A control method of a power train system is provided. The control method of a power train system may include: a power output step and a power change step. The power change step may include: a shaft driving process of rotating a reverse input driving shaft separated from an axle shaft connected to the left and right wheels and installed in parallel to the axle shaft and a forward input driving shaft installed in parallel to the reverse input driving shaft; a clutch fixing process of fixing any one of reverse and forward clutch parts to the reverse or forward input driving shaft by supplying operation oil to the corresponding clutch part, wherein the reverse and forward clutch parts are installed on the reverse and forward input driving shafts, respectively, and each of the reverse and forward clutch parts includes a pair of clutch parts; and a changed power output process of transferring the changed power to the axle shaft through the reverse or forward clutch part fixed through the clutch fixing process.

A method of drivingly engaging a first motor of a dual motor drive unit with an output shaft driven by a second motor of the dual motor drive unit includes actuating a clutching device for drivingly engaging the first motor with the output shaft. Next, a rotational speed of the first motor is synchronized with a rotational speed of the output shaft. When the rotational speed of the first motor and the rotational speed of the output shaft are synchronized, an output torque of the first motor is reduced. When the clutching device drivingly engages the first motor with the output shaft, the output torque of the first motor is increased. The invention further relates to a dual motor drive unit for carrying out the method.

A number of illustrative variations may include a system including brake-to-steer algorithms may achieve lateral control of a vehicle without longitudinal compensation but may also force a vehicle to slow down too rapidly before appropriate lateral movement can be achieved and may deliver an unnatural driving experience for vehicle occupants. A more natural feeling deceleration may be achieved by optimally selecting appropriate transmission shifts to allow for optimal engine speed or electric motor speed and torque based on current vehicle speed thereby reducing undesirably longitudinal disturbance.

Provided are methods for operating a vehicle, which can include receiving, from one or more of at least one sensor placed within a vehicle or an application on a communication device connected to the vehicle, data indicative of at least one of an action or an appearance of a passenger of the vehicle; determining, based on the at least one of the action or the appearance, that a modification of at least one operational parameter of the vehicle is required; and modifying, in response to the determining, the at least one operational parameter of the vehicle. Systems and computer program products are also provided.

A method for controlling a transmission of a vehicle includes: determining, via an electronic controller, a predicted lateral G-force that will act on the vehicle while the vehicle moves along a road curve using image data from a front camera of the vehicle before the vehicle moves along the road curve; communicating, via the electronic controller, the predicted lateral G-force to a transmission controller; and and controlling, via the transmission controller, the transmission of the vehicle based on the predicted lateral G-force.

A method performs shifts in a dog clutch element of a transmission system in a hybrid vehicle. The vehicle has an input shaft being connected to a crankshaft of an internal combustion engine, an output shaft being connected indirectly to driven wheels, an electric machine which is in engagement with the input shaft, and an automatic transmission connected between the input and output shafts. The transmission has a dog clutch element for the releasable coupling of two transmission elements. During a desired shifting of the dog clutch element, the torque of the input shaft is adapted via the electric machine, and therefore a reduced load prevails in the region of the dog clutch element and the latter can be disengaged, after which the internal combustion engine is set to a desired target rotational speed, and after which the dog clutch element is engaged when the target rotational speed is reached.

A control apparatus for a stepped automatic transmission in which one of a plurality of shift speeds is established by selectively engaging a plurality of frictional engagement elements, the stepped automatic transmission mounted on a vehicle, the control apparatus includes: an electronic control unit configured to perform a control of prohibiting a plurality of shift that is transitioning from an upshift speed change to a downshift speed change, for a predetermined period, when a downshift speed change requirement is requested by an occurrence of an accelerator depression operation during an inertia phase of the upshift speed change in a driven state of a vehicle.

In one aspect, a method is provided or braking a work vehicle including an engine and a hydrostatic drive system including a hydraulic pump configured to be rotationally driven by the engine and a hydraulic motor fluidly coupled with the hydraulic pump through a closed hydraulic loop of the hydrostatic drive system. The hydraulic pump may be configured to fluidly drive the hydraulic motor. The method may include receiving an operator request to reduce a ground speed of the work vehicle. The method may include monitoring a fluid temperature of a hydraulic fluid associated with the closed hydraulic loop and automatically controlling at least one of a pump displacement of the hydraulic pump or a motor displacement of the hydraulic motor based on the operator request and the monitored fluid temperature to adjust hydrostatic braking of the work vehicle and thereby reduce the ground speed of the work vehicle.

A derailleur-based electronic transmission system for an electric bicycle comprises a wheel; a driven sprocket set coupled to the wheel via at least a first one-way clutch, the driven sprocket set comprising two or more concentric sprockets of different effective diameters; a drive chain configured to engage the driven sprocket set; an electronically controllable derailleur configured to move the drive chain among the two or more sprockets; a pedal crank configured to cause rotation of the driven sprocket set by providing a user pedal force to the driven sprocket set through at least a second one-way clutch and the drive chain; a motor configured to cause rotation of the driven sprocket set by providing an electromechanical force to the driven sprocket set through at least a the drive chain; and an electronic controller configured to, responsive to a determination that a shift should occur at a time when neither the pedal crank nor the motor is causing rotation of the driven sprocket: operate the motor to rotate the driven sprocket at a rotational speed less than or equal to a current rotational speed of the wheel; and operate the derailleur to cause the shift to occur while the driven sprocket is being rotated by the motor.

In an apparatus for controlling travel of an own vehicle which is a vehicle carrying the apparatus, an information acquirer is configured to acquire information regarding a target around the own vehicle from a target detector. A controller is configured to, if determining, using the target information acquired by the information acquirer, that if travel of the own vehicle is continued in accordance with a collision avoidance trajectory determined to avoid a collision with an object located on a roadway ahead of the own vehicle, the own vehicle is likely to collide with the object or another object, change a setting of a driving state of the own vehicle so as to avoid or reduce a likelihood of the collision.