Abstract: A system and method for an automotive transmission includes one or more restrictor devices that are installed within a valve body of the automotive transmission to improve performance by establishing a flow limit along the compensator circuit. The complex fluid circuits of certain automotive transmissions having eight to ten speeds allow line pressure supply to bleed out during certain critical functions, such as low rotations per minute hot engagements, which can severely damage the transmission. By limiting flow, the line pressure supply can be preserved to prevent the compensator circuit from bleeding out in these critical functions. The instant invention limits flow by replacing the standard compensator valve with a compensator valve that has a larger spool diameter. Flow is further reduce by another restriction device placed along the compensator circuit between the compensator valve and the clutch drums.

Abstract: A method and system for controlling a fail safe of a transmission for a vehicle are provided. The method includes detecting an oil temperature of the transmission for the vehicle and determining whether an oil pump has been driven for a set time or more based on the detected oil temperature. An output of an engine is then limited when the set time elapses.

Abstract: A system for controlling power downshifts of a transmission includes a flare generation module, a flare control module, and a shift control module. The flare generation module generates turbine speed flare by decreasing pressure applied to an off-going clutch of the transmission. The flare control module decreases the turbine speed flare by increasing the pressure applied to the off-going clutch of the transmission. The shift control module increases a pressure applied to an on-coming clutch of the transmission when the turbine speed flare is less than a predetermined amount from a desired turbine speed flare.

Abstract: The transmission controller performs a non-coordinated shift, in which the gear position of the subtransmission mechanism is modified from the second gear position to the first gear position at a higher speed than when the gear position of the subtransmission mechanism is modified by a coordinated shift while permitting a deviation between the through speed ratio and the target through speed ratio, instead of the coordinated shift when it is determined that the second speed kick down shift is to be performed.

Abstract: A continuously variable transmission reduces slips between a primary sheave and a V-belt when decelerating. A target value setting section sets a control target value for control by a control device. In the target value setting section, a normal mode, a kick down mode set to be in a Low gear range lower than in the normal mode, and a restriction value given in a throttle fully closed state are provided. The control device controls the continuously variable transmission based upon the kick down mode provided in the target value setting section, in response to an operation of a kick down operator. The control device controls a gear ratio of the continuously variable transmission not to vary to a Low gear range lower than the restriction value provided in the target value setting section.

Abstract: A speed change control device for an automatic transmission according to this invention determines whether or not a request to downshift a gear position of the transmission exists during traveling in a manual speed change mode (S1, S2), and calculates an input shaft rotation speed of the transmission following a downshift based on the downshift request (S4). When it is determined that the calculated rotation speed is higher than a rotation speed limit value (S5), the speed change control device performs a downshift to a gear position at which the input shaft rotation speed of the transmission is lower than the calculated rotation speed (S6, S8).

Abstract: A shift control method of an automatic transmission according to an exemplary embodiment of the present invention may control a shift from an N speed achieved by engagement of first and second frictional elements to an N-3 speed achieved by engagement of third and fourth frictional elements, wherein release of the second frictional element is completed after release of the first frictional element begins, and engagement of the fourth frictional element begins after engagement of the third frictional element begins, wherein the engagement of the third frictional element is completed after the release of the second frictional element is completed.

Abstract: When it is decided that it is impossible to shift the automatic transmission directly to the target speed position according to the second shifting-action decision made during a shifting control to shift the automatic transmission to a target speed according to a first shifting-action decision, one of a plurality of candidate intermediate speed positions to which the automatic transmission can be shifted directly is determined as an intermediate speed position. The determined intermediate speed position is established with the largest amount of change of an engine speed NE, and accordingly with the longest time required for completion of the change of the engine speed NE during which a hydraulic pressure of a clutch to be engaged to establish the intermediate speed position can be raised, whereby the clutch engaging pressure can be changed at a rate low enough to reduce a shifting shock of the automatic transmission.

Abstract: A motor vehicle for controlling an automatic gearshift stepped variable speed transmission that can be driven by a drive engine, in which, depending on an accelerator pedal position and an engine speed, upshifts or downshifts between the gear steps are triggered automatically and in which a kick-down switch is present. In a first speed range below a first boundary speed (n1) actuation of the kick-down switch triggers a downshift. For one or more upper gear steps in a second engine speed range above a second boundary speed (n_KD_Schw), even at high loads, no downshifts is triggered and an upshift is only triggered by actuation of the kick-down switch.

Abstract: The method for decreasing gear select shock comprises determining whether a vehicle is stopped and if idle conditions exist based on vehicle operating parameters. It is then determined whether the vehicle has been stopped for longer than a predetermined period. If it is determined the vehicle has been stopped for longer than the predetermined period, the automatic transmission is up-shifted into a higher speed gear from a first speed gear. The automatic transmission may then be shifted into neutral from a drive range through line pressure control, upon detecting selection of a neutral gear.

Abstract: When a current downshift is determined to be a multiple downshift, it is determined whether or not a torque down during a first downshift is in a condition of interfering with learning performed for stabilizing the downshift operation during a second downshift is executed. If the torque down during the first downshift is determined to be in the condition of interfering with the learning, the learning is prohibited.

Abstract: In order to configure the downshift method, and to create signals for an automobile automatic transmission more conveniently, a tilting device of a multi-function device with at least one moveable magnet element as a downshift sensor device is used. When a pedal element causes actuation of a magnet element, a downshift characteristic curve (KL3) is generated with a curve-shaped increase and a maximum followed by a curve decrease (KLS) that ends in a stop window (60). A downshift point (KP) is determined using a tolerance window (59) with a path width, which corresponds to a downshift signal (KS) on a characteristic motion curve (AS) of a motion sensor element.

Abstract: A kick down shift control apparatus of an automatic transmission of a vehicle comprising: vehicle running state sensing means for checking a running state of the vehicle; engine control means for controlling engine outputs in response to a signal sensed by the vehicle running state sensing means and outputting information on the temperature of intake air and the operational state of an air conditioner; shift control means for outputting a control signal to correct the pressure of transmission oil according to the temperature of absorbed air and the operational state of the air conditioner input from the engine control means, if conditions for a kick down shift are met with reception of the signal checked by the vehicle running state sensing means; and driving means for controlling the oil pressure discharged out by the oil pump according to the control signal output from the shift control means and performing a shift by providing the oil pressure for a relevant friction factor, thus relieving an shifting shoc

Abstract: A shift control system for a continuously variable transmission has a target gear ratio corresponding value calculating device for calculating a target gear ratio corresponding value of the continuously variable transmission according to at least a throttle opening, a shift control device for controlling a gear ratio of the continuously variable transmission so that the target gear ratio corresponding value can be obtained. It further has a reactive force applying device disposed on an accelerator pedal and applying a reactive force, which increases according to an increase of the accelerator pedal opening, to a pedal depression force of a driver in a large accelerator pedal opening range.

Abstract: A shift control method for an automatic transmission includes the steps of outputting a predetermined shift control signal while driving in a second speed for controlling shifting into a third speed if signals indicating that shifting from the second speed into the third speed are applied; determining if third speed synchronization is completed; or determining if a tip-in signal has been applied if third speed synchronization is not completed; outputting a throttle compensation duty and determining if signals corresponding to 3-2 kickdown shifting are received if a tip-in signal is applied during third speed synchronization; comparing an oil temperature with a first predetermined value if signals corresponding to 3-2 kickdown shifting are received; comparing a vehicle speed with a second predetermined value if the oil temperature is greater than or equal to the first predetermined value; detecting an On/Off state of a kickdown switch if the vehicle speed is greater than or equal to the second predetermined va

Abstract: A kick down shift control apparatus of an automatic transmission of a vehicle comprising: vehicle running state sensing means for checking a running state of the vehicle; engine control means for controlling engine outputs in response to a signal sensed by the vehicle running state sensing means and outputting information on the temperature of intake air and the operational state of an air conditioner; shift control means for outputting a control signal to correct the pressure of transmission oil according to the temperature of absorbed air and the operational state of the air conditioner input from the engine control means, if conditions for a kick down shift are met with reception of the signal checked by the vehicle running state sensing means; and driving means for controlling the oil pressure discharged out by the oil pump according to the control signal output from the shift control means and performing a shift by providing the oil pressure for a relevant friction factor, thus relieving an shifting shoc

Abstract: A control apparatus for a hydraulically operated vehicular transmission includes a orifice, a bypass path bypassing the orifice and a switching valve provided in the bypass path. The orifice and bypass path are provided in an hydraulic oil supplying path to a hydraulic pressure coupling element provided in said hydraulically operated vehicular transmission. The switching valve shuts off said bypass path in association with the throttle of an engine at a low opening time when a throttle opening degree is equal to or lower than a first predetermined value and at a high opening time when the throttle opening degree is equal to or higher than a second predetermined value which is higher than the first predetermined value.

Abstract: When a shift to a second gear ratio (second ratio) is determined during a shift control for a first shift (shift from fourth ratio to third ratio), the process status, or circumstances, of the first shift is determined using a hydraulic pressure for a fourth brake being engaged at the determination. When the process status, that is, the process circumstances, is in early phase, the first shift is interrupted and shift control for the direct shift to the second ratio (shift from fourth ratio to second ratio) is performed (first shift pattern). When the process status is in a late phase, the first shift control is continued, and after ending of the first shift control, the control for the shift to the second gear ratio (shift from third ratio to second ratio) is performed (second shift pattern). In the case of power off state, the second shift pattern is performed irrespective of the process status.

Abstract: At downshifting, hydraulic pressure of hydraulic clutch on engaging side (ON clutch pressure) is increased when an input and output speed ratio ("Gratio") has fallen below a predetermined value YGDNS. YGDNS is variably set depending on the vehicle speed and the engine temperature so that it becomes a lower value at a high vehicle speed than at a low vehicle speed, and a higher value at a low engine temperature than at a high temperature. When a downshifting command to a still lower speed stage is issued during downshifting control (when FTBD=1), a downshifting completion processing is performed in the course of the downshifting control (step in S111). Oil pressure in a hydraulic engaging element on the disengaging side QDNOFF and oil pressure in a hydraulic engaging element on the engaging side QDNON are switched to the oil pressures at the time of completion of downshifting, to thereby complete the first step downshifting control at an early time.

Abstract: A method for controlling preferably an electro-hydraulic automatic transmission of a motor vehicle fitted with a combustion engine provides a gradual kick-down while braking. In particular the kick-down is performed when, in the course of approaching a bend, a condition is activated, which prevents upshifting. The upshift prevention is initiated when the accelerator pedal is released quickly during shearing action. The upshift prevention stops if after an interval, upon detection of tensile action, the vehicle does drive round a bend. The upshift prevention is followed by a gradual adaptation of the gear level to the shift parameter.