Abstract: In an operation of controlling an automatic transmission, an engagement pressure for each hydraulic servo in a normal operation is determined so that none of friction engagement elements slips at each shift speed in the normal operation, and so that in case of a failure in which the friction engagement element that is supposed to be disengaged in the normal operation is engaged, one of the friction engagement elements slips, and thus one of the shift speeds is established. In the control operation, upon detection of a failure state in which a gear ratio after a shift operation is a gear ratio of a shift speed different from a shift speed to be established, the slipping friction engagement element is disengaged, and the shift speed that is different from the shift speed to be established is temporarily retained.

Abstract: A control device for a vehicular automatic transmission is provided which can preferably execute backpressure control of accumulators and torque-up control so as to minimize the occurrence of interference between learning on these controls during a gearshift operation. With the control device for the vehicular automatic transmission including the accumulators (104, 106 and 108) operative to control a hydraulic pressure supplied to second and third clutches (C2 and C3) and a third brake (B3), the backpressure control is executed for controlling a backpressure of the accumulators (104, 106 and 108) during the gearshift operation while the torque-up control is executed for raising torque output from an engine (12). Completion of learning on the backpressure control is determined when no completion of learning on the backpressure control is determined, learning on the backpressure control is executed with no execution of the torque-up control.

Abstract: A control apparatus of a driving force in case of belt slipping includes a belt slip control detecting unit adapted to detect that the belt slip control is in execution, a belt contact radius ratio calculating unit adapted to calculate a belt contact radius ratio of the V-belt to the pulleys, and a power source output torque determining unit adapted to determine a target power output torque according to the belt contact radius ratio in execution of the belt slip control in response to signals from the belt slip control detecting unit and the belt contact radius ratio calculating unit.

Abstract: In a shift control device for a vehicular continuously variable transmission with an arrangement in which a normal shift mode is switched to an acceleration shift mode in response to an acceleration demand, a shift control is performed to prevent deterioration to running performance due to a transition to the acceleration shift mode by increased running resistance such as ascending road running or the like against a driver will. An acceleration demand determining value PAPL is set depending on a road surface gradient ? such that the shifting mode is more difficult to be switched to the acceleration shift mode in a larger road surface gradient ?, than in a smaller road surface gradient ?.

Abstract: A method of operating a double clutch that is actuated by a hydrostatic actuating system having two clutch actuators assigned to two individual clutches and each clutch actuator including a pressure sensor for sensing the operating pressure of the respective clutch actuator, the method having the step of limiting a total actuating force of the double clutch in the event of a fault using the pressure values sensed by the pressure sensors.

Abstract: A system for a vehicle includes a filter module and a coefficient determination module. The filter module generates a valve body oil temperature signal as a function of a transmission oil temperature signal, the valve body oil temperature signal, and a filter coefficient. The coefficient determination module varies the filter coefficient based on the valve body oil temperature signal. The transmission oil temperature signal corresponds to a first temperature of transmission oil measured at a location between a torque converter and a variable bleed solenoid (VBS). The valve body oil temperature signal corresponds to a second temperature of transmission oil provided to a clutch of a transmission from a valve body.

Abstract: A device with a stepped automatic transmission to transfer power from a power source to an axle using changeable shift speeds includes an input-side fluid transmission element connected to the power source, an output-side fluid transmission element connected to the transmission input shaft, a lock-up clutch engaging and disengaging the input-side and the output-side fluid transmission elements; a unit adjusting the lock-up clutch; a unit setting, when a downshift is to be performed in response to a predetermined request for a large drive force, a predetermined target slip speed value larger than a non-shifting-time value before a rotational speed of the power source exceeds a input shaft rotational speed after the downshift, and setting the target slip speed to decrease toward the non-shifting-time value along with lapse of time after the power source rotational speed source exceeds the post-shifting input shaft speed; and a unit controlling the engagement force so the slip speed becomes the set target slip s

Abstract: Disclosed herein are a system for automatically landing an aircraft using image signals and a method of controlling the system. The system includes an altimeter installed on the aircraft; a landing mark placed at a landing location on a landing runway; a camera installed on the aircraft, oriented toward the front of the aircraft, and configured to detect the shape of the landing mark in image information form; and a FCC configured to calculate the angle between the aircraft and the ground, the ground range and the slant range between the aircraft and the landing location using the altitude information measured by the altimeter, the image information of the landing mark captured by the camera, angle information composed of the pitch, roll and yaw angles of the aircraft, and the angle of entry into the landing runway, and configured to control the automatic landing of the aircraft.

Abstract: A method and system provides a Brake Transmission Shift Interlock Override mode in a vehicle including a shift-by-wire transmission. With power applied and ignition on, a driver will press and hold an override switch for a calibrated time. While the override switch is pressed, the driver presses a non-Park button for another calibrated time. The result will be that the vehicle is placed in the selected range wherein the transmission will not automatically shift to Park upon detecting a triggering event. The driver is able to shift the vehicle from Park, even if an electrical failure prevents the transmission from shifting out of Park. As such the vehicle can be driven until the failure is serviced.

Abstract: A device for determining, when driving a vehicle, a mapping of torque transmitted by a clutch of the automobile based on a position of a clutch control member. The device includes a mechanism updating the mapping based on position thresholds of the clutch control member. The updating modifies values of the thresholds based on minimum and maximum values of the positions of the control member stored in the mapping and on current values of the thresholds.

Abstract: The present invention relates to a method of controlling a shift of an automatic transmission of a four-wheel low-speed drive vehicle, in which when a four-wheel low-speed drive mode is selected, it is possible to accomplish an appropriate operational condition for the four-wheel low-speed drive mode that can realize a variety of operational conditions of the vehicle while effectively limiting additional use of memories for storing shift patterns, by controlling a shift point of the automatic transmission to be appropriate for the four-wheel low-speed drive mode with appropriate change in a basic shift pattern according to a basic operational condition to consider together with the four-wheel low-speed drive mode without separately using a specific shift pattern and by controlling the apply and release parts to be appropriate for the control of the shift point, thereby it is possible to ensure a stable and smooth shift.

Abstract: An exemplary system includes at least one valve configured to control fluid flow in a dual-clutch transmission system. A solenoid is operably connected to the at least one valve and configured to move the valve to a plurality of positions. A primary processing unit is in communication with the solenoid and configured to determine an intended position of the valve. A controller is configured to receive the intended position of the valve from the primary processing unit and generate a primary control signal associated with the intended position of the valve. The solenoid is configured to move the valve to the intended position based on the primary control signal. A secondary processing unit is configured to receive information from the primary processing unit and prevent the primary control signal from controlling the solenoid if the primary processing unit is unable to control the solenoid.

Abstract: Inventions are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one aspect, a control system is adapted to facilitate a change in the ratio of a CVT. A control system includes a control reference nut coupled to a feedback cam and operably coupled to a skew cam. In some cases, the skew cam is configured to interact with carrier plates of a CVT. Various inventive feedback cams and skew cams can be used to facilitate shifting the ratio of a CVT. In some transmissions described, the planet subassemblies include legs configured to cooperate with the carrier plates. In some cases, a neutralizer assembly is operably coupled to the carrier plates. A shift cam and a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are described.

Abstract: A control system includes an engine control module and a transmission control module. The transmission control module communicates with the engine control module via a network. The transmission control module generates at least one of a back torque signal and a first engine acceleration signal. The transmission control module transmits the at least one of the back torque signal and the first engine acceleration signal to the engine control module via the network. The engine control module controls operation of an engine based on the at least one of the back torque signal and the first engine acceleration signal.

Abstract: A power transmitting apparatus includes a clutch that operates based on pressure of a fed fluid to adjust a mode of power transmission of an engine or/and a motor/generator on a power transmission route, a first driving pump that feeds the fluid to the clutch by being driven in accordance with rotation of the motor/generator, and a second driving pump that feeds the fluid to the clutch by being driven in accordance with electric power, wherein a first engagement unit and a second engagement unit can be caused to engage rapidly or slowly by selecting one of the first driving pump and the second driving pump as a source of the fluid, and when a drive request of the clutch is present and a rotation speed of the motor/generator is lower than a predetermined rotation speed, the first engagement unit and the second engagement unit are caused to engage rapidly by feeding the fluid from the second driving pump.

Abstract: It is provided a shifting control device for vehicle for electrically controlling a switching of a transmission to a parking range for performing a parking lock in response to an operation by a driver, the shifting control device for vehicle configured to determine the switching to the parking range when the driver performs a predetermined operation for switching to the parking range, based on whether plural vehicle speed signals different in response relative to an actual vehicle speed satisfy a predetermined condition; and the switching to the parking range being determined (i) using a corrected value obtained by correcting a vehicle speed signal having a slower response such that a difference in a vehicle speed based on the vehicle speed signal having the slower response and a vehicle speed signal having a quicker response is suppressed, or (ii) using a corrected value obtained by correcting a predetermined vehicle-speed threshold value associated with the vehicle speed signal having the quicker response s

Abstract: A vehicle control system includes: an acceleration acquisition unit that detects or estimates an acceleration of a vehicle; and a control unit that is configured to change a running characteristic, which includes at least any one of a driving force characteristic, shift characteristic, steering characteristic and suspension characteristic of the vehicle, on the basis of the acceleration, wherein the control unit is configured to relatively delay a change of the running characteristic for decreasing quickness of behavior of the vehicle with respect to a change of the running characteristic for increasing quickness of behavior of the vehicle, and is configured to limit a change of the running characteristic when a jerk, which is a time differential value of the acceleration, is larger than a limit determination threshold as compared with when the jerk is smaller than or equal to the limit determination threshold.

Abstract: A control system for the transmission of an agricultural vehicle or an industrial off-highway vehicle, wherein the system comprises a controller of the clutch, connected thereto to supply an operating signal, a plurality of sensors suitable for measuring a plurality of characteristic quantities of the transmission and connected to the controller to supply a plurality of signals proportional to the quantities, a torque processor suitable for calculating a reference torque and connected to the controller to supply thereto a signal proportional to the reference torque, and a thermal load managing device suitable for receiving at least some of the plurality of quantities and for receiving the reference torque in order to calculate at least one operative datum on which the thermal power exchanged in the clutch is dependent. The control system is suited to process the operative datum to operate the transmission so as to limit the temperature in the clutch.

Abstract: For each engine operation state to which a variable cylinder engine can be switched, a fuel consumption amount to be consumed to generate a driving force required to maintain a current traveling state of a vehicle for each of a current gear and a new gear after a possible shift-up is calculated. An automatic shift control of shifting up to the new gear is performed in a condition that a calculated fuel consumption amount of the new gear after the possible shift-up is smaller than a calculated fuel consumption amount of the current gear. In this way, the fuel consumption amount can be optimally reduced and the shift control can be performed without degrading the traveling performance, even in the vehicle equipped with the variable cylinder engine.

Abstract: A control system includes an engine control module and a transmission control module. The transmission control module communicates with the engine control module via a network. The engine control module generates a mean engine speed signal and a minimum engine speed signal. The engine control module transmits the mean engine speed signal and the minimum engine speed signal to the transmission control module via the network. The transmission control module controls operation of at least one of a torque converter and a transmission based on the mean engine speed signal and the minimum engine speed signal. The torque converter is connected between an engine and the transmission.

Abstract: The invention relates to a transmission synchronisation method and a transmission synchronisation device for at least two transmission units (T1, T2). The synchronisation takes place in that in each case an output revolution speed (n1, n2) of an axle drive shaft arranged in a transmission (T1, T2) is adjusted by means of a first and second adjustment unit (ADU1, ADU2). The synchronisation of the first and second transmissions (T1, T2) takes place by a result value (cal_out) of an arithmetic logic unit (140) being conducted to the second adjustment unit (ADU2) arranged at the second transmission (T2), dependent on the first transmission (T1) and on the reference value (v_set) of a preselection unit (100).

Abstract: During a non-shift operation when a predetermined gear of an automatic transmission is kept, a hydraulic control unit increases an engagement hydraulic pressure to a friction engagement device associated with the gear formation by a predetermined hydraulic pressure with respect to a line hydraulic pressure. Therefore, in comparison with a case where a hydraulic pressure equivalent to the line hydraulic pressure is set as an engagement hydraulic pressure to the friction engagement device for obtaining a hydraulic pressure equivalent to the line hydraulic pressure, shift response (hydraulic pressure response) variations when shifting from a non-shift state (steady state) into a shift state are suppressed by the margin of the predetermined hydraulic pressure. In addition, in comparison with a case where the engagement hydraulic pressure to the friction engagement device is set to a maximum hydraulic pressure to reduce the response variations, power consumption of each linear solenoid valve is suppressed.

Abstract: The described system and method provide improved transmission performance and response with closed loop torque feedback by implementing situational gain scheduling and nonlinear control techniques for continuously variable transmissions. The system uses contextual information regarding the operation of the machine to determine a gain to be applied in associated PID control logic. In an embodiment, the determined gain is applied in the integral portion of the closed loop controller.

Abstract: A CVT transmission comprising a shaft journalled to a housing, a first sheave fixed to the shaft, a second sheave moveable parallel to an axis of rotation of the shaft, the second sheave locked in rotating relation with the first sheave by a first sheave member cooperatively engaged with a second sheave receiving member, the second sheave receiving member disposed at a helical angle (HA) with respect to the axis of rotation, a sprocket journalled to the housing, the sprocket threadably engaged with a movable member, a bearing disposed between the movable member and the second sheave, the movable member engaged with the housing whereby movement of the movable member is parallel with the axis of rotation, an electric actuator engaged with the sprocket, and the second sheave is axially movable upon a rotation of the sprocket.

Abstract: A method and control system for an actuator of a clutch of a motor vehicle includes a main control unit determining a desired value for a torque to be transmitted in dependence on predetermined first parameters. A setting signal for the actuator corresponding to the desired value is generated by an additional control unit on the basis of the determined desired value. A desired value tolerance range for the determined desired value of the torque is determined by the main control unit in dependence on predetermined second parameters. The additional control unit determines an actual value of the torque transmissible by the clutch unit and generates a new setting signal for the actuator when the actual value is outside the desired value tolerance range.

Abstract: In a shift control apparatus of a continuously variable transmission (CVT) configured to steplessly vary a torque, the control apparatus employs an acceleration intention determination section for determining the presence or absence of a driver's acceleration intention, a shift mode setting section for setting a shift-control mode from a normal mode to an acceleration mode in the presence of the driver's acceleration intention, a shift speed setting section for setting a shift speed based on a target transmission ratio and a vehicle speed, and a shift control section for controlling a shift of the CVT. Also provided is a shift speed correction section for correcting the shift speed for an initial downshift in the acceleration mode to a shift speed slower than the shift speed set by the shift speed setting section, only when a demanded degree of the driver's acceleration intention is small.

Abstract: Sugar cane harvester automatic cutter height control systems maintain consistent cutter heights even as a harvesting machine traverses changing field conditions. After an operator chooses an initial cutting height the automatic systems maintain that height even as ground conditions change.

Abstract: It is provided a control device of a vehicle power transmission device including: a torque limiter device blocking transmission of a torque amount exceeding a predetermined torque with operation involving differential rotation between a first rotating member and a second rotating member; and an electric motor coupled to one of the first rotating member and the second rotating member in a power transmittable manner, wherein when a rotation speed difference is generated between the first rotating member and the second rotating member due to the operation of the torque limiter device, the electric motor is operated so as to suppress the rotation speed difference.

Abstract: A control device of a forklift engine that secures operability by keeping down fuel consumption when the accelerator pedal is floored in an unloaded or lightly loaded state, and once a heavy cargo is loaded, by lifting the cargo at a maximum lifting speed and traveling with maximum travel performance without acceleration problems. At least two maximum torque curves of different magnitudes are set in advance on a torque curve diagram. Then, the weight the cargo loaded on an attachment is measured. A threshold value for selecting at least two maximum torque curves is determined. If the measured weight is less than the threshold value, the maximum torque curve with a smaller maximum torque value is selected. If the measured weight is not less than the threshold value, the maximum torque curve with a larger maximum torque value is selected. The engine is controlled using the selected maximum torque curve.

Abstract: An integrated control system includes a main control system controlling a driving system, a main control system controlling a brake system, and a main control system controlling a steering system, an adviser unit generating and providing information to be used at each control system based on environmental information around the vehicle or information related to a driver, an agent unit generating and providing information to be used at each of the main control systems to cause the vehicle to realize a predetermined behavior, and a supporter unit generating and providing information to be used at each of the main control systems based on the current dynamic state of the vehicle.

Abstract: An abnormal state diagnosis method for an automatic transmission oil temperature sensor includes: a warm-up judging step of judging whether a sensor value from an engine side temperature sensor in an engine warm-up state indicates the engine warm-up state; a sensor normal operation judgment step of starting to judge whether the engine side temperature sensor including the warm-up judgment result normally performs a temperature detection operation; a provisional judgment step of judging whether an upper or lower deviation width between the sensor value of the engine side temperature sensor and an oil temperature sensor value from an automatic transmission oil temperature sensor is equal to or smaller than a predetermined threshold value; and a final judgment step of determining the judgment result by the provisional judgment step when the automatic transmission control unit receives a permission signal from the engine control module.

Abstract: A method for performing gear shifting by engaging a coupling element with a gear wheel includes moving the coupling element relative to the gear wheel from a disengaged position to an engaged position, in which a particular gear is selected. A speed of the coupling element relative to a speed of the gear wheel is controlled during movement of the coupling element so that a speed difference is maintained until the coupling element reaches the engaged position.

Abstract: A method for operating a multi-step automatic transmission arranged in a drive train of a vehicle with a combustion engine. When downshifting from the third gear ratio to a second gear ratio, higher inertia must be shifted than when shifting from the third gear ratio to the first gear ratio. Upon a demand for a coasting downshift from the third gear ratio to the second gear ratio or to the first gear ratio with no performance demand on the combustion engine, the coasting downshift to the second gear ratio is not executed and the first gear ratio is engaged when the requirements for downshifting to the first gear ratio are met.

Abstract: A vehicle use control system and method are provided. The vehicle use control system includes a vehicle unlocking unit, a vehicle control unit, and at least one mobile communication unit. One mobile communication unit transmits a request to use a vehicle to the vehicle unlocking unit. The vehicle unlocking unit receives the request and generates a first prompt to a key holder which prompts whether to accept the request, and if an approval is received, the vehicle unlocking unit generates a first authentication information to the vehicle control unit and the mobile communication unit. The mobile communication unit acquires a second authentication information in response to user input to the vehicle control unit. If the second authentication information matches the first authentication information, the vehicle control unit unlocks the vehicle and allows the vehicle to be started up.

Abstract: A hybrid electric vehicle has a first mode in which slippage of a clutch between an electric motor and a driving wheel is allowed and controlled by rotational speed control of the electric motor and a second mode in which the slippage of the clutch is allowed and controlled by rotational speed control of an engine. When the vehicle is stationary in the first mode, a controller reduces a control setpoint of hydraulic pressure of the clutch from an initial point. The controller identifies a reference point of the control setpoint with which actual output torque of the electric motor is substantially constant with respect to the reduction of the control setpoint. Then, the controller increases the control setpoint to a precharge point, and reduces the control setpoint to a corrected point that is lower than or substantially equal to the initial point and higher than the reference point.

Abstract: A vehicle includes a vehicle monitoring system for estimating vehicle motion states, a spatial monitoring system, an adaptive cruise control system for vehicle speed and acceleration control, a steering controller for vehicle lateral motion control, a roadway estimator, and an autonomic control system. Commanded vehicle operation is adjusted to achieve a preferred travel path based upon a predicted travel path and an estimated roadway. The preferred travel path is adapted responsive to the estimated roadway.

Abstract: A continuously variable transmission (CVT) is provided for use on a recreational or utility vehicle. The CVT is electronically controlled by at least one control unit of the vehicle. The CVT includes a primary clutch having a first sheave and a second sheave moveable relative to the first sheave. An actuator controls movement of the second sheave.

Abstract: A speed change control system for industrial vehicle, includes: a speed ratio detecting unit that detects a speed ratio of speeds of an input shaft and of an output shaft of a torque converter; speed changer for operating based on the torque converter speed ratio that shifts up or down a speed stage of a transmission in response to the detected speed ratio; a braking detection unit that detects an operation of a braking device for traveling; and a downshift limit unit that permits a downshift to a 1st speed by the speed changer when a non-operation of the braking device is detected by the braking detection unit and limits a lowest speed stage upon downshift by the speed changer to a 2nd speed when an operation of the braking device is detected.

Abstract: An example vehicle includes a motor and a gearbox. A controller is configured to identify oscillation peaks of a performance signal representing the rotational speed of the motor, the input speed of the gearbox, or the amount of torque generated by the motor or provided to the gearbox. The controller is configured to simultaneously detect unstable regular and irregular oscillations of the performance signal given the oscillation peaks identified and substantially dampen the unstable oscillations detected. An example method may include determining a mean of the performance signal and defining peak values, including peak moving average values or filtered peak values, representing a magnitude of at least two oscillation peaks. The method further includes simultaneously detecting the unstable regular and irregular oscillations of the performance signal using the defined values and substantially dampening the unstable oscillations.

Abstract: In a vehicle control apparatus, an engine torque calculating unit calculates a developing engine torque Te, and a torque increase/decrease amount calculating unit calculates a torque increase or decrease amount Tmax of an engine which can be increased or decreased. A mode coefficient setting unit sets a mode coefficient k corresponding to a driving mode, and an allowable inertia calculating unit multiplies the torque increase or decrease amount Tmax by the mode coefficient k to calculate an allowable inertia torque Timax. A shift speed calculating unit calculates a shift speed V1 of a continuously variable transmission at which the allowable inertia torque Timax is generated, and an upper-limit shift speed setting unit sets an upper-limit shift speed V2 based on the shift speed V1. A shift control unit performs shift control of the continuously variable transmission at a shift speed not exceeding the upper-limit shift speed V2.

Abstract: One disclosed embodiment relates to a propulsion system for a machine. The propulsion system may include a prime mover operatively connected through a continuously variable transmission to a propulsion device. The propulsion system may also include propulsion-system controls that control an operating parameter of the continuously variable transmission, which may include adjusting the operating parameter based on operator input. Controlling the operating parameter may also include determining an adjustment limit for the operating parameter based on one or more operating conditions and applying the adjustment limit to the operating parameter to modify at least one of acceleration and jerk of the machine based on the one or more operating conditions.

Abstract: A vehicular shift control apparatus configured to control a speed ratio of a belt-type transmission having first and second variable-diameter pulleys, and a transmission belt wound between the first and second variable-diameter pulleys, by controlling hydraulic pressures to be applied to respective hydraulic cylinders of said first and second variable-diameter pulleys, according to respective commanded hydraulic pressure values of the first and second variable-diameter pulleys, such that the speed ratio coincides with a target value, the vehicular shift control apparatus includes a shift control portion configured to be operable, when a first-variable-diameter-pulley hold pressure which permits the speed ratio of said belt-type transmission to be held at the target value in a shift-down action is determined as said commanded hydraulic pressure value of the first variable-diameter pulley, to temporarily reduce said commanded hydraulic pressure value with respect to said first-variable-diameter-pulley hold pres

Abstract: The present disclosure relates to methods of detecting misalignment in a transmission synchronizer and methods of alignment. Detection of misalignment is accomplished via monitoring a performance characteristic of a power source configured to provide an engagement force to the synchronizer. Where misalignment is detected a predetermined torque is applied to the input or output side of the synchronizer to rotationally align synchronizer components.

Abstract: A vehicle (e.g., an ATV/UTV) comprising a body, at least two wheels supporting the body, a power source providing torque to at least one of the wheels, a torque control system for controlling the torque provided to the wheels. The torque control system has a plurality of slip modes, including a low-slip mode and a high-slip mode. A mode selector is provided for selecting one of the plurality of slip modes, and the torque control system defaults to the low-slip mode on vehicle start up. Preferably, the torque control system further includes a medium-slip mode. In another aspect, the vehicle has a continuously-variable transmission including a drive member and a driven member, and a torque control system for controlling the torque provided to the wheels. The torque control system is programmed to calculate an estimated primary torque factor and an estimated secondary torque factor for modifying as base engine torque.

Abstract: A shift-by-wire device including a shaft position sensor that detects a shaft rotating angle, a drive unit that drives an actuator of the shaft, an operational function unit including an operational CPU that receives the shaft rotating angle from the shaft position sensor, receives a shift command from an administrative electronic control unit to transmit the shaft rotating angle of the shaft to the administrative electronic control unit, and controls the drive unit according to the shaft rotating angle and shift command. The device further includes a monitoring function unit including a monitoring CPU that receives the shaft rotating angle in order to monitor whether there is an abnormality in the operational function unit and transmits the shaft rotating angle to the administrative electronic control unit when a detected abnormality occurs in the operational function unit.

Abstract: A machine has a power train including a prime mover connected to a transmission having two or more selectable gear settings. The machine includes an electronic controller configured to receive and transmit signals indicative of machine parameters. The electronic controller contains computer executable instructions for determining a current value for at least one efficiency metric of the machine at a current gear setting of the transmission. Instructions for determining a first expected value for the efficiency metric at a first alternative gear setting, instructions for comparing the current value with the first expected value to determine an optimal gear setting as between the current gear setting and the first alternative gear setting at least partially based on engine speed, and instructions for indicating a gear shift recommendation and/or performing a gear shift to select the optimal gear setting are executed during operation.

Abstract: Method and a device for automatic selection of a better starting gear in a vehicle, including the steps of engaging a first starting gear, on driver demand controlling propulsion torque as to attempt to achieve a first take off, if the first starting gear is too high interrupting the first take off and automatically braking the vehicle, engaging a second adapted starting gear which is a lower gear compared to the first starting gear, controlling propulsion torque as to attempt to achieve a second vehicle take off, and if the second vehicle take off attempt results in a transmitting of torque to driven wheels of the vehicle being enough as to perform a take off then stop braking the vehicle. An incorrectly selected starting gear can thus be automatically changed. The starting gear change can be performed in an uphill situation.

Abstract: A control apparatus for a multi-speed automatic transmission which is equipped with a manual shift mode that allows a speed step to be shifted up or down manually by an operation of a driver of the vehicle is provided. The control apparatus permits a downshift to be manually performed, provided that during the manual mode, one of vehicle speed, engine rotation speed, and turbine rotation speed of the multi-speed automatic transmission is less than or equal to a downshift permission criterion value that is set according to the speed step achieved by the downshift. The control apparatus corrects the downshift permission criterion value by a speed-value-increasing correction amount that is computed according to the situation of travel of the vehicle. The control apparatus includes a speed-value-increasing correction amount computation portion that computes the speed-value-increasing correction amount separately for each of numbers of steps over which downshifts occur.

Abstract: Damping control, by which an engine is controlled to output torque for reducing up-and-down vibrations such as pitching and bouncing of a vehicle, is performed. When the damping control is interrupted, the behavior of engine torque after the damping control is interrupted is predicted. Shift of an automatic transmission is controlled in accordance with the predicted behavior of the engine torque.

Abstract: A method is provided for adjustment of an automatically selected gear shifting rotational speed limit when an automatic step geared vehicle transmission is in an automatic gear shifting drive mode, and where the transmission includes a drive mode selector for selection of at least the automatic gear shifting drive mode and a neutral mode. The adjustment of the automatically selected gear shifting rotational speed limit is performed temporarily by a driver of the vehicle when the automatic gear shifting drive mode is selected. Driving flexibility in automatic drive mode increases.