A crank permission system includes first and second permission modules and a crank module. The first permission module selectively generates a first permission signal, based on a first gear range engaged within a transmission, when an ignition system transitions to crank. The second permission module selectively generates a second permission signal, based on (i) the first gear range stored when the ignition system last transitioned to off and (ii) a second gear range of the transmission requested by a driver using a transmission range selector, when the ignition system transitions to crank. The crank module begins cranking an engine via a starter, in response to the generation of at least one of the first and second permission signals, when the ignition system of the vehicle transitions to crank.

A control system (32, 33) for a vehicle (10), the control system (32, 33) comprising one or more controllers, the control system (32, 33) being configured to: receive a transmission speed signal that is indicative of an output speed of a transmission (24) of the vehicle (10) as the transmission (24) performs a gearshift; receive a driver demand signal that is indicative of a driver demand for acceleration of the vehicle (10) during the gearshift; and determine a torque demand signal for an engine (20) of the vehicle (10) in accordance with the transmission speed signal and the driver demand signal.

A transmission system of a vehicle includes a starting clutch, a change clutch, a stepped transmission, a single spindle, a gear position sensor, an actuator, and a transmission controller. The change clutch and the stepped transmission are operated via the single spindle. The gear position sensor is to detect a shift stage of the stepped transmission. The actuator is to rotate the single spindle. The transmission controller, in a case where an engine is started in a state in which the shift stage of the stepped transmission is set in second gear or higher, is configured to control the actuator to carry out shift-down operation and configured to limit output of the engine so that an engine rotation speed becomes a value smaller than a predetermined value until the shift stage of the stepped transmission is set in neutral or first gear.

Embodiments of the present invention provide a vehicle drivetrain assembly operable in a first mode and a second mode. The vehicle drivetrain assembly comprises: a drive unit arranged to generate power to drive a vehicle (1); an automatic transmission comprising a torque converter and operatively coupled to the drive unit to receive the power; and a control system comprising one or more controllers (11), the control system being arranged to adjustably limit the maximum torque delivered to the transmission from the drive unit. When the automatic transmission is in first gear with the torque converter stalled, the control system limits the maximum torque to a first level when the vehicle drivetrain assembly is in the first mode and to a second level when the vehicle drivetrain assembly is in the second mode, the first level being lower than the second level.

A control device for a driving device, the driving device includes a transmission and a hydraulic pressure generating device. The hydraulic pressure generating device includes an oil pump and a first mechanism. The first mechanism is configured to decrease hydraulic pressure of an oil passage connected with the oil pump. The control device includes an ECU. The ECU is configured to control the engine rotational speed to a first rotational speed and maintain vehicle speed by gear shifting, in a case where, while a vehicle is running in a predetermined running state, fuel consumption is smaller when the engine is driven at the first rotational speed, compared to fuel consumption in the predetermined running state, the first rotational speed is a rotational speed at which the hydraulic pressure is decreased, the predetermined running state being a running state in which the hydraulic pressure is not decreased.

A control device for a vehicle is provided. The control device includes an automatic transmission constituted of a stepwise variable transmission mechanism configured to switch a plurality of shift stages by engagement and disengagement of a plurality of friction engaging elements, an engine as a driving source, a motor configured to assist a driving force of the engine, a hydraulic controller configured to supply a hydraulic pressure to control the engagement and the disengagement of the friction engaging element, and a control unit configured to control the automatic transmission to a target speed ratio through changing the shift stage of the stepwise variable transmission mechanism. The control unit performs a learning control that learns at least one of hydraulic pressure of the engagement and the disengagement of the friction engaging element, and inhibits the assist of the driving force to the engine by the motor in performing the learning control.

A vehicle control system is provided to prevent an occurrence of an engine misfire which may be caused by an execution of ignition retard during lean-burn operation of an engine. The vehicle control system is configured to determine a starting point of an inertia phase when a shifting operation is demanded in the lean-burn mode. The vehicle control system is further configured to switch from the lean-burn mode to the stoichiometric mode before the starting point of the inertia phase, and to execute an ignition retard of the engine in the stoichiometric mode.

A control system controls a power transmission system located between a motive power source and drive wheels. The power transmission system includes a fluid coupling and an engagement device. The control system includes an electronic control unit configured to: obtain information concerning vibration of the power transmission system; determine whether the vibration of the power transmission system is in a resonance region of the power transmission system; control the engagement device so that the engagement device slips, when the electronic control unit determines that the power transmission system is in the resonance region; and control the motive power source when the electronic control unit determines that the power transmission system is in the resonance region, so that a rotational speed of the motive power source increases as compared with a case where the power transmission system is not in the resonance region.

A vehicle control system is provided to prevent an occurrence of an engine misfire which may be caused by an execution of ignition retard during lean-burn operation of an engine. The vehicle control system is configured to determine a starting point of an inertia phase when a shifting operation is demanded in the lean-burn mode. The vehicle control system is further configured to switch from the lean-burn mode to the stoichiometric mode before the starting point of the inertia phase, and to execute an ignition retard of the engine in the stoichiometric mode.

A battery electric vehicle transmission with a disengaging function includes an input shaft, an output shaft, and an intermediate shaft. An input shaft gear is arranged around the input shaft and the input shaft is engaged with an intermediate gear on the intermediate shaft via the input shaft gear, the intermediate gear is engaged with an output gear on the output shaft, the input shaft is connected with an auxiliary drive motor, and the output shaft is connected with vehicle wheels. The transmission further includes a synchronizer, and an engagement sleeve of the synchronizer is driven by a shift mechanism to switch between an engagement position and a disengagement position of the input shaft gear. The shift mechanism includes a BLDC motor, a shift gear and a shift fork, the shift gear is driven by the BLDC motor to drive the shift fork to move linearly.