inputted to the mechanically-operated transmission mechanism in the process of the coasting shift-down action, such that the determined upper limit value is lower during operation of the engine than during stop of the engine.

Abstract: An engine is driven at an operating point with high engine efficiency to improve fuel economy. A vehicle control device according to the present invention controls a transmission ratio before increasing the engine rotation speed, and thereafter, engages the clutch.

Abstract: A vehicle control apparatus includes: a state determining portion configured to determine whether an engine is in a first operational state corresponding to a normal operation state or a second operational state corresponding to an engine stop state in which the engine is stopped and/or a catalyst warming-up state in which the engine is operated to warm up a catalyst; and a shift control portion configured, in process of a shifting action of a transmission mechanism, to control at least an engaging pressure of an engaging coupling device as one of a plurality of coupling devices of the transmission mechanism, which is to be placed in an engaged state upon completion of the shifting action, such that the engaging pressure of the engaging coupling device is controlled to be lower when the engine is in the second operational state, than when the engine is in the first operational state.

Abstract: A control device for a continuously variable transmission with an auxiliary transmission includes: a cooperative control section being configured to shift the auxiliary transmission mechanism during the first inertia phase time period, and to shift the variator during the second inertia phase time period, when the cooperative control in which an input torque to the continuously variable transmission is equal to or smaller than a predetermined value in the cooperative control is judged, and being configured to shift the auxiliary transmission mechanism during the first inertia phase time period, and to shift the variator during the first inertia phase time period when the cooperative control in which the input torque to the continuously variable transmission is greater than the predetermined value is judged.

Abstract: A method and system for the cancellation of transmission shift delay as a function of an optimum target temperature is disclosed. Once the pre-selected optimum target is achieved the shift delay is cancelled and the transmission is upshifted. Thus the disclosed inventive concept is based the cancellation of the shift delay on achieving climate control air conditioning comfort targets. Such comfort targets could include one or more of the measured HVAC evaporator temperature, the HVAC discharge temperature, or the in-vehicle cabin temperatures. When a temperature sensor measuring the selected temperature reaches the pre-selected target temperature the shift delay may be cancelled and the transmission may be upshifted, thus maximizing passenger comfort while minimizing fuel consumption. Having the shift delay based upon the achievement of specific measurable comfort targets in the form of target temperatures rather than a set time period allows optimization between cabin comfort and fuel efficiency.

Abstract: A vehicle includes an engine operable in an auto stop-start (SS) mode. The engine is adapted to auto stop and auto start in the SS mode. The vehicle further includes a transmission operable in an idle load reduction (ILR) mode. In the ILR mode, engagement of a forward clutch is disposed in an alternate first gear state. A controller is operably connected to the engine and the transmission. The controller is programmed to command the engine to operate in the SS mode when a speed of the vehicle is below a predetermined threshold unless one or more SS inhibit conditions are present. The controller is further programmed to, when one or more SS inhibit conditions are present, inhibit operation of the engine in the SS mode and to command the transmission to operate in the ILR mode unless one or more ILR inhibit conditions are present.

Abstract: An automatic transmission system includes a housing containing automatic transmission fluid (ATF), a plurality of clutches configured to be engaged to generate gear ratios corresponding to forward speeds of the automatic transmission, wherein one clutch of the plurality of clutches is a friction clutch movable between a disengaged state, an engaged state utilized to create one or more gear ratios of the automatic transmission, and a slippingly engaged state between the disengaged state and the engaged state where the friction clutch is not engaged to create a gear ratio of the automatic transmission, and a controller configured to selectively move the friction clutch to the slippingly engaged state when the friction clutch is not being utilized to generate the one or more gear ratios, such that the friction clutch generates heat from friction to thereby rapidly heat the ATF in the housing and improve operating efficiency of the transmission.

Abstract: A method of improving active fuel management reactivation torque responsiveness. The method includes detecting a driver torque request signal for increased torque output during active fuel management reactivation, modifying a torque request signal ramp rate based on excess air pressure available within an engine manifold during active fuel management, performing torque shaping on the driver torque request signal using the modified torque request signal ramp rate to obtain a shaped driver torque request signal, modifying manifold model torque estimation based on the excess air pressure available within the engine manifold during active fuel management reactivation, and modifying the smoothed driver torque request signal based on the modified manifold model to increase torque output responsiveness proportional to the driver torque request signal when exiting active fuel management.

Abstract: A shift position switching controller determines whether the responsiveness for switching the shift position to an other-than-N position will be affected by a reduction of an N position check time and keeps the N position check time unchanged from a normal value if a current shift position is a D position or if a vehicle speed is equal to or greater than a preset value. Alternatively, the shift position switching controller determines whether the responsiveness of the controller will be affected by reducing the N position check time, and sets the N position check time to a shorter-than-normal value if the current shift position is a D position and the vehicle speed is equal to or greater than the preset value.

Abstract: A vehicle control device for controlling a vehicle with a frictional engagement element provided between a drive source and drive wheels includes a first determination unit configured to determine whether or not a signal of an inhibitor switch indicates a traveling position, a second determination unit configured to determine whether or not an oil path communicating with the frictional engagement element is in a drain state, a temperature estimation unit configured to estimate temperature of the frictional engagement element, and a temperature estimation prohibition unit configured to prohibit temperature estimation of the frictional engagement element by the temperature estimation unit when the signal of the inhibitor switch indicates the traveling position and the oil path is in the drain state.

Abstract: A control system for controlling power supply of an electric machine of an automobile and which contributes to movement thereof, wherein the control system is connected, at an input thereof, to a mechanism estimating a temperature of a rotor of the electric machine and to a temperature sensor measuring a temperature of a stator of the electric machine. The control system includes mappings of a set of values for allocating supply currents of the electric machine on the basis of torque and rotational speed request values received at the input of the control system, and includes a switching mechanism for selecting the mapping, the supply current signals of which are transmitted to the electric machine, on the basis of the signals from the mechanism estimating the temperature of the rotor and from the stator-temperature sensor.

Abstract: An apparatus and method are disclosed for controlling fluid flow in a motor vehicle transmission. At least one friction engagement device is fluidly coupled to a first pump, and a lubrication and cooling sub-system is normally fluidly coupled to a second pump. Illustratively, when a flow rate of the fluid in the first fluid passageway is less than a threshold fluid flow rate, a temperature of the fluid is greater than a temperature threshold and a fluid flow demand is greater than a fluid flow demand threshold, fluid flow from the second pump to the lubrication and cooling sub-system is blocked and fluid supplied by the second pump is instead directed to the at least one friction engagement device such that fluid is supplied by both the first and second pumps only to the at least one friction engagement device.

Abstract: A method of signaling an operator of a motor vehicle to optimize stopping distance including determining a vehicle speed, and determining a preferred time to stop based, at least in part, on the vehicle speed. A maximum acceptable time to stop is determined based, at least in part, on the vehicle speed. A coast rate for the vehicle is determined, and an optimal distance to begin coasting is also determined. The method further includes providing a signal to an operator of the vehicle to begin coasting when the vehicle is at the optimal distance.

Abstract: A method for controlling a variable valve train of an internal combustion engine including multiple cylinders is disclosed. At a first operating point of the engine, an intake air amount is determined and cylinder-individual values for a fuel amount reduction are determined by successively reducing the respectively supplied fuel amount for each cylinder until a characteristic representing uneven running of the engine has reached a predetermined uneven running threshold value. A ratio of a change in the intake valve lift to the resulting change in the intake air amount is determined for the first operating point. Cylinder-individual deviations of the intake valve lift from a reference value are determined based on the ratio, the intake air amount at the first operating point, and the associated value for the fuel amount reduction. The variable valve train is then controlled on the basis of the cylinder-individual deviations of the intake valve lift.

Abstract: Embodiments of the present invention are directed to providing a transmission control system that enables an operator to quickly and effortlessly shift or change gears/selections/modes, in either a sequential or non-sequential manner without incurring the undesired unloading of driveline motion, while retaining consistent launches/start offs. More particularly, an improved transmission control system with an electronic gear shifter is presented for use in a vehicle or machine having an engine and transmission with a plurality of gear ratios or selections. The system allows the operator to shift gears/selections in a normal sequential progression or a progression that skips numerical order. Thus, the vehicle or machine may be accelerated and/or decelerated at a faster and more predictable rate to achieve greater performance in certain operating conditions.

Abstract: A method and system for operating an ammonia generation cycle in an internal combustion engine and a connected aftertreatment system includes monitoring a parameter of engine operation, comparing the parameter of engine operation to a threshold delineating operation of the engine in one of a stoichiometric operation and rich operation, and operating the ammonia generation cycle based upon the comparing indicating the parameter of engine operation exceeding the threshold.

Abstract: A double clutch which has two friction clutches, a central pressure-exerting plate and two pressure plates that are axially movable relative to the pressure-exerting plate with the interposition of friction linings of two clutch disks, which mesh with each transmission input shaft, of actuating devices. Here, the pressure plates are acted on by transmission elements by the actuating devices directly without a lever action. Furthermore, for cooling and lubrication of actuating devices and transmission elements, an annular chamber with an increase in fluid volume can be formed.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, operation of a driveline disconnect clutch is based on temperature conditions of a catalyst. The driveline disconnect clutch may not be opened if catalyst temperature is greater than a threshold temperature so that the catalyst may be cooled.

Abstract: The present invention provides an automatic transmission control apparatus which comprises a first temperature detection device for detecting a temperature of hydraulic oil stored in an automatic transmission; an automatic transmission control device installed in a same casing as that in which the hydraulic oil is stored; a second temperature detection device for detecting a temperature of the automatic transmission control device; and a malfunction determination section for comparing the temperature of the automatic transmission control device detected by the second temperature detection device with the temperature of the hydraulic oil detected by the first temperature detection device to determine whether or not a malfunction occurs in the first temperature detection device.

Abstract: A transmission assembly in a vehicle includes a transmission configured to receive a transmission fluid. A controller operatively connected to the transmission and configured to store a first look-up table defining respective warm-up calibration factors (Fw) for a respective first set of ambient temperatures. The controller has a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for determining a current temperature (TTF) of the transmission fluid. The vehicle is keyed off and then keyed on after a key-off time duration (te), the controller being deactivated when the vehicle is keyed off and activated when the vehicle is keyed on. The controller is configured to determine the current temperature of the transmission fluid (TTF) based at least partially on the first look-up table and a key-on temperature (TTFkey-on) of the transmission fluid.

Abstract: Methods and systems are provided for performing a multiple gear downshift of a transmission gear by transiently operating in an intermediate gear. In response to air mass flow not reaching a threshold for CAC self-cleansing for a set duration, the transmission gear may be downshifted from a higher gear to an intermediate gear, and then to a requested lower gear. Downshifting through an intermediate gear may also be controlled based on the gear shift request and maximum air mass flow levels for engine misfire.

Abstract: A system for thermally managing a transmission having a transmission heat exchanger, wherein the transmission is coupled to an engine having a block and a head. A closed cooling circuit is provided to flow coolant through the system. A block output valve is provided for receiving coolant exiting the block and having a first outlet in fluid communication with the transmission heat exchanger and a second output connected to a bypass. Thermosensors may also be provided to determine the temperature of the block and the transmission. A system having a controller to thermally manage a transmission is also provided. A method of thermally managing a transmission is also provided.

Abstract: A method and system for the cancellation of transmission shift delay as a function of an optimum target temperature is disclosed. Once the pre-selected optimum target is achieved the shift delay is cancelled and the transmission is upshifted. Thus the disclosed inventive concept is based the cancellation of the shift delay on achieving climate control air conditioning comfort targets. Such comfort targets could include one or more of the measured HVAC evaporator temperature, the HVAC discharge temperature, or the in-vehicle cabin temperatures. When a temperature sensor measuring the selected temperature reaches the pre-selected target temperature the shift delay may be cancelled and the transmission may be upshifted, thus maximizing passenger comfort while minimizing fuel consumption. Having the shift delay based upon the achievement of specific measurable comfort targets in the form of target temperatures rather than a set time period allows optimization between cabin comfort and fuel efficiency.

Abstract: A transmission and a method for loading an engine in a vehicle. The transmission includes a gear set, an input shaft coupled to the gear set, and a plurality of friction elements coupled to the gear set. The transmission also includes a control system to direct a subset of the plurality of friction elements to engage the gear set to stall the input shaft thereby placing a load on the engine. The load causes additional heat that may be used to warm up the vehicle's passenger compartment and/or defrost the vehicle's windshield.

Abstract: A system for managing a temperature of a working fluid in a vehicle powertrain can include a temperature sensor and a controller. The working fluid can be located in a transmission of the powertrain, and a temperature sensor can be in thermal contact with the working fluid and configured to output data indicative of a real-time temperature of the working fluid. The controller can be in electrical communication with the temperature sensor and at least one of a power source and the transmission. The controller can be configured to compare the data from the temperature sensor to a temperature threshold, select a terminal speed limit when the data indicates that the temperature is less than or substantially equal to the temperature threshold, and select a reduced speed limit when the data indicates that the temperature is greater than the temperature threshold.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) paired with an engine in a vehicle includes assessing whether the vehicle is being accelerated and ascertaining whether a position of a vehicle accelerator during the acceleration is maintained within a predetermined range. The method also includes identifying a DCT clutch that is being slipped during the acceleration, determining an amount of time remaining until the clutch stops slipping, and comparing a first preset time span indicative of the time remaining until the clutch reaches a threshold temperature with the amount of time remaining until the clutch stops slipping. The method additionally includes setting a time delay for activating an indicator if the amount of time remaining until the clutchs stops slipping is greater than the first preset time span. Furthermore, the method includes activating the indicator after the time delay.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an engine in a vehicle. The method includes assessing whether the vehicle is being accelerated and identifying a DCT clutch slipping during the acceleration. The method also includes determining vehicle parameters, determining an amount of time remaining for the clutch to stop slipping using the determined vehicle parameters, and determining an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes comparing the determined amount of time remaining for the clutch to stop slipping with the determined amount of time remaining until the clutch reaches the threshold temperature. Furthermore, the method includes activating an indicator if the determined amount of time remaining until the clutch reaches the threshold temperature is less than the determined amount of time remaining for the clutch to stop slipping.

Abstract: A method of cooling a multi-speed dual-clutch transmission (DCT) that is paired with an internal combustion engine in a vehicle includes detecting operation of the vehicle. The method also includes sensing an increase in temperature of a subsystem of the DCT while the vehicle is operating. The method also includes selecting a remedial action in response to the sensed temperature. The method aditionally includes activating the selected remedial action such that the temperature of the subsystem is reduced.

Abstract: A hybrid transmission includes first and second electric machines. A method for operating the hybrid transmission in response to a command to execute a shift from an initial continuously variable mode to a target continuously variable mode includes increasing torque of an oncoming clutch associated with operating in the target continuously variable mode and correspondingly decreasing a torque of an off-going clutch associated with operating in the initial continuously variable mode. Upon deactivation of the off-going clutch, torque outputs of the first and second electric machines and the torque of the oncoming clutch are controlled to synchronize the oncoming clutch. Upon synchronization of the oncoming clutch, the torque for the oncoming clutch is increased and the transmission is operated in the target continuously variable mode.

Abstract: A machine includes an engine and an engine cooling system, which is associated with and configured to remove heat from the engine. A transmission is connected to the engine and configured to transmit engine power from the engine to a driven load. The transmission controls an amount of engine power transmitted to the driven load in response to a transmission command signal. A controller associated with the engine and the transmission provides the transmission control signal. The controller is disposed to determine an engine operating condition, determine a transmission operating condition, and adjust the transmission command signal to reduce the amount of engine power transmitted to the driven load when the engine operating condition indicates that the engine cooling system removes insufficient heat from the engine.

Abstract: A method is provided for controlling an automatic transmission of a motor vehicle, in which the engine speed is limited after a cold start and a normal shift point is used for shifting to the next higher gear of the automatic transmission in the case of an average operating temperature of an engine, before the average operating temperature is reached, a cold shift point being used for shifting to the next higher gear of the automatic transmission, in the case of which upshifting is performed at a lower vehicle velocity than in the case of the normal shift point. Upshifting into the next higher gear of the automatic transmission can be made easier, since upshifting can already be performed at lower vehicle velocities and therefore lower engine speeds in the cold start phase.

Abstract: An electric oil pump system and a control method thereof include an electrical oil pump that is derated or the derating of the electrical oil pump is released according to a coil temperature of the electrical oil pump, and a torque of a transmission is control according to whether or not the electrical oil pump is derated.

Abstract: A start-stop system includes a fuel type module that determines a fuel type of a fuel supplied to an engine. A threshold module determines a first threshold based on the fuel type. A temperature module estimates a temperature of a catalyst of an exhaust system of the engine. A comparison module compares the temperature to the first threshold and generates a comparison signal. A power module adjusts power to a heating circuit based on the comparison signal. The heating circuit is configured to increase temperature of the catalyst. The power module adjusts the power to the heating circuit to increase the temperature of the catalyst when the engine is shutdown. An engine control module shuts down and restarts the engine to reduce idling time of the engine.

Abstract: A gear shift indicator can reduce bothersome feelings of the driver. The EFI-ECU acquires information about the travelling state of a vehicle, and calculates a target gear shift stage for improving fuel consumption. The EFI-ECU acquires information about a current gear shift stage. The EFI-ECU determines that a gear shift request is generated when the current gear shift stage is different from the target gear shift stage. When the EFI-ECU determines that an AI control is under execution and that the calculated target gear shift stage is a restricted gear shift stage prohibited in the AI control, the EFI-ECU does not present a gear shift indication.

Abstract: Mapped data of line pressure set to any of high pressure/low pressure regions on the basis of an engine load are stored in a storage section. A determining section 103 determines, on the basis of temperature of the hydraulic oil detected by an ATF temperature sensor 18, whether the mapped data the low pressure region is shifted in an enlarged direction. A state determining section 104 determines whether a throttle valve opening degree TH of the vehicle is totally closed or whether the line pressure is currently set to low line pressure. When the low pressure region is shifted in the enlarged direction and the throttle valve opening degree TH is totally closed or the line pressure is currently set to the low line pressure, a region changing section enlarges the low pressure region of the mapped data stored in the storage section.