Abstract: In a method of controlling a diesel engine that performs an injected fuel quantity reduction process for preventing black smoke based on an engine speed, and performs an injected fuel quantity reduction process for preventing shift shock during shifting of an automatic transmission, the injected fuel quantity reduction process for preventing black smoke is inhibited or the amount of reduction of the injected fuel quantity for preventing black smoke is reduced during shifting of the automatic transmission or during execution of the injected fuel quantity reduction process for preventing shift shock.

Abstract: In a method of controlling a diesel engine that performs an injected fuel quantity reduction process for preventing black smoke based on an engine speed, and performs an injected fuel quantity reduction process for preventing shift shock during shifting of an automatic transmission, the injected fuel quantity reduction process for preventing black smoke is inhibited or the amount of reduction of the injected fuel quantity for preventing black smoke is reduced during shifting of the automatic transmission or during execution of the injected fuel quantity reduction process for preventing shift shock.

Abstract: An apparatus for controlling of a lock-up clutch between a pump impeller and a turbine runner of a fluid-filled power transmitting device of a motor vehicle equipped with a fuel-cut control device for cutting a fuel supply to an engine when the engine speed is higher than a predetermined level, wherein a slip control device is provided to effect a deceleration slip control in which a pilot pressure for controlling the lock-up clutch is controlled during vehicle deceleration such that an actual slip amount of the clutch coincides with a target value, the apparatus including a monitoring device for determining whether the actual slip amount during the deceleration slip control by the slip control device is larger than a predetermined threshold, and a terminating device for terminating the deceleration slip control of the clutch by the slip control device, if the monitoring device determines that the actual slip amount is larger than the predetermined threshold.

Abstract: An apparatus for controlling the engine brake of a motor vehicle, adapted to control the intake air quantity of the engine so as to maintain the actual vehicle speed at a desired speed. The apparatus includes a device for avoiding acceleration of the vehicle during running on a downhill with the accelerator pedal released, and a device to permit deceleration of the vehicle during the subsequent running on an uphill road. The apparatus may include a device for increasing the engine brake force when the brake pedal is depressed, by fully closing the throttle valve and/or shifting down the transmission, to assure sufficient engine braking effect upon depression of the brake pedal on a downhill. The apparatus may include a device for updating the desired vehicle speed when the actual speed is lowered by depression of the brake pedal, to prevent acceleration of the vehicle after the brake pedal is released at the end of a downhill.

Abstract: A speed changing gear device for an automatic transmission, comprising a main gear assembly for providing a plurality of operating positions, and an auxiliary gear assembly for providing a direct drive position and a speed changing drive position. The main gear assembly includes a single-pinion type first planetary gear unit having a first sun gear, a first planetary gear, a first ring gear and a first carrier, and a single-pinion type second planetary gear unit having a second sun gear, a second planetary gear, a second ring gear and a second carrier. The auxiliary gear assembly includes a third planetary gear unit having a third sun gear, at least one third planetary gear, a third ring gear and a third carrier. The first carrier and second ring gear are fixed to each other, or selectively connected to each other by a first clutch. The first and second sun gears, and the first sun gear and second carrier are selectively connected to each other by a second and a third clutch, respectively.

Abstract: A speed changing gear device for an automatic transmission, comprising a main gear assembly for providing a plurality of operating positions, and an axiliary gear assembly for providing a direct drive position and a speed changing drive position. The main gear assembly includes a single-pinion type first planetary gear unit having a first sun gear, a first planetary gear, a first ring gear and a first carrier, and a single-pinion type second planetary gear unit having a second sun gear, a second planetary gear, a second ring gear and a second carrier. The auxiliary gear assembly includes a third planetary gear unit having a third sun gear, at least one third planetary gear, a third ring gear and a third carrier. The first carrier and second ring gear are fixed to each other, or selectively connected to each other by a first clutch. The first and second sun gears, and the first sun gear and second carrier are selectively connected to each other by a second and a third clutch, respectively.

Abstract: A gear train for changing the rotational speed of an input shaft to transmit the resultant rotation to an output shaft consists of single pinion type first and second planetary gear sets and a double pinion type third planetary gear set.

Abstract: An automatic transmission including gear trains, which are constructed of at least three planetary gear sets each having three rotating members. A first clutch is arranged closer to an input shaft than the first planetary gear set for connecting any one of the rotating members of the first planetary gear set arranged adjacent to the input shaft. A second clutch is also arranged closer to the input shaft than the first planetary gear set for connecting another of the rotating members of the first planetary gear set and the input shaft. A third clutch is interposed between the first planetary gear set and the second planetary gear set for connecting any one of the rotating members of the second planetary gear set arranged at the opposite side to the input shaft across the first planetary gear set and the any one or the another of the rotating members of either one of the first clutch and the second clutch or the first planetary gear set.

Abstract: A planetary gear type speed change device having two simple planetary gear mechanisms positioned axially adjacent with one another with each carrier thereof being connected with each ring gear of the other, three clutches and three brakes assembled together between an input rotational member and an output rotational member so as to provide six monotonously changing gear ratios between the input and the output rotational members according to combinations of engagement and disengagement of the three clutches and the three brakes.

Abstract: A transmission for a vehicle wherein a single pinion type planetary gear mechanism and a double pinion type planetary gear mechanism are operatively combined by clutches and brakes in various manners to provide five or even six speed stages and a reverse stage, the overall gear ratio between the lowest speed stage and the highest speed stage thereof being relatively small in spite of the five or even six speed stages. The transmission, by further incorporating one way clutches, is generally shifted between each two adjacent speed stages by only newly putting one of the clutches or brakes into engagement or out of engagement with no need of timely related operations of other clutches or brakes.