Abstract: A driven sheave and variable torque limiting clutch assembly for a CVT that includes a drive sheave, a driven sheave, a VTL clutch and a hydraulic system is provided. The driven sheave is operationally coupled to a drive sheave via belt of the CVT. The driven sheave includes a fixed sheave member and a movable sheave member. The driven sheave is operationally coupled to a drivetrain. The VTL clutch is coupled between the driven sheave and the drivetrain to selectively couple torque between the driven sheave and the drivetrain. The hydraulic system is configured to manipulate both the movable sheave member of the driven sheave and the VTL clutch with shared hydraulic pressure.

Abstract: A hydraulic system for an automatic transmission of a motor vehicle, with which hydraulic cylinders of at least one clutch, and of gear selectors can be actuated, which hydraulic system includes a pressure accumulator for providing an accumulator pressure in the hydraulic system. In at least one clutch path leading from the pressure accumulator to the clutch hydraulic cylinder, a clutch valve, which can be operated by an electronic control unit, and with which a hydraulic pressure applied to the clutch hydraulic cylinder can be adjusted, and a pressure sensor, with which the hydraulic pressure applied to the clutch hydraulic cylinder can be detected, are arranged, and having a charging hydraulic pump, which delivers hydraulic fluid into the hydraulic system in a charging process to increase the actual accumulator pressure.

Abstract: A drive system for a motor vehicle includes a separating clutch, a shiftable transmission, a drive machine, and a transmission gear wheel and a clutch device. In a first operating state either the clutch device or the transmission gear wheel is kinematically coupled to the transmission input shaft and in a second operating state both said clutch device and said transmission gear wheel are kinematically coupled in said manner thereto. The drive system comprises a braking device for transmitting a braking force in a non-contact manner in this first operating state from a first part to a second part of the braking device. In that the first part of the braking device is kinematically coupleable to the transmission input shaft and the second part is kinematically coupleable to the transmission gear wheel.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus including a gear mechanism and a continuously-variable transmission mechanism provided in respective first and second drive-force transmitting paths. The control apparatus sets a target gear ratio of the continuously-variable transmission mechanism during a switching control operation that is executed to switch between (i) a first state in which the first drive-force transmitting path is established and (ii) a second state in which the second drive-force transmitting path is established, such that, when drive wheels are not being slipped, the target gear ratio is set to a highest gear ratio of the continuously-variable transmission mechanism, and such that, when the drive wheels are being slipped, the target gear ratio is set to an actual gear ratio at a point of time at which the drive wheels start being slipped.

Abstract: Desired is a control device for a vehicle drive apparatus capable of determining an engagement failure in an engagement device when shifting a transmission device to a neutral state and making the rotational speed of a driving force source reduced. In order to shift a transmission device from a state in which an object shift speed is established and the vehicle is traveling to a neutral state in which no shift speed is established in the transmission device (#02), when an object engagement device is disengaged while maintaining engagement of a non-object engagement device and the rotational speed of a driving force source (#04, #06) is made to be reduced, an engagement failure in the object engagement device (#02, #07) is determined based on a change in the rotational speed of an input member.

Abstract: At a time that a parking operation is performed, a vehicle parking control device detects that a power receiving pad of an electric vehicle lies within a characteristics modifying range. Furthermore, the vehicle parking control device detects that other predetermined conditions are satisfied. In the case that the power receiving pad is positioned inside of the characteristics modifying range, and if all of the predetermined conditions have been satisfied, an acceleration-OFF-state movement characteristic of the vehicle, for example, a creep torque characteristic or a brake hydraulic pressure characteristic, is switched to an appropriate characteristic from a characteristic thereof at normal times.

Abstract: A hydraulic circuit includes a clutch actuator operatively associated with a clutch that may be disposed in a transmission. A hydraulic fluid source supplies pressurized hydraulic fluid for the clutch actuator. To measure the filling rate of the hydraulic actuator, a reference actuator having a predetermined filling rate is disposed in parallel with the hydraulic actuator and in fluid communication with the hydraulic fluid source. If hydraulic pressure associated with the reference actuator does not correspond to the hydraulic pressure associated with the clutch actuator, a compensation valve can appropriately respond by selectively directing hydraulic fluid to or from the clutch actuator. In a further embodiment, the reference actuator and compensation valve may be replaced with an electrohydraulic valve utilizing feedback from the hydraulic pressure present at the inlet of the clutch actuator.

Abstract: A method for controlling a transmission for a vehicle includes: sensing, by a controller, an opening degree of an accelerator pedal; checking, by the controller, a gear stage engaged with an input shaft, with which a Reverse (R) gear and a second gear of a Dual-Clutch Transmission (DCT) are engageable, if the opening degree of the accelerator pedal is less than or equal to a reference value as a result of the sensing; and controlling, by the controller, the vehicle in a parking mode in which disengagement of the R gear is prevented if the R gear is engaged with the input shaft as a result of the checking.

Abstract: An exemplary creep torque selection method includes selecting an amount of reverse creep torque for a vehicle. The selecting is independent from an amount of forward creep torque for the vehicle.

Abstract: A method for operating a drive train that includes a converter as the start-up element, an automatic transmission, and an output, whereas, after start of the drive unit, the rotational speed of a turbine of the converter is monitored, whereas, if it is determined that, within a defined first time frame after the start of the drive unit, the rotational speed of the turbine reaches or exceeds a first threshold value, a properly filled converter is inferred. If, within the defined first time frame, the rotational speed of the turbine falls short of the first threshold value, an improperly filled converter or a converter that has run empty is inferred.

Abstract: A method of controlling a dual clutch transmission, a dual clutch transmission, and a vehicle equipped with the same which can reduce the load on a clutch on a start gear side to reduce the wear thereof and therefore make the clutch replacement interval longer. There are a first input shaft to be connected to a first clutch and a second input shaft to be connected to a second clutch. A set of odd-numbered gears and a set of even-numbered gears are arranged respectively across the first input shaft and second input shaft and an output shaft. When a vehicle starts, a start gear and a support gear are synchronously engaged to the second input shaft and the first input shaft, respectively, and simultaneously connecting the first clutch and the second clutch partially (half clutch state) to the first input shaft and the second input shaft, respectively, the support gear having a gear ratio smaller than that of the start gear by one speed or higher.

Abstract: After a speed change operation mechanism has changed gear position during a shift in a vehicle, a controller operates an actuator to put a clutch into a partial clutch engagement state, thereby reducing difference rotation Nd of the clutch, and temporarily lowers an output of an engine below a normal-time output. After the difference rotation of the clutch is reduced, the controller returns the engine output to the normal-time output, and operates the actuator to bring the clutch into a full capacity state. The standard difference rotational speed Nds is variable according to the throttle position Th detected by the engine load detection means.

Abstract: A vehicle includes torque sources, a transmission, and a controller programmed to execute a method. In executing the associated method, the controller determines whether continuous output torque is required through a torque exchange. When continuous output torque is required, the controller synchronizes and fills the oncoming clutch, estimates capacity of the oncoming clutch, and expands a short-term torque capacity of the oncoming clutch during the torque exchange, doing so in response to a control objective having a threshold priority. Onset of the torque exchange delays until the short-term torque capacity is sufficient for receiving all torque load from the offgoing clutch without affecting output torque.

Abstract: A start control device and a start control method of a vehicular power transmission system including a lock-up clutch and a start clutch are provided in which start-time lock-up slip control is performed, and neutral control is performed. When the start-time lock-up slip control is additionally executed during cancellation of the neutral control, the gradient of an output rotational speed of the hydraulic power transmission which is changed, through engagement of the start clutch, toward an input rotational speed of the automatic transmission at the time of completion of engagement of the start clutch is controlled, using at least one of a start clutch pressure that is increased so as to engage the start clutch, and a lock-up clutch pressure that is increased so as to bring the lock-up clutch into slip engagement.

Abstract: A clutch transmission, in particular a dual-clutch transmission for a vehicle, such as a motor vehicle, includes at least one automatic transmission with a hydraulically actuatable clutch and at least one hydraulically actuatable gear actuator, and a hydraulic circuit having a tank supplying an unpressurized hydraulic medium and a pressure source supplying a pressurized hydraulic medium. For operating the respective clutch, a first pressure control valve and at least one second pressure control valve are arranged upstream of the respective coupling. At least one of the pressure control valves is connected with an upstream switching device which connects the at least one pressure control valve and a hydraulically actuatable parking lock either with the pressure source or with the tank.

Abstract: It is provided a control device for a vehicle power transmission device having a stepped automatic transmission making up a portion of a power transmission path between an engine and a drive wheel, the control device setting a shift point of the automatic transmission in accordance with a request drive force of a driver and a vehicle speed, the control device setting a shift point of the automatic transmission in accordance with a rotation speed of the engine and a vehicle speed instead of the request drive force, if a vehicle is in a predetermined fuel consumption priority running state.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: A method for determining a startup gear in a motor vehicle for starting from standstill while maintaining a load limit of the clutch in a the drive train which comprises a drive engine built as an internal combustion engine, a friction clutch, and an automatic stepped transmission. To avoid overloading the clutch, the method determines a load-independent startup gear with which startup would occur under the present starting conditions without considering the current load state of the clutch and without complying with a load limit of the clutch. A load-specific startup gear is determined as the highest startup gear, with which during a startup under the present starting conditions, a predefined load limit of the clutch would be maintained with consideration given to the present load state of the clutch. The startup gear is the lowest of the load-independent startup gear and the at least one load-specific startup gear.

Abstract: When a predetermined time has passed without detection of engine stall and without detection of the neutral state and without detection of a vehicle starting operation, in a first control state in which a clutch is in a disengaged state, a clutch control system effects transition to a second control state in which transition to a third control state is permitted. When a vehicle starting operation is detected in the second control state B in which the clutch is in the disengaged state, a liquid pressure modulator is driven to effect transition to the third control state in which the clutch is put in the engaged state or a partially engaged state. When an engine stall or the neutral state is detected in the second control state, transition to the first control state A is effected.

Abstract: A method of controlling a transmission of a vehicle may include beginning synchronization between a speed shift gear of a target gear and an output shaft to shift gears from a current gear to a lower gear set as the target gear in response to deceleration of the vehicle, after the synchronization between the output shaft and an input shaft by the speed shift gear of the target gear has been completed, maintaining the synchronized state therebetween for a predetermined time period, and completing engagement with the target gear to complete the shifting of the gears after the maintaining of the synchronized state.

Abstract: A method reduces the noise in the drive train of a motor vehicle having an automatic transmission or a manual transmission with a controllable oil pressure supply and/or automatic starting clutch. An engine sided drive unit is connected to the transmission input shaft by way of a spline connection, wherein noises in the drive train are caused by a clearance fit in the spline connection between the engine sided drive unit and the transmission input shaft. The transmission control is adapted for reducing the noise when in neutral.

Abstract: A motor vehicle transmission device is described. The transmission has an actuating unit, used for canceling a tooth-on-tooth position of coupling elements, wherein the actuating unit actuates a transmission brake when the tooth-on-tooth position is detected. The transmission also has a second actuating unit for actuating a disconnect clutch, the second actuating unit actuating the disconnect clutch when the tooth-on-tooth position is detected. The actuating unit for actuating the transmission brake and the second actuating unit for actuating the disconnect clutch are actuated in coordination with one another, in order to cancel the tooth-on-tooth position.

Abstract: A power transmission apparatus for an electric bending endoscope includes an actuating member switchable between a connection position to bring a clutch mechanism into a connection state and a release position to bring the clutch mechanism into a release state, the actuating member being interlocked with the clutch mechanism, an electric drive mechanism being interlocked with the actuating member, and a manual drive mechanism including an operation member manually switchable to at least one of a connection drive position to bring the actuating member into the connection position and a release drive position to bring the actuating member into the release position, and a selective actuation transmission mechanism provided between the operation member and the actuating member and to transmit the actuation of the operation member to the actuating member and absorb the actuation of the actuating member without transmitting the actuation to the operation member.

Abstract: An interlocking device arranged to prevent at least one forbidden combination of engaged/disengaged positions of three tooth clutch groups in a vehicle transmission is provided. Each tooth clutch group is arranged to rotationally lock/unlock a shaft from a gearwheel. A shift rod is arranged to push a tooth clutch between engaged/disengaged position. The interlocking device includes movable elements where each movable element is directed towards one of the shift rods in order to lock one of the tooth clutch groups in the disengaged position, and an interlocking element arranged in the middle of the movable elements. A diameter of the interlocking element and lengths of the movable elements are adapted to allow only two of the tooth clutch groups to be engaged simultaneously.

Abstract: A method for releasing a tooth-on-tooth position of an interlocking shift element (6) of a transmission (5) or an interlocking shift element between two transmissions, such that the tooth-on-tooth position is released by using an actuator, in particular by using a transmission brake (8) or a drive clutch (7), and when a tooth-on-tooth position to be released is recognized, then depending on a drive-side or input-side rotational speed of the interlocking shift element (6), depending on a synchronous speed of the same and as a function of the actuators (3, 7, 8) available for releasing a tooth-on-tooth position, at least one actuator is selected, by using which the drive-side or input-side speed of the interlocking shift element (6) is approximated to its synchronous speed.

Abstract: An automatic disengaging method for a master clutch dependent power take-off (PTO) arranged in a vehicle for preventing undesired movement or actions of the implements associated with the PTO and undesired wear of a clutch collar (release bearing). The PTO is driven by an engine via a master clutch between a crankshaft of the engine and an input shaft in a gearbox. The gear box further comprises an output shaft which is powered by the input shaft, optionally via an intermediate shaft. A power take-off is connected to the input shaft or, optionally, to the intermediate shaft. The system further includes a control unit connected to the master clutch and the gear box. When the control unit registers that the master clutch is disengaged, a gear is engaged in the gearbox and certain conditions are fulfilled (e.g.

Abstract: A method reduces the noise in the drive train of a motor vehicle having an automatic transmission or a manual transmission with a controllable oil pressure supply and/or automatic starting clutch. An engine sided drive unit is connected to the transmission input shaft by way of a spline connection, wherein noises in the drive train are caused by a clearance fit in the spline connection between the engine sided drive unit and the transmission input shaft. The transmission control is adapted for reducing the noise when in neutral.

Abstract: A method of operating a transmission of a vehicle drive train with at least one drive machine. The transmission is formed with at least one interlocking shift element and a plurality of frictional shift elements in order to obtain various gear ratios. During an engaging process of the interlocking shift element, starting from a disengaged operating condition, in which halves of the interlocking shift element are out of engagement, to an engaged operating condition, in which the shift element halves are interlocked in a rotationally fixed manner, when interlock between the shift element halves is obstructed, a rotational speed difference is produced at least temporarily between the shift element halves, at which the interlock in the area of the interlocking shift element can be engaged. To produce the speed difference between the shift element halves, the transmission capacity of at least one frictional shift element is increased.

Abstract: The invention concerns a procedure and a control apparatus for the control of a drivetrain, which comprises at least one automatic clutch, at least one automatic shifting transmission, one control apparatus for the control of the at least one automatic clutch and of at least one automatic shifting transmission as well as at least two transmission idling positions in the drivetrain. In order to avoid dangerous situations, which could arise from an improper automatic input of a neutral position of a transmission and a thereto connected automatic closure of the clutch. The proposal is, that the control apparatus, by way of the shifting of an automatized shifting transmission into a neutral position, to at least two transmission idling positions, the neutral position is put into action.

Abstract: A vehicle having, in a power transmission path, a continuously variable transmission mechanism and a clutch mechanism, whose torque capacity is smaller than that of the continuously variable transmission mechanism. The vehicle also has a control system to prevent a large torque capacity difference with the continuously variable transmission mechanism and clutch mechanism and to prevent an unnecessary slip of the clutch mechanism by setting an engagement force of the clutch mechanism based on the torque capacity of the continuously variable transmission mechanism. There is also avoided a decline of the learning accuracy of the clutch mechanism by prohibiting a learning control of the clutch mechanism when an engagement force of the clutch mechanism is set based on the torque capacity of the continuously variable transmission mechanism.

Abstract: Rotational driving force can be transferred to the follower side (clutch plate) of a friction clutch by adjusting the engagement condition of the clutch so that a first gear and a second gear of a dog-clutch-type transmission can rotate relative to each other. At the time of shift change during stop of the vehicle, the clutch can be further connected at a low speed after connection of the clutch until it reaches a reference clutch position.

Abstract: An actuator assembly for selectively actuating a clutch includes a first actuator ring that is moveable between a first axial position and a second axial position along a rotational axis of the clutch, and a second actuator ring that is slidably received within the first actuator ring, and that is moveable between a third axial position and a fourth axial position by the first actuator ring. The first actuator ring receives a first actuation force, and when in the second axial position, transfers the first actuation force to the second actuator ring. The second actuator ring selectively receives the first actuation force and a second actuation force, and when in the fourth axial position, transfers one of the first and second actuation forces to the clutch. The actuator assembly is included with a transmission and actuates a clutch that provides an input to a planetary gear set of the transmission.

Abstract: A transmission has a first gearshift group, a second gearshift group, and a controller. The controller is configured to perform a method that includes fully coupling the first gearshift group to an engine drive shaft, and partially coupling the second gearshift group to the drive shaft while the first gearshift group is fully coupled to the drive shaft.

Abstract: The present invention provides a controlling method for a starting clutch disposed between a transmission and an engine of a vehicle and having a wet type multi-plate clutch for transmitting a power and a piston for pressing the wet type multi-plate clutch to engage the wet type multi-plate clutch, wherein, while the starting clutch is being subjected to creep control, the pressing force of the piston is controlled variably.

Abstract: The invention relates to a method and device for securely and comfortably operating a drive train of a motor vehicle, especially for operating a drive train with several clutches.

Abstract: A method of regulating operation of an automatic transmission includes identifying a tie-up condition of the automatic transmission, adjusting a pressure of a transmission element in response to the tie-up condition and determining whether a first gear ratio of the automatic transmission holds. The pressure is set to zero if the gear ratio does not hold and a faulty transmission element is identified as one associated with a second gear ratio that is lower than said first gear ratio.

Abstract: A continuously variable transmission is disclosed for use in rotationally or linearly powered machines and vehicles. The transmission provides a simple manual shifting method for the user. Further, the practical commercialization of traction roller transmissions requires improvements in the reliability, ease of shifting, function and simplicity of the transmission. The present invention includes a continuously variable transmission that may be employed in connection with any type of machine that is in need of a transmission. For example, the transmission may be used in (i) a motorized vehicle such as an automobile, motorcycle, or watercraft, (ii) a non-motorized vehicle such as a bicycle, tricycle, scooter, exercise equipment or (iii) industrial equipment, such as a drill press, power generating equipment, or textile mill.

Abstract: A variable speed transmission having a plurality of tilting balls and opposing input and output discs is illustrated and described that provides an infinite number of speed combinations over its transmission ratio range. The use of a planetary gear set allows minimum speeds to be in reverse and the unique geometry of the transmission allows all of the power paths to be coaxial, thereby reducing overall size and complexity of the transmission in comparison to transmissions achieving similar transmission ratio ranges.

Abstract: The invention relates to a method for determining a point of application of the clutch of an automatic gearbox without a synchronised reverse action. The aim of said invention is to improve the determination of the point of application avoiding the use of sensorial information on an engine. For this purpose, the point of application is determined as each point of the clutch releasing where a torque transmitted by the gearbox is sufficiently important for releasing the teeth (3) of a sliding sleeve (1) in a tooth-to-tooth position against the teeth (4) of the clutch body (2) of the reverse gear toothed wheel.

Abstract: A clutch assembly includes a reaction surface that provides several disengagement surfaces that cause axial movement of a front plate to reduce torque transmission at rotational speeds above an engagement speed. The disengagement surfaces reduce torque to break torque lock at rotational speeds corresponding to desired gear changes. The clutch assembly is controlled to tailor the relationship between clutch torque and engine speed to current vehicle operating conditions to provide consistent vehicle performance over different operating conditions.

Abstract: An automated manual transmission control apparatus includes: a clutch; a transmission including: an input shaft; an output shaft; at least one forward shift stage gear; at least one synchromesh mechanism; and at least one reserve shift stage gear; an input shaft rotational speed sensor; a controlling means; a temporarily engaging means for performing a temporal engagement operation by which, the synchromesh mechanism is temporarily frictionally engaged with the at least one forward shift stage gear; and a reverse driving determining means for preventing a shift operation into the reverse shift stage when a vehicle speed obtained from the results of the input shaft rotational speed sensor exceeds a specified value at a time of the temporal engagement operation.

Abstract: Rotational driving force can be transferred to the follower side (clutch plate) of a friction clutch by adjusting the engagement condition of the clutch so that a first gear and a second gear of a dog-clutch-type transmission can rotate relative to each other. At the time of shift change during stop of the vehicle, the clutch can be further connected at a low speed after connection of the clutch until it reaches a reference clutch position.

Abstract: A vehicle control device includes: real drag torque calculating means a1 which calculates the drag torque of a power transfer mechanism; lubricating oil flow rate calculating means a3 which determines the flow rate of lubricating oil according to an real drag torque; reference drag torque calculating means a2 which calculates a reference drag torque as a reference; reference lubricating oil flow rate calculating means a4 which calculates a reference lubricating oil flow rate according to the reference drag torque; correction rate calculating means a5 which calculates a correction value corresponding to the rate of correction of the lubricating oil flow rate according to the lubricating oil flow rate and reference lubricating oil flow rate; and flow rate correction means a7 which outputs a drive signal to an actuator which controls the lubricating oil flow rate according to the correction rate.

Abstract: A hydraulic system of a transmission, for an automatic transmission of a motor vehicle, having several pressure circuits which can be loaded with hydraulic fluid from a pressure source and in relation to the supply of different areas of the transmission are differently prioritized. The pressure in the pressure circuits is adjustable according to a system valve and one of the pressure circuits comprises a cooling device for the hydraulic fluid and a lubrication circuit located downstream of the cooling device. Between the cooling device and the lubrication circuit is provided a bypass pipe, blockable via a valve unit, which can be controlled via the valve unit so that the hydraulic fluid flow rate to be passed via the cooling device can be adjusted without changing the hydraulic fluid flow rate to be fed to the lubrication circuit.

Abstract: An input shaft brake and disconnect apparatus is provided in a housing between an engine and a transmission. The disconnect apparatus has a first cavity that receives pressurized fluid causing a piston to shift and disconnect an input shaft from a clutch. Pressurized fluid is provided to a second cavity to shift a piston that is associated with a single brake disk or double brake disk that are disposed on one or both sides of an input shaft rotor that is retained on an input shaft. The disconnect apparatus and brake allow for quicker shifting.

Abstract: A gear position in an automotive gearbox is detected on the basis of measuring a value indicative of the speed of a rotating shaft between an engine and the gearbox, and a value indicative of the speed of an output shaft from the gearbox, and calculating a quotient of these two speeds. If for a predetermined period of time the quotient is between upper and lower limits about a quotient value pertaining to the respective gear position, it is decided that a gear position obtains. Through information about a selected split position of a split gear it is as possible gear position rule out all gear positions which do not correspond to the selected split position, thereby enabling said upper and lower limits to be raised and lowered respectively for the remaining gear positions which correspond to the selected split position.

Abstract: A control apparatus for a power train including a continuously variable transmission and a clutch arranged in series with the continuously variable transmission is provided in which an engaging pressure of the clutch is first reduced until a slip occurs, and is then increased after detection of the slip so as to re-engage the clutch, and an engaging pressure of the clutch to be established is calculated by giving an excess pressure to the engaging pressure at which the clutch is re-engaged, such that an excess amount of the transmitted torque of the clutch is set smaller than that of the continuously variable transmission. The control apparatus is adapted to determine a learned value as a correction value of the engaging pressure that is set in advance in accordance with an input torque applied to the clutch, based on the engaging pressure calculated by giving the excess pressure to the engaging pressure at which the clutch is re-engaged.

Abstract: A method of controlling the shifting of an automatic manual transmission is based on observer-based timing of different phases of the shift process. The observer-based control strategy includes simultaneous management of the engine throttle and transmission actuators. The torque characteristics of the transmission are also taken into consideration during control of the engine throttle, thereby minimizing shift time and wear on transmission components. The control strategy uses mathematical models called observers to monitor the value of inherent properties attributable to specific actuators and to provide signals used to implement parallel task execution.

Abstract: A manual valve is provided between a mechanical oil pump and a clutch of an automatic transmission device for connecting an engine with the automatic transmission device, a first check valve is provided in a passage connecting the mechanical oil pump with the manual valve, and an electric oil pump is provided in parallel with the mechanical oil pump, wherein the electric oil pump is operated during an idling stop of the engine and an output side of the electric oil pump is connected to the passage between the first check valve and the manual valve so that the working fluid from the electric oil pump is supplied to the clutch of the automatic transmission device through the manual valve. Accordingly, the electric oil pump can be made smaller and the supply of the working fluid from the electric oil pump to the clutch can be prevented when it is not necessary.

Abstract: In a traveling transmission in which an auxiliary transmission is interposed between a main clutch and a mechanical transmission, the auxiliary transmission is configured such that power transmission is cut out interlockingly with the disengagement operation of the main clutch. For example, the auxiliary transmission is configured as a high-low speed selector device including a hydraulic-operated first hydraulic clutch and a spring-operated second hydraulic clutch. Preferably, there should be provided a controller for changing the position of a direction switching valve for the first and second hydraulic clutches based on the operation of an operating member such as a pedal for disengaging the main clutch. According to the present invention, it is possible to shorten a time required for a speed change operation by the mechanical transmission and, also, to achieve a smooth operation by the mechanical transmission.