Abstract: A drive system of an electric vehicle includes: an internal combustion engine; a generating motor provided so as to be able to generate electricity by receiving motive force from the internal combustion engine; and a travel motor provided so as to be able to be driven by electric power generated by the generating motor, and the drive system is configured so as to be able to switch a series hybrid mode and an engine direct connected mode, the series hybrid mode being a mode in which, while the internal combustion engine and the drive wheel are linked via a first clutch so as to be unlinkable/linkable, the travel motor and the drive wheel are linked via a second clutch different from the first clutch so as to be unlinkable/linkable, and the travel motor is used as a drive power source such that the electric vehicle travels by transmitting motive force from the travel motor to the drive wheel, the engine direct connected mode being a mode in which at least one of the internal combustion engine and the generator

Abstract: A method for controlling vehicle propulsion includes identifying at least one route characteristic of a portion of a route being traversed by a vehicle. The method further includes determining a profile for a target vehicle speed based on the at least one route characteristic and a vehicle energy consumption profile. The method further includes selectively adjusting a vehicle speed control input based on the target vehicle speed profile. The method further includes communicating the vehicle speed control input to a vehicle propulsion controller to achieve the target vehicle speed profile.

Abstract: The present invention relates to a system and method of calibrating a desirable engine speed for power take-off (PTO) operation. In particular, the present invention discloses having an instrument cluster unit (ICU) (102) that allows an operator to select a fourth desirable speed value for PTO operation, and a signal actuating module (SAM) (104) that may be configured to receive the value from the ICU (102) and store the value in its memory. Further, the present invention describes having a common power-train control unit (CPC) connected to the SAM (104) and configured to receive the desirable speed value from the SAM (104), and in response, modify one or more engine parameters to attain the desirable speed value for operating an engine PTO.

Abstract: A motor control system includes a motor; a motor and a motor control circuit coupled to the motor to provide power to the motor. The motor control circuit includes a power feedback loop having a power reference circuit to provide a reference power level and a power control circuit configured to provide a constant power level to the motor so that the motor operates with a substantially constant power output. The constant power level is proportional to the reference power level. Thus, the motor also provides substantially constant torque when the motor is at a constant speed.

Abstract: A method for carrying out a shifting operation in a sequential manual transmission, in particular a shifting claw transmission, is provided. During the shifting operation, a maximum clutch torque that can be transmitted by a clutch arranged between an engine and a transmission input shaft is automatically reduced without completely disengaging the clutch, and a rider-required drive torque is maintained in a manner which reduces undesired jerking movement of the vehicle due to sudden full clutch actuation.

Abstract: A control device is capable of executing: an ignition time calculation process of calculating a target ignition time of an ignition plug; a stop process of stopping combustion control for some cylinders of a plurality of cylinders; and a compensation process of controlling a motor generator during the stop process, such that the motor generator compensates a drive power that is lost due to the stop of the combustion control. The control device prohibits the execution of the stop process when the target ignition time calculated in the ignition time calculation process is on a retard side of a predetermined prescribed time.

Abstract: Embodiments of the present invention provide a method of controlling a high-voltage circuit (15) of a vehicle, comprising detecting (310) a fault associated with the high-voltage circuit, reducing (320) a voltage of the high-voltage circuit (15) in dependence on detecting the fault, receiving (330) a torque request and, in dependence thereon, increasing (340) the voltage of the high-voltage circuit (15).

Abstract: Provided are a control device and a control method for a vehicle, and storage medium which are capable of reducing vibration, noise, and speed change shock caused by a downshift when an increase in a required driving force is predicted during automated drive. In a control device (100) for a vehicle which is equipped with an automatic transmission (TM) and capable of automated driving control, when an increase in a required driving force is predicted during the execution of the automated driving control, a vehicle speed of the vehicle is maintained or decelerated until an increase timing of the required driving force, an engine rotation number is increased within a standby period until the increase timing of the required driving force, a torque of the engine is decreased in response to the increase in the engine rotation number, and a shift gear level of the automatic transmission is shifted downward.

Abstract: A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector, an intake valve, and an exhaust valve. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand. All cylinders can be deactivated for purposes of coasting or controlling speed during platooning.

Abstract: A method for controlling a vehicle including a continuously variable transmission includes determining, by a controller, whether a speed difference between a speed of a vehicle according to revolutions per minute (RPM) of a driving wheel of the vehicle and a speed of the vehicle according to revolutions per minute (RPM) of a towed wheel of the vehicle is equal to or greater than a speed reference value and reducing, by the controller, torque of an engine providing a driving force to a driving pulley of the continuously variable transmission when the difference in vehicle speed is equal to or greater than the speed reference value.

Abstract: Transportation systems have artificial intelligence including neural networks for recognition and classification of objects and behavior including natural language processing and computer vision systems. The transportation systems involve sets of complex chemical processes, mechanical systems, and interactions with behaviors of operators. System-level interactions and behaviors are classified, predicted and optimized using neural networks and other artificial intelligence systems through selective deployment, as well as hybrids and combinations of the artificial intelligence systems, neural networks, expert systems, cognitive systems, genetic algorithms and deep learning.

Abstract: Systems and methods for starting an engine that may be started via an electric machine and a driveline disconnect clutch are described. In one example, the method estimates a maximum motor propulsive torque during engine starting. The maximum motor propulsive torque may be based on an estimated speed that a torque converter impeller speed will be when an engine cranking period ends.

Abstract: A vehicle system includes an engine, a transmission including a torque converter, a clutch configured to selectably couple and decouple the torque converter, and a gearset, a selective catalytic reduction (SCR) exhaust aftertreatment system. An electronic control system may be operatively coupled with the engine, the electronically controllable clutch, and the SCR exhaust aftertreatment system. The electronic control system is configured to evaluate whether an SCR catalyst temperature satisfies at least one minimum temperature criterion, in response to the SCR catalyst temperature satisfying the minimum temperature criterion, permit a neutral at stop operation wherein the electronically controllable clutch is controlled to selectably decouple the torque converter and the one or more gears at least in part in response to the vehicle system being in a stopped state, and in response to the SCR catalyst temperature not satisfying the minimum temperature criterion, prevent the neutral at stop operation.

Abstract: Powertrain propulsive torque monitoring and remedial action techniques for a cruise control mode of an electrified vehicle comprise obtaining a set of inputs indicative of a driver torque request and a state/grade of a road along which the vehicle is traveling, operating in a cruise control mode including determining a total torque request for an electrified powertrain, determining and commanding a distribution of the total torque request to the electrified powertrain, and determining the road state/grade based on at least some of the set of inputs, and monitoring the operating in the cruise control mode including determining an actual torque being generated by the electrified powertrain, determining upper and lower acceptable torque limits for the cruise control mode based on the road state/grade, and taking remedial action regarding the cruise control mode when the actual torque is outside of the upper and lower acceptable torque limits.

Abstract: A control device includes: an acquisition unit configured to acquire, from a driving assist system, a requested acceleration and ending information indicating an end of a deceleration control; and a control unit configured to control a powertrain and a brake based on the requested acceleration, and perform a prescribed process of stabilizing a driving force and a braking force that are generated in an ending process of the deceleration control based on the requested acceleration when the acquisition unit acquires the ending information.

Abstract: A vehicle includes a transmission having a variator and a sub-transmission mechanism, a controller serving as a shift control unit adapted to, as shift of the transmission, shift the sub-transmission mechanism and the variator so that a through speed ratio becomes a target speed ratio, and an engine serving as a torque increasing portion adapted to increase a torque inputted to the transmission in association with the shift of the transmission. The controller has a torque setting unit adapted to make a magnitude of an inclination larger as an increase amount of the engine rotation speed in association with the shift of the transmission is larger.

Abstract: In various examples, activation criteria and/or braking profiles corresponding to automatic emergency braking (AEB) systems and/or collision mitigation warning (CMW) systems may be determined using sensor data representative of an environment to a front, side, and/or rear of a vehicle. For example, activation criteria for triggering an AEB system and/or CMW system may be adjusted by leveraging the availability of additional information with regards to the surrounding environment of a vehicle—such as the presence of a trailing vehicle. In addition, the braking profile for the AEB activation may be adjusted based on information about the presence of and/or location of vehicles to the front, rear, and/or side of the vehicle. By adjusting the activation criteria and/or braking profiles of an AEB system, the potential for collisions with dynamic objects in the environment is reduced and the overall safety of the vehicle and its passengers is increased.

Abstract: An approach is provided for generating a passenger-based driving profile. The approach involves collecting vehicle sensor data of a vehicle carrying a user as a passenger. The vehicle sensor data indicates at least one driving behavior of the vehicle. The approach also involves collecting user sensor data, user input data, or a combination thereof indicating a reaction of the user to the at least one driving behavior. The approach further involves including or excluding the at least one driving behavior in a passenger profile for the user based on the reaction of the user.

Abstract: The vehicle control device includes an arithmetic processing circuit configured to estimate a deterioration degree of a power transmission system component provided in a power transmission path between a drive source and wheels of a vehicle. The arithmetic processing circuit is configured to execute torque limit control that reduces an upper limit value of output torque of the drive source based on a scheduled maintenance date of the vehicle after a current date and an estimated value of the deterioration degree.

Abstract: A vehicle control data generation method includes causing processing circuitry to execute an obtaining process that obtains a state of a vehicle and a specifying variable, an operating process that operates an electronic device, a reward calculating process that provides a greater reward when a characteristic of the vehicle meets a standard than when the characteristic does not meet the standard, and an updating process that updates relationship defining data. The update map outputs the updated relationship defining data. The reward calculating process includes a changing process that changes the reward, provided when the characteristic of the vehicle is a predetermined characteristic, such that the reward in a case where torque generated by an internal combustion engine is used to generate the propelling force of the vehicle differs from the reward in a case where the torque is not used to generate the propelling force.

Abstract: A technique is described for the redundant registering of an actuation of a motor-vehicle brake system. A device which is provided for this purpose comprises a first sensor for generating a first sensor signal which indicates a movement of a mechanical input component of the brake system, and a second sensor for generating a second sensor signal which indicates a hydraulic pressure in the brake system. A processing device which is coupled to the two sensors is configured for selectively outputting an actuation signal which is generated on the basis of the first sensor signal or an actuation signal which is generated on the basis of the second sensor signal. The actuation signal indicates an actuation of the brake system.

Abstract: Vehicles feature various forms of automated driving control, such as speed control and braking distance monitoring. However, the parameters of automated control may conflict with the user driving behaviors of the user; e.g., braking distance maintained with respect to a leading vehicle may seem overcautious to users who prefer shorter braking distances, and unsafe to users who prefer longer braking distances. Presented herein are techniques for controlling vehicles according to the user driving behaviors of users. While a user operates a vehicle in a driving context, a device monitors various driving features (e.g., acceleration or braking) to determine various user driving behaviors. When requested to control a driving feature of the vehicle, a controller may identify the user driving behaviors of the user in the driving context, and control the driving features according to the user driving behaviors, thus personalizing automated driving to the preferences of the user.

Abstract: Systems and methods for improving operation of a hybrid vehicle driveline are presented. In one example, a margin torque for closing a torque converter clutch is adjusted responsive to a state of engine operation.

Abstract: A system and method is disclosed for engine starting and transmission shifting where a controller may be operable to decrease a torque of a motor and operate a starter-generator (ISG) to start an engine responsive to a command to shift the transmission and start the engine. The controller may disengage a second clutch and subsequently shift the transmission to a target gear ratio speed responsive to the torque of the motor achieving zero. The controller may increase respective torques of the motor, ISG, and engine to drive a speed of the motor, ISG, and engine toward a target speed defined by the target gear speed responsive to completion of the shift. The controller may engage the second clutch responsive to the speed of the motor achieving the target speed and engage a disconnect clutch responsive to the respective speeds of the ISG and engine achieving the target speed.

Abstract: Embodiments relate to producing a plan of a route in a transportation system. The method receives route requirements, including a starting location and an ending location. The method builds a model of the transportation system from data about vehicles. The model abstracts a “prospect travel” between two locations using any of a range of choices of vehicles and walks that can transport between the two locations. Given anticipated wait durations for the vehicles and their ride durations, the method determines an expected minimum travel duration using any of these choices. The method combines the expectations for various locations in a scalable manner. As a result, a route plan that achieves a shortest expected travel duration, and meets other requirements, is computed for one of the largest metropolitan areas in existence today. Other embodiments include a computer system and a product service that implement the method.

Abstract: Disclosed is a method of receiving a V2X message from a first V2X communication device by a second V2X communication device associated with a vehicle. The method of receiving a V2X message includes receiving a V2X message for providing information related to air pollution, determining whether the V2X message includes vehicle control information including information associated with at least one type of vehicle control, wherein the vehicle control information includes control mode information indicating a mode of the vehicle control, and controlling the vehicle on the basis of the control mode information if the V2X message includes the vehicle control information.

Abstract: A method of rapidly cooling a high temperature vehicle coolant is disclosed. The method includes determining a coolant temperature lowering entry condition by detecting information on the coolant temperature, an engine speed, and a gear state and determining whether the coolant temperature needs to be rapidly lowered on the basis of the detected information; and changing a number of gear stages by adjusting the number of gear stages of a transmission to be reduced to a specific number of gear stages when the coolant temperature needs to be rapidly lowered in the determining of the coolant temperature lowering entry condition, so that the cooling fan is driven by driving the fan belt through a crank damper pulley using the increased engine speed according to the reducing adjustment of the number of gear stages.

Abstract: A driving assist system for a vehicle includes a sensor disposed at the equipped vehicle and having a field of sensing exterior of the equipped vehicle and forward of the equipped vehicle. A controller includes a processor operable to process data captured by the sensor. The controller, responsive at least in part to an initial speed setting of an adaptive cruise control system of the equipped vehicle, controls acceleration of the equipped vehicle. The controller, responsive at least in part to processing by the processor of data captured by the sensor, determines presence of a target vehicle ahead of the equipped vehicle and determines an acceleration profile to adjust the speed of the vehicle from the current vehicle speed to a target speed. The controller adjusts the acceleration of the equipped vehicle responsive to the acceleration profile, which has smooth transitions between the initial speed setting and the target speed.

Abstract: A regenerative braking control method of a hybrid vehicle may include: a vehicle condition determination operation of determining, by a controller, whether a vehicle speed and a driving mode satisfy conditions suitable for regenerative braking control of the hybrid vehicle; an accumulated count increasing operation of increasing, by the controller, an accumulated count of a reduction direction signal when the reduction direction signal is input from a two-way input device while the conditions are satisfied; an accumulated count reducing operation of reducing, by the controller, the accumulated count of the reduction direction signal depending on a count of the increase direction signal when the increase direction signal is input from the two-way input device while the conditions are satisfied; and a phased braking operation of increasing, by the controller, regenerative braking torque of a motor in phases depending on the accumulated count of the reduction direction signal.

Abstract: A vehicle control device includes an engine 10 capable of switching between reduced-cylinder operation and all-cylinder operation, an engine control mechanism that controls an engine torque, and a PCM 50 that executes vehicle posture control for generating vehicle deceleration by controlling the engine control mechanism to reduce the engine torque upon satisfaction of a condition that a vehicle is travelling and a steering angle-related value related to a steering angle of a steering device increases. In addition, this PCM 50 permits the execution of the vehicle posture control when an engine rotation speed is more than or equal to a first rotation speed Ne1 and permits the execution of the reduced-cylinder operation of the engine 10 when the engine rotation speed is more than or equal to a second rotation speed Ne2 that is more than the first rotation speed Ne1.

Abstract: A controller for a motor vehicle (1) has an internal combustion engine (3), a transmission (4), and a cooling device (5) with a coolant (5b) for cooling the internal combustion engine (3), wherein the controller (2) is configured to determine a target minimum rotational speed for the internal combustion engine (3) on the basis of the temperature of the internal combustion engine (3) and/or the temperature of the coolant (5b) and to determine a target gear setting on the basis of the target minimum rotational speed.

Abstract: The present invention relates to a controller for controlling at least first and second propulsion units to generate a combined torque at least substantially equal to a total requested torque. At least first and second torque ranges are determined for each of the at least first and second propulsion units. The at least first and second torque ranges are determined to maintain dynamic stability of the vehicle. A total power cost is determined in dependence on an estimated power loss of the at least first and second propulsion units within said at least first and second torque ranges and a minimum value of the determined total power cost identified. The torque to be generated by each of said at least first and second propulsion units corresponding to the identified minimum value of the total power cost is determined. At least first and second control signals are generated to control said at least first and second propulsion units to generate the determined torque.

Abstract: A method for operating an engine of a vehicle, in which after an execution of an automated gear change of a transmission of the vehicle, an acceleration force for accelerating the vehicle is requested when a force value representing a present drive force of the engine is in a tolerance band around a reference value determined before the gear change and a request signal for the acceleration force exists.

Abstract: A method for controlling a motor of a vehicle and the vehicle are presented. The vehicle includes the motor, a control unit, a continuously variable transmission (CVT) comprising a primary pulley, a secondary pulley, and a belt looped around the primary and secondary pulleys, the belt transmitting torque between the primary and secondary pulleys and at least one ground engaging member operatively connected to the secondary pulley. The method is performed at least in part by the control unit. The method comprises determining a CVT ratio of the CVT; determining a current power output of the motor; determining a power boundary based in part on the CVT ratio; determining, when the current power output of the motor is greater than the power boundary, a torque setting based at least in part on the CVT ratio; and controlling the motor to operate under conditions corresponding to the torque setting.

Abstract: A server apparatus capable of communicating with a plurality of vehicles each of which carries a vibration control apparatus for attenuating vibration by adjusting a parameter that affects a predetermined acceleration so that the predetermined acceleration approaches a target acceleration is disclosed. The server apparatus acquires traveling data including a magnitude of the predetermined acceleration generated in each of the vehicles and the target acceleration set for the vehicle every time when each of the vehicles travels on each of sections of a previously divided road, and accumulates the acquired traveling data while being correlated with section identification information. Then, the server apparatus sets the target acceleration which is adequate for each of the vehicles to travel on a scheduled traveling section on the basis of the accumulated traveling data, and transmits the set target acceleration to the vehicle scheduled to travel on the scheduled traveling section.

Abstract: Methods and systems are described for conserving energy used by an energy consuming device. In certain embodiments, an energy conservation system can be configured to deliver energy to the energy consuming device for a period, followed by a period where energy delivery is dampened and/or cut. By cycling the delivery of energy in this fashion, the energy conservation can achieve a pulsed efficiency.

Abstract: A controller performs control in a vehicle having a planetary gear mechanism, a forward clutch, an engine rotation sensor. a PRI rotation sensor, and a rotation sensor. The controller determines a rotation direction of a primary pulley corresponding to a rotation direction of a carrier on the basis of a rotation speed corresponding to a rotation speed of a sun gear, a rotation speed corresponding to a rotation speed of the carrier C, and a rotation speed of a ring gear, respectively.

Abstract: An electronic control unit of a vehicle recognizes a shift position based on a user's shift operation and controls a drive device based on the shift position, and an accelerator operation, a brake operation, and a steering operation by the user. When a predetermined abnormality that the shift position is not able to be recognized has occurred, the electronic control unit sets an abnormality-time shift position based on vehicle surroundings information and controls the drive device based on the abnormality-time shift position, the brake operation, and the steering operation.

Abstract: Technical solutions are described herein for steer-by-wire (SBW) steering systems to detect a rack-limiting condition and generate feedback signal that can provide responsive handwheel torque for a driver. According to one or more embodiments the steer-by-wire steering system includes a processor that receives input signals comprising a handwheel velocity signal and a vehicle speed signal. The processor determines a simulated left end stop position of a rack based on the input signals, and a simulated right end stop position of a rack based on the input signals. The processor compares a rack position with the simulated left end stop position and the simulated right end stop position. The processor generates a feedback signal based on a determination that the rack position is not within a range bound by the left end stop position and the right end stop position.

Abstract: A method can include: detecting a distance between the host vehicle and a preceding vehicle and a current speed of the preceding vehicle; calculating a relative speed of the host vehicle with respect to the preceding vehicle based on a current speed of the host vehicle and the detected current speed of the preceding vehicle; determining whether to activate an engine idle sailing (EIS) function, in which a driving gear of the host vehicle shifts to neutral, based on the relative speed of the host vehicle with respect to the preceding vehicle and the detected distance between the host vehicle and the preceding vehicle; and in response to determining to activate the EIS function of the host vehicle, controlling operation of the host vehicle so as to activate the EIS function of the host vehicle, causing the driving gear of the host vehicle to shift to neutral.

Abstract: A vehicle control device includes a first calculator configured to calculate a first operation amount, a second calculator configured to calculate a second operation amount, and a controller configured to cause the operation amount of one driving force control to be changed to zero in a predetermined time, causes the operation amount of the other driving force control to be increased to a target operation amount in the predetermined time, and controls a driving force of the vehicle on the basis of the operation amount of one driving force control and the operation amount of the other driving force control during the predetermined time.

Abstract: An electric starter system is disclosed for use with an engine having a flywheel. The electric starter system includes a pinion gear and a solenoid device coupled to the pinion gear. The solenoid device is movable between a pre-engaged position when the pinion gear is moved into engagement with the flywheel and a disengaged position when the pinion gear is disengaged from the flywheel. A brushless starter motor is selectively connectable to the flywheel of the engine via the pinion gear during a requested engine start event. A latch mechanism is selectively engageable with the solenoid device. The latch mechanism is moveable between a latched position in which the solenoid device is mechanically held in the pre-engaged position and an unlatched position in which the solenoid device is released for movement to the disengaged position.

Abstract: A system includes a powertrain system including a transmission, and a controller coupled to the powertrain system. The controller is structured to: receive operation data regarding operation of the powertrain system; determine the powertrain system is operating in a non-nominal state responsive to the operation data; adjust a shift schedule for the transmission based on the determined non-nominal state; and control the transmission based on the adjusted shift schedule.

Abstract: A vehicle transmission system may include an engine outputting power from fuel combustion, a transmission coupled to the engine and including at least one clutch to control torque input from the engine, an supercharger compressing an intake air and supplying the compressed intake air to the engine, and a control unit, where, when a predetermined acceleration condition is satisfied, the control unit is configured to operate the supercharger and to control the transmission according to a transmission clutch stroke operation map corresponding to the operation of the electric supercharger, to vary an engagement speed of the clutch when the supercharger is operated.

Abstract: In one aspect, a system and method allow for various pairs of candidate gear ratios and engine speeds to be identified for achieving a desired ground speed of a work vehicle. The individual operating efficiencies of one or more of the power-consuming components of the work vehicle may then be analyzed for each pair of transmission/engine settings to estimate the associated parasitic power loss(es) within the system. Based on the parasitic power loss value determined for each transmission/engine setting, a net engine power or torque requirement can be calculated and used as an input for determining the fuel efficiency of the work vehicle at each candidate setting. The gear ratio and corresponding engine speed of the candidate setting associated with the lowest fuel consumption may then be set as the target or desired transmission/engine setting for maintaining the work vehicle at the desired ground speed.

Abstract: A system and method of controlling the operation of a transmission using fuel consumption data. The system and method includes controlling the operation of a vehicle transmission which is operatively connected to an engine having operating characteristics and operatively connected to a transmission control module having access to a memory. Fuel consumption data for an engine is converted to engine efficiency loss data representative of the engine operating. A set of equations is determined to provide a pattern representative of the operating characteristics the engine. A transmission controller using the pattern determines a prospective operating condition of the transmission to provide fuel efficient operation of the engine.

Abstract: Systems and methods for operating a vehicle that includes a manual transmission are presented. In one example, a controller enters and exits a vehicle drive mode that is included in a plurality of vehicle drive modes in response to a clutch pedal being applied or released by a human vehicle operator. The vehicle drive modes include series hybrid, parallel hybrid, and electric vehicle only mode.

Abstract: A control system and method for a hybrid vehicle involve controlling a hybrid powertrain comprising an engine and a transmission having one or more electric motors and not comprising a decoupling mechanism therebetween, detecting an operating condition where the transmission is in neutral and the vehicle is moving at a speed less than a low speed threshold, and in response to detecting the operating condition: determining a desired propulsive torque of the powertrain, determining an actual propulsive torque at the driveline, calculating a torque difference between the actual and desired propulsive torques over a period, comparing the calculated torque difference to a first movement threshold, and when the calculated torque difference exceeds the first movement threshold, applying an electric parking brake (EPB) of the vehicle.

Abstract: In a four-wheel-drive vehicle having auxiliary drive wheels to which power of a drive power source is transmitted via a transmission member, in which connecting/disconnecting devices are provided between the drive power source and the transmission member and between the transmission member and the auxiliary drive wheels such that one of the connecting/disconnecting devices is a friction engagement clutch while the other is a dog clutch, when switching from two-wheel-drive running mode in which both the clutches are disconnected to four-wheel-drive running mode, an acceleration/deceleration adaptive synchronization portion sets an allowable deceleration based on a vehicle acceleration/deceleration and controls an engagement torque of the friction engagement clutch to make the deceleration of the vehicle equal to the allowable deceleration when the rotation speed of the transmission member is increased.

Abstract: In a construction machine with a hydraulic pilot type hydraulic control device, occurrence of jerking is prevented. A hydraulic excavator 1 having hydraulic pumps 51L and 51R, travel motors 22L and 22R, traveling operating levers 34L and 34R, a pilot pump 54, hydraulic pilot valves 55La, 55Lb, 55Ra, and 55Rb, and directional control valves 53L and 53R includes: changeover switches 35L and 35R which change the operating mode of the traveling operating levers 34L and 34R; pilot pressure adjusting devices 5L and 5R which adjust the pilot pressure applied to the directional control valves 53L and 53R; and pilot pressure sensors 56La, 56Lb, 56Ra, and 56Rb. The pilot pressure adjusting devices apply the pilot pressure at the time when the operating mode of the traveling operating levers 34L and 34R is changed to a control mode, to the directional control valves 53L and 53R.