Abstract: A motorcycle includes an engine, a CPU, a clutch lever, and a shift switch. When a driver performs a shift operation, the CPU adjusts an output of the engine. When the CPU adjusts the output of the engine, the turning operation of the clutch lever is inhibited by the shift switch.

Abstract: An engine torque control device is configured to reduce shift shock during a downshift with an automatic transmission. During a downshift with an automatic transmission having a stepped shift mechanism, when the engine output (torque) is increased so as to bring it closer to being synchronized to the post-downshift engine speed, and then the torque is reduced sharply enough to maintain the synchronizing speed, and when synchronizing control is concluded so that the torque is sharply reduced to the driver's required torque in a state in which the accelerator is released, the throttle opening is reduced while any extra torque resulting from a reduction lag in the intake air quantity is cancelled out by retarding the ignition timing, thereby sufficiently lessening shift shock.

Abstract: A method and system for controlling output torque of an internal combustion engine during a gearshift in an automatic shift manual transmission coupled to the engine is disclosed. The transmission includes a multiplicity of gears and a clutch actuated by a transmission control unit (TCU), which controls clutch disengagement, gear change, and clutch re-engagement. The engine includes an engine control unit in communication with the TCU. The method includes determining engine operator demanded engine torque; sending a signal to the engine control unit in response to actuation of the clutch; and, computing in the engine control unit in response to the sent clutch actuation signal and the determined engine operator demanded engine torque, a control signal for the engine, such engine, in response to such control signal changing engine torque during the gear change to substantially match demanded engine torque when the clutch is re-engaged.

Abstract: A method for controlling engagement and release of friction clutches in a multiple-ratio transmission for a hybrid electric vehicle powertrain uses electric motor torque to augment engine torque as a power-on downshift is commanded. Near the end of a downshift event, total powertrain torque is modulated or reduced to reduce torque disturbances.

Abstract: The method for reducing shift shock of an automatic transmission includes: detecting a current power-on upshift state; and performing a first engine torque reduction control according to an engine torque or a throttle valve opening position at an instance of a shift begin point, if the current power-on upshift state is a normal power-on upshift state. The method also includes performing a second engine torque reduction control according to an engine torque or a throttle valve opening position even after the shift begin point, if there is a power change during a power-on upshift or a current upshift is a shift during a shift.

Abstract: An engine idle speed control device set a target idle speed NsetN for a non-traveling range is set to a high value to activate the catalytic converter early, after the engine is started. Upon detecting that the automatic transmission has been shifted from a non-traveling range to a traveling range, the target idle speed is lowered to a first traveling idle speed Nset1. A feedback gain G used for feedback control of the ignition timing is then set to a larger gain value. The larger gain value is set such that it varies based on the temperature of the automatic transmission fluid or other parameter indicative of the engine friction and/or automatic transmission friction. As a result, the ignition timing is retarded in a precise manner, the engine speed is reduced, and the clutch engagement shock is reduced.

Abstract: An engine idle speed control device set a target idle speed NsetN for a non-traveling range is set to a high value to activate the catalytic converter early, after the engine is started. Upon detecting that the automatic transmission has been shifted from a non-traveling range to a traveling range, the target idle speed is lowered to a first traveling idle speed Nset1 for a prescribed period (200 ms). After the prescribed period elapses, the target idle speed is lowered even further to a second traveling target idle speed Nset2. When the target idle speed is set to the first traveling target idle speed Nset1, the ignition timing retardation amount RET is set in accordance with the actual engine rotational speed Ne in such a fashion that the higher the engine rotational speed Ne is, the more the ignition timing ADV is retarded.

Abstract: A vehicle having an engine and an automated manual transmission (AMT) includes an electronically controlled clutch (ECC) that selectively couples the engine and the AMT to transfer drive torque to the AMT. A controller communicates with the ECC and the engine and generates a load signal based on an anticipated engine load. The controller adjusts spark timing of the engine based on the load signal prior to engagement of the ECC. The controller adjusts spark timing of the engine based on a rate of change of engine speed after engagement of the ECC.

Abstract: An apparatus for controlling ignition timing during a shift in a vehicular automatic transmission is provided that is capable of suppressing shift shock in the event that input torque of the automatic transmission is affected by external changes, such as changes in fuel and air pressure and the like, by adjusting immediately to those changes. This control apparatus is provided with an ignition timing controller that controls an ignition timing retard amount; a calculator that calculates a basic retard amount; a detector that detects an engine retard amount; a determinator that determines a retard correction value based on a shift mode of the automatic transmission and the like; and a corrector that corrects the ignition timing retard amount of the controller based on the retard correction value, the basic retard amount, and the engine retard amount.

Abstract: In a torque-down control device, an entire delay amount SB of ignition timing is restricted using a guard value GSB. Also, when a rotational speed change ?NT of a turbine speed NT during delay control falls out of an allowable range, the feedback control of the entire delay amount SB is performed based on the rotational speed change ?NT is equal to a target rotational speed change ?NTT. Accordingly, an excessive decrease in engine torque even when downshifting is performed simultaneously with delay control by a knock control portion. Further, the feedback control of the entire delay amount SB is performed based on the rotational speed change ?NT, and the guard value GSB is learned and corrected based on the feedback correction amount. Accordingly, an appropriate shifting characteristic can be obtained regardless of individual differences and change with time.

Abstract: A control system and method for controlling a vehicular automated transmission system having an internal combustion engine and a multiple speed transmission, is provided. The control system includes an ignition having an output that issues an ignition signal and a first control unit that operates the engine in response to receipt of the ignition signal. A second control unit receives input signals from various system sensors and process the signals according to logic rules to issue a command output signal. A relay interrupts transmission of the ignition signal to the first control unit in response to either the absence or receipt of the command output signal. The method includes the steps of determining if the automated transmission system is operating abnormally and interrupting transmission of the ignition signal to the first control unit when it is determined the automated transmission system is operating abnormally.

Abstract: The power transmission mechanism reliably starts an internal combustion engine that is stopped during travel of a vehicle. While the internal combustion engine is stopped and the internal combustion engine and the transmission are disengaged by the main clutch, it is determined whether the mode is the EV travel mode, corresponding to the driving mode by the electric motor. In the case of the motor driving mode, and if the vehicle speed is less than a predetermined value, the engine is started in a neutral mode. If the vehicle speed is higher than a predetermined value, the engine is started in a standby mode. When starting in the standby mode, a gear set is selected based on the vehicle speed, and the input shaft and the output shaft are engaged.

Abstract: In an engine with an automatic transmission having a lock-up mechanism, engine ignition timing is retarded more for a predetermined period immediately after a lock-up than the engine ignition timing normally set based upon an engine operating condition when a lock-up control is performed. Thereby, a knocking occurrence immediately after the lock-up is properly prevented.

Abstract: An apparatus for controlling an automotive vehicle having a drive power source, a transmission having a plurality of operating positions that are selectively established, and a manually operable vehicle accelerating member, the apparatus including a target-drive-force setting portion operable to determine a target vehicle drive force on the basis of an operating amount of the accelerating member and a presently selected one of the positions of the transmission, such that the determined target vehicle drive force permits a smooth change of an actual vehicle drive force with a change of the operating amount of the vehicle accelerating member, irrespective of a shifting action of the transmission, a first controlling portion having a relatively high operating response and operable to effect a transient control of a torque of the drive power source so that the actual vehicle drive force coincides with the target vehicle drive force after the shifting action of the transmission, and a second controlling portion ha

Abstract: A method and system for controlling engine speed during a vehicle launch (from a rest condition to a moving condition), such vehicle having the engine is coupled to an automatic shifting manual transmission. The method comprises determining a spark timing offset based on one or more of engine speed, a time rate of engine speed, relative air charge, engine coolant temperature, accelerator pedal position, and a time rate of change of accelerator pedal position. A new spark timing is determined as the base spark timing minus the spark timing offset. By adjusting spark timing based primarily on a time rate of change of engine speed, engine speed fluctuations arising during a clutch engagement associated with vehicle launch are largely attenuated.

Abstract: In a controlling device, the automatic stop and start-up conditions for an internal combustion engine are set to enable automatic stop/start-up control reflecting an operator's will or intention without movement of the vehicle feeling incongruous or unresponsive. The controlling device provides an automatic stop condition when all of the following conditions are satisfied (1) vehicle speed is less than a set value other than zero, (2) an idle switch is on, and (3) a gear position of the transmission is in neutral. An automatic start-up condition is satisfied when any one of the following conditions is satisfied, (1) the clutch is changed to a disengaged state from a fully or half engaged state, (2) the gear position of the transmission is in non-neutral, (3) the idle switch is off, or (4) a condition of booster negative pressure.

Abstract: A controller of a vehicle for igniting, i.e., starting-up an engine on the basis of a load condition. When a starting condition judging device judges that the vehicle is advanced, i.e., starts moving, during an idle stop, an engine water temperature detector and a lubricating oil temperature detector of a load condition detector detect, e.g., the water temperature of the engine and the temperature of lubricating oil of an automatic speed change gear as a load condition having an influence on the magnitude of the load torque given to a motor. When an ignition condition setting device sets an ignition condition for starting the engine on the basis of the load condition and an ignition condition judging device judges that the ignition condition occurs, an engine ignition device ignites the engine. Thus, when the load with respect to the motor is large, the engine is ignited from low speed rotation and electric power consumption is reduced.

Abstract: A method and system for controlling engine speed during a vehicle launch (from a rest condition to a moving condition), such vehicle having the engine is coupled to an automatic shifting manual transmission. The method comprises determining a spark timing offset based on one or more of engine speed, a time rate of engine speed, relative air charge, engine coolant temperature, accelerator pedal position, and a time rate of change of accelerator pedal position. A new spark timing is determined as the base spark timing minus the spark timing offset. By adjusting spark timing based primarily on a time rate of change of engine speed, engine speed fluctuations arising during a clutch engagement associated with vehicle launch are largely attenuated.

Abstract: An apparatus for controlling ignition timing during a shift in a vehicular automatic transmission is provided that is capable of suppressing shift shock in the event that input torque of the automatic transmission is affected by external changes, such as changes in fuel and air pressure and the like, by adjusting immediately to those changes. This control apparatus is provided with an ignition timing controller that controls an ignition timing retard amount; a calculator that calculates a basic retard amount; a detector that detects an engine retard amount; a determinator that determines a retard correction value based on a shift mode of the automatic transmission and the like; and a corrector that corrects the ignition timing retard amount of the controller based on the retard correction value, the basic retard amount, and the engine retard amount.

Abstract: A vehicle start system including a gear selector moveable to change from one of a plurality of drive conditions to a Start condition, for effecting Start-up of the vehicle engine. The system unifies the functions of a conventional gear shifter and an ignition switch assembly, A method of starting a vehicle utilizing the system is also described.

Abstract: A transmission comprises an engine, which is controllable to stop under a predetermined condition, and a speed change mechanism TM, which transmits the output rotation of the engine at different speed ratios. The speed change mechanism TM has a plurality of transmission paths (the LOW ratio, the SECOND speed ratio, etc.) disposed in parallel, a plurality of ratio-setting clutches (the LOW clutch 11, the SECOND speed clutch 12, etc.), each clutch for selecting a predetermined transmission path, and a speed change control system for selectively supplying a hydraulic pressure to any of the ratio-setting clutches to bring it into engagement. Engagement-initiation time is calculated for each ratio-setting clutch, so that the ratio-setting clutch requiring a minimum engagement-initiation time is selected as the clutch for the start-up speed ratio. When the engine is restarted from stopped state, this clutch for the start-up speed ratio is supplied with oil.

Abstract: Torque-down controlling conducted on an engine torque upon gear changing of an automatic transmission is implemented by converting a demand for a rate of torque-down against the engine torque into a down rate of combustion torque (an objective down rate). Further, from a difference between the present ignition timing of the engine and the MBT (Minimum Advance for Best Torque) ignition timing, the present down rate that is a rate of the present combustion torque against the combustion torque at the MBT ignition timing to subsequently multiplying the present down rate by the objective down rate so that a counter MBT down rate that is a down rate of the present combustion torque against the combustion torque at the MBT ignition timing is obtained. Thus, from the obtained counter MBT down rate, an amount of retard of ignition timing from the MBT ignition timing is calculated to implement the torque-down controlling.

Abstract: An automatic stop/start-up control system of an engine, recognizes an early drop of a power assist for brakes while the engine is automatically stopped. The control system enables the will of a driving person to be adequately reflected and the driving person does not feel a sense of incongruity when braking. Accordingly, the automatic stop/start-up control apparatus automatically stops the engine when an automatic stop condition is satisfied while the engine is driven, and automatically starts up the engine when an automatic start-up condition is satisfied while start-up of the engine is stopped. The control apparatus includes a power assist detector to detect power assist of an underpressure assist type brake apparatus equipped in the vehicle and a controller to control so as to automatically start up the engine when a decreasing rate per unit time of power assist, which the power assist detector detects while the engine is automatically stopped, exceeds a first setting value.

Abstract: Apparatus for controlling a vehicle drive system including an automatic transmission, including a feedback controller operable upon a shift-down action of the transmission effected by concurrent releasing and engaging actions of first and second frictional coupling devices during an operation of a manually operable vehicle accelerating member to drive the vehicle with the drive power soruce, for controlling an engaging force of the first frictional coupling device, and a learning compensator operable upon detection of an abnormality of the shift-down action, for learning compensation of an initial value of the engaging force at which a feedback control of the engaging force is initiated, or an output reducing device for reducing an output of a drive power source when input speed of the transmission has been increased to a value close to a synchronization value, and/or upon racing of the drive power source during the shift-down action.

Abstract: A drive system composed of an engine and a transmission is controlled in accordance with a desired wheel toque corresponding to a position of an accelerator, and a present vehicle speed in such a way that a speed ratio of the transmission is determined in consideration with torque factors such as an air-fuel ratio on the engine side, thereby it possible to optimize the control in order to reduce the emission of exhaust substance such as NOx and to enhance the acceleration performance and the fuel economy.

Abstract: An upshift shock reducing apparatus is provided to reduce upshift shock in a vehicle having a power train with a power source and an automatic transmission. The upshift shock reducing apparatus has a power source sensor that produces a signal indicative of a power source load, and a controller operatively coupled to the power source sensor, the power source, and the automatic transmission. The controller increases torque from the power source during the torque phase for a first predetermined period until the torque reaches a second predetermined torque, and decreases torque from the power source by a first predetermined torque at an end of a second predetermined period. The second predetermined period is determined based on the signal from the power source sensor, whereby the decreasing starts before the inertia phase. Therefore, the torque can be decreased before the inertia phase.

Abstract: In an engine automatic-restart control apparatus for vehicles, a braking force is checked whether it has become smaller than a first predetermined value. If the braking force is greater than the first predetermined value, it indicates that a vehicle is being at rest on a sloping road. Before restarting the engine, a driver reduces the applied brake so that the braking force becomes smaller than the first predetermined value. If the braking force has become smaller than the first predetermined value, an auxiliary braking force is applied before the engine is restarted. Thus, the vehicle is prevented from moving backward when the engine is restarted.

Abstract: An amount of oxygen accumulated in a catalytic converter after an engine stop by discontinuing a fuel supply to an engine is controlled to be within a preset range by controlling an engine speed into a preset range, controlling an engine revolution phase into a preset range, feeding air into the catalytic converter until the accumulated amount of oxygen becomes saturated, and controlling a catalytic converter temperature into a preset temperature range. Increase of an appropriate amount of the fuel at re-starting of the engine may prevent oxygen from deteriorating the NOx removing function without degrading an emission and the fuel efficiency.

Abstract: A control apparatus for a vehicle that has a power source and a continuously variable transmission. If a backlash-reducing control execution flag is on, a central control section utilizes an inertia torque produced during a backlash-reducing control as a part of a transient surge-reducing control that follows the backlash-reducing control, by setting at least one of a control duration and a control torque of the transient surge-reducing control to a value that is less than the control duration or torque set for an ordinary transient surge-reducing control. Therefore, the vehicle control apparatus is able to effectively perform the transient surge-reducing control and therefore further reduce vibrations of the vehicle.

Abstract: An automatic stop/start-up control system of an engine, recognizes an early drop of a power assist for brakes while the engine is automatically stopped. The control system enables the will of a driving person to be adequately reflected and the driving person does not feel a sense of incongruity when braking. Accordingly, the automatic stop/start-up control apparatus automatically stops the engine when an automatic stop condition is satisfied while the engine is driven, and automatically starts up the engine when an automatic start-up condition is satisfied while start-up of the engine is stopped. The control apparatus includes a power assist detector to detect power assist of an underpressure assist type brake apparatus equipped in the vehicle and a controller to control so as to automatically start up the engine when a decreasing rate per unit time of power assist, which the power assist detector detects while the engine is automatically stopped, exceeds a first setting value.

Abstract: A shift apparatus for shifting gears in a vehicle. The shift apparatus includes a shift selector rotated between a plurality of predetermined positions to instruct the shifting of gears in accordance with the position of the shift selector. A controller confirms whether the person operating the shift apparatus is the proper user and excites and de-excites a solenoid to lock and unlock the shift selector. An engine start actuator is arranged at substantially the same location as the shift selector to instruct the starting of the engine when pushed.

Abstract: An upshift shock reducing apparatus is provided to reduce upshift shock in a vehicle having a power train with a power source and an automatic transmission. The upshift shock reducing apparatus has a power source sensor that produces a signal indicative of a power source load, and a controller operatively coupled to the power source sensor, the power source, and the automatic transmission. The controller increases torque from the power source during the torque phase for a first predetermined period until the torque reaches a second predetermined torque, and decreases torque from the power source by a first predetermined torque at an end of a second predetermined period. The second predetermined period is determined based on the signal from the power source sensor, whereby the decreasing starts before the inertia phase. Therefore, the torque can be decreased before the inertia phase.

Abstract: Control apparatus having improved characteristics at an early stage of changing the gear position which make it possible to clearly discriminate the change in the transmission input shaft revolution speed caused by a rise in the engine torque by depressing the accelerator pedal from changes attending on the disengagement of the disengaging side clutch. For the above purpose, the control apparatus adopts a configuration capable of correcting the oil pressure acting on the friction coupling device by an arrangement that the transmission output shaft revolution ratio, obtained from the transmission output shaft revolution speed and the transmission input shaft revolution speed, follows up the target value of the revolution ratio after a speed change signal is issued.

Abstract: A control for a marine propulsion unit including a water propulsion device powered by an engine through a transmission. The transmission has forward, neutral and reverse positions. The engine has at least one combustion chamber, an air and fuel supply system, and at least one ignition element corresponding to the combustion chamber for igniting an air and fuel mixture supplied to the combustion chamber. The control is arranged to delay the firing of the ignition element when the engine is idling from a normal firing timing, and arranged to advance the firing of the ignition element if the engine speed rapidly reduces and the position of the transmission is changed from neutral to reverse or forward.

Abstract: The invention relates to a drive train controller of a motor vehicle which has an engine and an automatic transmission. The drive train controller has an engine controller for controlling variables affecting engine torque and a transmission controller for controlling shifting events of an automatic transmission. There is an interface interconnecting the transmission controller and the engine controller for allowing constant communications between the transmission controller and the engine controller. The transmission controller transmits a correction term M.sub.kor to the engine controller over the interface for controlling a magnitude of the engine torque. The transmission controller transmits a time constant to the engine controller via the interface for controlling the dynamic behavior of the engine torque. In this manner, the transmission shifts smoothly between gears.

Abstract: A frictional engaging clutch for an automatic vehicle transmission which discriminates judder which has occurred on the vehicle and controls to decrease the same. A clutch slip ratio is calculated, the calculated ratio is then converted into an ac waveform which is filtered by filters similar to a judder filter and a disturbance filter to extract frequency components of an appropriate range, and the number of times (NTEX) at which the filtered waveform peaks exceeds threshold values (appropriately set) is counted, and based on the counts, the judder is discriminated or determined. The configuration is simple and makes it possible to discriminate judder in an automatic vehicle transmission.

Abstract: The invention is directed to a method for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation of the transmission. The input torque is increased or decreased by pregiven measures beyond the value thereof present at the start of the shifting operation in dependence upon mode of shifting present. The method includes performing at least one of the following steps to realize at least one of the measures: actuating a device for changing the geometric characteristics of the exhaust-gas system of the engine; actuating the electromagnetic brake controlling the input torque of the transmission; switching in or switching out ancillary equipment driven by the engine; actuating the intake or exhaust valves of the engine to generate a negative combustion torque; and, if the engine is an engine having externally supplied ignition, advancing the ignition time point of the engine.

Abstract: A torque management apparatus for an automatic transmission of an internal combustion engine. The apparatus includes a sensor for sensing shifting of the transmission to a Neutral mode. An engine limiting means is operatively connected to a sensor for limiting the speed of the engine in response to the sensor, which senses the shifting of the transmission into or from the Neutral mode. Also, an engine delimiting means is operatively connected to the sensor and to the engine limiting means for returning the engine to a normal throttle speed in response to shifting of the transmission out of the Neutral mode. The engine limiting means and the engine delimiting means minimize stress on the transmission due to the engagement and disengagement of the transmission components caused by the shifting of the transmission in and out of a Neutral mode.

Abstract: Disclosed is a driving torque control device for a vehicle comprising the elements. The device can effectively suppress fluctuation of engine torque. (1) Means for calculating a torque control timing to determine and output at least two control timings of an engine torque generated by an engine during speed shifting. (2) Means for calculating and outputting an engine torque control quantity in response to the output from said torque control timing calculating means to calculate and output the engine torque control quantity (3) Means for controlling the engine torque during speed shifting in response to the outputs from said engine torque control quantity calculating means.The engine torque is reduced by a certain quantity at a first timing of said engine torque control timings, followed by increasing the engine torque at the second engine torque control timing, and then returning the engine torque to the engine torque of the time immediately before the first engine torque control timing.

Abstract: The present invention relates to a method and an apparatus for controlling a car equipped with an automatic transmission having a lockup clutch. According to the control method of the present invention, when the lockup clutch is in the lockup state, a variation of a generated torque is detected. When the range of the torque variation detected exceeds a predetermined value, an engine torque is reduced by controlling the engine, and the automatic transmission is controlled to compensate for a reduction of the driving torque due to a reduction of the engine torque. Thus, the speed change ratio is changed to the low gear side.

Abstract: A motor vehicle shift control apparatus wherein two hydraulically operated frictional coupling devices are simultaneously released and engaged, respectively, to effect a clutch-to-clutch shift of an automatic transmission, including an overshoot control device for compensating the hydraulic pressure of at least one of the coupling devices during the clutch-to-clutch shift such that the amount of engine speed overshoot is held within a predetermined range, and an inhibiting device for inhibiting an operation of the overshoot control device if a preventing device for preventing an excessive rise of the engine speed above an upper limit is expected to be activated, or if the preventing device is in operation. The inhibiting device may be replaced by a device for reducing the output of the engine if the engine speed is higher than a threshold not higher than the upper limit.

Abstract: An engine control system wherein the engine throttle valve is maintained in a substantial partially opened position at idle and the desired idle speed is maintained by controlling the spark advance. A lost motion connection connects the operator engine speed control with the throttle control so that when the operator speed control reaches a pick up position, the lost motion will be taken up and normal throttle opening will occur. This improves transient running. The system includes arrangements for detecting wear or other changes in the operative condition and compensating for it.

Abstract: A change gear control device is provided for an automatic transmission in a motor vehicle propelled by an internal combustion engine which is operated with an air/fuel mixture having air/fuel ratios ranging from a fuel rich air/fuel ratio to a fuel lean air/fuel ratio depending on driving conditions of the motor vehicle. In this device a first detector detects an engine torque of the internal combustion engine and a second detector detects a vehicle speed of the motor vehicle. A processor processes transmission gear ratios for the automatic transmission.

Abstract: The present invention provides a sensing system and method for providing information relating to a drivetrain during shifting operations. The drivetrain includes an engine, a torque converter and a transmission. The system includes sensors for detecting the output speed of the engine, the output speed of the torque converter, and the output speed of the transmission. The system detects the starting condition of a shifting operation, responsively determines a set of performance parameters, and produces a set of performance parameter signals.

Abstract: Shunt results from drive line resonance of a vehicle's transmission superimposing cyclic oscillations onto the speed of the vehicle's engine. A feedback loop comprising at least one of a band pass filter having a high frequency cut-off characteristic greater than first order, a feedback loop in which the loop gain is a function of transmission ratio, and a non-linear transfer element arranged to have a gain whose magnitude increases with the magnitude of the input to the non-linear transfer element. Additionally shunt may also be controlled by a feed-forward controller based on an engine demand signal.

Abstract: An apparatus is provided for use in a vehicle having an engine driven transmission which includes a plurality of gear ratios. The apparatus includes a sensor adapted to sense an operating parameter and responsively produce a parameter signal. A memory device includes a custom shiftpoint map for storing data which relates transmission gear ratio to the parameter signal. A programming device for allowing the custom shiftpoint map to be reprogrammed during vehicle operation. A controller is adapted to receive the vehicle speed signal, retrieve data from the custom shiftpoint map, and process the retrieved data and the parameter signal to produce a transmission control signal. An actuator is adapted to receive the transmission control signal and responsively control the transmission gear ratio.

Abstract: An improved powertrain control which recognizes the occurrence of positive engine torque caused by accelerator walk-in by the operator during coast-sync-coast downshift, and effectively prevents or arrests speed flare via engine torque management controls. The engine spark timing is normally not responsive to coast-sync-coast downshift conditions, however, when the occurrence of accelerator walk-in results in excessive positive engine torque likely to cause, or actually causing, engine speed flare is detected, spark retard is controlled to a predetermined value, thereby controlling the transmission input torque and allowing smooth application of the on-coming element for completion of the shift.

Abstract: A gear shifting mechanism for a transmission, capable of driving the gearshift drum of the transmission for turning in both a shift-up direction and a shift-down direction by operating a switch or a valve. A sector gear is formed on a gearshift arm fixed to a gearshift spindle to drive a gearshift drum. A driving gear, engaged with an idle gear engaged with the sector gear, is fixed to the rotary shaft of a pneumatic rotary actuator. The pneumatic rotary actuator is attached to the transmission case of a transmission, and compressed air is supplied into either a first pressure chamber or a second pressure chamber of the rotary actuator through a solenoid selector valve to turn the rotary shaft in either the normal direction or the reverse direction. The present invention provides an auxiliary gear shifting system which enables gear shifting operation without the operator using his/her foot.

Abstract: A control device for a vehicular engine having an automatic transmission comprising: an inner cylinder pressure sensor for detecting a pressure in a combustion chamber of an engine; means for detecting an output of the inner cylinder pressure sensor at a predetermined crank angle; means for calculating an output torque of the engine based on the detected output of the inner cylinder pressure sensor; means for detecting a rotation speed of an engine; means for detecting a rotation speed of an output shaft of a torque convertor; means for calculating a speed ratio of the rotation speed of the output shaft of the torque converter as compared to the rotation speed of the engine; means for calculating a torque of an output shaft of an automatic transmission based on the output torque of the engine, the rotation speed of the engine, the rotation speed of the output shaft of the torque converter and the speed ratio; and control means for controlling at least one of the output torque of the engine and a hydraulic pre

Abstract: The invention is directed to an arrangement for controlling the output power of the drive unit of a motor vehicle. The drive unit includes a drive motor for generating an output torque, a transmission unit and a power transmitting device including a torque converter interconnecting the drive motor and transmission unit for transmitting torque therebetween with the power transmitting device having an output torque, the transmission unit having a transmission ratio and the torque converter having an amplification. The arrangement includes a circuit for supplying a signal indicative of a driver command and a control apparatus. The control apparatus determines a desired value for the output torque of the drive motor occurring at the output end of the power transmitting device and determines a desired value for a drive motor torque from the desired value of the output torque and from variables representing the transmission ratio of the transmission unit and the amplification of the torque converter.