Abstract: An automated manual transmission has an input shaft having a plurality of driving gears, and an output shaft having a plurality of driven gears engaging with the driving gears, and further has two bypass clutches for coupling the input shaft and the output shaft with each other and releasing them from coupling. Electromagnetic valves are provided in hydraulic oil paths for guiding hydraulic pressure from a hydraulic pressure supply portion to the bypass clutches respectively. A bypass oil path for bypassing the hydraulic oil paths is provided with a bypass oil path on-off valve for opening the bypass oil path when the electromagnetic valves cannot be operated due to a failure of an electric system. A bypass oil path change-over valve is provided for changing over to supply hydraulic pressure from the bypass oil path on-off valve to one of the bypass clutches.

Abstract: In a method and apparatus for diagnosing a malfunction in a clutch actuator of a motor vehicle, the actual position of the clutch actuator is measured by a position sensor. Simultaneously, an estimated position of the clutch actuator is calculated by an emulation unit that emulates the function of the clutch actuator. Malfunctions of the clutch-actuator are diagnosed by comparing the actual, measured position to the estimated position.

Abstract: A vehicle driven by an internal combustion engine incorporating a power supply unit and including a power transmission on/off determination device that gradually opens a throttle valve of the engine to gradually increase a rotational speed of the engine, detects, as a determination value that reflects a load applied on the internal combustion engine when the speed of the engine increases to a power transmission start rotational speed, and then the throttle valve is further opened by a set angle, determines that the power transmission device is in a state of cutting the power transmission when it is determined from the determination value that the engine load is less than a preset magnitude, and determines that the power transmission device is in a state of performing the power transmission when it is determined from the determination value that the engine load is equal to or more than the preset magnitude.

Abstract: An automatic transmission and method including a plurality of hydraulic servos which respectively engage and disengage a plurality of frictional engagement elements, a first solenoid valve for gear shifting which is used for generating a hydraulic pressure supplied to a predetermined hydraulic servo, a second solenoid valve for lock-up which is used for generating a hydraulic pressure supplied to a fluid transmission apparatus for executing a lock-up, a hydraulic control apparatus, a first connector which connects the first solenoid valve and the hydraulic control apparatus, a second connector which connects the second solenoid valve and the hydraulic control apparatus, a failsafe mechanism which achieves a predetermined shift range in a high-speed-side when the first connector is disconnected and a gear shift processing mechanism which achieves a predetermined shift range among a plurality of shift ranges when the second connector is disconnected.

Abstract: In an abnormality detecting device and method for a vehicular hydraulic pressure control circuit, which determines an abnormality that has occurred in a hydraulic pressure control circuit including an electromagnetic control valve which generates hydraulic pressure corresponding to a signal supplied from an electronic control unit, and a hydraulic switch which is turned ON when the hydraulic pressure generated by the electromagnetic control valve is equal to or higher than a predetermined value, a power supply of the electronic control unit is kept ON for a predetermined time after an ignition switch is turned from ON to OFF, and an abnormality that has occurred in the hydraulic pressure control circuit is detected within the predetermined time. Thus, it is possible to reliably detect an abnormality that has occurred in the vehicular hydraulic pressure control circuit.

Abstract: The invention relates to a method for early recognition of abnormal occurrences in the operation of automatic or automated gearboxes wherein at least one variable Akraftschl directly or indirectly characterizing the strain on elements which are to be coupled to each other in a non-positive fit is continuously determined after an n-th shift at least until a synchronous rev speed is reached or during a maximum shift period Tmax; wherein the variable Akraftschlüssig characterizing the strain on the elements that are to be coupled is mathematically combined with the time, or if several variables Akraftschlüssig Exist, said variables are mathematically combined with each other and the product of said combination is added up in the form of a variable Wsum; wherein the product thereof is compared with a first pre-definable or defined threshold value Wmax0 Which, if exceeded, defines a state from which damage can be deduced and the shift action is aborted.

Abstract: Specific shift positions of an electrically actuated vehicle transmission, such as first to fifth, neutral and reverse gears, are detected by monitoring one or more characteristic electrical variables, e.g., actuator currents, during a shift movement of the transmission and by correlating increased or decreased levels of current with the arrival at or passage through the specific shift positions.

Abstract: A system for controlling a component of a gear in a vehicle, especially a clutch, through a hydraulic transmission link. The system includes a transmission control unit and an engine control unit, whereby a loss in fluid in the transmission link can be detected or a hazardous situation caused by the potential for fluid loss is avoided, whereupon the engine and/or the transmission can be suitably controlled using the transmission control and/or engine control unit.

Abstract: To prevent the neutral state from being formed in a change gear apparatus and allow the obtaining of an intended gear change appropriately during a servo malfunction. Hydraulic servos engage and disengage a plurality of friction engagement elements; a hydraulic pressure supply system supplies the hydraulic servo of a predetermined friction engagement element with hydraulic pressure; and an auxiliary hydraulic pressure supply systems supplies a predetermined hydraulic servo with another hydraulic pressure, in the case where the hydraulic pressure supply system is placed in a first unsupplied state where the hydraulic pressure supply system cannot supply the hydraulic servo of the predetermined friction engagement element with hydraulic pressure.

Abstract: A simplified method is provided for controlling a motor of a bicycle component, especially a power assisting apparatus for a derailleur or a suspension. The method of controlling a motor of a bicycle assembly, basically comprising the steps of supplying current to the motor to move a bicycle component between a first position and a second position, and monitoring current flow to the motor during movement of the bicycle component. Then, stopping flow of current to the motor upon detection of an overcurrent to the motor due to the bicycle component reaching one of the first and second positions after being driven from the other of the first and second positions.

Abstract: In a method and apparatus for diagnosing a malfunction in a clutch actuator of a motor vehicle, the actual position of the clutch actuator is measured by a position sensor. Simultaneously, an estimated position of the clutch actuator is calculated by an emulation unit that emulates the function of the clutch actuator. Malfunctions of the clutch-actuator are diagnosed by comparing the actual, measured position to the estimated position.

Abstract: There is provided a control system for a vehicle, which enables the vehicle to smoothly travel only to find a place to park when an electric throttle control device is in a condition incapable of controlling a throttle valve, thereby improving drivability. An ECU determines whether or not the electric throttle control device is in the condition incapable of controlling the throttle valve, and interrupts energization of the electric throttle control device when it is determined that the electric throttle control device is in the condition incapable of controlling the throttle valve. The throttle valve is held at a default opening position by a spring when the electric throttle control device is determined to be in the condition incapable of controlling the throttle valve. A throttle valve opening sensor detects a degree of opening of the throttle valve.

Abstract: To realize a determination whether or not a failure has occurred in a one-way clutch, a hybrid vehicle is provided with an engine 11, a generator motor 16, an output shaft coupled to a driving wheel 41, a differential gear unit that is provided with at least three gear elements, the elements coupled to the engine 11, the generator motor 16, and the output shaft, respectively, a one-way clutch that is placed in a free state when the engine 11 rotates in a forward direction and in a locked state when the engine 11 begins to rotate in a backward direction, and a failure occurrence determination process means 91 that determines that a failure has occurred in the one-way clutch if an engine speed is a negative value. Since it is determined that a failure has occurred in the one-way clutch when the engine speed is a negative value, a damage of the one-way clutch can be prevented from being aggravated.

Abstract: An automatic gearbox includes a control device for selecting a gearbox driving position, which device includes at least one spool valve via which at least one pressure connection may be connected to at least one consumer, and having at least one shift valve via which at least one pressure connection from at least one pressure supply of the control device may be shifted to the spool valve in order to actuate the spool valve. The control device includes a retaining device via which, if the shift valve should fail, the spool valve may be fixed in at least one control position and the selected gearbox driving position may be retained.

Abstract: A vehicle transmission system has a gear-type transmission with a plurality of gears and a plurality of claw clutches which transmits a torque between an input shaft of said gear-type transmission and an output shaft of said gear-type transmission. The transmission changes transmission courses by engaging with and/or disengaging from the gears and the claw clutches, and forms another transmission course via a torque controller between the input shaft of the gear-type transmission and the output shaft of said gear-type transmission during a period between a first transmission course and a second transmission course formed by the gears and the claw clutches. A torque capacity of the torque controller is greater than the maximum output shaft torque of the transmission.

Abstract: The invention relates to a control system, method for control, and control software for a startup shift element of an automated motor vehicle transmission or automatic transmission capable of electro-hydraulic or electro-pneumatic actuation with an electronic transmission control device, whereby the startup shift element may be shifted hydraulically or pneumatically in emergency mode even if the electronic control device fails. The control system includes a transmission-independent control module, and a emergency-operation mode shift valve capable of electrical triggering that controls the hydraulic or pneumatic actuation device of the startup shift element. If the transmission-independent control module fails during transmission emergency-mode operation, the startup shift element is capable of actuation by means of the electrical triggering of the emergency-operation mode shift valve via the transmission-independent control module. This may particularly control a motor-vehicle startup procedure.

Abstract: A fault diagnosis method is provided in which it is possible to determine whether the input shaft speed sensor of the automatic transmission is faulty by using the signals of the output shaft speed sensor, the brake switch, the engine speed sensor and so on, without making use of the signal of the vehicle speed sensor. Moreover, even if there are faults in the output shaft speed sensor or if the shift lever is positioned in the parking P range or the neutral N range, or if the engine speed is lower than the stall speed, the fault diagnosis method for the input shaft speed sensor can be performed, and additionally, a possibility of a misjudgment caused by a bad N-D hydraulic pressure response at an extremely low temperature can be removed.

Abstract: A locomotive monitoring system defines several mutually exclusive operating states for a locomotive. The amount of time the locomotive operates in each state is preferably determined and recorded. This recorded information can then be evaluated with a view towards improving locomotive operations. For example, a plurality of mutually exclusive idle states can be defined and monitored to determine how long a locomotive idles under certain conditions instead of automatically shutting down for the purpose of conserving fuel. In this manner, the sources of lost fuel savings can be readily identified, quantified and addressed. An event log is also provided for chronicling certain operating events of interest over time, such as those relating to the starting, stopping and/or idling of the locomotive's engine.

Abstract: A shift assist system for an outboard motor regulates the torque of the engine to ensure proper effortless shifting. The system recognizes open circuit or short circuit faults and nevertheless enables the torque of the engine to be reduced to facilitate easy gear selection.

Abstract: A control unit has a signal input from at least one sensor and a signal output for electrically actuating at least one valve in order to hydraulically activate a gear-changing element. An emergency gear change slide can switch off the electrical actuation of the valves so that hydraulic modulation can be carried out.

Abstract: An apparatus includes a linear solenoid valve regulating an oil pressure supplied to a clutch, a hydraulic switch being switched on and off upon receipt of a switching oil pressure, and a control unit controlling the actuation of the solenoid valve. A pressure-increased side signal oil pressure is detected which results when the hydraulic switch is switched on and off while a control signal is sent to the solenoid valve to increase a control oil pressure from a predetermined lower pressure to a predetermined higher pressure, and a pressure-decreased side signal oil pressure is detected which results when the hydraulic switch is switched on and off while the control signal is sent to decrease the control oil pressure from the predetermined higher pressure to the predetermined lower pressure. When a difference between these signal oil pressures exceeds an abnormalities determination value, it is determined that the solenoid valve is abnormal.

Abstract: A powertrain has an electro-hydraulic control mechanism that provides for the establishment of six forward speeds, a neutral condition and a reverse speed. The control system also permits operation in the fifth forward range if electrical power is discontinued when the transmission is operating in the third range or higher, and permits operation in the third range if the transmission is operating in the second range or lower when an electrical power discontinuance occurs. If an electric disconnect occurs, the reverse drive is available, neutral is available, and third forward drive is available from the reverse and neutral conditions. The drive-home functions described are provided through the use of a multiplex valve, default valve and a pair of solenoid valves. The multiplex valve and default valve also permit the controlling of two mutually exclusive torque transmitting devices through the use of a single trim valve.

Abstract: A method of shortening response time during a gear shifting operation process is applicable to a semi-automatic, electronically controlled transmission of motor vehicles, in particular utility vehicles, takes into account a driver's reaction time to reduce delay in clutch re-engagement. To initiate a gear-shifting operation in such a transmission, the driver actuates a shifting command emitter and at the same time disengages a clutch typically by depressing a clutch pedal. In response thereto, a newly selected gear is engaged in the transmission by an electronic system using outside force assistance, for example compressed fluid. The driver is informed via an acknowledgment device when the clutch can be properly engaged once more.

Abstract: In a hybrid vehicle that is capable both of performing running drive with gear-change being effected by an infinitely variable gear-change mechanism that performs gear-change of the output rotation of an engine that is capable of temporary stoppage control and also of performing running drive by means of a second motor generator, when running using the second motor generator with the engine temporarily stopped, a forward/reverse changeover mechanism is released by a forward/reverse clutch control valve. If this forward/reverse clutch control valve becomes inoperable due to its spool sticking, etc., a gear shift inhibitor valve is operated by a gear shift control valve to supply line pressure to the forward/reverse changeover mechanism through a port of the forward/reverse clutch control valve in this sticking condition, so that this can thereby be engaged.

Abstract: A transmission/engine control (1) for a motor vehicle with an automatic transmission (2) having a warning apparatus (3) for a disturbance of a signal transmission from an electrical position recognition apparatus (4) of a selection lever (5) which acts on the regulating device of the automatic transmission, via an electronic transmission control. The warning apparatus (3) has the purpose of notifying the driver that no further change in the direction of travel can be executed and the warning apparatus (3) coacts with a program module of a transmission independent processing unit (6) which, upon occurrence of the disturbance of the signal transmission, initiates an emergency operating mode of the automatic transmission (2) and determines a vehicle speed which is less than a specified threshold value. The processing unit (6) communicates a maximum allowable motor torque and/or a maximal allowable motor speed of rotation to a program module of a motor control (7).

Abstract: A motor vehicle has a transmission controlled by an electronic transmission unit and an internal-combustion engine controlled by an electronic engine unit. The transmission unit normally shifts the selected gear by controlling actuators in the transmission, as a function of the adjustment of a gear selection switch. In an emergency, which can be detected by the engine unit via a communication connection with the transmission unit, and in which the adjustment of the gear selection switch is not detected by the transmission unit and/or the selected gear cannot be shifted in the transmission, the engine unit enforces a limitation of vehicle acceleration.

Abstract: A shift control system for a vehicle automatic transmission includes a vehicle speed sensor for detecting a vehicle speed, and a first control means normally performs a shift control of the transmission so that a target speed ratio of the transmission is achieved, which is determined based at least on a vehicle speed detected by the vehicle speed sensor. The shift control system further includes a second control means that properly performs shift control of the transmission when the vehicle speed sensor is in trouble, by generating a command for holding or changing a current speed ratio based on an input rotation speed of the transmission and/or driver's accelerating or decelerating operation of the vehicle.

Abstract: An electronic-hydraulic control device of an automatic automobile transmission with frictional clutches or brakes that can be hydraulically operated to shift individual gears (A, B C, D, E), and with an electronic control device (32) which is electrically connected with a lever inside the motor vehicle, shifting gears depending on the preselected lever position and certain parameters of the combustion engine and transmission. If the electronic control device (32) thus de-energizing all solenoid valves (11, 12, 15, 16), an emergency gear is maintained during forward travel until the combustion engine is shut off after which the parking mechanism is automatically engaged, and if the electronic transmission control (32) fails during rearward travel, all clutches or brakes are depressurized and the parking mechanism is automatically engaged.

Abstract: In a control unit of an automotive vehicle, it is possible to securely prevent a tie-up due to a miss-recognition of a disengage timing of a disengage side friction device, securely prevent an early disengage due to an erroneous recognition of the disengage timing and realize a control of accurately and reliably shifting the clutch.

Abstract: In a power-shift transmission that is coupled to the engine of a vehicle and uses a frictional slip clutch as a power-shift clutch, the gear-shifting process is controlled under a method wherein the torque generated by the engine and the clutch torque transmitted through the frictional slip clutch are varied in such a manner that the temperature rise of the frictional slip clutch is lessened.

Abstract: An automated multi-ratio transmission has a gear-engaging mechanism with a first actuator to move a selector member in a first direction to select a gear ratio, and a second actuator to move the selector member in a second direction to engage the selected gear ratio. The vehicle may be started from stand-still in either a forward or reverse start-up gear ratio, both of which are engaged from an end position of the range of movement of the selector member. In the start-up phase of the vehicle, an automated control means drives the first actuator to the appropriate selector position for either the forward or reverse start-up gear and then drives the second actuator to engage the desired start-up gear.

Abstract: An apparatus and a method control a belt-type continuously variable transmission of a vehicle having a continuously variable speed ratio, which is a ratio of a rotation speed of an input shaft to a rotation speed of an output shaft. The speed ratio of the transmission is controlled by changing a groove width of each of the pulleys, and a belt clamping pressure applied to at least one of the pulleys to clamp the torque transfer belt also is controlled. Furthermore, the speed ratio of the transmission is set to a low-load speed ratio when it is determined that control of the belt clamping pressure has failed and the belt clamping pressure is raised to a high level. The low-load speed ratio is predetermined so that a load applied to the torque transfer belt is substantially minimized.

Abstract: In a vehicular automatic transmission of an engaging pressure electronically controlled type, a failures detecting apparatus is installed to detect an occurrence of failure of a hydraulic switching device such as a hydraulic switching valve and includes: a gear range determinator to determine in which gear range the present gear range of the automatic transmission falls; a failure detection start determinator to determine a start of the failure detection of the hydraulic switching device according to a result of determination by the gear range determinator; a memory storing parts of a plurality of engaging elements which are selected as the combinations of engagement for the respective gear ranges and other parts than those for the respective gear ranges in a table form; a hydraulic switching device checking device to intentionally output an engagement command signal to command to engage to each of the other parts of engaging elements which are not to be engaged and which are read from the memory; and a hydra

Abstract: A shift control apparatus for a motor vehicle including an internal combustion engine and a continuously variable transmission (CVT) is provided for controlling the speed ratio of the CVT depending upon operating conditions of the vehicle. The control apparatus determines whether an electronic throttle valve of the engine is at fault or not, and restricts the speed ratio of the CVT when the throttle valve is at fault such that the input-side rotation speed of the transmission is variable within a range that is narrower than a range in which the rotation speed is variable during normal running of the vehicle. The range of the input-side rotation speed may be defined by the upper limit, or the lower limit, or both the upper limit and the lower limit.

Abstract: An electro-hydraulic control system for an automatic transmission comprises a manual selector valve for operator direction of line pressure fluid to a drive passage when drive is selected or to a reverse passage when reverse is selected. A drive/reverse passage connects the drive passage and the reverse passage. A first check ball is disposed between the drive passage and the drive/reverse passage and a second check ball is disposed between the reverse passage and the drive/reverse passage wherein the check balls operate to pressurize the drive/reverse passage when either drive or reverse is selected.

Abstract: In a control device of an automatic transmission that controls a plurality of solenoid valves by an ATCU to thereby supply and release signal pressure for controlling friction elements according to selected gear positions, the solenoid valves generate a signal pressure to be supplied to the friction elements which are engaged at a predetermined gear position in a low speed gear position group, when the ATCU stops functioning while the vehicle is driven at a low speed gear position. Shift valves supply the signal pressure to the friction elements. If the ATCU stops functioning while a gear position in a high speed gear position group is selected, the shift valves supply a signal pressure generated by manual valve to friction elements which are engaged at a predetermined gear position in the high speed gear position group.

Abstract: A clutch control apparatus of a continuously variable transmission comprises a changeover device for changing over an oil passage connected to an apply chamber and a release chamber from an engaged position to a released position and vice versa, a slip pressure regulating device for regulating a slip pressure to be supplied to the release chamber, a lockup control judging device for judging whether or not a lockup clutch is to be engaged or to be released according to traveling conditions of the vehicle and a control device for reducing the slip pressure after a specified time elapses since the oil passage is changed over to the engaged position, when the lockup control judging device judges that the lockup clutch is to be changed over from the released position to the engaged position.

Abstract: A hydraulic pressure distributor includes a low control valve, an N-R control valve, a line pressure control switch valve, a first fail-safe valve controlled by control pressure supplied from the low control valve and from the second pressure control valve, the first fail-safe valve undergoing port conversion to supply hydraulic pressure supplied from the third pressure control valve to the second clutch in the third and fourth speeds of the drive D range, and hydraulic pressure supplied from the third pressure control valve to the first brake in the low L range, and a second fail-safe valve controlled by reverse pressure, hydraulic pressure supplied to a fourth clutch, and hydraulic pressure supplied to the third clutch, the second fail-safe valve supplying hydraulic pressure supplied from the second pressure control valve to the second brake in the second and fourth speeds of the drive D range, and an engine brake control switch valve for supplying D-range pressure to the fourth clutch in the first and thir

Abstract: In a gear type automatic transmission system which senses a shift·select position of a gear transmission stage by a shift·select position sensor 6, then switches automatically the gear transmission stage of a gear type automatic transmission unit 3 into a target transmission stage by a gear switching actuator 5, and then transmits or cuts off a power from an output shaft 21 of an engine 1 to an input shaft 22 of the gear type automatic transmission unit 3 by an electromagnetic clutch 2, clutch engagement in starting is carried out more quickly than the normal operation, in the fault operation of the gear type automatic transmission unit. In addition, the clutch engagement to cause the vehicle to run at a creeping speed (creep) without depression of an accelerator pedal (partial clutch engagement) can be inhibited.

Abstract: A gear changing operation of a synchronous mesh type automatic transmission is automated through positional control on a shift select actuator unit. To this end, a throttle opening control condition at a fully released position of an accelerator pedal is monitored. A throttle actuator opens and closes the throttle valve in an air intake pipe of an engine. A throttle opening sensor senses an opening degree of the throttle valve. A control unit determines an abnormal throttle opening condition when the opening degree of the throttle valve sensed by the throttle opening sensor is not less than a predetermined value under the condition that the shift lever position is in a drive range and that the accelerator sensor senses a fully-released position of the accelerator pedal, so that it controls the power transmitting clutch or the transmission into a power interrupting state or a neutral state for safety driving.

Abstract: A changeover valve can be switched to a state in which a second solenoid valve of normally-open type to normally control a second speed-change control valve for a high speed transmission train controls a first speed-change control valve for a low speed transmission train. An oil passage to switch the changeover valve to the state in which the first speed-change control valve is controlled by the second solenoid valve is connected to an oil passage on an output side of the second solenoid valve at a P or R position of a manual valve. When a system failure has occurred while a vehicle is running forward in that D, M position of the manual valve which is a forward running range, the high-speed transmission train is established by a high signal pressure of the second solenoid valve.

Abstract: An automatic transmission comprises a plurality of clutches 11˜15, which are provided to select power transmission paths, respectively, in a parallel shaft speed change mechanism TM and a plurality of shift valves 60˜68, which are used for controlling the supply and drain of hydraulic pressure to and from these clutches. For this automatic transmission, a control system comprises a forward/reverse selection hydraulic servomechanism 70 and a plurality of solenoid valves 81˜85, which are used for controlling the supply and drain of a line pressure so as to control the actuation of these shift valves and the forward/reverse selection hydraulic servomechanism.

Abstract: With a specific shift pattern, a chronological aging of a clutch used in a friction engagement is judged and an obtained judgement result is reflected to other shifts to which the clutch contributes. A control apparatus for an automatic transmission and a control method for an automatic transmission are provided so that even when the clutch used in the friction engagement is presented with chronological aging, in all shift operations, a good shift characteristic can be obtained.

Abstract: An abrupt start prevention system for vehicles includes a signal input means for receiving engine rpm signals, vehicle speed signals, throttle valve position signals, and primary brake signals. According to the signals, an engine controller outputs control signals to control various elements of an engine according to the signals received from the signal input means. An element driver receives the control signals from the engine controller and driving various elements of the engine according to the control signals. Secondary brake signals are further transmitted to the signal input means so that the engine controller can identify a brake pedal depression even when one of the primary brake signals is not transmitted to the signal input means.

Abstract: A motor vehicle has a transmission controlled by an electronic transmission unit and an internal-combustion engine controlled by an electronic engine unit. The transmission unit normally shifts the selected gear by controlling actuators in the transmission, as a function of the adjustment of a gear selection switch. In an emergency, which can be detected by the engine unit via a communication connection with the transmission unit, and in which the adjustment of the gear selection switch is not detected by the transmission unit and/or the selected gear cannot be shifted in the transmission, the engine unit enforces a limitation of vehicle acceleration.

Abstract: An automatic transmission control system provided with a speed sensor for monitoring an input speed to the automatic transmission, on one hand, prohibits gear shifts only to gears which are provided by alternately locking and unlocking two friction coupling elements at a timing determined essentially based on an input speed when an failure of the speed sensor occurs and, on the other hand, permits gear shifts to gears which are provided in participation of the one-way clutch by alternately locking and unlocking the two friction coupling elements, a timely alternate lock and unlock operation of the two friction coupling elements being spontaneously caused by the unlock operation of one of the two friction coupling elements and gear shifts to gears which are provided by locking one of the two friction coupling elements and unlocking the other with common pressure or unlocking one of the two friction coupling elements and locking the other with common pressure.

Abstract: A vehicle automatic transmission selectively establishes a plurality of shift ranges through a simultaneous engagement of the two hydraulic coupling elements C1, C2 of the first group and a simultaneous engagement of either one of the two hydraulic coupling elements of the first group and any one of the two or more hydraulic coupling elements C3, B1, B2 of the second group. A fail-safe valve 9 is interposed between an oil passage L3 communicating with the shift control valves 61, 64, 65 other than the shift control valves 62, 63 corresponding to the hydraulic coupling elements C2, C3 that are being intended to establish a predetermined single shift range and an oil supply passage L2. A resultant signal valve is provided that is adapted to output a signal pressure when hydraulic pressures of the two hydraulic coupling elements C1, C2 of the first group are inputted into the resultant signal valve to be found that the hydraulic pressures of the two hydraulic coupling elements C1, C2 increase.

Abstract: A transmission mechanism of continuously variable transmission in a vehicle comprises a primary pulley and a secondary pulley provided with a first cylinder chamber and a second cylinder chamber, with groove widths being changed by supply of hydraulic pressure, and a belt provided between the pulleys. A hydraulic pressure to the first cylinder chamber is controlled by CVT control unit through a shift control valve according to a driving state of the vehicle, and the second cylinder chamber is continuously supplied with a line pressure. CVT control unit includes an internal memory to retain a heavy-current system fail flag according to the failure information inputted from a motor control unit.

Abstract: A method of detecting object scratching during robotic arm movement of the object. The method includes providing a robotic arm for grasping and placing of an object into a cassette and providing a cassette having an entrance for receiving an object therein. A vibration sensor is placed on at least one of the robotic arm or under the cassette control of the robotic arm is provided in response to a malfunction indication at least one of the vibration sensors. There can further be provided an air flow across the entrance of the cassette with placement of a particle counter at the downstream end of the air flow across cassette entrance, wherein the control of said robotic arm is provided in response to a malfunction indication at least one of the vibration sensors and the particle counter. The control can also be provided in response to both of the vibration sensors or one or both of the vibration sensors and the particle counter.

Abstract: A drive control device is provided for a vehicle which has an automatic transmission and which is capable of setting a throttle opening independently of an accelerator opening. Herein, the drive control device detects a shift range and an engine speed, based on which prescribed controls are made with regard to a throttle and a clutch. That is, if the engine speed is higher than a predetermined engine speed value when the shift range is changed over from a non-running range (e.g., N range) to a running range (e.g., D range), the drive control device controls the throttle opening substantially in a fully closed state while controlling clutch oil pressure of a start-mode-engaged gear to be set at a predetermined oil pressure value which is greater than zero and at which the clutch does not have a torque transmission capacity.