A transmission system avoids activation of a sailing functionality in a vehicle. The transmission system is configured for automatic gear-shifting in an automatic mode and manual gear-shifting by a user in a manual mode. The transmission system includes a user input device configured for manually changing the operational mode between the automatic and manual modes. The transmission system includes a transmission control unit for determining a recommended gear in the automatic and manual modes. In the manual mode, an operating gear of the transmission system is detected by the transmission control unit. A change of the operational mode from manual to automatic by means of the user input device is detected, and if the detected operating gear in the manual mode when changing to automatic mode is lower than the recommended gear, the sailing functionality in the automatic mode is deactivated.

A transmission system avoids activation of a sailing functionality in a vehicle. The transmission system is configured for automatic gear-shifting in an automatic mode and manual gear-shifting by a user in a manual mode. The transmission system includes a user input device configured for manually changing the operational mode between the automatic and manual modes. The transmission system includes a transmission control unit for determining a recommended gear in the automatic and manual modes. In the manual mode, an operating gear of the transmission system is detected by the transmission control unit. A change of the operational mode from manual to automatic by means of the user input device is detected, and if the detected operating gear in the manual mode when changing to automatic mode is lower than the recommended gear, the sailing functionality in the automatic mode is deactivated.

A HST system for use in traveling of a vehicle includes a controller that controls a pump regulator that changes a displacement of a pump and a motor regulator that changes a displacement of a motor. The controller determines whether or not a particular downhill travel condition is satisfied based on a result of detection by a vehicle speed detector that detects a vehicle speed of the vehicle and a result of detection by a rotation number detector that detects a number of rotations of an engine per unit time. In a case where a depression amount of an accelerator pedal, which is detected by a depression amount detector, is zero and the particular downhill travel condition is satisfied, the controller controls the motor regulator to increase the displacement of the motor.

The present document relates to a driveline for a vehicle, the driveline comprising a hydrodynamic retarder, a first driveline component such as a transmission input, and a controller configured to activate the hydrodynamic retarder at a point in time which is determined based on a rotational acceleration of the first driveline component. The present document further relates to a method of controlling a hydrodynamic retarder.

Methods and systems for a hydromechanical transmission are provided herein. In one example, a vehicle system is provided that includes a hydromechanical transmission with a power-take off (PTO) that is designed to rotationally couple to an implement. The vehicle system further includes an engine coupled to the hydromechanical transmission and a power-management control unit configured to, during a drive or coast condition, cause the power-management control unit to: determine a net available power for the hydromechanical transmission and manage a power flow between the hydromechanical transmission, a drive axle, and the implement based on the net available power.

A method for engine braking of a vehicle includes: —detecting a state indicative of a desired engine braking of the vehicle, and—controlling an engine speed to a set engine speed target value by controlling a powertrain component in response to the detected state of a desired engine braking.

Provided are a control device and a vehicle with which rapid and accurate downshifting for maintaining a target vehicle speed can be executed. A control device which is for a vehicle having an automatic transmission that changes the speed for a rotation torque of a drive source using transmission gear ratios of a plurality of travel stages and outputs same to the wheel side, and which executes an auto-cruise travel control for causing the vehicle to travel while maintaining a prescribed speed, the control device being provided with a calculation unit for calculating a decelerated travel stage, which is a travel stage for reducing the current vehicle speed when downshifting from the current travel stage in a condition in which the auto-cruise travel control is being executed and a control for accelerating the vehicle is not being executed while the vehicle speed is increasing.

In an electronic control unit, a traveling mode switching control unit switches a traveling mode from an N mode to a B mode when a shift lever is operated to a B operation position while the traveling mode is the N mode and the vehicle is traveling forward. Accordingly, during forward coast traveling in the N mode, the traveling mode is switched from the N mode to the B mode by an operation in one direction of the shift lever to a B operation position without requiring operations in two directions of the shift lever to a D operation position. Accordingly, it is possible to prevent a driver from experiencing difficulty in operating the shift lever at the time of switching the traveling mode from the N mode to the B mode during forward coast traveling in the N mode.

A running control device has an engine coupling running mode enabling an engine brake running mode performed by coupling an engine and wheels with an engine brake applied by driven rotation of the engine, and an inertia running mode performed with an engine brake force lower than that of the engine brake running mode. The running control device includes a steering wheel steering angle as a condition of terminating the inertia running mode. The running control device performs a first inertia running mode with the rotation of the engine stopped and a second inertia running mode with the engine rotating. The first inertia running mode is terminated when the steering angle becomes equal to or greater than a predefined first determination value. The second inertia running mode is terminated when the steering angle becomes equal to or greater than a predefined second determination value larger than the first determination value.

A running control device has an engine coupling running mode enabling an engine brake running mode performed by coupling an engine and wheels with an engine brake applied by driven rotation of the engine, and an inertia running mode performed with an engine brake force lower than that of the engine brake running mode. The running control device includes a steering wheel steering angle as a condition of terminating the inertia running mode. The running control device performs a first inertia running mode with the rotation of the engine stopped and a second inertia running mode with the engine rotating. The first inertia running mode is terminated when the steering angle becomes equal to or greater than a predefined first determination value. The second inertia running mode is terminated when the steering angle becomes equal to or greater than a predefined second determination value larger than the first determination value.