An electronic control unit permits a shift operation to a neutral position, by which a manual transmission 14 is switched to neutral, during coasting control. Accordingly, shifting to the neutral position can be performed only by the shift operation. Thus, power transmission can be blocked after termination of the coasting control. In addition, the electronic control unit prohibits the shift operation to a particular gear after the transmission is switched to neutral. Thus, overreving or underreving at the termination of the coasting control can be suppressed.

A control device that switchably has a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output, and a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output.

Disclosed is a method for control of a vehicle with a drive system comprising a planetary gear and a first and second electrical machine, connected with their rotors to the components of the planetary gear, a braking of the vehicle towards stop occurs by way of a distribution of the desired braking torque between the first and the second electrical machines, and wherein such electrical machines are controlled to transmit a total torque to an output shaft of the planetary gear, which corresponds to the desired braking torque at least to one predetermined low speed limit, before the vehicle stops.

A power train system and a vehicle including the same are provided. The power train system may include: a first transmission unit transferring a driving power outputted from a power generator to a second transmission unit; and the second transmission unit changing a forward driving power and reverse driving power received from the first transmission unit to a specific speed of at least two rotation speeds. The second transmission unit may include: an axle output unit having an axle shaft connected to left and right wheels; and an axle input unit including reverse and forward input driving shafts separated from the axle shaft of the axle output unit, receiving the driving power from a bevel gear part forming a bevel gear rotating shaft installed in a longitudinal direction of a vehicle body in order to supply the driving power transferred by the first transmission unit, and changing the received driving power to a specific speed of the two rotations. The power train system can not only improve a degree of freedom in design, but also achieve multiple speeds.

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.

If an event that the self vehicle will encounter as it runs along a current course and may disable continuation of an autonomous drive is detected, a warning level is calculated taking into consideration the probability of an encounter, the degree of emergency, the degree of importance, etc. of the event, a form of information presentation and strength of a stimulus are determined automatically according to the warning level, and information is presented with a proper time margin before the vehicle comes close to a position of occurrence of the event. Where the probability of an encounter, the degree of emergency information, and the degree of importance are low, information is presented at a lowest notification level, whereby the comfortability of the autonomous drive can be maintained.

A vehicle regenerative speed control device is provided that includes a controller which performs a regenerative speed control for downshifting a belt-type continuously variable transmission to the low gear ratio side and increasing a rotational speed of a transmission input shaft to which a motor generator is connected when there is a request for an increase in the regeneration amount while decelerating. The controller also imposes the limitation of staying within a Pri end command rotational speed change rate for the Pri end command rotational speed when performing a regenerative speed control for increasing the Pri end command rotational speed based on a braking operation in a brake switching region for switching from regenerative braking to hydraulic braking due to a decrease in vehicle speed.

A hybrid controller unit includes a detection module, a gear-hold module, a gear-skip module, and an optimizing module. The detection module is structured to detect a deceleration event. The gear-hold module is structured to determine whether a certain gear of a transmission should be maintained for a certain period of time in order to optimize power regeneration during the deceleration event. The gear-hold module is also structured to generate a gear-hold request. The gear-skip module is structured to determine whether the transmission should skip a gear in order to optimize power regeneration during the deceleration event. The gear-skip module is also structured to generate a gear-skip request. The optimizing module is structured to receive the gear-hold request and the gear-skip request and generate a transmission command to be sent to a transmission control unit for actuation.

A transmission switching arrangement for a work vehicle includes a forward-reverse switching device having a plurality of hydraulic clutches for switching over a transmission state of a power transmission line including mechanical stepless speed change device, a electronic control unit for controlling operations of the forward-reverse switching device and the mechanical stepless speed change device, a switchover switch for commanding switchover of the transmission state by the forward-reverse switching device, and sensors for detecting a rotational speed of the power transmission line. Upon receipt of a command for effecting the switchover of the transmission state, the electronic control unit compares an output from the sensors with a set speed for transmission state switchover. When the output from the sensors is greater than the set speed, the electronic control unit reduces the rotational speed of the power transmission line and effects the transmission state switchover by controlling pressure of the plurality of clutches.

A control device for a vehicle includes a fuel cell, a motor-generator, a power unit, a transmission, a motor-generator control unit configured to perform a power control on the motor-generator based on a driver request torque, and a generated power control unit configured to control the generated power of the fuel cell based on a load of the fuel cell including the motor-generator. The motor-generator control unit performs a shifting power control for decreasing a rotation speed of the motor-generator during an upshift of the transmission, and a power control on the motor-generator based on a limit torque of the motor-generator during the shifting power control. The limit torque of the motor-generator being calculated based on an actual generated power of the fuel cell per unit time and an acceptable power of the power unit per unit time.