A vehicle may include a dual clutch transmission that adjusts a travel speed of the vehicle based on clutch torque, a brake that makes the vehicle slow down to reduce the travel speed of the vehicle, and a controller that sets a target speed of the vehicle and controls the dual clutch transmission and the brake to allow the travel speed of the vehicle to follow the set target speed.

A vehicle includes an engine, a continuously variable transmission and a torque converter that has a lock-up clutch. The torque converter is arranged between the engine and the continuously variable transmission. In this vehicle, when an engagement request of the lock-up clutch is issued, an initial-motion lock-up control is executed, whereby engagement is achieved through slip control that increases the lock-up capacity and gradually reduces the slip rotational speed, which is the input-output differential rotational speed of the lock-up clutch. During the slip control of the initial-motion lock-up control, if the slip rotational speed enters a smooth ON control region that is at or below a first set value, a second engine torque reduction control is executed that reduces the torque of the engine below the normal torque that is applied in response to a driver's request.

A method for operating a drive train of a motor vehicle in an inclined position, in particular an agricultural or municipal utility vehicle. A connection between a prime mover and at least one drive axle of the motor vehicle is automatically disconnected as part of a function upon actuation of a service brake for stopping the motor vehicle monitored by at least one sensor. To avoid uncontrolled backward rolling, provision is made that a maximum brake pressure applied to achieve or maintain the standstill of the motor vehicle is determined and monitored by continually measuring a brake pressure applied by the service brake. Upon the brake pressure falling below the maximum brake pressure minus a pre-definable pressure difference, the function is automatically deactivated and thus the connection is automatically re-established between the prime mover and the at least one drive axle.

An active torque management clutch system that includes an ATM clutch, a clutch actuator, and a controller is provided. The ATM clutch is positioned between a driven sheave of a CVT and an axle. The clutch actuator is used to control the ATM clutch. The controller is in communication with at least one vehicle sensor and the clutch actuator. The controller is configured to open the ATM clutch when sensor information indicates a shift is about to occur and close the ATM clutch when the sensor information indicates engine torque is required in a driveline.

Controls for improved performance of a vehicle equipped with start-stop control logic are disclosed. Deviation from nominal engine start-stop control logic for the internal combustion engine occurs when a predetermined mission related type of stop event will occur or is occurring that is different from other stop event types that are controlled by the nominal engine start-stop control logic. At least one of a location and a payload associated with the mission related stop event type is provided as an input to the controller before the vehicle arrives at the stop event so that operating parameters of the vehicle are controlled accordingly.

A method is provided to control the acceleration of a motor vehicle from a current speed, wherein the motor vehicle includes an accelerator pedal system able to generate on the accelerator pedal an added reaction force when the depression of the accelerator pedal reaches a given depression level. The method includes the steps of: a) measuring the current vehicle speed; b) determining a target speed of the motor vehicle in function at least of the current vehicle speed or determining from the current vehicle speed a maximum acceleration rate; c) determining at least one threshold depression level of the accelerator pedal that corresponds to the stabilization of the vehicle speed at the target speed or that corresponds to maximum acceleration rate; d) generating an added reaction force on the accelerator pedal if the depression of the accelerator pedal reaches or is about to reach the threshold depression level; wherein at least steps a), b), and c) are automatically repeated as vehicle speed increases.

A vehicle pedal with a contacting sensor that comprises a pedal arm coupled to and rotatable relative to a pedal housing. A rotor includes a first end coupled to the pedal arm and an opposed end with contactors abutting and adapted to slide against a resistive element in response to the rotation of the pedal arm. A head on the rotor includes means for preventing the over-deflection of the contactors. In one embodiment, the means for preventing the over-deflection of the contactors comprises an extension on the head of the rotor that defines a stop limiting the deflection of the contactors. In another embodiment, the means for preventing the over-deflection of the contactors comprises the combination of a tab on the head of the rotor and a wall in the interior of the pedal housing. The tab abuts against the wall and prevents the movement of the rotor in the direction of the resistive element.

A control apparatus for a vehicle that includes an engine includes an electric generator, a throttle valve, an electric generator control unit, and a throttle control unit. The electric generator is configured to be coupled to the engine. The throttle valve is configured to control an amount of intake air of the engine. The electric generator control unit is configured to allow the electric generator to perform regenerative power-generation on decelerated travel of the vehicle. The throttle control unit is configured to control the throttle valve openwise on the decelerated travel. The electric generator control unit is configured to cause an increase in power-generation torque of the electric generator, upon a switchover of the engine from a fuel cut state to a fuel injection state on the decelerated travel.

A system for targeting, remotely accessing, and assuming control of a specific vehicles computer with the intent to disrupt both accelerator and/or transmission functions. This includes the ability for emergency responders to target a specific vehicle to establish wireless communication with the vehicles control module to gain access to vehicle systems. This further includes the transfer of information between the emergency responder and the specific vehicle to include make, model, VIN, interrupt code, etc. If the specific vehicle is deemed in violation of highway safety regulations, a manufacturer pre-programmed interrupt code may be used to assume control of a limited set of the vehicle computer functions inclusive of acceleration and transmission. In the event an interrupt code is received by the specific vehicle, the vehicles computer will automatically lockout driver input commands from the accelerator and/or transmission gear shift, cause the transmission to shift to neutral and/or cause the deceleration of the vehicle, and maintain this state until the vehicle safely comes to a stop and a reset code is entered. In this way the engine is left running to allow the driver of the specific vehicle to maintain control of the vehicles critical systems including but not limited to hydraulics, power steering, stability control etc.

A control apparatus for a vehicle that includes an engine includes an electric generator, a lock up clutch, a throttle valve, an electric generator control unit, a clutch control unit, and a throttle control unit. The clutch control unit is configured to control the lock up clutch to an engaged state on the condition that the electric generator performs the regenerative power-generation. The throttle control unit is configured to control the throttle valve openwise on the condition that the electric generator performs the regenerative power-generation. The throttle control unit is configured to control the throttle valve from openwise to closewise on the condition that the lock up clutch is controlled from the engaged state to a disengaged state, with the throttle valve having been controlled openwise in accompaniment with the regenerative power-generation of the electric generator.