Abstract: A shift control method for an automatic transmission while a vehicle runs up a slope while towing a trailer includes the steps of determining if present shift lever position indicates a driving range 2, calculating weight-slope resistance if the shift lever position indicates the driving range 2, determining if the weight-slope resistance is greater than a threshold weight-slope resistance, measuring time duration during which the weight-slope resistance is maintained over the threshold value if the weight-slope resistance is greater than the threshold weight-slope resistance, determining if the time duration is longer than a threshold time, converting a present normal shift pattern into a trailer-towing shift pattern if the time duration is longer than a threshold time, and returning the trailer-towing shift pattern to the normal shift pattern if the weight-slope resistance becomes equal to or less than the threshold weight-slope resistance and this condition is maintained over a second threshold time.

Abstract: The improved CVT control apparatus for a vehicle is disclosed. By using the CVT control apparatus, it becomes possible that the drive feeling is constant independently of a running state, the vehicle is accelerated as the driver's intention if accelerated due to the actuation of an accelerator pedal, and the run of the vehicle is performed so as to improve the fuel consumption rate if the acceleration is not required.

Abstract: A control system (a control valve CV and an electronic control unit ECU) for an automatic transmission TM performs an automatic control to select and establish a speed ratio from a plurality of speed ratios in response to the condition of a vehicle which is set in a drive range. This control system creates a neutral condition if the vehicle is stationary with the brake of the vehicle being actuated and the accelerator for the engine being turned off while the transmission is set in a drive range. The control system is also equipped with an engine output control device 50 that adjusts the engine output which is input into the transmission when the transmission in the drive range leaves the neutral condition and starts to establish any of the speed ratios in the drive range.

Abstract: Disclosed is a method used in an automatic transmission for controlling shifting into neutral when a vehicle is stopped in a first speed.

Abstract: A control apparatus for an automatic transmission capable of sufficiently producing the effect of neutral control by reducing a period of time from stop of a vehicle to the release of an input clutch. Vehicle stop prediction means for predicting immediate stop of the vehicle from a vehicle speed detected by a vehicle speed sensor is provided. Input clutch control means for reducing a hydraulic pressure in a hydraulic servo of the input clutch from a hydraulic pressure in a normal engagement state to a waiting pressure capable of maintaining an engagement state of the clutch based on the prediction of the stop of the vehicle by the vehicle stop prediction means is provided. The operation of releasing the input clutch concurrent with the neutral control is started from a state of the waiting pressure, so that the input clutch is released in a short period of time.

Abstract: A method for controlling a gear unit of a motor vehicle having synchronizing devices. When an actuating device of a synchronizing device is controlled in terms of force or travel, strongly differing wear behavior occurs depending on use. The inclination of the travel path or the shifting frequency is detected during operation of the motor vehicle and a characteristic diagram is used in order to adapt the shifting force to the information item obtained.

Abstract: A system for controlling an automatic transmission of a vehicle which determines a downgrade or upgrade parameter based on the vehicle acceleration and selects one from among a plurality of shift maps (programs) based on the determined grade parameter to determine a gear ratio based on the selected shift program. The system includes a navigation system which stores the road information including the kinds of road. The system determines whether the vehicle runs on a relative road such an alley or a traffic jammed expressway based on the vehicle speed change, the vehicle-stopping-time and the navigation information and if it does, changes the upshift line of the level-road map in the direction in which the vehicle speed increases such that upshift is not likely to occur, or in the direction in which the vehicle speed decreases such that the upshift is more likely to occur, thereby enhancing driveability.

Abstract: An electronic control system for an automatic transmission has an electronic control unit including a CPU and a memory. The control program is programmed based on an object-oriented programming. An object such as a domain control unit or individual control parts are provided for driving a corresponding linear solenoid valve. A shift request output unit determines types of required shift and outputs a shift request message including the shift type. The domain control unit determines a method to be executed in response to the shift type ID. Preferably, the shift request output unit further determines whether the shift is a single shift or a multiple shift and whether the shift is a normal shift or a special shift. These determination results are also included in the shift request message, so that the domain control unit varies the method to control the linear solenoid valves.

Abstract: An automatic transmission control apparatus for a vehicle and a control method thereof keep the optimum vehicle speed even on a road with a gradient such as an up hill or an down hill in line. Whether or not it is necessary to change the gear ratio is determined based on a vehicle speed and the road gradient and for generating a command signal to change the gear ratio if necessary, thereby changing the gear ratio.

Abstract: In a continuously variable transmission, a speed change control device includes a vehicle speed sensor, a brake sensor, a release vehicle speed memory which, when the brake is operated, renews and stores the brake release vehicle speed, and a gradient sensor for detecting a running road gradient. When, in an engine brake running state, the present vehicle speed is higher than the brake release vehicle speed stored in the release vehicle speed memory, a speed change target value is obtained according to the difference between the present vehicle speed and the brake release vehicle speed and to the road gradient. And, when, in the same state, the present vehicle speed is lower than the brake release vehicle speed, the speed change target value is obtained according to the road gradient. The speed change control is carried out so as to obtain the speed change target value.

Abstract: An engaging force control system of a fluid coupling is provided with a fluid coupling disposed between an input element connected with an engine and an output member connected with a drive wheel side member and including a lock-up clutch which is selectively engaged with and disengaged from the input and output elements, an engaging force adjusting device for adjusting the engaging force of the lock-up clutch, a throttle opening sensor for sensing a value related to a throttle opening of the engine, a vehicle speed sensor for sensing a value related to a vehicle speed of a vehicle, an engaging force control device for controlling the engaging force adjusting device based on an engaging property which is predetermined based on the values related to the throttle opening and vehicle speed as parameters and the values sensed and, an uphill detecting device for detecting an uphill running condition of the vehicle.

Abstract: A system and method for controlling a running characteristic of a vehicle having an automatic transmision are disclosed in which when a vehicle running condition is changed and a running mode is transferred into a different running mode, the running mode is not directly transferred from the present running mode to a target running mode but is transferred to a transitional running mode which gradually approaches the target running mode. In this state, a control unit determines whether a change rate of the driver's operation for a predetermined time is large or small, i.e., whether the driver drives the vehicle without a feeling of discomfort due to the changed running mode. If the change rate is large, the control unit determines that the driving condition is not preferable, the transfer of the running characteristic from the transitional running mode to the target running mode is inhibited or returned to the original running mode.

Abstract: A gear ratio of the automatic transmission is controlled by changing a speed ratio between an input-side rotating member to which the driving force from an engine is transmitted and an output-side rotating member through which the driving force is transmitted to driven wheels.

Abstract: A method for the control of shifting processes in a vehicle transmission from an initial gear to the next higher target gear includes the steps of continuously determining the vehicle acceleration (a) and the driven rpm (n.sub.2) behind the vehicle transmission. A shifting process is triggered when the acceleration value (a) and the essentially simultaneously recorded driven rpm value (n.sub.2) fall on a shifting point which lies on a shifting characteristic (n.sub.2 (a)) in an acceleration-driven rpm diagram, where the shifting characteristic (n.sub.2 (a)) has a stepped course with at least two break points (a.sub.-- max; a.sub.-- min) and the slope of the shifting characteristic for acceleration values a.sub.-- min<a<a.sub.-- max is always smaller than or equal to the slope of the shifting characteristic for acceleration values a.ltoreq.a.sub.-- min or a.gtoreq.a.sub.-- max. In other words, the following applies:.linevert split.n.sub.2 (a.sub.1).linevert split..ltoreq..linevert split.n.sub.2 (a.sub.

Abstract: A system for adjusting the gear ratio of a transmission is continuously adjusted with respect to its gear ratio and mounted downstream of the vehicle motor. Furthermore, downhill travel is detected and the adjustment of the gear ratio of the transmission is made in dependence upon the detected downhill travel. The system is are provided for adjusting the gear ratio in reaction to the detected downhill travel in such a manner that the transmission input rpm and/or the engine rpm increases in a pregiven manner. The advantage of the system is that the transition from normal operation (no downhill travel) to the downhill travel function of the system takes place at first unnoticeable for the driver because the engine rpm increases in a manner not unexpected for the driver.

Abstract: A control system for an automatic transmission having a running status detector for detecting the running status of a vehicle including an input torque from an engine; a running resistance estimator for estimating a running resistance on the basis of the running status of the vehicle; a running resistance comparator for comparing the estimated running resistance and a preset reference value; and a shift characteristic changing device for changing shift characteristics in accordance with the comparison result of the running resistance comparator. The automatic transmission control system further has a temperature sensor for detecting a temperature relating to the temperature of the engine and a decision device for determining a specific engine running status, in which the output of the engine drops, on the basis of an output signal coming from the temperature sensor. The running resistance comparator changes the reference value in accordance with the determination of the decision device.

Abstract: A control system for an automatic transmission having a hydraulic power transmission for transmitting the rotation of an engine to a gear shifter; a clutch to be applied, when a forward drive range is selected, for connecting the hydraulic power transmission and the gear shifter to one another; a one-way clutch to be locked, when the clutch is applied, for establishing a first forward speed of the gear shifter; a brake for locking the one-way clutch, when applied, to block the backward rotation of the output shaft of the gear shifter; a first hydraulic servo for applying the clutch when fed with an oil pressure; a second hydraulic servo for applying the brake when fed with an oil pressure; a stopping state detector that detects the stopping state of a vehicle by determining the vehicle speed is substantially 0, the accelerator pedal is in a released state and the foot brake pedal is depressed; a gradient detector that detects the gradient load of an uphill, as applied to the vehicle; and a controller that con

Abstract: An apparatus for controlling an automatic transmission and a lock-up clutch of a fluid-filled power transmitting device of a motor vehicle, including a downhill running control device for shifting down the transmission when the vehicle initiates a downhill road running, and a deceleration slip control device for effecting a slip control of the clutch during vehicle deceleration, and a deceleration control device for permitting the deceleration slip control device to effect the slip control of the lock-up clutch and inhibits the downhill running control device from shifting down the transmission, if a condition required for activating the deceleration slip control device has been satisfied, and if the motor vehicle is in a downhill road running.

Abstract: A shift control apparatus for controlling a speed ratio of an automatic transmission of a motor vehicle having an engine during running of the vehicle on a downhill road, on the basis of an actual acceleration value of the vehicle as compared with a reference acceleration value of the vehicle, the apparatus including a device for determining reduction of an actual output of the engine with respect to a desired output of the engine as represented by an operating amount of an accelerator pedal, and a device for reducing the reference acceleration value by a compensating amount which decreases with an increase in the running speed of the vehicle, upon determination of the reduction of the actual output of the engine.

Abstract: An apparatus for controlling a mechanical parking lock device of an electric vehicle including an electric motor, the mechanical parking lock device including a parking lock gear rotated with a wheel of the vehicle, a parking lock pawl having a lock position for engagement of the lock pawl with the lock gear to lock the wheel, and an unlock position for releasing the lock pawl from the lock gear, and an engaging member mechanically linked with a shift lever, for engagement of the engaging member with the lock pawl to bring the pawl into the lock position upon operation of the shift lever to a parking position, and for permitting the lock pawl to be moved to the unlock position upon operation of the shift lever from the parking position to another position, the apparatus including a parking release intention determining device for determining an intention of a vehicle operator of operating the shift lever from the parking position to another position, and a parking release motor control device, which is operab

Abstract: An automatic transmission control system causes a downshift to a gear which can provide an effect of engine braking greater than that provided before the downshift when the vehicle falls its speed with a specified rate of speed reduction as a result of footbrake application while the vehicle is traveling on a downgrade having a slope greater than a specified slope.

Abstract: An apparatus for controlling a lock-up clutch for direct connection of an engine and an automatic transmission of a motor vehicle, the apparatus including a slip control device for selectively placing said lock-up clutch in one of a fully released state, a fully engaged state, and a partially engaged state, an uphill road detecting device for detecting that a road on which the motor vehicle is running is an uphill road; and a slip control inhibiting device for inhibiting the slip control device from placing the lock-up clutch in the fully or partially engaged state, if the uphill road is detected by the uphill road detecting device, so that undesirable repeated switching of the clutch between the fully released state and the fully or partially engaged state during uphill road running of the vehicle is prevented.

Abstract: An automatic transmission control system, which applies an ordinary gear shift control map set up for flat road driving and a downgrade gear shift set up for downgrade driving which has broadened range of driving conditions for lower gears, causes gear shifts according to the ordinary gear shift control map even during downward driving when an accelerator pedal is stepped on with intention of accelerating the vehicle.

Abstract: A control system for a vehicle transmission prevents a vehicle from rolling backward on a slope, and includes a slope sensor for sensing the degree of a slope, a throttle position sensor for sensing position of a throttle valve, an engine RPM sensor for detecting RPM of the engine, a gear input speed sensor for sensing rotational speed of a transmission gear, a gear position sensor for sensing position of the transmission gear, a shift lever sensor for sensing operation of a shift lever, a CPU for reading signals from the sensors and outputting a control signal for keeping the clutch in partial engagement before starting an engine, an electric hydraulic pressure cylinder, and a clutch release cylinder mechanically joined to the electric hydraulic pressure cylinder for joining the clutch.

Abstract: The invention provides a control apparatus for an automatic transmission for carrying out neutral control and hill-hold control in a range that causes no slip of a hill-hold brake.

Abstract: A lock-up control system for an automatic transmission of an automotive vehicle controls operation of a lock-up clutch for mechanically engaging the automatic transmission with the engine to enable transmission of a driving force output from the engine to the automatic transmission. An engaging force of the lock-up clutch is controlled in an predetermined operating region of the automotive vehicle, which is determined based on operating conditions of the automotive vehicle and the engine, in such a manner that an amount of slip of the lock-up clutch becomes equal to a desired value. An engaging force control amount for controlling the engaging force of the lock-up clutch is learned when the automotive vehicle is traveling in the predetermined operating region with the automatic transmission being in a predetermined speed position, and a learned value thus obtained is stored.

Abstract: The invention is based on an adaptive transmission control wherein changes in the gear ratio of the automatic transmission are determined in dependence upon the detected position of the accelerator pedal actuated by the driver or variables associated therewith and in dependence upon the vehicle straight-line speed and/or the output rpm of the transmission and/or the motor rpm or variables associated therewith. Also, an adaptive variable is determined which adapts the changes of the transmission gear ratio at least to the driving situation then present. The essence of the invention is that the path data of a navigation system is used to determine the above-mentioned adaptation variable. The navigation system is a known map-supported navigation system. In this way, it is advantageously possible to precisely detect the present as well as future driving and environmental situations to which the vehicle is just then subjected or will be subjected in the near future.

Abstract: An automatic transmission control apparatus has a vehicle speed detector, an accelerator pedal operation detector, a brake pedal operation detector, a clutch hydraulic servo that is neutral-controlled, a brake hydraulic servo that is hill holding-controlled, and a control device for controlling the fluid pressure supplied to the two servos. The control device selectively changes the start timing of the fluid pressure supply control. If it is determined that the vehicle is stopped and that the vehicle is not on an uphill, the control device causes a pressure reducing device and a pressure supplying device to simultaneously start reducing the fluid pressure supply to the clutch servo and supplying fluid pressure to the brake servo, respectively.

Abstract: With the present invention, it is possible for a vehicle to run on an uphill road at substantially the same throttle opening as on a horizontal road.When the road is uphill (hill-climbing resistance R.theta.>0), a maximum acceleration Amax for a full throttle opening is obtained according to a vehicle speed, and a maximum driving force Fmax=m.multidot.Amax+RL is calculated based on the mass of the vehicle m and the rolling and air resistance RL of the vehicle. Then, a correction coefficient HOS is obtained according to a throttle opening to calculale a required driving force Ftgt=Fmax.multidot.HOS. According to the required driving force Ftgt, hill-climbing resistance R.theta., and vehicle speed VSP, a target horsepower Ptgt=(Ftgt+R.theta.).multidot.VSP is calculated. To attain the target horsepower Ptgt, a target speed change ratio "itgt" for a continuously variable transmission is calculated to control the transmission.

Abstract: A degree of sporty driving, or degree of load on tires of a vehicle, is detected based on a usage degree of tire performance. A horizontal force exerted on a tire is calculated and estimated based on longitudinal acceleration and lateral acceleration. Then a ratio, of the horizontal force to a maximum limit gripping force of the tire, is determined to enable detection of the load on a tire at all times.

Abstract: A control section for controlling a gearshift position changeover mechanism of an automatic transmission includes a downshift determination section for determining whether or not a downshift on descending roads is required, and a downshift command section for outputting a downshift command signal when it is determined that downshift is necessary. The downshift determination section is provided with a learning correction section for effecting a learning correction of a determination reference based on a manipulation characteristic of a driver immediately after completion of downshift each time a downshift takes place.

Abstract: A control apparatus for a vehicle having a continuously variable transmission between an engine and a drive shaft prevents the transmission from shifting up when an accelerator is released on a curved uphill road, which also prevents transmission-gear-ratio hunting. A high-speed-side upper limit "imax" on the speed change ratio of the transmission is set according to a decreasing function with respect to the absolute value .vertline.R.THETA..vertline. of a hill-climbing resistance and a vehicle speed VSP. A target transmission speed change ratio "itgt", which is determined according to a target horsepower calculated from the hill-climbing resistance, is compared with the upper limit "imax", and if "itgt"> "imax", "itgt" is limited to "imax".

Abstract: The present invention is directed to a device and a method for controlling a shift position of a vehicle in response to a road condition when the vehicle is running on a steeply sloped road or a sharply curved road. The device includes a slope/curve sensor, a steering angle sensor, a throttle valve sensor, a vehicle speed sensor, and a shift controller. A solenoid valve controls a hydraulic pressure and the resulting shift position in response to a control signal applied from the shift controller.

Abstract: Shift control system and method are provided for use in a vehicle automatic transmission in which a desired speed range is achieved in accordance with the state of driving of a vehicle. The degree of meandering of a running road on which the vehicle is running is detected. The downhill grade of the running road is also detected. Based on the detection results, it is determined whether or not the running road is a meandering downhill road. When it is determined that the vehicle is running on the meandering downhill road, it is then determined whether or not a downshift is needed. When the downshift has been determined to be necessary, the speed range of the vehicle automatic transmission is shifted from a current speed range to a speed range lower than the current speed range.

Abstract: A process is disclosed for electronically controlling an automatic transmission in which the torque transmission is reduced when the engine throttle setting and vehicle speed are below a threshold. The transmitted torque causes the vehicle to creep slightly, warning the driver that a gear is engaged. The slant and load of the vehicle are taken into account for controlling the drive torque.

Abstract: A control system of a vehicle automatic transmission in which an engine load and a vehicle speed are detected and used to determine a vehicle acceleration in accordance with the preestablished characteristics. An actual vehicle acceleration is at the same time calculated in response to the detected vehicle speed. The difference therebetween is then calculated and the calculated value is added to a difference calculated earlier to obtain an average therebetween. Five gear shifting scheduling maps, for example one for moderate hill climbing, one for level-road running, one for steep hill descent, are preestablished and in response to the average obtained, one of the maps is selected. A gear shifting is controlled based on the selected map. A driver's intention to decelerate is estimated and is compared with a reference value which increases with increasing said average indicative of the grade of hill that the vehicle is descending.

Abstract: When a vehicle is traveling on a descending slope, the gearshift position of an automatic transmission is set to a position selected in accordance with driver's intention to accelerate the vehicle based on the accelerator opening. A decision is preferably made as to whether the gearshift position should be set to a low-speed gearshift position where an engine brake can be applied, in accordance with the magnitude comparison between a threshold value and at least one value of a gradient of a road and a timedependent change in vehicle speed. The threshold value may be changed to a value that causes the low-speed gearshift position to be easily selected if the frictional resistance of the road surface is judged to be low. Further, the threshold value may be preset corresponding to the degree of gradient and/or winding of the road.

Abstract: An actuating device for a locking brake of a motor vehicle includes a reversible electric motor which drives a threaded spindle with a serrated coarse screw thread through a preferably self-locking gear connection. A spur lever having a spur which engages the screw thread is connected to a force-transmitting member which actuates the tensioning element of the locking brake. The electric motor and threaded spindle turn in one direction to set the locking brake and in the opposite direction to release the locking brake. The actuating device also includes a manually operated handbrake lever which can pivot about an axis spaced from and transverse to the longitudinal direction of the spur lever and the force-transmitting member. When the handbrake lever is pulled, an actuating lever pivotally mounted on the same axis causes the spur lever to pivot toward the brake-locking position.

Abstract: A method and apparatus for selecting a transmission starting gear based on calculated gross vehicle weight is disclosed. The vehicle speed and grade are monitored by sensors which provide data to a computer. The computer is programmed to calculate vehicle acceleration from the sensed speed and to adjust the acceleration value so as to eliminate the effect of grade. The gross vehicle weight is then calculated from the adjusted acceleration value. Based on the calculated gross vehicle weight and the existing grade, an appropriate starting gear is automatically selected by the computer from a look-up table stored in memory.

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: In a speed change control method for setting the gearshift position of an automatic transmission for vehicles with a plurality of gearshift positions, to a position selected on the basis of vehicle speed and engine load, in accordance with a preset shift pattern for a first control mode, one of the gearshift positions is selected by fuzzy inference in accordance with at least one of parameter values which represent operating conditions of the vehicle, parameter values which represent driver's driving intention, and parameter values which represent road conditions. Further, the gearshift position of the automatic transmission is set to the position selected by the fuzzy inference only if the gearshift position selected by the fuzzy inference provides a lower speed than that provided by the gearshift position selected in accordance with the shift pattern for the first control mode.

Abstract: A hydraulic control system for an automatic transmission of an automotive vehicle with an exhaust braking unit is provided. This hydraulic control system serves to elevate hydraulic pressure utilized for actuating frictional elements of the automatic transmission during exhaust braking operation toward a preselected level when the pay load of the vehicle is greater than a preselected threshold value for securing tight engagement of the frictional elements without any slippage.

Abstract: A reciprocating-type pump with simplified construction and enhanced performance is achieved by the use of a unitary, rigid pump body support structure and modular pump component designs. This unitary structure includes forward and rearward pump body mounting plates to which the pump body is secured, with the overall support structure being securely attached to the power frame of the pump by means of a power frame mounting plate. Rigid connecting members secure said plates together to form the unitary structure that is particularly advantageous for use in the fabrication of cryogenic pumps suitable for high pressure operation. Valve means, packing means and a pump body cooling jacket can be conveniently secured to the unitary support structure.