Abstract: A control for a power transmission has a neutral idle circuit comprised of a signal valve, a control valve and a shuttle valve. The signal valve supplies a bias pressure to the control valve, which has an output control pressure proportional to the input torque to the transmission. The output control pressure and transmission line pressure act on the shuttle valve to direct the control pressure to a clutch in the transmission when the output pressure is below a predetermined percentage of the transmission line pressure and to direct line pressure to the clutch when the predetermined percentage is exceeded. This permits the clutch to be controlled at or below a slipping engagement state.

Abstract: The hydraulic control system includes a pressure regulating valve regulating hydraulic pressure generated by a hydraulic pump, and a pressure control valve controlling the regulated hydraulic pressure. A hydraulic pressure distributing valve set distributes the controlled regulated hydraulic pressure to a plurality of friction elements, and a shift control valve controls operation of the hydraulic pressure distributing valve set by controlling distribution of an application hydraulic pressure to the hydraulic pressure distributing valve set. A creep control unit selectively prevents the vehicle from creeping without depressing a brake pedal by supplying the application hydraulic pressure from the shift control valve to at least one of the friction elements. To this end, the creep control unit includes a creep control valve and a solenoid valve.

Abstract: The power train of a motor vehicle has an electronic unit which controls the condition of an automated clutch between the engine and a manually shiftable transmission. The control unit has a normal or standard operating mode when the various sensors which are connected with and transmit signals to the control unit (as well as the signal transmitting connections such as buses and/or cables) are not defective, and a standby or emergency mode when one or more sensors and/or connections are (temporarily or irreversibly) defective. The control unit then prevents the clutch from permitting or causing a creeping or crawling movement of the vehicle while the engine is idling and the transmission is shifted in a gear other than neutral. The mode of operation of the control unit can be changed back to normal in response to termination of a faulty operation of one or more sensors and/or connections, for example, with a predetermined delay.

Abstract: An anti-creep control apparatus of an automatic transmission has a forward clutch control section which controls the hydraulic pressure of a forward clutch by slipping the forward clutch when the automatic transmission is set in a drive range and the vehicle is stopped while an engine is operating. The anti-creep control apparatus controls an hydraulic pressure of the forward clutch to be held or increased by a predetermined value when a relative rotation of the forward clutch is detected during the anti-creep control. The controlled hydraulic pressure is set as a lower limit value of the forward clutch hydraulic pressure in a present anti-creep control.

Abstract: When a vehicle is halted with the transmission in a forward drive range, an input clutch is disengaged to enhance the fuel efficiency and, at the same times a hill-hold brake is engaged to prevent the vehicle from rolling backward on a steep up-slope. At that time, the hydraulic pressure P.sub.C-1 of the input clutch C1 is gradually reduced by .DELTA.P.sub.CIR (P.sub.C-1 =P.sub.C-1 -.DELTA.P.sub.CIR) while the hydraulic pressure P.sub.B-1 of the hill-hold brake B1 is increased gradually so as to satisfy an equation P.sub.B-1 =K1+K2 X e where .DELTA.P.sub.cir is a change in hydraulic pressure which is required for gradually disengaging the first clutch C1, K1 is a hill-hold brake pressure at which braking resistance begins, K2 is hill-hold brake pressure producing a fully braked condition, and e is the input/output rotational-speed ratio of a torque converter Subsequently during start of vehicle movement, the hydraulic pressure P.sub.C-1 of the input clutch C1 is gradually increased (P.sub.C-1 =p.sub.C-1 +.

Abstract: An automatic transmission with an anti-creep control apparatus includes a torque converter connected to the engine, first and second friction elements, and a control unit. The first friction element is operated when the automatic transmission is put in a drive range. The second friction element performs to prevent a reverse rotation of an output shaft of the automatic transmission. The control unit executes an anti-creep control controls, controlling the second friction element to prevent a reverse rotation of an output shaft of the automatic transmission when the anti-creep control is executed, holds the engagement of the second friction element during a time period from the time when the anti-creep control is cancelled to the time when the first friction element is fully engaged, and disengages the second friction element thereafter.

Abstract: A power transmission has an electro-hydraulic control for selectively establishing a plurality of clutches and brakes for controlling a plurality of planetary gearsets to establish the transmission drive ratios. During a vehicle stopped condition, two brakes are engaged to restrain rotation of two members of one of the planetary gear sets. This results in braking of the transmission output shaft.

Abstract: A control system for a vehicle transmission prevents a vehicle from rolling backward on a slope, and includes a slope sensor for sensing the degree of a slope, a throttle position sensor for sensing position of a throttle valve, an engine RPM sensor for detecting RPM of the engine, a gear input speed sensor for sensing rotational speed of a transmission gear, a gear position sensor for sensing position of the transmission gear, a shift lever sensor for sensing operation of a shift lever, a CPU for reading signals from the sensors and outputting a control signal for keeping the clutch in partial engagement before starting an engine, an electric hydraulic pressure cylinder, and a clutch release cylinder mechanically joined to the electric hydraulic pressure cylinder for joining the clutch.

Abstract: The invention provides a control apparatus for an automatic transmission for carrying out neutral control and hill-hold control in a range that causes no slip of a hill-hold brake.

Abstract: An automatic transmission control apparatus has a vehicle speed detector, an accelerator pedal operation detector, a brake pedal operation detector, a clutch hydraulic servo that is neutral-controlled, a brake hydraulic servo that is hill holding-controlled, and a control device for controlling the fluid pressure supplied to the two servos. The control device selectively changes the start timing of the fluid pressure supply control. If it is determined that the vehicle is stopped and that the vehicle is not on an uphill, the control device causes a pressure reducing device and a pressure supplying device to simultaneously start reducing the fluid pressure supply to the clutch servo and supplying fluid pressure to the brake servo, respectively.

Abstract: An automatic transmission control unit switches on and off operations for a plurality of solenoids in response to combinations of throttle openings estimated on the basis of an output of a throttle sensor and vehicle speeds estimated on the basis of an output of a vehicle speed sensor to set a proper speed change gear. The automatic control unit sets second gear when a vehicle is stopped to suppress creep during the stoppage of the vehicle, and starts the vehicle with the second gear as it is when the changing rate of the throttle opening is small. When the changing rate of the throttle opening exceeds a predetermined rate in an acceleration state, it is determined that an operator desires powerful acceleration and hence the operation is shifted to first gear. In contrast, when the operator requires a slow start, a second gear start is automatically selected without permitting down-shift to the first gear every time the vehicle is started.

Abstract: A control system for an automatic transmission, having a fluid transmission unit for transmitting the rotation of an engine to a speed change unit. The control system includes a clutch which is applied responsive to selection of forward running range; a one-way clutch which is locked, when the clutch is applied, to establish a forward first speed; a brake for locking the one-way clutch, to block reverse rotation of the output shaft of the speed change unit. First and second hydraulic servos apply, respectively, the clutch and the brake responsive to receipt of oil pressures. A control unit controls the oil pressures fed to the first and second hydraulic servos. The control unit starts the feed of oil pressure to the second hydraulic servo responsive to selection of a forward running range, provided the vehicle is substantially stopped, the engine is idling and the foot brake is engaged.

Abstract: A process is disclosed for electronically controlling an automatic transmission in which the torque transmission is reduced when the engine throttle setting and vehicle speed are below a threshold. The transmitted torque causes the vehicle to creep slightly, warning the driver that a gear is engaged. The slant and load of the vehicle are taken into account for controlling the drive torque.

Abstract: A control system for an automatic transmission in a vehicle powertrain including an engine and a fluid coupling for transmitting the rotation of an engine to the transmission, the transmission having a clutch which is applied responsive to selection of a forward running range and a hydraulic servo for applying the clutch responsive to an oil pressure. The control system includes a control unit for controlling the oil pressure to the hydraulic servo; an input torque detector for detecting the input torque to be inputted to the transmission; and a specific state detector for detecting satisfaction of a set of specific starting conditions including: (1) that the forward running range has been selected, (2) that the vehicle is stopped and (3) that the engine is in an idling state.

Abstract: The invention is directed to a method and an arrangement for controlling the drive power of a motor vehicle wherein a controllable transmission unit is acted upon in such a manner that the load of the drive unit is at least reduced for the operating state of the motor vehicle wherein the vehicle is at standstill and/or is rolling slowly. When leaving this operating state, the control of the drive power is delayed until the complete force connection is reestablished.

Abstract: A driving-force regulating apparatus for an electric vehicle, including a first device which regulates, when the accelerator is operated, an output torque of the electric motor to a running torque corresponding to (A1) an operation amount of the accelerator and (A2) a rotation speed of the motor; a second device which regulates, when the vehicle satisfies a predetermined condition, the output torque of the electric motor to a creep torque corresponding to (B) one or more conditions of the vehicle; and a third device which regulates, when the accelerator is operated after termination of the creep torque regulation, the output torque of the motor to an after-creep torque corresponding to (B) the one or more conditions of the vehicle, (C1) an after-creep operation amount of the accelerator, and (C2) an after-creep rotation speed of the electric motor, the third device regulating the output torque of the motor such that the after-creep torque is different from a running torque to which the output torque of the mo