Power machines, control systems and methods are disclosed that automatically control engine speed and travel speed, in two different modes of operation. In a first mode of operation, both of engine speed and travel speed are controlled responsive to actuation of a foot throttle. In a second mode of operation, the foot throttle controls travel speed, but engine speed is controlled by a hand throttle. Selection of which of the first and second modes to utilize is based upon an actuation position of the hand throttle.

A continuously variable transmission has a variator (4) structured to be able to continuously vary a transmission ratio and a control unit (100). The control unit (100) continuously varies a transmission ratio of the variator (4) in a continuously variable shift mode. In a manual mode in which a manual mode switch (36c) is ON, the transmission ratio is maintained. When a shift switch (36a, 36b) is operated by a driver during the manual mode, the control unit (100) performs shift of the variator (4) so as to change an input rotation speed of the variator (4) by a predetermined rotation speed (ΔN1) regardless of a vehicle speed.

A speed change control apparatus includes a shifting operation unit, a speed change controller, a deceleration detector, a gradient acquiring unit, and an allowable revolution number setting unit. The speed change controller changes the speed ratio of the automatic transmission on the basis of a shifting operation received by the shifting operation unit. In a case where the shifting operation unit receives a downshift request during deceleration of the vehicle, the allowable revolution number setting unit sets high-speed downshift allowable revolution number on the basis of the deceleration rate of the vehicle detected by the deceleration detector and the road-surface gradient acquired by the allowable revolution number setting unit. The speed change controller executes downshifting in a case where: the shifting operation unit receives the downshift request during the deceleration of the vehicle; and engine revolution number becomes equal to or smaller than the high-speed downshift allowable revolution number.

To provide such a shift apparatus that, even if, at the time of electrically applying a reaction force to a rotation operation of a shift apparatus, an abnormality occurs in a control device that provides an instruction to apply this reaction force, it is not enabled to switch to a range the operation of which is originally restricted. In a case where an abnormality occurs in reaction force application instruction means, reaction force application control means applies a reaction force against a rotation operation in a direction opposite to a parking range relative to a current range. Thereby, it is possible to reduce the possibility that a vehicle travels with an instruction to apply reaction force remaining in an abnormal state.

An automatic transmission control interface provides optional modes to operate gear selection via a tactile manual shift selector. The interface provides a dial selector able to select park, reverse, neutral, drive, and manual modes of the automatic transmission of the vehicle. When the dial selector is set to manual mode, a user may manually select a forward gear ratio using a tactile manual shifter mechanism having a traditional gateway mimicking that of a fully manual vehicle. However, unlike a fully manual shifter, no clutch operation is required, and no manual linkage exists between the shifter and the transmission. Instead, the shifter gateway has electronic switches engagable by the shifter which each correspond to a forward gear ratio. Engaging a switch causes a control unit to send a signal to the automatic transmission and engage a corresponding forward gear.

A system for controlling fluid flow to and from a clutch includes a motor, a pump, and a valve assembly, which includes a housing defining an interior and a first orifice operably coupled to the pump, a second orifice operably coupled to the clutch, and a third orifice fluidly coupled to one of said first and second orifices. A piston is operably coupled to the motor, is disposed within the interior, is movable between a first position for allowing a fluid flow between the first and second orifices, a second position for obstructing the fluid flow between the first and second orifices, and a third position for limiting the fluid flow between the first and second orifices. A biasing member is coupled to the piston, and biases the piston toward the first position when the motor is off. When the pump is activated and a pressure proximate the first orifice is equal to a pressure proximate the second orifice, the motor is energized and moves the piston to the second position. When pressure proximate the second orifice exceeds a predetermined threshold pressure, the energized motor is turned off and the biasing member moves the piston to the first position, or power in the energized motor is reduced and the piston moves to the third position.

A speed change control apparatus includes a shifting operation unit, a speed change controller, a deceleration detector, a gradient acquiring unit, and an allowable revolution number setting unit. The speed change controller changes the speed ratio of the automatic transmission on the basis of a shifting operation received by the shifting operation unit. In a case where the shifting operation unit receives a downshift request during deceleration of the vehicle, the allowable revolution number setting unit sets high-speed downshift allowable revolution number on the basis of the deceleration rate of the vehicle detected by the deceleration detector and the road-surface gradient acquired by the allowable revolution number setting unit. The speed change controller executes downshifting in a case where: the shifting operation unit receives the downshift request during the deceleration of the vehicle; and engine revolution number becomes equal to or smaller than the high-speed downshift allowable revolution number.

A control system for a four-wheel drive vehicle configured to improve energy efficiency by avoiding selection of a four-wheel drive mode more than necessary. The control system comprises a controller that shifts an operating mode between a two-wheel drive mode and a four-wheel drive mode. When a control of the prime mover is terminated, the controller detects the operating mode selected by a switch before restarting the control of the prime mover. If the two-wheel drive mode or the four-wheel drive mode was selected by the switch before restarting the control of the prime mover, the controller selects the two-wheel drive mode when restarting the control of the prime mover.

An operating device for a shift by wire assembly in an automobile includes a selection apparatus configured to select an operation mode (R, N, D) of the automobile, wherein the selectable operation modes comprise a reverse operation mode (R), a neutral operation mode (N) and a drive operation mode (D), wherein the selection apparatus is further configured to select an autonomous drive operation mode (AD).

A continuously variable transmission has a variator (4) structured to be able to continuously vary a transmission ratio and a control unit (100). The control unit (100) continuously varies a transmission ratio of the variator (4) in a continuously variable shift mode. In a manual mode in which a manual mode switch (36c) is ON, the transmission ratio is maintained. When a shift switch (36a, 36b) is operated by a driver during the manual mode, the control unit (100) performs shift of the variator (4) so as to change an input rotation speed of the variator (4) by a predetermined rotation speed (N1) regardless of a vehicle speed.