Abstract: A system/method of resetting the value of a control parameter (GCW.sub.CP indicative of vehicular gross combined weight and determined as a filtered/averaged value, to a predetermined default value, or to a test value, upon sensing vehicle operating conditions (OS=Oand t>REF) deemed indicative of a change in vehicle loading is provided. A vehicle automated system, such as an automated mechanical transmission system, is controlled as a function of the value of the control parameter.

Abstract: A control system/method for controlling a vehicular, at least partially automated system (110) separate from the vehicular transmission system (10), such as a CTIS or ABS, is provided. The at least partially automated system is controlled as a function of a value (GCW) approximating vehicle gross combined weight and determined as a function of information on the vehicle electronic data link (DL).

Abstract: An electronic clutch management system for motor vehicles with engines having butterfly valves. An actuator under the control of a micro-controller activates a clutch between the engine and a transmission as a function of an ECM sensor which senses the position of the butterfly valve. If the micro-controller breaks down or is disturbed in its function, the micro-controller control is switched off, and control of the actuator element is switched over from the micro-controller to a comparator which is driven directly by the ECM sensor and controls the actuator element to activate the clutch, i.e., into its disengaged or engaged position, in a sense opposite to the position of the butterfly valve.

Abstract: A control system/method for controlling the engagement and disengagement of a friction master clutch (16) in an automated mechanical transmission system (10) is provided. The control system/method is effective to minimize shift transient times and to minimize or eliminate the occurrence of cab lurch events.

Abstract: A control system and method for a semi-automatic mechanical transmission system (10) is provided for allowing operator request for a direct upshift and/or downshift into a preselected start ratio, under certain predefined conditions, by a single movement, or two movements, of the shift lever (1).

Abstract: A shift control device for a vehicle's automatic transmission that cannot normally be locked in second gear, but will automatically downshift from second to first gear under predetermined conditions. The shift control device includes a power translator connected to a S-2 shift solenoid of the vehicle, a manual control switch, a frequency-to-voltage converter for receiving a speed signal of the vehicle, and a voltage comparator for comparing a throttle signal of the vehicle and the output from the frequency-to-voltage converter. Without the shift control device, a downshift--in one particular type of transmission--is normally effected when the S-2 shift solenoid is deactivated by the transmission controller. The shift control device is connected to the S-2 shift solenoid in parallel with the transmission controller.

Abstract: A clutch control system for a motor vehicle comprising a clutch position sensor (34), a throttle position sensor (30), gear selector (24), clutch actuator (22), and a control means (36, 38). When the gear selector (24) initiates a gear change the clutch actuator (22) holds the clutch in a partially disengaged position until the vehicle throttle signal (Vt) falls below a predetermined value (TL) which is based on the friction clutch driven plate speed in the clutch was disengaged and the driven plate was being rotated by the speed of the vehicle.

Abstract: A control system/method for controlling the shifting of automated mechanical transmission systems (10) is provided. The control system/method (FIG. 4 ) defines the synchronous window ((OS*GR.sub.T)+X.gtoreq.IS.sub.E >(OS*GR.sub.T)-Y) for jaw clutch engagement (for shifts other than compound upshifts) where X and Y are each greater than zero and the total synchronous window (X+Y) equals the greater of a function (fGR.sub.T) of the numerical value of the target ratio (GR.sub.T) or a minimum value ((X+Y) min).

Abstract: A control method/system for controlling upshifting in an automated mechanical transmission system (10) provided with an engine compression brake (50) is provided. A control unit (54) is effective to operate the engine compression brake during a transmission upshift such that at initiation of an upshift the engine compression brake applies a minimum retarding torque to the engine, the retarding torque is then gradually increased to a maximum retarding torque value and, upon sensing that engine speed (ES) is within a predetermined value (REF.sub.1) of the synchronous value thereof, the retarding torque applied by the engine brake is caused to gradually decrease until such time as engine speed reaches the synchronous window therefor.

Abstract: An automated transmission (10) system having a selectable automatic shift initiation mode of operation (D) is provided with manually operated selectors (226/228) for selectively increasing and decreasing the engine speeds (240, 242) at which upshifts and downshifts are implemented in the automatic shift initiation mode of operation.

Abstract: In a control system for controlling a gear ratio of a multi-step geared or continuously variable automatic transmission, the driver's intention to decelerate is inferred by carrying out a first fuzzy reasoning using a degree of throttle opening or the like and then the target gear ratio is determined by carrying out a second fuzzy reasoning using parameters including the inferred driver's intention to decelerate. The first fuzzy reasoning is carried out using fuzzy production rules classified by operating conditions such as a road profile and a vehicle speed. The inferred driver's intention to decelerate is canceled if braking is discontinued. Thus the control ascertain the intention of the driver and is thus possible to achieve sophisticated shift scheduling well matched to the sensibilities of the driver.

Abstract: A control system and method for a vehicular semi-automatic mechanical transmission system (10) is provided for allowing controller or operator request for a direct downshift into a preselected start ratio, under certain predefined conditions. The direct downshift into the preselected start gear ratio is sequenced such that the target synchronous engine speed (OS*GR) at target gear ratio engagement is substantially equal to a preselected desirable, preferably constant, value for all selectable start ratios.

Abstract: A system for controlling the transient torque output of a multicylinder, variable displacement, spark-ignited, fuel injected automotive internal combustion engine during periods when the effective displacement of the engine is being changed includes a spark timing controller, a throttle controller for positioning an intake air throttle, an engine cylinder operator for deactivating and reactivating at least some of the engine's cylinders, and an engine controller having a processor for selecting the number of cylinders for operation and for operating the spark timing controller, the throttle controller, and the cylinder operator so that during any transition from operation with a first number of activated cylinders to operation with a second number of activated cylinders, the processor will alter the spark advance and control the amount of air entering the engine cylinders so that the torque output of the engine will remain relatively unchanged during the transition.

Abstract: A control for enabling a clutch to be automatically engaged with a power source. An apparatus for automatically controlling the position of a clutch between a power source and a drive train characterized by a control which regulates pressure to a clutch engaging member according to performance criteria of the power source.

Abstract: A friction clutch coupling an engine and a gear transmission of a vehicle is controlled by a microprocessor based circuit using logic which defines operating modes according to engine and clutch conditions. During the time of clutch closure, when the vehicle is starting from rest in a startup or launch mode, the throttle or other engine control signal is restrained from quickly responding to the accelerator pedal. This avoids engine overspeeding which results from generating high torque before sufficient clutch capacity has been achieved. The control signal is developed as a function of the pedal position under control of throttle logic which, in turn, is dependent on clutch operating modes defined by the clutch logic.