Abstract: A drive unit includes an engine and a transmission having a variable transmission ratio. An instantaneous setpoint power output quantity of the drive unit is determined from an intended power output. The setpoint power output quantity is a function of the instantaneous transmission ratio of the transmission at least for a given intended power output.

Abstract: A vehicle control system is comprised of a controller which is arranged to select an optimal mode adapted to a driving point of a vehicle from an optimal mode map of defining a plurality of running modes of the vehicle, to detect a generation of a mode transition in the optimal mode map, and to hold a current running mode selected before the transition for a holding time period when the generation of the mode transition is detected.

Abstract: A shift controller for a motor vehicle includes an electric motor configured to rotate a shift drum associated with a transmission. An oil temperature sensor is configured to detect temperature of lubricating oil for the transmission. A controller is configured to control the electric motor. The controller controls the electric motor to operate in a preset first motor duty until a first predetermined time elapses after operation of the electric motor is started when the shift drum is turned from a first predetermined position to a second predetermined position. The controller is also configured to operate the electric motor in a second motor duty calculated based upon oil temperature after the first predetermined time elapses.

Abstract: A control apparatus for a vehicular power transmitting system including an electrically controlled differential portion having an electric motor, and an automatic transmission portion, the control apparatus including shift control portion operable upon determination that a jump shift-down action of the automatic transmission portion directly to a target gear position while skipping at least one intermediate gear position should take place and upon inhibition of the jump shift-down action, to generate a shifting command to perform the jump shift-down action when total jump-shift-down-action time required for the jump shift-down action is shorter than total sequential-shift-down-operation time required for a sequential shift-down operation consisting of a shift-down action to each intermediate gear position and a shift-down action from the last intermediate gear position to the target gear position, and a shifting command to perform the sequential shift-down operation when the total jump-shift-down-action time

Abstract: An improved control for an automatically shiftable transmission upshift, wherein the engine output torque and on-coming clutch pressure are coordinated during the shift based on an inverse dynamic model of the transmission to achieve a desired output torque trajectory. At the initiation of an upshift, the engine torque is commanded to decrease in a ramp-like or sloping fashion to and engine output torque value calculated using the dynamic model. This ramp-like or sloping decrease provides smooth shifting, while reducing the likelihood of tie-up between on-coming and off-going clutches within the automatically shiftable transmission.

Abstract: Method for identifying a passive rolling moment of a motor vehicle (1), for example an undesired rolling moment with which the vehicle (1) starts moving in a direction opposite to a direction of travel in relation to a selected speed. According to the method, a mechanism detects reverse rotational directions of a secondary side (11) of an automatic starting element (4) which is connected to a transmission input shaft (12) of a variable speed transmission (3) in relation to a primary side (9) of the start-up element (4) connected to a driving shaft (10) of a drive engine (2), a transmission oil pump (16) which delivers independently of the rotational direction being associated with the variable speed transmission (3). The method and device provide a simple and inexpensive way for identifying reverse rotational directions close to the beginning of a starting process.

Abstract: A method of controlling a hybrid drive train of a vehicle having, in series, an internal combustion engine, a clutch, an electric motor and a transmission with an output connected to the drive axle. During traction operation, the vehicle changes from an electric driving mode into a combination driving mode or a combustion engine driving mode, in that the clutch is engaged and the combustion engine torque is temporarily increased. The method includes regulating engagement of the clutch at least until reaching a starting rotational speed of the combustion engine such that the acceleration of the combustion engine occurs according to a predetermined progression of rotational speed and that the torque of the combustion engine is increased by the same amount as the transferable torque of the clutch is increased by the engagement process.

Abstract: At least one input signal is detected in a time slot, representing the temporal progression of at least one rotational value of the motor of a drive train section and/or the respective corresponding power thereof and is electronically treated and/or evaluated a plurality of times in a parallel manner and according to different characteristics. At least one comparison of the different treating and/or evaluation results of the same input signal is determined, whether the transmission behavior of the drive train or at least one predetermined drive train component is altered. A PT1 filtering, for example, is used for the treatment and/or evaluation.

Abstract: A bias correcting phase compensating rate limiter to control movement of a device may include a switching arrangement adapted to reverse a polarity of an error signal in response to a set of predetermined conditions that may include a commanded rate of movement of the device exceeding a rate limit capability of the device; a time rate of change of an input signal to the rate limiter being opposite in polarity to a difference between the input signal to the rate limiter and an output signal from the rate limiter; and a time rate of change of the input signal to the rate limiter being opposite in polarity to a difference between the output signal from the rate limiter and a signal corresponding to a pre-specified neutral or trim position of the device.

Abstract: The method according to the invention for shift point control in automatic transmissions by means of an electronic control device, which receives a performance requirement value and the vehicle speed as input signals and triggers up-shifts and down-shifts, by means of a functional module. The functional module controls the shift point, by using characteristic shift curves stored in the control device as a function of the performance requirement value and the vehicle speed. When predetermined operating conditions apply, a speed range is defined below a defined vehicle speed, in which range an instantaneous down-shift is performed, which is independent of the currently applicable characteristic shift curve. As soon as the performance requirement value or an operating value proportional to the performance requirement value falls below a threshold, an up-shift subsequent to the down-shift is delayed by a first predetermined time period after the instantaneous down-shift.

Abstract: An in-gear oil pressure correcting section corrects engagement control oil pressure set up by an oil pressure supply control section over the entire range to be reduced by first predetermined pressure. An engagement determining section determines, on the basis of a torque converter slip ratio calculated by a calculating section, whether a frictional engagement element of a destination gear starts to engage or not. An addition correcting control section corrects the corrected engagement control oil pressure to add second predetermined pressure thereto in the case where engagement of the frictional engagement element has not been started yet when a timer measures first predetermined time. The addition correcting control section further corrects the corrected engagement control oil pressure to add third predetermined pressure thereto in the case where the engagement of the frictional engagement element has not been started yet when the timer measures second predetermined time.

Abstract: Navigation apparatuses, methods, and programs store path information for a path each time the path is traveled, the path being a segment of the guidance route from a branch point to a junction. The apparatuses, methods, and programs store detour route information for the detour route each time the detour route is traveled. The apparatuses, methods, and programs receive current traffic conditions from an external system and read out, when arriving at the branch point, path information having a same or similar stored traffic condition as a current path traffic condition and detour route information having a same or similar stored traffic condition as a current detour route traffic condition. The apparatuses, methods, and programs determine a difference between a required time for traveling along the path and a required time for traveling along the detour route and output guidance information based on the determined difference.

Abstract: A vehicle control apparatus includes a vehicle drive device having a friction engagement element capable of being engaged and disengaged by an oil pressure generated by an electric oil pump, a start operation detecting unit that detects a start operation of the vehicle, a vehicle status change detecting unit that detects a status change of the vehicle, an electric oil pump control unit that controls the electric oil pump, and a management unit that is connected between the vehicle status change detecting unit and the electric oil pump control unit in a manner capable of transmitting data. The management unit transmits a wakeup signal to the electric oil pump control unit when a status change of the vehicle is detected, and when the wakeup signal is received prior to detection of the start operation, the electric oil pump control unit starts the electric oil pump in response to the wakeup signal.

Abstract: A method of controlling a clutch-to-clutch transmission. The method includes detecting transmission slip speed that exceeds a predetermined amount for a predetermined time period. Based on the detecting, a shift of a gear ratio of the transmission is forced. When this method is implemented in a vehicle, loss of driver control of the vehicle can be prevented in the event of a non-commanded neutral condition in the transmission.

Abstract: A control apparatus of a vehicle includes: an internal combustion engine; a transmission, including a group of gears made to mesh with synchronizing mechanisms for attaining a predetermined change of gear; an internal combustion engine controller stopping the internal combustion engine when receiving a first control stop signal; a transmission controller, controlling the synchronizing mechanisms via an actuator actuated by a power source driven by the internal combustion engine, when a shift lever is in a drive force cut-off position, the transmission controller releasing the meshing of the synchronizing mechanism when receiving a second control stop signal; and a control stop signal controller, transmitting the second control stop signal to the transmission controller when detecting that an ignition switch of the vehicle is switched off, and transmitting the first control stop signal to the internal combustion engine controller after the transmission controller has released the meshing of the synchronizing m

Abstract: This is a constant-mesh transmission that uses special latches, electromagnetic actuators to operate said latches, and an associated computerized control unit to command said actuators and, at the same time, synchronize the speed of the motor/engine and the gear trains with the speed of the transmission output shaft. During gear ratio changes, the transmission control cooperates with the motor/engine control in such a way that speed differences between—and torque transmitted through—the gear trains involved and the output shaft are minimal; this permits effortless and on-the-fly coupling and decoupling of gears to/from the output shaft, without requiring any clutch operation. This transmission can be used in a variety of automotive and industrial applications, and is mainly intended for automotive vehicles with internal combustion engines.

Abstract: The invention relates to a method and a device for monitoring the operating conditions of motor vehicles, with a drive system with at least one differential that distributes drive torque to the driven wheels. To avoid unacceptable wear in the differential of the drive system, it is proposed that at least the output speeds of the differential, and, via a steering angle sensor, an at least approximate driving of the motor vehicle in a straight line are detected and are compared over a time interval, and that in the case where the differential speed of the output shafts is above a defined speed threshold and prevails over the time interval and the vehicle is driven in a straight line, a warning signal is generated.

Abstract: When a shift lever is shifted from an N range to a D range and a predetermined learning condition is established, a learning timer tm_pulse up to a point at which a pulse signal is detected by a primary pulley rotation speed sensor is calculated, and when a deviation between the learning timer tm_pulse and a reference correction amount ?P_offset is larger than a predetermined threshold ?t_pulse_dif, a learned correction amount P_offset is updated.

Abstract: An ECU executes a program that includes a step of increasing belt squeezing pressure to a value P (ON) greater than a normal value P (OFF) that is set as the belt squeezing pressure when a footbrake switch is off, when the footbrake switch is on and the time elapsed after the footbrake switch was turned on is less than a threshold value T (0); and a step of gradually reducing the belt squeezing pressure to the normal value P (OFF) when the time elapsed after the footbrake switch was turned on is equal to or greater than the threshold value. As a result, a decrease in fuel efficiency of a vehicle in which a continuously variable transmission is mounted, as well as a reduction in the durability of a belt of this continuously variable transmission, can be reduced.

Abstract: A control system including a friction engagement element, a solenoid valve, an engagement pressure control valve and an electronic control unit, wherein a learning correction amount is divided into an initial learning amount that has no dependence upon an engagement pressure command value and a time-dependent deterioration amount that has dependence upon the engagement pressure command value, and wherein a time-dependent deterioration correction amount is determined according to the engagement pressure command value and a degree of progress of time-dependent deterioration that is indicated by a difference between a learning region correction amount and an initial learning amount which are obtained by a learning control in a learning region that is a limited input torque region, and a final engagement pressure command value is calculated as the learning correction amount by adding the initial learning amount at the time of correction to the time-dependent deterioration correction amount.

Abstract: Method and arrangement for providing an electronic gear shift selector associated with an automatic mechanical transmission for a heavy vehicle. The gear shift selector includes a toggle switch for asserting at least one gear shift request, a counter receiving the at least one gear shift request, and a time delay for preventing communication of the at least one gear shift request from the counter until a predefined time period has passed. A method for communicating a collective gear shift request to a gear box includes asserting one or more gear shift requests with a gear shift selector, communicating the gear shift requests to a counter, determining the collective gear shift requests occurring within a predefined time period, communicating the gear shift requests occurring within the predefined time period to a gearbox.

Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).

Abstract: An automatic transmission controller for a vehicle has an insufficient gear shifting time determining device that determines whether a gear shifting time for shifting performed by disengagement of two engaging elements and engagement of two engaging elements is insufficient; and a double engage/disengage prohibiting device that prohibits the gear shift after the disengagement of two engaging elements and engagement of two engaging elements when the insufficient shifting time determining device determines that the gear shifting time for shifting after the disengagement of two engaging elements and engagement of two engaging elements is insufficient.

Abstract: A method and unit for shifting gear in a power-assist transmission; to shift gear, a series of operations are performed in sequence, and each of which must be completed prior to completion of the next operation; for each operation, a predicted time delay is estimated corresponding to the time lapse between the instant the operation is commanded and the instant the operation is actually completed; and the operations are commanded successively as a function of the predicted delay times, so that an operation is commanded before the preceding operation has actually been completed.

Abstract: The invention is directed to a data collection and evaluation system that includes a telematics device for collecting, time-stamping, and storing vehicle sensor data. Examples of the type of data collected include door data, ignition data, speed data, global positioning data, and diagnostic and trouble code data. The system further includes an external data acquisition device, such as a mainframe computer system or a hand-held computing device like an iPAQ. The external data acquisition device is configured to communicate with the telematics device over a wireless network, which enables the telematics device to transmit the time-stamped data to the external data acquisition device and receive information and instructions from the external data acquisition device.

Abstract: An apparatus and method for controlling a CVT (continuously variable transmission), and a program for executing the control method that reduces a transmission shock during a braking operation. When a foot brake switch is turned on and a vehicle speed is less than or equal to a threshold speed, the ECU increases a clamping pressure applied to a transmission belt to a pressure level higher than a normal pressure. When the vehicle speed falls to or below the threshold speed when the foot brake switch is turned on, the ECU prohibits an increase in the clamping pressure applied to the transmission belt.

Abstract: A vehicle including an internal combustion engine and a stepped transmission including an input shaft and an output shaft, wherein the stepped transmission speed-changes power input to the input shaft while changing a shift speed and outputs the speed-changed power to the stepped transmission output shaft; a control unit that controls the engine and the stepped transmission in accordance with an output request from an operator. The vehicle also including input and output shaft rotation speed detecting units and an output limiting unit that limits the output of the engine by comparing the deviation of the input and output shaft rotation speed to a predetermined rotation speed relationship range. The vehicle also including an abnormality determining unit to determine that an abnormality has occurred in the stepped transmission when the rotation speed relationship exceeds the range of the predetermined rotation speed relationship for at least a first predetermined time period.

Abstract: A method and device for controlling a fluid-actuated control system, to optimize post-switching times for actuation of control elements in such systems. The system includes at least one pressure medium source, at least one hydraulically controlled control element and a device for controlling the fluid-actuated control system. The optimum post-switching time after hydraulic actuation of the control element, depends on a number of different factors such as a control-element-specific parameter, a specific mounting location of the control element, at least one operating parameter of the fluid-actuated control system and/or of the vehicle. A post-switching time control device controls and/or regulates at least the duration of a post-switching time of the at least one control element and with the above factors determines the post-switching time.

Abstract: A vehicular drive system switchable between a continuously-variable and step-variable shifting states, and a control device for controlling the vehicular drive system so as to reduce a shifting shock of an automatic transmission included in the drive system, which takes place due to an overlap control involving a switching control of the drive system and a shifting control of the automatic transmission.

Abstract: A method of operating an automatic transmission of a motor vehicle, in particular a variable-speed transmission. The automatic transmission includes at least five shift elements, at least three of which are engaged in a forward and a reverse gear to transfer torque or force. When disengaging gears for shifting the automatic transmission from a forward or reverse gear to a neutral position, at least one of the at least three shift elements that are engaged in the respective forward or reverse gear is completely disengaged.

Abstract: In a vehicle control system which requires a plurality of ECUs (electronic control units) to control in real time states of the vehicle using time-dependent data transmitted and received among the ECUs. The time-dependent data reflecting the vehicle states is detected or produced. A transmitting ECU, one of the plural ECUs, transmits the time-dependent data with a degree of newness thereof to a receiving ECU, another one of the plural ECUs, which takes part in the real-time control. The receiving ECU determines whether or not the time-dependent data has expired for the real-time control based on the degree of newness of the time-dependent data and performs processing with the time-dependent data based on determined results of the expiration, the processing having the time-dependent data adapted to the real-time control. Thus the real-time control can be performed based on only the adaptive time-dependent data to the real-time control.

Abstract: A navigation apparatus and method that store route information, the stored route information including, for each of a plurality of routes starting at a first point and ending at a second point, a required travel time and a traffic condition. The apparatus and method determine whether a guidance route includes the first point and the second point of a stored route. The apparatus and method read out, if a guidance route includes the first point and the second point of a stored route, the stored route information for the stored route that shares the first point and the second point with the guidance route. The read out stored route information having a same or similar traffic condition as a current traffic condition. The apparatus and method output the required time to travel the stored route from the read route information.

Abstract: This invention provides a method for controlling a gear ratio in an automatic transmission of a vehicle. The method includes detecting a desired engine braking condition associated with the vehicle. Once the engine braking condition is determined, a decay factor is determined for reducing the gear ratio of the transmission. The decay factor maintains the gear ratio for a delayed period of time before gradually reducing the gear ratio over time. After determining the decay factor, the gear ratio of the transmission is controlled in accordance with the decay factor.

Abstract: A method for electronically controlling a bicycle gearshift and a bicycle electronic system, wherein when a gearshifting request is transmitted from an electronic control unit to a driving unit, the driving unit associates a wait for a waiting time therewith. In the case of a multiple gearshifting, the waiting time allows a chain to mesh securely with a toothed wheel. By providing for the wait to be carried out in a driving unit of a derailleur, the computing capability of an electronic control unit is not affected by the management of the wait, and the electronic control unit is free to carry out other functions, for example the management of errors of the electronic system, communication with a display unit or various sensors of the electronic system, etc.

Abstract: The invention is directed to a data collection and evaluation system that includes a telematics device for collecting, time-stamping, and storing vehicle sensor data. Examples of the type of data collected include door data, ignition data, speed data, global positioning data, and diagnostic and trouble code data. The system further includes an external data acquisition device, such as a mainframe computer system or a hand-held computing device like an iPAQ. The external data acquisition device is configured to communicate with the telematics device over a wireless network, which enables the telematics device to transmit the time-stamped data to the external data acquisition device and receive information and instructions from the external data acquisition device.

Abstract: A vehicle braking force control apparatus detects a period of time from when a braking force of a brake device is cancelled until a vehicle body speed in the backwards direction of a vehicle on a hill reaches a predetermined state, determines a brake output according to the detected period of time, and controls braking pressure according to the determined brake output. The period of time depends on the gradient of the hill. Therefore, by determining the brake output according to this period of time, braking force control according to the gradient of the hill is made possible even at an extremely slow speed at which the vehicle speed is undetectable.

Abstract: The invention concerns a signal processing system with rapid signal processing, for example for controlling the transmission of a motor vehicle, with an input module (EM) that calls for a desired reaction by emitting a request signal, a signal processing module (SM), and a target module (ZM) that implements the desired reaction, which, to accelerate processing, provides that several steps are carried out in parallel, such that the said signal processing module (SM) comprises a check module (ÜM) and a clock module (ZTM) each of which receives the request signal, the signal processing module (SM) also comprises an actuator module (AM) acting between the input module (EM) and the clock module (ZTM), the clock module (ZTM) is connected to the output of the check module (ÜM), and the actuator module (AM) is connected to the target module (ZM) for transmitting the output signal of the signal processing module (SM).

Abstract: An ECU executes a program including determining whether a mode is a neutral control execution mode, determining whether the mode is a neutral control return mode, detecting a proceeding state of the neutral control return mode when an accelerator is activated during the neutral control return mode, and inhibiting slip start when the mode is in an initial stage of the neutral control return mode.

Abstract: When a charge control is applied to a clutch during a shifting operation of an automatic transmission, a charge counter of this clutch is set to a predetermined value. When a drain control is applied to the clutch, the charge counter is counted down. In response to renewal of requested gear position during the shifting operation, a judgment is made as to whether the state of charge is clear with respect to hydraulic fluid supplied to the clutch (i.e. to-be-newly-charged clutch) before the charge control is applied to this clutch for establishing a renewed requested gear position. When the charge counter of this clutch is currently counted down, it is decided that the charged condition of hydraulic fluid supplied to the clutch is unclear. Thus, a multi-stage gear shifting control (i.e. replacement or renewal of target gear position) is prohibited, thereby suppressing generation of shift shock.

Abstract: Provided are a method and apparatus for compensating an attitude of an inertial navigation system and a method and apparatus for calculating a position of the inertial navigation system using the same. The method of compensating an attitude of the inertial navigation system includes sensing movement of the system and outputting information for stoppage time periods and a movement time period of the system; receiving angular velocity information of the system during every time period and calculating a first attitude of the system using the angular velocity information; receiving gravity direction information of the system during the stoppage time periods, calculating a second attitude of the system using the gravity direction information, and calculating an attitude error of the system during every time period using the first attitude and the second attitude; and compensating the attitude error for the first attitude.

Abstract: Synchronous shift control in a multi-mode, hybrid transmission utilizes motor torques to control clutch synchronizations and torque conditions thereacross for substantially torque disturbance free shifting from one mode to another.

Abstract: A method for controlling and regulating a transmission brake of an automatic transmission designed as a gear reduction unit in which the rotation speed of a countershaft of the gearbox can be decelerated in an upshift such that it corresponds to the synchronized rotation speed or comes close to it up to a predetermined distance during an upshift operation. The brake gradient of the countershaft rotation speed or the gear input rotation speed as well as the gear output shaft rotation speed is taken into consideration for the control and regulation of the gearbox brake. The gradient of the gear output shaft rotation speed is analyzed to control and regulate operation of the bearbox brake to improve the upshift, operations.

Abstract: A shift control for an electrically variable transmission shifts between modes through a neutral mode wherein the output is decoupled from the transmission. Normally, shifts between modes are accomplished synchronously through a duration of fixed-ratio operation. Extreme driving conditions may invoke shifts through neutral mode. Ratio violations characterized by one mode being active in a preferred input/output ratio range for another mode are handled by a shift through neutral. Similarly, rapid acceleration and deceleration conditions likely to result in undesirable engine speeds if synchronous shifting is employed are handled by a shift through neutral.

Abstract: A processing time necessary from start by end of processing of a first processing group and a second processing group is calculated. A time difference between a dead line previously set as a maximum tolerance value of the processing time necessary by completion of the processing of the first processing group, and the calculated processing time is calculated. An initial value of a processing time allowable value of the second processing group is calculated based on the time difference. The processing time allowable value is updated at the time of processing in the operating system. It is judged whether or not the second processing group can be executable based on the updated processing time allowable value.

Abstract: When a sport mode shifting request occurs during gear shifting of an automatic transmission according to a vehicle running state, a transmission control unit determines whether or not to accept the sport mode shifting request on the basis of an expected turbine speed at a target speed of currently controlled upshift and an expected turbine speed at a final target speed requested by the sport mode shifting request. By such a scheme, shift shock is reduced and responsiveness is enhanced.

Abstract: A signal processing unit of a radio communication section of a vehicle-mounted device mounted on a vehicle broadcasts first sets of data, each set of data including a vehicle speed and a traveling direction of the vehicle at a predetermined period when the vehicle changes the vehicle speed or the traveling direction. The signal processing unit broadcasts second sets of data including the current vehicle position, the vehicle speed, and the traveling direction of the vehicle at predetermined timing. When receiving the first data and the second data from a peripheral vehicle, the signal processing unit calculates a position of the peripheral vehicle in accordance with the first and second sets of data.

Abstract: When an engine is restarted after a predetermined period of being stopped oil is supplied to a clutch pack for a 2–3 and/or 3–4 shift while a transmission is engaged in the first speed for the first time since starting. The amount of oil drained during the predetermined period of being stopped is complemented in advance such that shift quality of a first 2–3 and/or 3–4 shift is enhanced.

Abstract: Method and arrangement for selecting a starting gear for a vehicle having an engine (3), an AMT-type transmission (5) and a power take-off (9) for maneuvering at least one body device on the vehicle. The method includes the steps of generating a first signal upon activation of the power take-off (9) for the maneuvering of at least one body device mounted on the vehicle. The gear selection strategy of the transmission (5) is controlled for selection of a predetermined starting gear in dependence on at least the first signal and maintaining the predetermined starting gear for as long as at least one predetermined condition is met.

Abstract: A control system for a transmission (T/M) including a select lever (r) operable to shift from a neutral position (N) to a running position (D, R) and vice versa, and a control part (c) to control a changing gear operation of the transmission in accordance with the position of the select lever. The control part includes a changing gear limitation system (1), and when the select lever is shifted from the neutral position to the running position, the changing gear limitation system permits a gear-in operation of the transmission if a stationary time (T) during when the select lever is in the neutral position is equal to or less than a predetermined time, and holds the transmission in the neutral state if the stationary time exceeds the predetermined time. By this constitution, the direction of the driving force can be quickly reversed.

Abstract: A control device with a time measuring function measures a turned-off time of an ignition switch with a low consumption current and high accuracy at a level adapted for a demand from the controlling side, as well as a turned-on time of the ignition switch. The control device also measures an accumulative turned-on time of the ignition switch. The control device comprises a battery, a microcomputer for computing a control variable to control a control target, a time measuring unit, a clock source for the microcomputer, a clock source for the time measuring unit, and a unit for changing over operation of the time measuring unit depending on an intended use. The time measuring unit operates regardless of run/stop of the microcomputer.