A power transmission device of a work vehicle includes a generator, a motor, and an energy storage unit. The energy storage unit stores electricity generated by the generator. A forward/backward travel switch operation device receives an instruction for forward or backward travel from an operator. A vehicle speed detection unit detects the speed of the vehicle. A control unit includes an energy management requirement determination unit. The energy management requirement determination unit determines, on the basis of the difference between a target electricity storage amount and a current electricity storage amount in the energy storage unit, the energy management required power required by the power transmission device for charging the energy storage unit. The energy management requirement determination unit increases the target electricity storage amount when a first travel direction according to the instruction and a second travel direction determined from the vehicle speed are different.

A number of variations may include a cable movement detector for determining a movement of a cable. A light source may be directed at the cable. A light detector may receive a reflection of the light source from the cable.

A drive and control system is disclosed for use on a zero turn vehicle having a pair of drive motors, an operator drive input capable of providing a drive signal corresponding to a desired drive status by an operator and an operator steering input capable of providing a steering signal corresponding to a desired steering of the vehicle. Sensors on the vehicle generate signals corresponding to roll, pitch and yaw. A stability control module includes a processor receiving the steering and drive inputs and provides output signals to the drive motors. Upon initialization of the vehicle, the processor determines initial orientation parameters from the sensors and determines if the input and steering are in neutral. When the drive input is not in neutral, and the steering is in neutral, the processor determines desired pitch, yaw and roll parameters. The processor receives additional sensor signals during operation to monitor pitch and roll of the vehicle and if a measured parameter exceeds the desired parameter, the processor will vary the output signals to the drive motors to provide a heading correction to the vehicle.

An electronic control unit sets a drivability target engine speed, sets upper limit engine power on the basis of the drivability target engine speed, and sets upper limit drive power by dividing the upper limit engine power by a rotational speed of a driveshaft. Then, the electronic control unit compares accelerator requested drive power with the upper limit drive power, sets target engine power such that lower one of the accelerator requested drive power and the upper limit drive power is output to the driveshaft, and controls an engine, a first motor, and a second motor such that the target engine power is output from the engine. In this way, a driver can receive further favorable drive feeling.

A method for controlling a line pressure of a hybrid vehicle includes applying, by a controller, a set current corresponding to a target pressure to a first solenoid valve controlling the line pressure, driving, by the controller, a second solenoid valve to open an engine clutch after the applying step, comparing, by the controller, a difference value between a real pressure of the engine clutch sensed by a pressure sensor and the target pressure with a preset pressure after the driving step, and as a result of performing the comparing step, if the difference value is equal to or greater than the preset pressure, controlling, by the controller, an increase of a revolution per minute (RPM) speed of the electric oil pump and an increase of a pressure of the first solenoid valve to be alternately generated.

In response to a DN operation that changes a shift position SP from a D position to an N position during forward drive in an HV drive mode, then an accelerator position Acc is not less than a reference accelerator position Aref (step S130), a mechanical neutral control is performed to provide a neutral state by releasing transmission of power between an intermediate shaft 32 and a driveshaft 36 by a multi-speed transmission 60 (step S230). An engine and two motors are then controlled to be rotated at rotation speeds close to rotation speeds Nedn, Nm1dn and Nm2dn at the time of DN operation (steps S250, S270 and S280).

Electric vehicles and, more particularly, a control system for an all-wheel drive electric vehicle.

In a vehicle control system (1, 101, 201) configured for autonomous driving, a control unit executes a stop process by which the vehicle is parked in a prescribed stop area when it is detected that the control unit or a driver has become incapable of properly maintaining a traveling state of the vehicle, and a stop maintaining process for keeping the vehicle parked following the vehicle coming to a stop in the stop process. The control unit keeps the brake lamp turned on while the stop maintaining process is being executed.

A control apparatus for a hybrid electric vehicle includes: an engine control portion for controlling an operation state of an engine; and a driving-mode control portion for controlling the vehicle so as to realize selected at least one of driving modes. The driving modes include a low-gear all-wheel driving mode and a high-gear all-wheel driving mode. In a case in which the low-gear all-wheel driving mode is selected in the high-gear all-wheel driving mode when the engine is in a stopped state with a vehicle power transmission apparatus being in a non-driving position that disables transmission of a drive power, the engine control portion maintains the stopped state of the engine until completion of switching from the high-gear all-wheel driving mode to the low-gear all-wheel driving mode, and starts the engine after the completion of the switching from the high-gear all-wheel driving mode to the low-gear all-wheel driving mode.

A working machine includes a braking assembly and a throttle assembly. A controller is operatively connected to the braking assembly and the throttle assembly. A proximity sensor is operatively connected to the controller and is adapted to emit radiation away from the rear of the working machine, and to receive reflected radiation indicating the presence of a person or object within a danger zone adjacent to the rear of the working machine and within a warning zone that extends beyond the danger zone. The proximity sensor is adapted to send a signal to the controller when it detects a person or object in the danger zone to cause the braking assembly to brake the working machine, and to send a signal to the controller when it detects a person or object in the warning zone to cause the throttle assembly to reduce the speed of the working machine.