Abstract: Actual-rotational-difference absorption-torque calculation means 150 inputs a rate-of-change ?Ne of an engine speed during shifting to an actual rotational difference absorption torque-?Ne table 160 so that an actual-rotational-difference absorption-torque average value during shifting is calculated. Engine-torque calculation means 180 inputs a throttle opening and an engine speed to engine-torque estimation-value map 190, and derives an engine torque during shifting. An actual clutch capacity is calculated from the sum of the actual-rotational-difference absorption-torque average value and the engine torque average value during shifting. From the ratio of the actual clutch capacity and a demanded clutch capacity, ?-correction-coefficient calculation means 130 calculates a ? correction coefficient. By using a control correction amount calculated on the basis of the ? correction coefficient, a transmission control unit 100 drive-controls a first clutch CL1 and a second clutch CL2.

Abstract: A control apparatus for a clutch driving mechanism can include a clutch driving mechanism which connects and disconnects a clutch. An angle sensor can detect the angle of rotation of a cam member. A cam face can include a first cam face for connecting the clutch through the linear motion of the operating member. A second cam face, formed continuously to the first cam face, can disconnect the clutch through the linear motion of the operating member. The angle sensor 21 can include a first angle sensor which can detect an angular range of the first cam face, and a second angle sensor which can detect an angular range of the second cam face. The dead zones E of the angle sensors are disposed in such a manner as not to overlap with each other.

Abstract: A transmission control apparatus for an automatic transmission to change a shift position automatically includes a cornering-state judging device, a modified shift-up table generator, and a gear-shift controller. The cornering-state judging device is configured to judge whether a vehicle has transitioned to a cornering state from a normal running state. The modified shift-up table generator is configured to generate a modified shift-up table when the vehicle is judged to have transitioned to the cornering state. The modified shift-up table makes a shift-up more difficult to occur than a reference shift-up table does. The gear-shift controller is configured to perform gear-shift control by using the reference shift-up table during the normal running state. The gear-shift controller is configured to suppress a gear shift by using the modified shift-up table instead of the reference shift-up table when the vehicle is judged to have transitioned to the cornering state.

Abstract: Oil pressure detecting means 150 detects a clutch oil pressure in driving a clutch in its engaging direction against a biasing force of a return spring 12 for normally disengaging the clutch. Stroke end detecting means 140 detects that the clutch has reached a stroke end position where clutch disks are in contact with each other when the amount of change in clutch oil pressure becomes larger than a predetermined value. Clutch control correction amount calculating means 130 calculates a work load generated in the return spring 12 according to the clutch oil pressure detected at the stroke end position and then calculates a control correction amount for the clutch according to the difference between the work load calculated above and a predetermined reference value.

Abstract: In an automatic speed change control system for a vehicle wherein a transmission is operated by use of an actuator, to contrive an alleviation of the burden in a shifting operation made by the user after a system starting operation. A shift actuator for controlling the speed change operation of the transmission is provided in a power transmission path. When the transmission is not in a neutral condition at the time when a predetermined system starting operation is conducted, the shift actuator is operated so as to put the transmission into the neutral condition.

Abstract: A method and apparatus for determining oil degradation measures a first electric-current value of a driving current used to operate an electric oil pump at a predetermined consistent revolution, and stores the first electric-current value as an electric-current initial value. Data is corrected by measuring a second electric-current value of the driving current, with the second electric-current value being measured when the electric pump is operated at the predetermined consistent revolution when the engine is driven a predetermined time after the electric-current initial value is stored. The electric-current initial value is compared with the second electric-current value. It is then determined that a viscosity of the oil has become low when a difference between the electric-current initial value and the second electric-current value is equal to or greater than a predetermined value.

Abstract: A stroke start position is detected by a change amount of a clutch hydraulic pressure that has become smaller than a negative predetermined value ?P1 during clutch connection control by a clutch actuator, and a stroke end position is detected by a change amount of the clutch hydraulic pressure that has become larger than a positive change amount ?P2. By using a proportional function formed by a stroke start hydraulic pressure Ps detected at the stroke start position and a stroke end hydraulic pressure Pe detected at the stroke end position, a target half-clutch hydraulic pressure Ph that generates a predetermined target half-clutch capacity in a predetermined half-clutch state between the stroke start position and the stroke end position is calculated. By using the target half-clutch hydraulic pressure Ph, a clutch control amount in the predetermined half-clutch state is determined.

Abstract: A start permission decision section issues a start permission when an engine speed and a throttle valve opening become higher than predetermined values. A clutch-torque capacity storage section stores a clutch-torque capacity reference map in which a clutch-torque capacity is set as a function of at least the engine speed or as a function of the engine speed and the throttle valve opening. A clutch-torque capacity correction section corrects the clutch-torque capacity reference map so that the clutch-torque capacity is proportionally reduced in response to the difference between the engine speed and a start permission speed when a start permission is issued. An oil pressure controlling section connects the clutch with the clutch-torque capacity obtained in accordance with the corrected clutch-torque capacity map to start the vehicle.

Abstract: A clutch control system for a twin-clutch type automatic/manual transmission AMT includes a hydraulic pump for driving a first clutch and a second clutch and oil passages for transmitting oil pressures and an AMT control unit for controlling the supply of oil pressures into the oil passages. Upon detection of an engine starting operation, the AMT control unit performs an initial preparatory operation in which the oil pressures are supplied into the oil passages at different timings so as to fill up the oil passages with a working oil, thereby completing the preparations for driving of the clutches. When the oil pressure is supplied into the oil passage after a predetermined oil pressure is generated in the oil passage, the period of time taken for a first speed gear to become usable is shortened, whereby a swift vehicle starting after the starting of the engine can be achieved.

Abstract: An apparatus includes a clutch control unit to control a control amount of a clutch and a brake to temporarily stop an output side rotating body while the clutch is disconnected. A clutch-control-amount detector detects the control amount of the clutch and an engagement start detector detects an engagement start of the clutch when a rotational speed difference between the input side rotating body and the output side rotating body becomes equal to or less than a predetermined value. An engagement-start control-amount detector detects the control amount of the clutch in the engagement start and a clutch-correction-control-amount deriver derives a correction control amount of the clutch based on the control amount of the clutch at the time when the engagement start is detected after the output side rotating body is temporarily stopped. The clutch control unit feedback-controls the control amount of the clutch based on the correction control amount.

Abstract: In a clutch control system for a vehicle having a hydraulic type clutch in the course of power transmission between an engine and a drive wheel the operational response of the clutch is enhanced and the influence of a hysteresis present in oil pressure-stroke characteristic is suppressed. When the clutch is disconnected, a control oil pressure thereof is maintained at a predetermined stand-by oil pressure (allowance compensating oil pressure) P1. At the time of connecting the clutch, the control oil pressure is increased to a predetermined connection oil pressure P2. In bringing the clutch from the connected state into the disconnected state, the control oil pressure is lowered to an oil pressure P3 being below the stand-by oil pressure P1 and being near 0, and is thereafter increased again to the stand-by oil pressure P1.

Abstract: A control apparatus for a clutch driving mechanism can include a clutch driving mechanism which connects and disconnects a clutch. An angle sensor can detect the angle of rotation of a cam member. A cam face can include a first cam face for connecting the clutch through the linear motion of the operating member. A second cam face, formed continuously to the first cam face, can disconnect the clutch through the linear motion of the operating member. The angle sensor 21 can include a first angle sensor which can detect an angular range of the first cam face, and a second angle sensor which can detect an angular range of the second cam face. The dead zones E of the angle sensors are disposed in such a manner as not to overlap with each other.

Abstract: A clutch control apparatus for a vehicle provided with a hydraulic clutch in the middle of a power transmission path between an engine and a drive wheel. Before the clutch of the vehicle is brought into an engagement state, intermittent hydraulic pressure Y is applied to the clutch while maintaining the clutch in a disengagement state, and thereafter a predetermined hydraulic pressure is applied to the clutch to bring it into the engagement state. A solenoid valve is provided to control hydraulic pressure supplied to the clutch. Before the clutch is brought into the engagement state, a pulsed drive current D is supplied to the solenoid valve. The clutch control apparatus so configured suppresses a motion delay at the time of engaging the clutch, thereby allowing a quick and smooth start and shifting of the clutch.

Abstract: A twin clutch type speed-change apparatus applies a dog clutch to speed-change gears slid on a main shaft and a counter shaft for changing the number of speed-change steps. A twin clutch type speed-change apparatus includes a transmission having a plurality of gear pairs between a main shaft and a countershaft and a twin clutch. The rotational drive force of the engine is connected/disconnected between the transmission and the engine by the twin clutch. A dog clutch with dog teeth and a dog hole is applied between an axially slidably attached slidable gear and an axially non-slidably attached non-slidable gear to select an on gear pair for transmitting the rotational drive gear, from a plurality of gear pairs in the transmission. Rotational drive force is transmitted between the slidable gear slid by a shift fork and the coaxially adjacent non-slidable gear by engagement of the dog clutch.

Abstract: In a twin clutch type speed change control system in which changeover of gear position is carried out by switching between a pair of clutches, to suppress the noises of clutch being in the disengaged condition during a normal operation with a fixed gear position. In the twin clutch type speed change control system, changeover of gear position between an odd-ordinal gear position and an even-ordinal gear position is effected by disengaging an engaged clutch and engaging a disengaged clutch. During the normal operation with a fixed gear position, the clutch being in the disengaged condition is supplied with a minute oil pressure toward the clutch engaging side, whereby the clutch is moved by a minute amount toward the clutch engaging side.

Abstract: A transmission control device of a motorcycle can detect a predetermined traveling state based on the difference in rotational speed between a front wheel and a rear wheel, and can execute a shift-change control suitable for the traveling state. A transmission control device of a motorcycle includes a shift-change control instruction part that performs an automatic shift change of an AMT (automatic manual transmission) in response to at least vehicle-speed information. A first sensor detects a rotational speed of a front wheel, which constitutes a driven wheel. A second sensor detects a rotational speed of a rear wheel, which constitutes a drive wheel. A rotational-speed-difference detector detects the difference in rotational speed between the front wheel and the rear wheel. The control part inhibits the automatic shift change when the rotational speed of the rear wheel becomes larger than the rotational speed of the front wheel by a predetermined value or more.

Abstract: A shift map switching control unit includes a fuel level sensor 72, plural shift maps for deriving the shift timing of an automatic transmission 1b, and a controller 101 that selects one shift map out of the plural shift maps and controls the shift of the automatic transmission 1b according to the selected shift map. The controller 101 switches a standard shift map 103 to a high fuel economy shift map 104 in which fuel consumption is reduced when it is sensed that the residual quantity of fuel is equal to or below a predetermined value. An operational mode display lamp 99 displays the selected shift map. As the residual quantity of fuel is sensed, based upon a mean value of output signals from the fuel level sensor 72 in predetermined time, the shift maps can be prevented from being frequently switched.

Abstract: A twin clutch transmission for reducing the frequency of hit noise occurring in a dog clutch when shifting from neutral to a first speed. The twin clutch transmission includes a plurality of pairs of gears according to the number of speed stages between dual-structured main shafts and a countershaft. A twin clutch is disposed on the main shafts wherein a rotational drive force of an engine is transferred or blocked. A transmission between adjacent speed change gears on each shaft by a dog clutch occurs with a shift drum for switching between an engagement condition of the dog clutch by driving a shift fork. The patterns of guide grooves in the shift drum are formed wherein the dog clutches for a first speed gear and a second speed gear engage simultaneously when the shift drum is rotated by predetermined angles to shift from neutral to the first speed.

Abstract: A twin clutch speed-change apparatus that can reduce shift shock includes a transmission with multiple gear pairs disposed between a main shaft and a countershaft. A twin clutch is provided on the main shaft, a rotational drive force from an engine being connected/disconnected between the transmission and the engine, a dog clutch is provided between an axially slidably attached slidable gear and an axially non-slidably attached non-slidable gear to select a gear pair, for transmitting a rotational drive force, from the multiple gear pairs. Dog teeth of the dog clutch include steps different in axial height from each other between a portion abutted against a lateral wall surface of a dog hole when the rotational drive force is transmitted by the dog clutch, and a portion abutted against a lateral wall surface of the dog hole when the rotational drive force is not transmitted by the dog clutch.

Abstract: To automatically shift the shift position of an automatic transmission depending on whether or not the rider is seated or the side stand is retracted. When the vehicle is at a stop with an engine running, and it is detected that the rider is not sitting on a rider seat, an automatic transmission is automatically shifted to the neutral range while maintaining the operation of the engine. Further, when the vehicle is at a stop with the engine running, and the automatic transmission has been in the drive range continuously for a predetermined period of time, provided that the rider is not sitting on the rider seat, the automatic transmission is automatically shifted to the neutral range. Further, when, in a state with a side stand retracted, the throttle opening is equal to or smaller than a predetermined opening, the automatic transmission is automatically shifted to the drive range.