Abstract: A motor vehicle is provided with an automatic transmission including a shift manipulating device having an automatic shift position and a manual shift position, and a shift control device which places the automatic transmission in an optimum gear position when the shift manipulating device is operated to the automatic shift position, and places the transmission in a desired gear position according to a shift command operation by a driver when the shift manipulating device is operated to the manual shift position.

Abstract: An automatic transmission apparatus of the invention includes a friction clutch connected to the output shaft of an engine, a clutch actuator for driving the friction clutch, a parallel shaft type gear transmission whose input shaft is connected to the friction clutch, a wheel brake device, and a start control means, which operates the friction clutch to a target rack stroke and adjusts rotation of the engine to a target engine rotational speed when an accelerator pedal depression amount is below a first preset value, and operates the wheel brake device until the engine rotational speed reaches its peak value when the accelerator pedal depression amount is between the first preset value and a second preset value smaller than the first preset value. With this start control means, a vehicle can be smoothly started.

Abstract: Disclosed is a starting control apparatus for an automatic transmission system, in which an accelerator pseudo signal voltage determined on the basis of a target engine rotation speed and the present engine rotation speed detected by an operating condition detecting device is applied to an engine control device to increase the present engine rotation speed to the target engine rotation speed, and, when the engine rotation speed has attained its peak, whether or not the engine rotation speed is synchronous with the rotation speed of a clutch is judged by a synchronous rotation judging device. A clutch engagement judging device decides that the clutch is to be completely engaged when the synchronous rotation judging device judges that the engine and the clutch are under synchronous rotation, but decides that the clutch is to be operated in a semi-engaged state when the synchronous rotation judging device judges that the engine and the clutch are under asynchronous rotation.

Abstract: An automatic transmission apparatus comprising a friction clutch (31) coupled to an output shaft of an engine (30), a clutch actuator (42) for operating the friction clutch, a parallel shaft type gear transmission (32), the input shaft of which is coupled to the friction clutch, a gear position changer (51) for changing the speed ratio of the transmission, and a rack actuator (38) for operating the control rack (35) of a fuel injection pump. A signal from a drive state-detector is used to determine a change in the speed ratio of the transmission (32). The rack actuator (38) gradually moves the control rack to an idling speed position, after which the clutch actuator disengages the friction clutch (31). The gear position changer (51) is operated in accordance with the disengagement of the friction clutch (31), so that the speed ratio of the transmission is changed accordingly.

Abstract: A first clutch control is operated in response to an accelerator position signal so as to set a clutch from a disengaged state to a half engaged state. A second clutch control is provided for gradually engaging the clutch when a load signal from an engine load detecting is equal to or higher than a preset value, and for disengaging the clutch when the signal is higher than the preset value. After the second clutch control is operated when a difference between an engine speed and a clutch output shaft speed becomes equal to or lower than a predetermined value, the clutch is fully engaged by a third clutch control.

Abstract: A shift control for an automatic countershaft type transmission includes a memory device which stores a plurality of maps representing optimum speed ratios for various vehicle conditions. The control selects from the maps based on the speed of the vehicle, the position of the accelerator pedal and on the state of operation of a brake. The control further determines whether the position of a shift lever corresponds to the optimum gear ratio obtained from the selected map. The transmission is shifted to the optimum gear ratio when the shift lever doesn't correspond to the optimum gear ratio position.