Abstract: A remote control shifting system for a mechanical transmission. The transmission is operated by two pneumatic cylinders, a selecting cylinder operating in the direction of shift path selection and a shifting cylinder acting in the direction of shifting. The shifting cylinder operates with two force stages, a lower force for effecting synchronization of gears about to be engaged, and a higher force level for actually engaging or disengaging the selected gears. A remote shift control unit is designed to closely emulate the action of a direct-operating manual shift level. During the synchronizing phase, the shift lever moves easily in the shifting direction. After a preliminary movement, however, further movement is allowed only against considerable resistance, as if conventionally mechanically forcing gears into meshing engagement.

Abstract: A process for effecting controlled gear change in a vehicle having a transmission capable of automated shifting. A control circuit is provided with memory functions storing values of torque available from the vehicle engine at various operative r.p.m. values and at various throttle positions. When the vehicle is in operation, throttle position is compared to the torque/throttle position memory to derive a signal representing available torque for the throttle position. Likewise, engine r.p.m. is compared to the related memory function to derive a signal representing the torque available at such r.p.m. These two available torque values are compared to derive a signal representing relative load on the engine. A further memory function stores predetermined comparative values of load level and r.p.m. at which shifting of the transmission should occur. When load level is below a predetermined value, and simultaneously the r.p.m. is above a predetermined value, an upshift of the transmission is called for.

Abstract: The invention relates to a process for starting a vehicle with repeated forward-reverse run, in course of which in the drive-chain of the vehicle an automatic transmission /2/ is driven with an internal combustion motor /1/ through the incorporated hydrodynamic torque converter /16/ or in a given case with a dry friction clutch /15/ shortcircuiting it, either directly with the automatic transmission /2/ and/or the cardan shaft /3/, thereafter, by the aid of at least one differential gear /4/ and the half-axes connected thereto at least one pair of wheels /6/ is put into a rotary motion, while gear-change of the automatic transmission /included the function of the dry friction clutch /15// are carried out with an auxiliary energy having been controlled with electromagnetic valves /7/, furtheron fuel supply to the motor /1/ is controlled by means of a throttle pedal; the process can be characterized in that from the angular velocity--being proportional with the velocity of the vehicle being 3 km/h at most, prac

Abstract: A process for controlling an automatic transmission wherein engine speed and output speed are measured and the slip conditions are derived therefrom. When conditions of downshift occur, as determined by excessively high slip and/or excessively low speed, the conditions existing at the moment of downshift are evaluated, and a comparative slip signal is derived and saved. This signal is employed as reference relating to the momentary slip conditions of the vehicle for use in determining the proper moment for a subsequent upshift. Thus, conditions for an upshift, following a particular downshift, are modified as a function of the circumstances requiring the downshift (e.g. normal deceleration, overtaking another vehicle, ascending a hill). Procedures are also included for enabling engagement of a friction clutch, for bypassing the torque converter of the transmission, under certain conditions in advance of an upshift.

Abstract: A process and apparatus for modifying the operation of a motor vehicle automatic transmission as a function of the temperature of the vehicle engine. A control system is provided whereby, until the engine temperature reaches a predetermined minimum, all of the gear selection solenoids are disabled, so that no gear of the vehicle transmission can be engaged. Following warm-up to and above the minimum temperature, and while the engine is not yet warmed up to a desired higher (e.g., "normal") temperature, the selection solenoid for the III gear is disabled. A combination inputs from (a) the transmission control for selecting the III gear on the basis of driving conditions, and (b) the temperature control disabling the III gear on the basis of temperature conditions, simultaneously serves to enable the II gear. An override circuit allows the operator to engage the transmission in any gear, should other considerations supersede the desire to protect overload of the engine at low temperature.

Abstract: A control system for an automatic transmission, which prevents start-up shifting unless safe conditions exist. Sensors detect engine speed, vehicle speed, shift selection, and throttle position. For start-up shifting to be enabled, engine speed must be at idle, vehicle speed near zero, a start-gear selected, and the throttle initially at rest. Thereafter, displacement of the throttle from its rest position enables a shift command to be forwarded to the transmission to effectuate the shift selection. In a further embodiment, start-up shifting with the vehicle in motion is enabled, provided the direction of motion is consistent with the start-up gear selection. When the throttle is released, with the vehicle in motion, the transmission shift control is disabled, shifting the transmission into "neutral", when vehicle speed drops below a predetermined level, allowing the vehicle to free wheel, without being dragged forward by the idling engine.

Abstract: The invention relates to a process for the actuation of an hydrodynamic retarder brake for motor vehicles, which is controlled by an electrohydraulic valve system. The rotational velocity of some part of the drive system (or an average of a plurality thereof) is indicated by a continuously generated electrical signal. When the throttle is released, or the brake pedal, having been depressed is then released, the vehicle velocity at that moment is stored as a reference signal in a memory. If the actual velocity thereafter exceeds the stored value, the hydrodynamic retarder is actuated. The momentary velocity of the vehicle is thereafter continuously compared with the stored reference velocity, and the retarder controlled accordingly. Rapidly applied retarder action is realized by controlling the same using PD control.

Abstract: An arrangement is disclosed for push-starting of road vehicles of the type having an internal combustion engine and an automatic hydrodynamic transmission provided with a friction clutch, shift gears and a solenoid valve system for controlling the transmission, and where the vehicle is provided with a compressed air system for conventional uses, such as braking. A hydropneumatic actuator is provided for pressurizing the transmission system by means of stored compressed air. A manual control switch enables the push-start control. Thereafter, when the vehicle is pushed at a sufficient speed, a speed sensor activates the hydropneumatic actuator, engages a selected set of transmission gears, and engages the friction clutch, allowing the engine to be driven through the wheels of the vehicle. A second speed sensor, disables the push-start system when engine speed rises to a level indicating successful starting.