Abstract: A control system for a vehicle includes a route information detector, which detects route information for the vehicle, and behavior control system, which is controlled by the route information detector and which controls the behavior of the vehicle. The control system also includes a means for detecting the accuracy of the detection of the route information, and a changing controller which changes the control of the behavior control system based on the accuracy of the detection of the route information. In this case, the behavior control system can be a transmission, a suspension system, a brake system, a steering system, an engine, or an auto drive control system. The behavior control system is controlled by control patterns that can be changed by a changing controller.

Abstract: A motor vehicle drive system controller is adapted to automatic drive control, the engine and the transmission being among the objects of control. The power output of the motor is controlled so as to maintain either a consistent drivable mode or a consistent undrivable mode as the automatic transmission shifts gears while the vehicle is running under automatic drive control. The consistent drivable mode refers to a state where the output torque of the motor is greater than the sum of the average running resistance and the variation in the running resistance and the consistent undrivable mode refers to a state where the output torque of the motor is smaller than the difference of the average running resistance and the variation in the running resistance. The automatic drive control function is prohibited when the controller detects abnormality in the transmission.

Abstract: A motor vehicle drive system controller is adapted to automatic drive control, the engine and the transmission being among the objects of control. The power output of the motor is controlled so as to maintain either a consistent drivable mode or a consistent undrivable mode as the automatic transmission shifts gears while the vehicle is running under automatic drive control. The consistent drivable mode refers to a state where the output torque of the motor is greater than the sum of the average running resistance and the variation in the running resistance and the consistent undrivable mode refers to a state where the output torque of the motor is smaller than the difference of the average running resistance and the variation in the running resistance. The automatic drive control function is prohibited when the controller detects abnormality in the transmission.

Abstract: A gear having high pitching resistance, sufficient surface hardness, sufficient hardened depth, high abrasion resistance, high breakage resistance, high fatigue resistance, and low gear noises. A material equivalent to JIS-SCM420 is soft nitrided for two hours in a mixture gas containing 45 to 65 volume % of residual NH.sub.3 at a gas temperature of 530 to 565.degree. C., thus producing a compound layer having a hardness equal to or higher than that of the material plus Hv 50 and a thickness of 200 .mu.m or more.

Abstract: A control system for a transmission, comprises a shift control function to output a shift instruction signal on the basis of a predetermined shift pattern and a road data detecting function to detect the road data of a route to be followed by a vehicle. This control system further comprises a start detecting function to detect the start of the vehicle; and a shift pattern control function to set a shift pattern for a curve, as having a control content for making it liable to set a larger gear ratio, as the shift pattern when the vehicle start is detected by the start detecting function and when a curved road is detected in the route to be followed, by the road data detecting function.

Abstract: A parking control mechanism to prevent generation of noise and shock when a parking range is released after a vehicle has been parked so that a driver does not feel uncomfortable. A parking apparatus of an automatic transmission has a parking gear; a parking pole swingably disposed and provided with a claw arranged to selectively be engaged with a tooth space of the parking gear; an engagement inhibition device movably disposed and arranged to be moved to an inhibition position for inhibiting engagement between the claw and the tooth space and to an inhibition release position for releasing the inhibition of the engagement; and an engagement inhibition release device for moving the engagement inhibition device to the inhibition release position in synchronization with the rotation of the parking gear. After a residual torque existing between the parking gear and drive wheels has been released, the claw and the tooth space are engaged with each other.

Abstract: An automatic transmission including at least one rotary member; a rotary member enclosure enclosing the rotary member; and an oil reservoir arranged below the rotary member enclosure for collecting and reserving the oil. An oil separator is located facing the outer circumference of the rotary member for separating the oil adhering to the rotary member. Because the amount of oil left on the surface of the rotary member is reduced, the amount of oil recovered in the oil reservoir is accordingly increased and the level of the oil surface in the oil reservoir is prevented from falling.

Abstract: A shift control system of an automatic transmission sets a predetermined gear stage by applying a first frictional engagement element and releasing a second frictional engagement element. A pressure regulating mechanism regulates an oil pressure to be fed to or drained from the first frictional engagement element. A failure detector detects a failure of an apparatus to participate in the regulation and control of the oil pressure which is to be fed to or drained from at least one of the first and second frictional engagement elements. A gear stage inhibitor inhibits the setting of the predetermined gear stage if the failure is detected by the failure detector.

Abstract: An oil seal member is compressed between a connecting pipe for supplying oil to an oil chamber of a hydraulic servo and the cylinder drum of the hydraulic servo. The cylinder drum has an interior oil chamber and turns through a predetermined angle upon operation of a frictional engagement element by the hydraulic servo. The end of the seal member pressed against the cylindrical drum surrounds an oil hole 73 formed in the cylindrical drum, and oil pressure is supplied to the oil chamber through an oil passage in which the seal member is mounted and through the oil hole. A recess is formed in the outer surface of the cylindrical drum around the oil hole and the end of the seal member is received in the recess. When the cylindrical member turns within the predetermined angular range, the end of the seal member is protected by the recess. As a result, the end of the seal member is not damaged and the integrity of the seal is protected.

Abstract: Apparatus for estimating a drive mode of a motor vehicle desired by an operator of the motor vehicle, including a variable calculating device and a drive mode estimating device, wherein the variable calculating device calculates at least one of drive mode indicating variables such as a drive force of the vehicle desired by the operator upon starting of the vehicle, a maximum rate of increase of the drive force, a maximum deceleration of the vehicle upon operation of a manually operated member for brake application to the vehicle, a coasting run time of the vehicle and a steady run time of the vehicle, and wherein the drive mode estimating device includes a neural network which receives the drive mode indicating variable or variables calculated by the variable calculating device, so that the drive mode estimating device estimates the drive mode of the motor vehicle desired by the operator on the basis of an output of the neural network.

Abstract: A running stability controller is activated upon the instability of a vehicle and controls at least one of an output of an engine, a braking force applied to the vehicle and a gear ratio of an automatic transmission. A manual shifting controller which shifts the automatic transmission according to an operation of a manual shifter is provided. A running stability control detector detects the activation of the running stability controller. A manual shifting control inhibitor operates upon detection of the activation of the running stability controller, and inhibits an operation of the manual shifting controller while the running stability controller is activated.

Abstract: An oil temperature responsive hydraulic control system for an automatic transmission includes a hydraulic servo for applying/releasing a frictional engagement element; a pressure regulator valve for regulating oil pressure fed to the hydraulic servo; and a signal pressure oil passage for applying a pressure regulating signal pressure to the pressure regulator valve. A control valve is arranged in the signal pressure oil passage for changing the effective diameter of the signal pressure oil passage responsive to change in oil temperature.

Abstract: The present invention realizes high-speed and stable controls irrespective of the characteristic perturbations accompanied with the variation in operation point of a plant. The principle of the invention is applied to slip control of a lock-up clutch of a transmission and to idling engine speed control. A plant input calculation unit OC working as a controller recognizes an actual plant plus a characteristic compensator CC as an augmented plant EOB. The characteristic compensator CC compensates for the characteristic perturbations of the augmented plant EOB accompanied with the variation in operation point, so that the augmented plant EOB always works at a design point with respect to the plant input calculation unit OC working as the controller. The characteristic compensator CC compensates for frequency-dependent gain and phase deviations through filter operations and for a stationary gain deviation by multiplying predetermined constants.

Abstract: A clutch slip control device includes: a slip revolution speed detecting circuit for detecting an actual slip revolution speed of a clutch; a memory unit for storing constants set to satisfy response and stability of a feedback control system of the slip conditions, the constants being determined by a high-order function approximating variation in input-output frequency characteristics of a plant input for actuating the clutch and the actual slip revolution speed; a first calculation circuit for calculating a first parameter using the constants stored in the memory unit, the first parameter discretely reflecting past data of the plant input, which are obtained in a current feedback control cycle through in a cycle executed a plurality of times before; a second calculation circuit for calculating a second parameter using the constants stored in the memory unit, the second parameter discretely reflecting past data of a deviation of the actual slip revolution speed from a target slip revolution speed, which are

Abstract: A control system for use in an automatic transmission which includes a gear shift mechanism having first and second frictional engagement elements for establishing: a first gear stage with the first frictional engagement element being applied and the second frictional engagement element being released; and a second gear stage with the first frictional engagement element being released and the second frictional engagement element being applied. The control system, in turn, includes: a first oil passage for feeding an oil pressure to the first frictional engagement element; a second oil passage for feeding an oil pressure to the second frictional engagement element; and a first valve arranged in the first oil passage for regulating the oil pressure of the first oil passage. At the time of a shift from the first gear stage to the second gear stage, the oil pressure of the first oil passage is regulated by the first valve responsive to the oil pressure of the second oil passage.

Abstract: The present invention realizes high-speed and stable controls irrespective of the characteristic perturbations accompanied with the variation in operation point of a plant. The principle of the invention is applied to slip control of a lock-up clutch of a transmission and to idling engine speed control. A plant input calculation unit OC working as a controller recognizes an actual plant plus a characteristic compensator CC as an augmented plant EOB. The characteristic compensator CC compensates for the characteristic perturbations of the augmented plant EOB accompanied with the variation in operation point, so that the augmented plant EOB always works at a design point with respect to the plant input calculation unit OC working as the controller. The characteristic compensator CC compensates for frequency-dependent gain and phase deviations through filter operations and for a stationary gain deviation by multiplying predetermined constants.

Abstract: An automatic transmission for a vehicle, as provided a plurality of planetary gear units in which the ratios of the tooth numbers of the sun gears to the tooth numbers of the ring gears are different from each other. In the two sets of planetary gear units in which the ratios of the tooth numbers of the sun gears to the tooth numbers of the ring gears are different from each other, the ring gears are identical to each other in the tooth number, the normal module, the normal pressure angle, the angle of torsion, the pitch radius, the base radius, the bottom diameter, the top diameter, the tooth height, the dedendum, the addendum, the lead, the coefficient of normal shift and the arcuate tooth thickness, and the pinions of those two sets of planetary gear units are identical to each other in at least the arcuate tooth thickness, the coefficient of normal shift, the dedendum, the addendum, the tooth height, the angle of torsion, the normal pressure angle and the normal module.

Abstract: A hydraulic control system for an automatic transmission to establish a predetermined stage by applying a first frictional engagement element and releasing a second frictional engagement element, comprising: a first hydraulic servo for actuating the first frictional engagement element; a second hydraulic servo for actuating the second frictional engagement element; change-over means for switching the feed of an oil pressure to the first hydraulic servo; signal pressure generating means for generating a signal pressure; and a pressure regulator valve for regulating the pressure to be fed to the second hydraulic servo.

Abstract: A shift control system of an automatic transmission for setting a predetermined gear stage by applying first frictional engagement means and releasing second frictional engagement means, comprising: a pressure regulating mechanism for regulating an oil pressure to be fed to or drained from the first frictional engagement means; a failure detector for detecting a failure of an apparatus to participate in the regulation and control of the oil pressure which is to be fed to or drained from at least one of the first and second frictional engagement means: and a gear stage inhibitor for inhibiting the setting of the predetermined gear stage if the failure is detected by the failure detector.

Abstract: A clutch slip control device includes: a slip revolution speed detecting circuit for detecting an actual slip revolution speed of a clutch; a memory unit for storing constants set to satisfy response and stability of a feedback control system of the slip conditions, the constants being determined by a high-order function approximating variation in input-output frequency characteristics of a plant input for actuating the clutch and the actual slip revolution speed; a first calculation circuit for calculating a first parameter using the constants stored in the memory unit, the first parameter discretely reflecting past data of the plant input, which are obtained in a current feedback control cycle through in a cycle executed a plurality of times before; a second calculation circuit for calculating a second parameter using the constants stored in the memory unit, the second parameter discretely reflecting past data of a deviation of the actual slip revolution speed from a target slip revolution speed, which are