An all-wheel-drive-vehicle controller includes: a drive gear coupled to a driving source; a driven gear meshed with the drive gear and coupled to main and sub driving-wheel axle shafts transmitting torques to main and sub driving wheels, respectively; a transfer clutch interposed between the driven gear and the sub-driving-wheel axle shaft and adjusting the torque transmitted to the sub driving wheel; a first determination unit determining whether a first condition in which a torque applied to the drive gear is substantially zero is satisfied; a second determination unit determining whether a second condition in which hydraulic pressure is applied to the transfer clutch and a torque applied to the driven gear is substantially zero is satisfied; and a control unit controlling a torque adjuster to adjust the torque applied to either one of the drive gear and the driven gear if the first and second conditions are satisfied.

Provided herein is an electric axle powertrain includind: a continuously variable electric drivetrain having a motor/generator and a ball-type continuously variable planetary having a first traction ring assembly and a second traction ring assembly in contact with a plurality of balls; a mode selection mechanism coupled to the continuously variable electric drivetrain; a differential coupled to the mode selection mechanism; a drive wheel axle operably coupled to the differential; and-a first wheel and a second wheel coupled to the drive wheel axle.

A golf car includes an engine and a shroud that covers a cylinder body. The shroud communicates with a muffler cover, which covers a muffler. A silencer is provided at an outlet of the muffler. An elastic exhaust duct is connected to an exit end portion of the muffler cover. An undercover is located lower than the engine, and defines an underside of an engine room. The undercover includes an opening at a more rearward position than the muffler in a side view. The exhaust duct is routed above the undercover, includes a rearward end portion at the opening, and is fitted to the opening. Holders hold sound absorbing members on an inner circumferential surface of the exhaust duct.

In a control device of a vehicle including a first power transmission path transmitting a power through a belt-type continuously variable transmission and a second power transmission path transmitting a power through a reduction gear mechanism in parallel between an input shaft and an output shaft and including a dog clutch in series with the reduction gear mechanism in the second power transmission path, when the dog clutch is in an engagement transition state and a rotational speed change of the output shaft is equal to or greater than a predetermined value, the engagement transition state of the dog clutch is canceled to release the dog clutch.

A control apparatus for a vehicle including an engine, drive wheels, a drive-force transmitting apparatus, a hydraulic pressure sensor and a pump. The control apparatus makes a determination as to whether a failure occurs in the hydraulic pressure sensor, based on a detected value of a pulley hydraulic pressure by which a primary pulley or a secondary pulley of a continuously-variable transmission mechanism of the drive-force transmitting apparatus is to be operated. The control apparatus makes the determination until a given length of time elapses from a point of time at which the hydraulic pressure sensor becomes ready to detect the pulley hydraulic pressure after initiation of supply of an electric power to at least the hydraulic pressure sensor in an operation stopped state of the engine. The control apparatus does not make the determination after the given length of time elapses from the above-described point of time.

A vehicle drive includes a gear set, a first motor/generator coupled to the gear set, a second motor/generator at least selectively rotationally engaged with the gear set, an engine at least selectively coupled to the gear set and selectively coupled to the second motor/generator, and a clutch configured to selectively engage the second motor/generator to the engine. The first motor/generator and the second motor/generator are electrically coupled without an energy storage device configured to at least one of (a) provide electrical energy to the first motor/generator or the second motor/generator to power the first motor/generator or the second motor/generator and (b) be charged by electrical energy from the first motor/generator or the second motor/generator.

A transmission for a vehicle may include a first input shaft selectively connected to an engine through a first clutch, a second hollow input shaft disposed in a front side portion of the first input shaft and selectively connected to the engine through a second clutch, a continuously variable transmission mechanism (CV) that continuously shifts and outputs rotation power transferred from the first input shaft, a shift output mechanism that receives rotation power transferred from driving gears on the second input shaft and the CV through driven gears connected to an external gear and selectively shifts and outputs the rotation power, a reverse idle mechanism that transfers the rotation power of the first input shaft to the shift output mechanism in a reverse direction, and a final reduction mechanism that reduces the rotation power output from the shift output mechanism.

A vehicle may include a CVT unit or a power source which requires ambient air. An air inlet for an air intake system coupled to the CVT unit or the power source which requires ambient air may be provided in a side of a cargo carrying portion of the vehicle. The vehicle may include a rear radius arm suspension.

A transmission controller gives an engagement instruction to a forward clutch so that the forward clutch is engaged when a rotation speed of the engine becomes a target engine rotation speed set on the basis at least of a vehicle speed and a speed ratio of a continuously variable transmission after the engine is started, if a cancellation request for a sailing-stop control is made during execution of the sailing-stop control, and the continuously variable transmission is downshifted before the forward clutch is engaged, if the target engine rotation speed when the cancellation request for the sailing-stop control is made is less than a first predetermined value.

A propulsion system, control system, and method are provided for optimizing fuel economy, which use model predictive control systems to generate a plurality of sets of possible command values and determine a cost for each set of possible command values based on weighting values, a plurality of predicted values, and a plurality of requested values. The set of possible command values having the lowest cost is determined. A linearized axle torque requested value and a linearized axle torque measured value are each created by subtracting an estimated disturbance. The estimated disturbance is determined based on a model of a relationship between measured engine output torque and measured transmission ratio. The linearized axle torque measured value is used to compute the predicted values, which are used to determine the cost. The linearized axle torque requested value is also used to determine the cost.