Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Abstract: A mesh-type automatic transmission includes a power input shaft for introducing power of an engine, a plurality of transmission gears, a plurality of cogged clutches, a power output shaft for outputting driving force, a counter shaft, and a plurality of counter gears, for transmitting power of the engine to the power output shaft by rotating the power input shaft with the power of the engine, rotating the counter shaft, and transmitting rotation of the counter shaft to the power output shaft with automatic gear change by engaging and disengaging the cogged clutches to one of the transmission gears corresponding to the speed. The counter shaft is provided with an assist mechanism for transmitting rotational force of the power input shaft to the power output shaft by transmitting rotation of the counter shaft via the assist gear, during the period of disengagement of a gear to the engagement of a new gear during gear change.

Abstract: An apparatus and a method for controlling an automotive vehicle are disclosed, in which a control amount for securing safety of the vehicle and the control amount for achieving a state intended for by the driver of the vehicle are switched in such a manner as to reduce the shock due to the change in the torque generated from the power train, thereby accomplishing both safety and maneuverability at the same time. A first target value is set for controlling at least selected one of the driving torque, the driving force and the acceleration/deceleration rate. A second target value is calculated in accordance with the drive mode intended for by the driver or the driving environment ahead of the vehicle. In the case where a deviation exceeding a predetermined value develops between the first target value and the second target value, the fluctuations of at least one of the driving torque, the driving force and the acceleration/deceleration rate are suppressed.

Abstract: A control device for giving an existing gear type transmission a parking lock function to lock a vehicle; a control method thereof; and an automobile having an improved transmission. The gear type transmission comprises a gear type speed change mechanism (5) provided with a mesh type clutch (3), and a second friction clutch (4) installed between the shafts of the speed change mechanism to enable torque transfer during shifting. A parking demand detecting means (9) detects the driver's parking demand. And, when it detects the driver's parking demand, a control device (10) sends an instruction signal to an actuator to instruct the latter to engage both the mesh type clutch (3) and the second friction clutch (4).

Abstract: An apparatus and a method for controlling an automotive vehicle are disclosed, in which a control amount for securing safety of the vehicle and the control amount for achieving a state intended for by the driver of the vehicle are switched in such a manner as to reduce the shock due to the change in the torque generated from the power train, thereby accomplishing both safety and maneuverability at the same time. A first target value is set for controlling at least selected one of the driving torque, the driving force and the acceleration/deceleration rate. A second target value is calculated in accordance with the drive mode intended for by the driver or the driving environment ahead of the vehicle. In the case where a deviation exceeding a predetermined value develops between the first target value and the second target value, the fluctuations of at least one of the driving torque, the driving force and the acceleration/deceleration rate are suppressed.

Abstract: In a control unit for an automobile power transmission apparatus which includes a gear-type transmission and several of the motors are controlled so as to suppress thrust or push-up on the torque of the output shaft of the transmission due to inertia torque or to suppress draw or pull-in on the output shaft.

Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Abstract: A control system for a motor vehicle is provide which is capable of reducing a load on a friction engagement device and preventing the friction engagement device from being damaged. A transmission 50 includes a plurality of gears and a plurality of dog clutches for transmitting torque from an input shaft 41 to an output shaft 50 and a friction engagement device 10. A torque transmission path from the input shaft 41 to the output shaft 50 is formed through engagement between the gear and the dog clutch. When the engagement between the gear and the dog clutch is changed from a first engagement to a second engagement, the friction engagement device 10 is used to transmit torque of an engine 6 from the input shaft 41 to the output shaft 50. A power train unit 100 includes state determiner 310 and engine torque control means 320. The state determiner 310 detects or estimates a thermal state of the friction engagement device 10.

Abstract: In a control device and a control method for a gear transmission, a first flow rate computation section calculates a coolant flow rate which places importance on action for cooling friction clutches. A second flow rate computation section calculates a coolant flow rate which places importance an inhibition of drag in the friction clutches. A flow rate computation switching section switches the first flow rate computation section and the second flow rate computation section. Coolant flow controller controls a coolant flow rate based on the output of the first or second flow rate computation section.

Abstract: A motor vehicle gear-type transmission has an input shaft clutch, multiple gear pairs, multiple mesh units, and an input shaft clutch actuator which adjusts the position or pressure load of the pressure member of the input shaft clutch. A transmission control unit changes, by means of at least one of the parameters that each indicate a state of the gear-type transmission or of the vehicle, a position or pressure load at which the pressure member is caused to stand by while the driving shaft of the vehicle is in a stopped state or during changeover of the mesh unit that connects to one of the gear pairs. A controller, control method, and control system for a motor vehicle gear-type transmission, adapted to enable a friction transmission unit to be controlled to an optimum position according to a particular motor vehicle state or the like can be provided.

Abstract: A vehicle transmission has a first torque transmission path for transmitting a torque from the engine to an output shaft of the transmission through a first input shaft of the transmission, a first pair of gears and a first mesh type clutch. A second torque transmission path transmits a torque from the engine to the output shaft through the first input shaft, a second pair of gears and a second mesh type clutch. A third torque transmission path transmits a torque from the engine to the output shaft through a second input shaft of the transmission, a friction clutch disposed between the second input shaft and the engine, a third pair of gears and a third mesh type clutch. The torque transmission path from the engine to the output shaft shifts in order of the first torque transmission path, the third torque transmission path, and the second torque transmission path. When the torque is transmitted through the third torque transmission path, a torque at the first input shaft is controlled.

Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Abstract: A control device and a control method for a vehicle with an auto clutch, and a vehicle with an auto clutch which is able to control the unexpected roll back of the vehicle caused by the security function when the abnormality of a clutch is detected. When temperature abnormality judgment means 102 detects the abnormality of temperature of clutch 3, clutch release command generation means 104 releases the clutch. When clutch release state judgment means 105 judges the release state of the clutch, braking force command generation means 106 outputs a command to generate the restraint force to brake actuator 6 in order to control the roll back of the vehicle. Brake actuator 6 generates the braking force to the vehicle.

Abstract: A method and system for controlling creep in an automatic transmission, comprising a first creep torque control means which, upon generation of an accelerator- and brake-pedal undepressed state in a running mode, generates a target creep speed, the target creep speed increasing as a function of time and settling to a predetermined value, the first creep torque control means then calculating a creep torque from the target creep speed, detecting a change in vehicle load from a speed deviation, correcting a target creep torque on the basis of the detected change in vehicle load, and controlling the engine torque on the basis of the correction, and a second creep torque control means which controls a transfer torque of a starting clutch (a first friction clutch) on the basis of a slipping speed of the starting clutch and the target creep torque, the creep controlling method and system being able to realize a stable creep running even against a change in running environment such as the existence of a slope or an i

Abstract: A large gearshift shock that occurs if a renewed gearshift operation is forcibly carried out in order to meet a new gearshift request made through a driver's operating an accelerator pedal or a signal from an operation lever during a current gearshift operation. Gearshift response lag occurs due to an attempt to avoid the large gearshift shock. To solve these problems, a control system for a gear type transmission is mounted. The control system is provided with a renewed gearshift disabling period, during which any renewed gearshift request to a third predetermined gearshift position made during a gearshift operation from a first predetermined gearshift position to a second predetermined gearshift position is disabled.

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: An apparatus and a method of controlling a vehicle is provided for correcting a lowered value of the torque of en output shaft in the gear shifting and suppressing a revolution speed of an input shaft on the basis of the lowered torque correction. The torque of the input shaft is adjusted at the termination of the gear shifting on the basis of the lowered torque correction.

Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Abstract: A control system for a motor vehicle is provide which is capable of reducing a load on a friction engagement device and preventing the friction engagement device from being damaged. A transmission 50 includes a plurality of gears and a plurality of dog clutches for transmitting torque from an input shaft 41 to an output shaft 50 and a friction engagement device 10. A torque transmission path from the input shaft 41 to the output shaft 50 is formed through engagement between the gear and the dog clutch. When the engagement between the gear and the dog clutch is changed from a first engagement to a second engagement, the friction engagement device 10 is used to transmit torque of an engine 6 from the input shaft 41 to the output shaft 50. A power train unit 100 includes state determiner 310 and engine torque control means 320. The state determiner 310 detects or estimates a thermal state of the friction engagement device 10.

Abstract: A vehicle transmission has a first torque transmission path for transmitting a torque from the engine to an output shaft of the transmission through a first input shaft of the transmission, a first pair of gears and a first mesh type clutch. A second torque transmission path transmits a torque from the engine to the output shaft through the first input shaft, a second pair of gears and a second mesh type clutch. A third torque transmission path transmits a torque from the engine to the output shaft through a second input shaft of the transmission, a friction clutch disposed between the second input shaft and the engine, a third pair of gears and a third mesh type clutch. The torque transmission path from the engine to the output shaft shifts in order of the first torque transmission path, the third torque transmission path, and the second torque transmission path. When the torque is transmitted through the third torque transmission path, a torque at the first input shaft is controlled.