Abstract: A control apparatus for a continuously variable transmission for use with a vehicle is provided for permitting a driver to select one from three transmission modes for the continuously variable transmission, and providing an appropriate transmission ratio in accordance with a particular operating condition of a vehicle without causing an insufficient engine torque or over-revolution, particularly when the transmission is switched from a continuously variable transmission mode to a stepped manual transmission mode. The control apparatus comprises an ECU and an MT switch. The ECU executes a continuous automatic transmission mode for continuously setting a transmission ratio of the continuously variable transmission in accordance with a detected operating condition of the vehicle.

Abstract: A method for controlling the shifting of a transmission uses a control device for shifting gears in two different operating modes. In a first operating mode, the transmission is operated in an automatic mode and the shifting is automatically carried out, essentially based on detected driving parameters and with the aid of the control device. A respective automatic driving program and/or a respective top selectable gear can be selected in the automatic mode. In a second operating mode, the transmission is operated according to an automated manual shifting mode by using an actuating device. The respective automatic driving program and/or the respective top selectable gear can be selected by using the actuating device when the transmission is in the automatic mode. A device for controlling the shifting of a transmission is also provided.

Abstract: A method of driving a vehicle having an automatic transmission with an electronic control device input with a clutch pressure through the loading standing device of a clutch where the clutch pressure is isolated according to the gearbox input factor and a gear as a characteristic curve in an electronic driving device and the clutch pressure of a clutch along the power flow path is defined during the motion outside the gear change according to the real transmission capability of the clutch.

Abstract: A control system for an automatic shifting bicycle transmission comprises a control unit that communicates with a memory location. The memory location stores a plurality of shift tables. The control system uses the information in the shift tables to shift gears with a powered shifting device. The powered shifting device can be manipulated using shift switches in a manual operating mode. The shift switches also are used to switch between the plurality of shift tables.

Abstract: The invention relates to a method for manually stipulating the transmission ratio of a continuously variable transmission (CVT) for a motor vehicle. The CVT comprises a control device, a shifting or selecting device, a starting element and a variator for adjusting the transmission ratio which is driven, in particular, by an internal combustion engine. The control device processes input signals derived from a driver-vehicle system within the framework of an operational strategy for stipulating the transmission ratio, the rotational speed of the drive motor or a variator input rotational speed. In a first automatic operation mode, the operational strategy automatically selects the transmission multiplication. In a second manual operational mode, the driver can directly intervene, via the shifting or selecting device, in the selection of the transmission multiplication.

Abstract: A system for controlling an automated mechanical change-gear transmission system including a processing unit for processing inputs according to predetermined logic rules to determine currently engaged and allowably engaged gear ratios and throttle positions, for changing between automatic and semi-automatic transmission modes, for issuing command output signals to non-manually controlled operators, and for temporarily selectively overriding a pre-selected transmission mode if either cruise control or power take off are activated.

Abstract: A control device for a gear of a motor vehicle, where the control device adjusts the speeds or transmissions of a gear according to a control program. In order to improve the setting of options and parameters to influence the control program, it is proposed that a memory be provided in the control device in which the options or parameters to influence the control program are filed in an alterable manner. An input device is connected with the memory and that input device can access the memory in a writing fashion. It is thus possible to set or alter options or parameters to influence the control program via the input device.

Abstract: An input device for use in a vehicle for inputting settings pertaining to a driver's intention of acceleration and deceleration includes a running mode selection switch and an acceleration/deceleration switch. A plurality of modes, for example, a manual speed change mode, an automatic speed change mode, a speed setting mode, and a distance-between-cars setting mode, are selectively set in the running mode selection switch. The acceleration/deceleration switch allows an accelerating or decelerating operation in correspondence to the selected mode. Operation switches which have been conventionally provided separately for each of functions are integrated into two parts, that is, the running mode selection switch and the acceleration/deceleration switch. After a desired mode has been selected, a desired function can be realized only by operation corresponding to a driver's intention of acceleration or deceleration.

Abstract: An input device having keys for selecting rearward driving (R), neutral position (N) and forward driving (D), as well as a decrementing control switch (5) and incrementing control switch (4) for manually lowering and raising the gear stage. Starting from the gearbox mode of the input device and the forward driving (ASM) operating state, a tempomat mode (TM) can be adopted by actuating the key (D). The actuation of the operating elements is interpreted in the tempomat mode as a command for the tempomat, it being possible, in particular, for the decrementing and incrementing control switches (4, 5) to be used for lowering or raising the desired speed. A return to the gearbox mode takes place through renewed actuation of the “D” key or actuation of the brake (6).

Abstract: A standby phase target time is determined with reference to a table according to a read engine load and vehicle speed. A standby phase real time is then measured, and a learning correction value is calculated and stored. In a next shifting operation, a value that is found by adding the learning correction value to a hydraulic pressure command value in the previous shifting operation is used as a new hydraulic pressure command value. This learning correction is performed in small regions where the vehicle speed increases with the throttle opening being substantially constant. This accurately compensates a change in characteristics of a hydraulic system without being affected by a rapid change in torque or the like.

Abstract: Proposed is a method for the control of an automatic transmission of a motor vehicle driven by an internal combustion engine with an exhaust gas catalyst. For the purpose a more rapid warm-up of the catalyst, a warm-up shift program (E4) is input into an electronic transmission module, with characteristic curves for a gear change at higher motor speeds of rotation (nmot) than have been input for the operating temperature of the catalyst, which method is initiated when, via a temperature sensor, a call for a warm-up phase of the internal combustion is signaled. The warm-up shift-program (F4) remains activated until a value (WLPR), which is equivalent to the quantity of exhaust gas flowing through the catalyst, reaches that value predetermined as the threshold value (WLPRE).

Abstract: A system for selecting between automatic and manual control of a number of gear ratios of a semiautomatic transmission includes an internal combustion engine coupled to a semiautomatic transmission having a number of manually selectable gear ratios and a number of automatically selectable gear ratios wherein the engine and transmission are both subject to management and control thereof by a control computer. A memory unit includes a software algorithm for controlling shifting between the automatically selectable gear ratios and the control computer is operable to execute the software algorithm. A switch is provided, which is preferably a cruise control enable/disable switch, wherein the control computer is responsive to a cruise control disable position of the switch to inhibit execution of the software algorithm and thereby subject the automatically selectable gear ratios to manual control thereof.

Abstract: A method of shortening response time during a gear shifting operation process is applicable to a semi-automatic, electronically controlled transmission of motor vehicles, in particular utility vehicles, takes into account a driver's reaction time to reduce delay in clutch re-engagement. To initiate a gear-shifting operation in such a transmission, the driver actuates a shifting command emitter and at the same time disengages a clutch typically by depressing a clutch pedal. In response thereto, a newly selected gear is engaged in the transmission by an electronic system using outside force assistance, for example compressed fluid. The driver is informed via an acknowledgment device when the clutch can be properly engaged once more.

Abstract: A motor vehicle has a transmission with an automatic operating mode in which the transmission ratio is changed automatically by a control device and a manual operating mode in which the transmission ratio is changed by the driver by means of a ratio-selector device. The control device automatically switches from the manual to the automatic mode, e.g., when the driver makes or answers a call on a mobile telephone.

Abstract: A work vehicle such as an agricultural tractor includes means for the operator to select between manual or automatic engine speed control and to select among multiple automatic modes each having a different amount by which the engine speed is reduced when the load is reduced and the transmission is up-shifted to maintain the vehicle ground speed. This enables the operator to match the degree of engine speed reduction to the particular task at hand for improved performance and productivity. Preferably, the transmission is an infinitely variable transmission whereby the engine speed and the transmission can both be varied infinitely.

Abstract: Operating values of an electronic operating system, e.g., power switch or motor drive, are parameterized with a hand-held control device with a display device for displaying operating parameters via transmission arrangement, to a data store of the hand-held control device following connection of the latter to the operating system (2). A microprocessor circuit (25) in the hand-held control device facilitates the detection of altered operating parameters and the transfer of those altered parameters back to the control unit of the operating system.

Abstract: A shift control system for an automatic transmission which has a gear ratio control means for controlling gear ratio of the automatic transmission comprises a lower limit setting device provided in said gear ratio control means and setting a lower limit for inhibiting a gear ratio from changing to a gear ratio of an upshift side; and a lower limit variable control means in which a lower limit of said gear ratio can be changed to a downshift side or to an upshift side by an operation of a driver.

Abstract: A controller (9) estimates (calculates) an engine revolution speed of after shifting to a target gear position, based on vehicle speed and a gear ratio of an automatic transmission (3) at the target gear position. Then, the controller (9) changes the target gear position to a higher one when the calculated engine revolution speed is not less than a preset value. The controller changes the target gear position by one or more gears. Since the target gear position is raised, an engine does not overrun upon shifting down. If the target gear position is lower than a current gear position by one gear, and an engine overrun is expected, no shifting down is admitted.

Abstract: The driving force control system calculates a target driving force Tt* and then calculates a target engine torque Te* from a target driving force Tt* and a target calculated engine torque gear ratio. When the transmission is not shifting, the driving force control system uses a gear ratio determined by the gear position as the target calculated engine torque gear ratio. When the transmission is shifting, the driving force control system uses an actual gear ratio calculated from the input and output rotational speeds. This gear ratio switching control makes it possible to vary the target engine torque Te* gradually in response to the change of the actual gear ratio during shifting. Thus, a dip in the output torque is eliminated, and the shifting shock is mitigated to a satisfactory level.

Abstract: To enable a change spindle to be always operated as a driver wishes by providing an alternative selection of a motor change mode and a manual change mode. A change motor and a change manipulating member are arranged such that they can be connected to a change spindle of a transmission in parallel. Mode changeover means which can be changed over between a motor change mode position (A) which enables the operation of the change spindle only by the change motor and a manual change mode position (B) which enables the operation of the change spindle only by the change manipulating member is disposed between the change spindle and the change motor and the change manipulating member.

Abstract: A first switch (2) which can select a manual mode, and a second switch (5, 6) which can select one of an upshift and a downshift, are provided. A microprocessor (1) varies a speed ratio of an automatic transmission (10) according to the specification of the second switch (5, 6) when the first switch (2) has previously selected the manual mode, and the second switch (5, 6) subsequently specifies one of the upshift and the downshift (S20, S21, S33, S40, S41, S34, S36, S37, S53, S54, S55). On the other hand, variation of the speed ratio of the automatic transmission (10) according to the specification of the second switch (5, 6) is prohibited when the second switch (5,6) specifies one of the upshift and the downshift at a timing not later than a timing at which the manual mode is selected by the first switch (2) (S20, S22, S33, S40, S38, S34, S36, S38, S53, S54, S56).

Abstract: A speed change control device for an automatic transmission wherein the speed ratio is automatically varied according to a running state when an automatic shift mode is selected, and the speed ratio is varied based on a manual operation when the manual shift mode is selected. When there is a change-over from the automatic shift mode to the manual shift mode, a speed ratio immediately after the change-over is set to a speed ratio such that a transmission input rotation speed after the change-over increases by at least a predetermined rotation speed compared to the transmission input rotation speed before the change-over. In this way, the effectiveness of engine braking is enhanced immediately after a change-over to the manual shift mode, or a downshift for acceleration can be definitively performed.

Abstract: In a vibration restraining apparatus for canceling out front-rear vibrations of a vehicle by controlling the torque of an engine and the speed change ratio of a continuously variable transmission (CVT) from a time point preceding the end of a speed shift by half the period of the vehicle front-rear vibrations, a specific vibration period of the vehicle in accordance with a vehicle-carried load is calculated based on changes in the revolution speed of the engine, and a timing of an control output to the engine or the CVT is determined based on the calculated specific vibration period. Even if the number of occupants or the vehicle-carried load changes, the value of the specific vibration period of the vehicle is corrected in accordance with such a change, so that vehicle vibrations can be properly restrained.

Abstract: There is provided temporary high-speed gear setting means which causes an automatic transmission to accomplish first-speed gear after it has once been set to second speed gear, for instance, which is selected as a specific high-speed gear upon switching from a non-drive range to the drive range. While it is made possible to manually switch between gear-shifting control operation in automatic mode performed according to preset shifting characteristics and manual mode in which gear-shifting operation is manually performed by a driver, priority is given to accomplishment of the first-speed gear the temporary high-speed gear setting means when the automatic transmission is switched to the manual mode while it is set to the aforementioned specific high-speed gear by the aforementioned temporary high-speed gear setting means.

Abstract: A motor vehicle has a transmission with an automatic operating mode in which the transmission ratio is changed automatically by a control device and a manual operating mode in which the transmission ratio is changed by the driver by means of a ratio-selector device. The control device automatically switches from the manual to the automatic mode, e.g., when the driver makes or answers a call on a mobile telephone.

Abstract: The present invention relates to a semiautomatic control system or control method for ensuring a driving method which is as energy-saving as possible. In this system, there is both manual inputting of control data, for example a definition of a vehicle speed specified value, by the driver of the vehicle and automatic determination of the most energy-saving vehicle speed as a function of predefined peripheral conditions, for example a general travel schedule, the topology of a route, vehicle-specific peripheral conditions and the like. An inference system is used to determine which of these two values is smaller, and is therefore used to make possible safe and at the same time energy-saving travel (or journey). Additionally, a safety check of the manual travel speed input value and of the automatically determined travel speed specified value can also be carried out in order to reliably prevent a maximum permissible travel speed value from being exceeded.

Abstract: A method of diminishing shift shock in a stepped shift mode in a continuously variable transmission. A continuously variable transmission having an automatic shift mode and a stepped shift mode possesses a shift shock diminishing control function. In this control, when shift-down is made in the stepped shift mode (S.1), a timer is allowed to start counting (S.2) and the magnitude of deceleration G during change of the change gear ratio by a control motor is compared with a threshold value (S.4), and if the deceleration magnitude is larger than the threshold value, the supply of electric power to the control motor is stopped for only a very short time to decrease the deceleration G, thereby diminishing the shift shock (S.5).

Abstract: An automatic transmission controller having automatic-shifting-to-neutral control is provided, wherein automatic-shifting-to-neutral control is notified to a driver so as not give him a sense of incongruity and it is prohibited on a slope so as to prevent backward moving of a vehicle. In an automatic transmission controller having automatic-shifting-to-neutral control for shifting the automatic transmission to neutral when a vehicle is continuously stopped in an idling state for a predetermined time, the automatic transmission controller comprises automatic-shifting-to-neutral notifying/warning means for notifying the automatic-shifting-to-neutral state, slope detecting means for detecting that the vehicle is on a slope, and automatic-shifting-to-neutral control prohibiting means for prohibiting the automatic-shifting-to-neutral control when it is detected that the vehicle is on the slope.

Abstract: A deadbolt cover has a hollow housing mountable to a door. A deadbolt actuator knob on the door fits through a hole in the housing so as to be fully contained within the housing. A cover is slidably mountable into snug mating engagement within an opposite second hole in the housing so as to close the housing over the knob. The cover is releasably lockable onto the housing by a locking member mounted to the housing releasably engaging a cooperating female receiver in the cover.

Abstract: A gate-type shift lever device in which a pin is formed at a mounting piece formed at a back wall portion of a base, which pin axially supports a plate switch. Two levers are formed at the plate switch. A shift lever abuts and presses one of the levers during a shift operation from a “D” position to a “4” position. The shift lever abuts and presses another of the levers, during a shift operation from a “2” position to an “L” position. In accordance with rotation of the plate switch due to the pressing forces received by the levers, a holder contact moves transversely. Thus, the shift operations from the “D” position to the “4” position and from the “2” position to the “L” position can be detected.

Abstract: A hybrid vehicle (1) including an internal combustion engine and electric motors and selectively uses them as a running drive source according to a running state. When one of wheels (5) driven by an engine (7) skids to rotate excessively, a motor (13) connected to that wheel is caused to make a regenerative operation to remedy the skid of the wheel, and running traction made insufficient due to the skid is compensated by driving another wheel (4) by a motor (12) of another wheel by using electric energy recovered by the regenerative operation.

Abstract: An electronic control system for an automatic transmission has an electronic control unit including a CPU and a memory. The control program is programmed based on an object-oriented programming. An object such as a domain control unit or individual control parts are provided for driving a corresponding linear solenoid valve. A shift request output unit determines types of required shift and outputs a shift request message including the shift type. The domain control unit determines a method to be executed in response to the shift type ID. Preferably, the shift request output unit further determines whether the shift is a single shift or a multiple shift and whether the shift is a normal shift or a special shift. These determination results are also included in the shift request message, so that the domain control unit varies the method to control the linear solenoid valves.

Abstract: A speed-change pattern switching control system for an automatic transmission of a motor vehicle which can ensure enhanced comfort when driving the motor vehicle. The system decides the running state of the motor vehicle on the basis of driving/operation information (Te, Tm, T&agr;, &agr;f, &agr;s), performs a first filter processing on the running state information and the driving/operation information (Vs, &thgr;, &agr;f, Ws, Ps), stores the manipulated information (Jm) for the motor vehicle in the manual speed change mode, performs a second filter processing on the manipulation information (Jm) in the manual speed change mode, outputs of the running state and the driving/operation information, and corrects speed-change patterns for the automatic transmission on the basis of output signals of the first and second filter processing.

Abstract: A control system/method to minimize unwanted multiple upshifts in an automated mechanical transmission system (12). After a full-throttle upshift (54A), the engine speeds at which upshifts are commanded are increased from a default value (54) to a modified value (72) until the occurrence of a reset event.

Abstract: A shift device for an automatic transmission generates no manual shift demand in response to a plurality of operator shift demands. A steering wheel has an up-down select switch. A range selector has an upshift switch and a downshift switch in addition to an automatic mode switch. An operator shift demand may be generated through any one of the steering mounted switches and the select lever. A control unit has an operator upshift demand input terminal and an operator downshift demand input terminal. The control unit has a circuit that generates a two-level up signal and a circuit that generates a two-level down signal. The up signal has an “OFF” level indicative of absence of an operator upshift demand on the operator upshift demand input terminal. It has an “ON” level indicative of presence of an operator upshift demand on the operator upshift demand input terminal.

Abstract: In a vehicle provided with a continuously variable transmission, when a target speed change ratio sharply decreases due to the release of an accelerator pedal from depression, a real speed change ratio of the continuously variable transmission which follows the target speed change ratio may undershoot the target speed change ratio. Due to this undershoot, the engine rotation speed may temporarily fall below a permitted level. Therefore, the variation rate of the speed change ratio of the transmission is decreased in the terminal phase of the shifting process of the speed change ratio.

Abstract: An apparatus and method for providing manual shift modes for an automatic transmission for a motor vehicle is provided. A plurality of sensors are coupled to the automatic transmission and the motor vehicle and are adapted to sense a plurality of parameters thereof and produce a plurality of respective sensor signals. An input device, responsive to manipulation by a driver, is adapted to produce one of an upshift signal and a downshift signal and a mode setting signal in response thereto. A controller is coupled to the automatic transmission and the input device and is adapted to receive the mode setting signal and the sensor signals and select one of a first and second manual modes in response thereto and to receive one of the upshift and downshift signals and responsively shift the automatic transmission in response to the sensor signals and the selected one of the first and second manual modes.

Abstract: Non-synchronized, manually shiftable transmissions of modern vehicle types are actuated by means of an automated transmission control, and the driver can optionally select any gear by means of an actuator which is electrically connected to the transmission control device. In general terms, the method of this invention includes the operator generating a signal indicating a desire to shift the transmission. The transmission then automatically begins implementing the shift. If the currently engaged gear is not disengaged within a preselected time period, because the system cannot achieve a break torque condition, for example, the system signals the driver to manually operate the clutch. A visual and audible signal preferably are provided to the driver. Once the driver manually operates the clutch, the system is able to complete the desired shift.

Abstract: A method for performing shifting operations in an automated, mechanical transmission, which is coupled via an automated clutch to an internal combustion engine, in particular a diesel engine. The setpoint engine torque (MDsoll) is essentially predefinable by a gas pedal (10) and/or by a vehicle-speed controller or limiter (17, 18). The setpoint engine torque is varied in response to gear shifting operations through the intervention of an electronic control device, as follows: The area of the electronic control device that is designated for the transmission control is continually supplied with the setpoint engine torque MDsoll1. In response to manually or automatically introduced gear shifting operations, a switch is made to the setpoint engine torque being input by the electronic transmission control, which calculates this setpoint engine torque (GW-MD) as a function of gear-change parameters and/or extracts it from gear-change characteristics maps or curves.

Abstract: A controller for a continuously variable transmission of a vehicle sets a command speed ratio so that a real speed ratio approaches a target speed ratio which is set according to running conditions including throttle opening. When an upshift is performed, this controller determines, from the variation of throttle opening, whether the upshift is due to a decrease in throttle opening or whether it is another type of upshift. When it is determined that the upshift is due to throttle opening decrease, a response rate of the command speed ratio relative to the target speed ratio immediately after start of speed change is temporarily increased, and subsequently slowly decreased.

Abstract: A vehicle drive train includes an automatic transmission, which has an automatic shift mode and a manual shift mode. The transmission is operable in the automatic shift mode and also operable in the manual shift mode. An input device has a manual select lever. A controller receives an operator mode change demand from the input device and conditions the automatic transmission for operation in one of the automatic and manual shift modes in accordance with the operator mode change demand after a predetermined condition has been met. The predetermined condition is met when the pending shift that is in progress is completed.

Abstract: A control system for an automatic vehicle transmission which has auto-shifting means or auto-shift mode for determining a gear to be shifted to in accordance with predetermined gearshift scheduling characteristics in response to the detected vehicle speed and the engine load, and manual-shifting means or manual-shift mode for determining a gear to be shifted to in response to a manual-shift command generated by the vehicle driver. The system further includes auto-downshifting means or sub-auto-shift mode for determining a gear to be downshifted to if the detected vehicle speed is less than a threshold value when the manual-shifting means is in operation. In the system it is estimated whether the vehicle is hill climbing or hill descending, and the threshold value is increasing when the vehicle is hill climbing or descending. With the arrangement, it becomes possible to downshift before the drivability or driver's comfort is degraded during the hill climbing or descending.

Abstract: A method for selecting between first and second manual shift modes for an automatic transmission is provided. The method includes the steps of providing a gear shift lever with first and second manual positions, placing the gear shift lever in a first manual position, and subsequently placing the gear shift lever in a second position. The method further includes the steps of selecting the first manual shift mode if the gear shift lever remains in the second position for a predetermined time period, cycling between the second and first manual positions while the gear shift lever remains in the second position, and setting a current manual mode equal to a last one of the first and second manual mode prior to the gear shift lever being released.

Abstract: An apparatus and related methods for controlling the operation of an automatic transmission for an automotive vehicle comprising a device for shifting the transmission from a first transmission gear speed to a second transmission gear speed in accordance with a predetermined transmission shift pattern; a device for detecting an engine condition of the vehicle; and a device for automatically shifting back the transmission from the second transmission gear speed to the first transmission gear speed based on the engine condition within a predetermined time period after the shifting of the transmission from the first transmission gear speed to the second transmission gear speed is initiated.

Abstract: The device contains an electronic control system, which, in an automatic mode, automatically determines the transmission ratio in dependence of an operating condition, and contains selector devices, which, in the automatic mode, determine the driving stages of the transmission control and, in a manual mode, change the transmission ratio in steps. After a manual selection of the transmission ratio, driving and operating situations in which the automatic mode of the control system is desirable are detected and, if such a situation is detected, a return circuit causes the electronic control system to return to the automatic mode.

Abstract: The present invention relates to a semi-automatic gearbox system, characterized by the fact that it includes means suitable for causing first gear to be engaged automatically when the system detects that the vehicle has stopped, with the engine running, and with a gear ratio other than neutral or than reverse.

Abstract: A vehicle power shift transmission (PST) is controlled by a transmission control system which implements a control method. The PST is part of the driveline of the vehicle and is shifted by an actuating mechanism. The driveline includes an engine, the PST, a clutch, a synchronized shift transmission that can be shifted by a shift lever and driven vehicle wheels. In order to simplify the operator's tasks, during the shift of the synchronized shift transmission the gear of the PST is automatically shifted so that the resulting difference in the gear ratio of the complete transmission before and after the shift is minimized. The gear of the PST is selected and shifted automatically so that the rotational speeds on both sides of the clutch differ as little as possible.

Abstract: For an automatic gearbox (2) a safety system is proposed in which erroneous releasing of the clutch or brake during cross-over is detected by the fact that the time variations of the transmission input speed and of the product of the transmission output speed multiplied by the first reduction ratio do not increase.

Abstract: An automated mechanical transmission system (92) including anti-hunt logic (FIG. 7) and logic allowing the operator to reduce or cancel the anti-hunt logic offsets by post-shift throttle pedal (THL) manipulation.

Abstract: A fuzzy logic control method for controlling an electrical motor aided, manually powered vehicle is disclosed which is used to assist a rider of the vehicle. The vehicle comprises a gear transmission for driving the vehicle, a manually powered operator for receiving a manual force inputted by the rider for manual operation of the gear transmission, a servo motor for generating a torque output, a reduction gear and a clutch for coupling the torque output of the motor to the gear transmission, a brake for reducing speed of the vehicle, a force sensor for sensing the manual force applied by the rider to the manually powered operator, a speed sensor for sensing speed of the vehicle, a brake sensor for sensing on and off of the brake; and a motor sensor for sensing output of the motor.