Abstract: A multi-speed planetary transmission is operable in at least nine forward speed ratios, at least one reverse speed ratio, and at least one neutral speed ratio. A hydraulic control system for the transmission includes a hydraulic default control system and is operable to a default configuration when a default condition occurs during operation of the transmission. The hydraulic control system defaults to a forward default gear ratio during operation of the transmission in a first forward speed ratio and defaults to a default neutral speed ratio during operation of the transmission in a reverse speed ratio when a default condition occurs. The default condition may be a transmission control module (“TCM”) power failure.

Abstract: A sensor of a position detecting device includes a sensor body, a magnetic detector, and at least one engagement protrusion that extends from a position in the vicinity of the magnetic detector. The engagement protrusion engages with an engagement hole disposed on a casing. An anti-rotation hole is disposed on the casing in a position spaced apart from the engagement hole. An anti-rotation pin is disposed on the sensor body, and engages with the anti-rotation hole to prevent the casing and the sensor body from rotating relatively to each other about the engagement hole. At least a part of the engagement protrusion is in contact with an inner wall of the engagement hole on a straight line L connecting a center of the magnetic detector and a center of the anti-rotation pin.

Abstract: When a traveling drive system is activated at a time t2 in response to a turning of an ignition switch to an ON state at a time t1, a request of P/N inhibit (a park lock release inhibit) from an electrically operated motor controller vanishes. Therefore, originally, according to an execution of a park lock release, the vehicle is started in response to a holding of a D position of a shifter. However, in a case where a park lock release inhibit state occurs at a time immediately before time t2 and the shifter is at the D position at time t2, a present shift inhibit flag takes over the park lock inhibit state at the time immediately before t2 until a time t3 at which the shifter returns to a home (H) position so that the above-described start of the vehicle is prevented.

Abstract: A method is proposed for blocking inadmissible gearshift processes in a transmission with a plurality of shifting devices which, to carry out a shift process, are moved by actuating devices when a shift command is sent by a control unit (TCU) to the relevant actuating device. The actuating devices are connected for data exchange with one another and with the control unit (TCU) in such manner that the actuating device of the shifting device to be shifted is activated provided that clearance has been given by at least one other actuating device.

Abstract: A system for controlling a transmission includes a gear selector, a manual valve for connecting a pressure source alternately to Drive and Reverse lines in response to movement of the gear selector between selected Drive and Reverse positions, first and second solenoid-actuated valves, the first valve connecting the pressure source to a first control element, the second valve connecting the Reverse line to a second control element when the Reverse position is selected, a third solenoid-actuated valve connecting the Drive line to a third control element when the Drive position is selected, and a control valve through which pressure in the first control element is vented when the Drive position is selected.

Abstract: An electro-hydraulic control system is provided for a transmission with a torque-transmitting mechanism that has a dual area piston. When pressurized fluid is provided to a first of the two piston areas, the position of a spring-biased shift valve controls whether pressurized fluid communicates with the second piston area. A solenoid valve in fluid communication with the shift valve is energizable to direct pressurized fluid to the shift valve to urge the shift valve to the unstroked position to which the spring also urges. The shift valve may also be urged by pressurized fluid to the stroked position, but only when the solenoid valve is not energized. The spring maintains the shift valve in the unstroked position when pressurized fluid is directed to the shift valve to act both against and with the spring.

Abstract: The present invention provides a system for shifting or controlling a dual clutch transmission where the transmission may operate in at least a first mode of operation and a second mode of operation. The system includes a controller and a plurality of solenoids in fluid communication with a valve assembly. Selective activation of the solenoids by the controller engages the valve assembly to provide the first mode and the second mode of operation.

Abstract: A first data section is provided that has a given data actually used when a frictional element is operated under a manual shift mode for providing an engine brake, and a second data section is provided that is actually used when an automatic shift is carried out. A control unit is so configured that when, during a shift from a second speed stage to a first speed stage under the manual shift mode, a mode change from the manual shift mode to the automatic shift mode is instructed, releasing operation of the frictional element is carried out by using the given data of the first dada section.

Abstract: A control apparatus of an automatic transmission having first and second frictional engagement elements that achieve higher and lower speed gear stages respectively, includes a target value determination section setting a rotation speed difference between input and output sides of the frictional engagement element, a total torque capacity calculation section calculating a total torque capacity, a distribution ratio determination section setting a distribution ratio of the total torque capacity to the first and second frictional engagement elements, an individual torque capacity calculation section calculating individual torque capacities respectively required of the first and second frictional engagement elements, and an engagement control section controlling engagement conditions of the first and second frictional engagement elements in accordance with the individual torque capacity.

Abstract: Aspects of a method and system for detecting Bluetooth signals utilizing a wideband receiver are provided. In this regard, a frequency band may be scanned by receiving signals on each of a plurality of sub-bands for an amount of time, the energy received in each band may be compared to a threshold, and whether each sub-band comprises a Bluetooth transmission may be determined based on a FFT. Additionally, the FFT may enable determining on which Bluetooth channel a detected transmission occurred. A FFT may be performed when energy detected in a sub-band is higher than a threshold. The sub-bands may each be a WLAN channel. A type of a detected Bluetooth transmission may be determined based on a number of scans in which the transmission is detected. Each sub-band may be received for less than or equal to 68 ?s divided by the number of sub-bands.

Abstract: A park inhibit solenoid system and system incorporating the same. The solenoid may include a bracket at least a portion of which may be generally u-shaped with a downwardly oriented opening. A generally u-shaped follower is at least partially disposed in the bracket and extendable therefrom. A solenoid may force a roller into a notch formed in the follower.

Abstract: A hydraulic control apparatus is improved in reliability during a garage shifting with reducing costs of the apparatus. An electronic control unit controls equalizing the shift pattern (on-off pattern) during a first garage shifting when a manual valve is shifted from the neutral position to a drive position to the shift pattern during a second garage shifting when the manual valve is shifted from the neutral position to the reverse position. A control valve unit controls the hydraulic pressure applied to a first engagement element during the first garage shifting while controlling the hydraulic pressure applied to a second engagement element during the second garage shifting.

Abstract: According to a preferred embodiment of the present invention, a “special neutral” is commanded to initiate the neutral to range shift. The “special neutral” of the present invention is special in that while the transmission output speed remains unconstrained, the transmission input speed is locked at zero. This condition is particularly advantageous because on-coming clutches may be applied without relative motion between the respective clutch plates. Therefore, by initiating the neutral to range shift from the “special neutral” of the present invention, the ratio change may take place irrespective of engine speed, with zero slip loss and more quickly than previously possible.

Abstract: A judging section judges whether or not ranges detected, respectively, by a first range detection section consisting of a first detection section and a position detecting sensor, and a second range detection section consisting of a second detection section; a C1 detecting sensor and a B1 detecting sensor are in mutual agreement, and when the detected ranges are not in mutual agreement, a failure judging section judges a failure of the first range detection section.

Abstract: An electrical actuation for an automatic transmission, preferably for selection actuation in automobiles in which a four-bar linkage transmission and a worm gear unit are arranged between the electric drive and the transmission. Shifting can be carried out with a low-output drive, particularly in the parked shifting position “P”, also when very large forces are required such as those occurring when the vehicle is parked on a hill.

Abstract: A solenoid assembly for implementation with an electronic transmission range selection (ETRS) system that shifts a transmission range between a park position and an out-of-park position. The solenoid assembly includes an extension arm biased against a member of the ETRS system. The extension arm is movable to an extended position to maintain the member in the out-of-park position. A solenoid is interconnected with the extension arm. The solenoid is operable to selectively move the extension arm between the extended position and a retracted position to selectively retain the member in the out-of-park position.

Abstract: The invention relates to a control device (1) for an automatically and manually shiftable gearbox in a motor vehicle. The inventive control device comprises a selector lever (2) for adjusting at least the forward position (D), neutral (N), reverse (R), parking position (P) and a position (M) for manual shifting. A first and a second tip switch (3a, 3c) can be actuated in the position (M) for manual shifting. Signals for manually shifting up or down with regard to the gear ratio are supplied to a control device (7) for controlling the gearbox by means of position sensors (5) and control lines (6). Failure of the position sensors (5) and/or the control lines (6) that are allocated to said sensors can be detected.

Abstract: An eight-speed automatic transmission having a compound planetary gear set, a second planetary gear set, and a third planetary gear set each driven by three clutches and fixed to four brakes. A hydraulic control system actuates the eight-speed transmission by selectively energizing a plurality of solenoids that in turn engage the three clutches and four brakes. The hydraulic control system provides electronically modulated converter clutch control to the eight-speed automatic transmission system when the hydraulic system is in a drive position, a manual/low position, and a park/neutral position.

Abstract: An automatic gearbox includes a control device for selecting a gearbox driving position, which device includes at least one spool valve via which at least one pressure connection may be connected to at least one consumer, and having at least one shift valve via which at least one pressure connection from at least one pressure supply of the control device may be shifted to the spool valve in order to actuate the spool valve. The control device includes a retaining device via which, if the shift valve should fail, the spool valve may be fixed in at least one control position and the selected gearbox driving position may be retained.

Abstract: A vehicle transmission controller controls switching of the gear position of a transmission. The controller has a shift lever and an actuator. The shift lever is manipulated to select a gear position of the transmission. The actuator actuates the transmission to switch the gear position in accordance with a manipulation of the manipulator. The actuator switches the transmission to the gear position selected by the manipulator. The actuator switches the transmission to a predetermined gear position from the gear position selected by the manipulator when the vehicle satisfies predetermined conditions.

Abstract: A vehicle range changeover mechanism is driven in response to operation of a shift lever. The range changeover mechanism has an output sector gear that is unrotatably connected to a range control shaft, and a position detecting sensor, a portion of which that is interlocked with and connected to the range control shaft. Looseness between the output sector gear and the position detecting sensor portion is eliminated by provision of a leaf or spring plate, thereby assuring rotation of the position detecting sensor portion corresponding one to one with the rotational motion of the range control shaft.

Abstract: A control apparatus for increasing the reliability of the range shifting of the transmission based on the operation of a shift lever. Only when a shift permission switch is operated by a driver and the shift lever is operated does a determination circuit validate the operation of the shift lever. When the shift permission switch is not operated, the determination circuit does not shift the range of the transmission even when the shift lever is moved.

Abstract: An electrical actuation for an automatic transmission, preferably for selection actuation in automobiles in which a four-bar linkage transmission and a worm gear unit are arranged between the electric drive and the transmission. Shifting can be carried out with a low-output drive, particularly in the parked shifting position “P”, also when very large forces are required such as those occurring when the vehicle is parked on a hill.

Abstract: An automatic transmission is provided with failsafe operation via a unique manual valve and multi-select solenoid arrangement. The transmission also provides for an energy saving logic operation mode.

Abstract: Disclosed is a hydraulic control system for automatic transmissions.

Abstract: A diagnosing apparatus for diagnosing a vehicle automatic transmission system including an automatic transmission having frictional coupling devices, and solenoid-operated valves for controlling the frictional coupling devices to shift the automatic transmission according to shift commands generated by a control device, the apparatus including a speed detector for detecting an engine speed of the vehicle, a device for determining a reference range of the engine speed within which the engine speed is expected to fall when the transmission is placed in a position selected by a shift command, a device for determining whether a predetermined running condition of the vehicle is satisfied, and a defect detector for determining whether there exists a defect associated with the automatic transmission system, depending upon whether the detected engine speed is held within or outside the determined reference range when the predetermined vehicle running condition is satisfied.

Abstract: A transmission control method for a vehicle, with which torque starvation does not occur during shifting operation, and wherein shift between drive ranges in forward and reverse respectively is performed by engagement and disengagement of forward and reverse drive clutches as well as engagement and disengagement of at least first and second drive clutches, the first drive clutch to be disengaged is brought into a half-engaged state and the second drive clutch to be engaged is brought into a half-engaged state, and then the first drive clutch in a half-engaged state is fully disengaged and the second drive clutch in a half-engaged state is fully engaged.

Abstract: A hydraulic latch for directing line pressure alternately to a forward drive circuit and a reverse drive circuit includes three solenoid-operated select valves that direct pressure from a line pressure source to a reverse drive select valve, a forward drive select valve, and two coaxial range control valves. The two drive select valves are interconnected to form a hydraulic latch whose outputs are connected to the range control valve such that either the forward drive friction elements are pressurized, the reverse drive friction elements are pressurized, or none of the friction elements are pressurized.

Abstract: According to a select shock attenuating method, line pressure, under which hydraulic fluid is supplied to hydraulically actuable and frictionally engageable coupling or couplings which are assigned to establish a gear ratio in an automatic transmission, is controlled. The automatic transmission has a plurality of selectable modes. In one mode, an appropriate one gear ratio state for a motor vehicle to start under normal road condition is established after placing a manual valve to a drive range position from a non-drive range position, while in another mode the automatic transmission is conditioned to another gear ratio.

Abstract: A control system solves a drawback which would occur when a shift lever is returned from N-position to D-position (or any Forward position) after a previous shifting from D-position to N-position. The control system comprises a first control device for deriving and memorizing a suitable gear position of the transmission which is to be selected under a driving condition which has been assumed by the vehicle just before the return movement of the shift lever; and a second control device for forcing the transmission to take the memorized gear position upon completion of the return movement of the shift lever.

Abstract: (1) Various gear states are selected by movement of a shift lever 2 in a longitudinal shift path 13 and the gear stage is automatically shifted from starting to the maximum gear stage in an automatic speed change position D, so that an operator can run a vehicle with increased safety and easy operation without operation of the shift lever 2. (2) When a push button switch 3 provided in the shift lever 1 is pressed during the automatic speed change running, the gear stage during the running is fixed, so that inadvertent automatic shift is prevented and an optimum speed stage is maintained when the work load on the vehicle's engine changes, for example when the vehicle encounters a slope or a change in load during in operation. (3) When the gear stage is fixed in the automatic speed change position D and the shift lever 2 is transversely moved in the transverse shift path 14, the operator can vary the stages while varying one stage a time with the operator's will.

Abstract: A traction drive transmission includes a forward reverse change-over mechanism followed by a half-toroidal dual-cavity traction drive system. A control valve assembly includes a valve body. The valve body has on its periphery a mount site and formed with a first valve bore adjacent the mount site and a second valve bore. A rotary actuator in the form of a stepper motor is secured to the mount site. A forward shift control valve has a valve element and a rod slidably disposed in the first valve bore, while a reverse ratio valve has a valve element slidably disposed in the second valve bore. The rod is provided with a rack and the stepper motor has a pinion meshing the rack. A first lever associated with a first precess cam is mounted on the valve body to cooperate with the valve element of the forward shift control valve. A second lever associated with a second precess cam is mounted on the valve body to cooperate with the valve element of the reverse ratio valve.

Abstract: A method of reverse clutch operation prevents excessive wear of the reverse clutch in a four-speed automatic transmission by venting one clutch, filling the reverse clutch and applying it, and filling and reapplying the one clutch.

Abstract: A valve assembly in a fluid system of a vehicle transmission directs fluid flow from a fluid source to at least one fluid actuated device. The assembly includes a first solenoid-actuated valve for directing fluid flow to a first fluid actuated device and a second solenoid-actuated valve for directing fluid flow to the first fluid actuated device. A manually actuated manual valve in the transmission is moveable for directing fluid flow from a fluid source to either the first or second solenoid-actuated valves in the hydraulic circuit, when the manual valve is actuated, which permits the vehicle to operate in various gears or operating modes as desired.