Abstract: An engagement fitting comprises a hook that is integrally formed from a metal rod member. The rod member is bent into a generally U-shaped configuration. Bases then can be bent at approximately right angles at base ends of a pair of legs of the generally U-shaped hook. The bases extend to opposite sides from one another across a plane that is generally defined by the U-shaped configuration. The base is formed at least partially flat and can be provided with attachments such that the engagement fitting can be mounted on other members.

Abstract: An engagement fitting comprises a hook that is integrally formed from a metal rod member. The rod member is bent into a generally U-shaped configuration. Bases then can be bent at approximately right angles at base ends of a pair of legs of the generally U-shaped hook. The bases extend to opposite sides from one another across a plane that is generally defined by the U-shaped configuration. The base is formed at least partially flat and can be provided with attachments such that the engagement fitting can be mounted on other members.

Abstract: An improved, light weight ball member for universal connections having a hollow interior both in its ball portion and connecting portion for providing high strength and light weight and method for forming it through an improved forging process, using improved forging dies.

Abstract: A control apparatus of a vehicular automatic transmission includes a control device designed to control gear changes of the transmission on the basis of operation or control signals from a first manual gearshifting part and a second manual gearshifting part. When it determines a multiple operation of the first and second manual gearshifting parts, the control device executes the operation signal from the first manual gearshifting part.

Abstract: An engagement fitting comprises a hook that is integrally formed from a metal rod member. The rod member is bent into a generally U-shaped configuration. Bases then can be bent at approximately right angles at base ends of a pair of legs of the generally U-shaped hook. The bases extend to opposite sides from one another across a plane that is generally defined by the U-shaped configuration. The base is formed at least partially flat and can be provided with attachments such that the engagement fitting can be mounted on other members.

Abstract: An improved, light weight ball member for universal connections having a hollow interior both in its ball portion and connecting portion for providing high strength and light weight and method for forming it through an improved forging process, using improved forging dies.

Abstract: A control device for a hydraulic automatic transmission for a vehicle, including start control device for supplying a hydraulic pressure to a first hydraulic engaging element for a low-speed position and a second hydraulic engaging element for a high-speed position in performing in-gear control by a select operation from a nonforward range to a forward range, thereby first setting a shift position to the high-speed position and next switching the high-speed position to the low-speed position; temperature detecting device for detecting the temperature of a power train; and high-speed position setting operation inhibiting device for inhibiting a high-speed position setting operation by the start control device in the case that the temperature detected by the temperature detecting device is greater than or equal to a predetermined value.

Abstract: A control apparatus of a vehicular automatic transmission includes a control device designed to control gear changes of the transmission on the basis of operation or control signals from a first manual gearshifting part and a second manual gearshifting part. When it determines a multiple operation of the first and second manual gearshifting parts, the control device executes the operation signal from the first manual gearshifting part.

Abstract: A control system for a vehicle includes an engine switch control unit for switching the operating condition of the engine between the all-cylinder operating condition and the partial-cylinder operating condition, a failure determining unit for determining the failure of the lockup clutch control device, and a coupling capacity change inhibiting unit for inhibiting a change in coupling capacity of the lockup clutch accompanied by the switch control of the operating condition of the engine by the engine switch control unit during the failure determination by the failure determining unit.

Abstract: In a system for controlling an internal combustion engine having a plurality of cylinders and connected to the automatic transmission and mounted on a vehicle and the operation of the engine is switched between full-cylinder operation during which all of the cylinders are operative and cutoff-cylinder operation during which some of the cylinders are non-operative, based on at least the load of the engine, a gradient of road on which the vehicle runs is estimated and the cutoff-cylinder operation is prohibited when the estimated gradient is equal to or greater than a threshold value. With this, it becomes possible to generate sufficient deceleration, when the vehicle runs a downhill during cutoff-cylinder operation, while ensuring to prevent the operator to feel excessive acceleration.

Abstract: A control device for a hydraulic automatic transmission for a vehicle, including start control means for supplying a hydraulic pressure to a first hydraulic engaging element for a low-speed position and a second hydraulic engaging element for a high-speed position in performing in-gear control by a select operation from a nonforward range to a forward range, thereby first setting a shift position to the high-speed position and next switching the high-speed position to the low-speed position; temperature detecting means for detecting the temperature of a power train; and high-speed position setting operation inhibiting means for inhibiting a high-speed position setting operation by the start control means in the case that the temperature detected by the temperature detecting means is greater than or equal to a predetermined value.

Abstract: A control system for a vehicle having an engine with a plurality of cylinders whose operating condition is switchable between an all-cylinder operating condition where all of the cylinders are operated and a partial-cylinder operating condition where a part of the cylinders is operated according to an operating condition of the vehicle, a torque converter with a lockup clutch connected to the engine, and a lockup clutch control device for controlling the lockup clutch.

Abstract: In a system for controlling an internal combustion engine having a plurality of cylinders and connected to the automatic transmission and mounted on a vehicle and the operation of the engine is switched between full-cylinder operation during which all of the cylinders are operative and cutoff-cylinder operation during which some of the cylinders are non-operative, based on at least the load of the engine, a gradient of road on which the vehicle runs is estimated and the cutoff-cylinder operation is prohibited when the estimated gradient is equal to or greater than a threshold value. With this, it becomes possible to generate sufficient deceleration, when the vehicle runs a downhill during cutoff-cylinder operation, while ensuring to prevent the operator to feel excessive acceleration.

Abstract: A vehicular automatic transmission TM has a torque converter TC connected to the engine E and an automatic transmission mechanism (gear trains 13a, 13b, 14a, 14b) connected to the output side of the torque converter, the drive power from the engine for which gear shifting is performed via the torque converter and the automatic transmission mechanism is transmitted to the wheels and the vehicle is driven. The control apparatus for this automatic transmission mechanism has a towing state presumption device that presumes based on the driving conditions that the vehicle is in a towing state, and a lockup engagement increase mechanism that increases the degree of engagement of the lockup clutch of the torque converter when it is determined via the towing state determination device that the vehicle is in a towing state.

Abstract: A vehicular automatic transmission TM has a torque converter TC connected to the engine E and an automatic transmission mechanism (gear trains 13a, 13b, 14a, 14b) connected to the output side of the torque converter, the drive power from the engine for which gear shifting is performed via the torque converter and the automatic transmission mechanism is transmitted to the wheels and the vehicle is driven. The control apparatus for this automatic transmission mechanism has towing state presumption means that presumes based on the driving conditions that the vehicle is in a towing state, and a lockup engagement increase mechanism that increases the degree of engagement of the lockup clutch of the torque converter when it is determined via the towing state determination means that the vehicle is in a towing state.

Abstract: A control apparatus for a hydraulically-operated vehicular transmission, to buffer in-gear shocks in any driving condition of a vehicle, includes a pressure regulating solenoid valve for controlling an oil pressure in a hydraulic engaging element which establishes a predetermined speed transmission train of the hydraulically-operated vehicular transmission, an accumulator connected to an oil passage which is communicated with the hydraulic engaging element, a discriminator for discriminating whether the pressure accumulation in the accumulator-has been completed or not, and a controller for maintaining an outlet pressure of the pressure regulating solenoid valve at a predetermined pressure until the pressure accumulation in the accumulator has been completed and for increasing the output pressure of the pressure regulating solenoid valve, after the pressure accumulation in the accumulator has been completed, depending on a driving condition of the vehicle.

Abstract: Shift valves 141, 142, 143 are provided to switch oil passage connections to a state in which an oil pressure in one hydraulic clutch of an arbitrary speed transmission train and an oil pressure in a hydraulic clutch of a transmission train which is adjacent thereto as seen in the order of speed are controllable by a pair of linear solenoid valves 201, 202. Skipped speed change from a predetermined first speed transmission train to a second speed transmission train which is not adjacent to the first speed transmission train is made possible. In concrete, a large-capacity accumulator A5 is connected to an oil passage L19 which is in communication with 5th-speed hydraulic clutch C5. At the time of skipped speed changing from 5th speed to 3rd speed, shift valves 141, 142, 143 are switched to a state of 3rd-4th speed change. The oil pressures in the hydraulic clutches C3, C4 for 3rd and 4th speed transmission trains, respectively, are made controllable by the linear solenoid valves 201, 202.

Abstract: An increase in an oil pressure PCL in a hydraulic engaging element at the time of gearing in is appropriately controlled to buffer in-gear shocks in any driving conditions of a motor vehicle. A pressure-regulating solenoid valve to control an oil pressure PCL of the hydraulic engaging element is provided, and an accumulator is connected to an oil passage communicated with the hydraulic engaging element. As a parameter to show the degree of slipping of the hydraulic engaging element, an input/output speed ratio r (output side rotational speed/input side rotational speed) of the hydraulic engaging element is searched.

Abstract: At downshifting, hydraulic pressure of hydraulic clutch on engaging side (ON clutch pressure) is increased when an input and output speed ratio ("Gratio") has fallen below a predetermined value YGDNS. YGDNS is variably set depending on the vehicle speed and the engine temperature so that it becomes a lower value at a high vehicle speed than at a low vehicle speed, and a higher value at a low engine temperature than at a high temperature. When a downshifting command to a still lower speed stage is issued during downshifting control (when FTBD=1), a downshifting completion processing is performed in the course of the downshifting control (step in S111). Oil pressure in a hydraulic engaging element on the disengaging side QDNOFF and oil pressure in a hydraulic engaging element on the engaging side QDNON are switched to the oil pressures at the time of completion of downshifting, to thereby complete the first step downshifting control at an early time.

Abstract: The disadvantage in the conventional transmission in which a high speed stage is established during the initialization operation by the starting up of an electronic control circuit, is eliminated. The disadvantage is that the rotational speed of an engine lowers due to the establishment of the high speed stage during the initialization operation at the time of running in a low speed stage, with the result that the recovery of the driving force after the completion of the initialization operation is delayed. To solve this disadvantage, valves that can switch the transmission to a neutral condition in the running range are provided. During the initialization operation of the electronic control circuit (20), a neutral signal which shifts the transmission (1) to the neutral condition is output (S902) to the valves.