Abstract: There is provided temporary high-speed gear setting means which causes an automatic transmission to accomplish first-speed gear after it has once been set to second speed gear, for instance, which is selected as a specific high-speed gear upon switching from a non-drive range to the drive range. While it is made possible to manually switch between gear-shifting control operation in automatic mode performed according to preset shifting characteristics and manual mode in which gear-shifting operation is manually performed by a driver, priority is given to accomplishment of the first-speed gear the temporary high-speed gear setting means when the automatic transmission is switched to the manual mode while it is set to the aforementioned specific high-speed gear by the aforementioned temporary high-speed gear setting means.

Abstract: In a working vehicle, an electronic control regulating valve 121 controls a connection force in clutch mechanisms 35 and 36 in a transmission 30, and a input side revolution signal of the transmission, an output side revolution signal, a speed stage position signal and a pedal angle signal of an inching pedal 114 are inputted to control a slip in the transmission 30. Further, a pedal angle signal of an accelerator pedal 107 is inputted to cope with a hyper-slow mode. Furthermore, in an engine, a charged pressure is controlled in stages to carry out an appropriate power control suitable for a number of stages of the transmission 30.

Abstract: A starting shift control system for a continuously variable transmission is provided which includes a control unit having a high start judgement device for judging whether or not a high start in a high speed side gear ratio is caused on the basis of a comparison between the generated number of the input rotation pulses and the generated number of the output rotation pulses from the time a first vehicle starting operation is performed after start of a prime mover, and a high start control device for restricting downshifting from the high speed side gear ratio to a target gear ratio when a start of the vehicle is judged to be the high start. A starting shift control method is also provided.

Abstract: A system for controlling downhill vehicle operation includes an electronically actuatable engine compression brake unit associated with an internal combustion engine, an electronically controllable turbocharger boost pressure adjustment device, electronically actuatable service brakes and a transmission including a number of automatically selectable gear ratios, wherein each of these components are coupled to a control computer. In accordance with one aspect of the present invention, the control computer is operable to detect a potential runaway vehicle condition and control any one or combination of engine compression brake activity, turbocharger boost pressure, service brake activity and automatic transmission shifting to thereby provide for a controlled descent down a negative grade and thereby prevent a runaway vehicle condition.

Abstract: A shift device including a key cylinder and a shift lever is disclosed. The key cylinder is located adjacent to the shift lever. The key cylinder receives a key corresponding to the key cylinder. When the key is located at the ON position, the key cylinder generates an engine driving signal to an engine ECU. A stopping mechanism is located between the key cylinder and the shift lever for selectively stopping the movement of the shift lever depending on the selected key position.

Abstract: A control system for a continuously variable transmission, in which a responsiveness and a generation of an excessive force in a steady state are compatible. The control system makes a belt slippage prevention and a fuel economy improvement compatible by controlling a CVT with one of two parameter values: the first parameter value which is determined from an engine RPM and an accelerator opening, i.e., a torque information quick in the output timing but poor in the precision and which indicates the engine output torque; and the second parameter value which is determined from a fuel injection rate, i.e., a torque information excellent in the precision but slow in the output timing and which indicates the engine output torque.

Abstract: In a method for online management of a drive train of a motor vehicle having a CVT transmission, in order to establish the engine speed for a required power output, a path through a predetermined composite performance graph—in which a performance quality characteristic is plotted as a function of power output and engine speed—is identified online, said path being optimal with respect to predetermined optimization criteria.

Abstract: A control unit and a control method of an automatic transmission can accurately estimate an output shaft torque in a torque converter with little error. The control unit of the automatic transmission estimates an output shaft torque in a torque converter with using a characteristic of the torque converter and controls the automatic transmission by using the estimated torque converter output shaft torque. At lest one of a pump capacity characteristic and a torque ration characteristic of the torque converter is corrected in the control unit by using an oil temperature of the automatic transmission and at least one of parameters expressing an operating state, thereby estimating the torque converter output shaft torque.

Abstract: A vehicle-behavior control apparatus for the vehicle with a sub-transmission comprising of a control unit. This control unit is adapted to be connected to an engine system and vehicle status sensors, and directs the engine system to suppress a traction in response to spin or driftout moment determined from any outputs of the vehicle status sensors. The control unit limits the suppression of the traction when a position sensor of the sub-transmission indicates that the sub-transmission is at a lower speed range.

Abstract: The invention is directed to a system for adjusting a transmission ratio in a transmission built into a motor vehicle. The system includes at least two transmission ratio criteria with which first transmission ratios are determined based on at least two different determining modes. The system also includes a first arrangement with the aid of which a second transmission ratio is selected in accordance with a pregiven prioritization from the determined first transmission ratios. The transmission ratio is then adjusted in dependence upon the selected second transmission ratio. In an advantageous configuration of the invention, a second arrangement is provided with which the second transmission ratio is modified in accordance with a pregiven strategy. The transmission ratio is then adjusted in dependence upon the modified second transmission ratio.

Abstract: Transmission controls are known, which are directly mounted on the vehicle's transmission to directly control the hydraulic valves (actuators) there. The engine management of the vehicle is connected to the transmission control via a communications channel configured as a CAN data bus to exchange data with the transmission control. Located furthermore in the passenger compartment is a plurality of electrical shifting components, such as a selector lever switch, a kickdown switch, or a driving program selector, which transmit different switch point and sensor signals to the transmission control via numerous single lines.

Abstract: The device for the control of an automatic transmission, especially a CVT, which is connected with an oscillatingly suspended drive mechanism, preferably an internal combustion engine for a motor vehicle with front-transverse drive mechanism, wherein the transmission has an electronic control, is provided with a sensor in the form of a piezoceramic transmitter on a torque support for the drive mechanism for producing high dynamic, to provide engine-torque equivalent signals which are fed to the electronic transmission control.

Abstract: A method and an arrangement for controlling a drive unit of a motor vehicle wherein at least one of the following quantities is determined: torque, power or throttle flap angle. This quantity is compared to the maximum permissible value and, when the maximum permissible value is exceeded by the determined quantity, fault reaction measures are initiated. The maximum permissible value is formed in dependence upon the time-dependent change of the rpm of the drive unit.

Abstract: In a method and apparatus for controlling a driving engine/transmission unit having a continuously variable automatic transmission, the transmission output torque acting upon the driving wheels of a vehicle and the engine reaction torque retroacting upon the driving engine can be adjusted by way of a regulated transmission variable.

Abstract: A multiple-gear vehicle transmission (3) has a split gear assembly (17) on its input side, a range gear assembly (19) on its output side, and a main gear assembly (18) between them. A drive power of an engine (1) is transmitted to a propeller shaft (5) via the multiple-gear vehicle transmission (3). The split gear assembly (17) has a neutral position (N) in addition to high and low gear positions (H, L). In general, a splitter controller (9, 20) intermittently shifts the split gear assembly (17) between the neutral position (N) and high gear position (H) to intermittently lubricate various parts such as bearings (61A, 61B, 61C) and synchronization mechanisms in a transmission casing (3a). By shifting the split gear assembly (17) into the high gear position, a counter shaft (32) is caused to rotate so that oil is scooped up toward the bearings by the counter shaft (32) and is also supplied to the bearings by an oil pump (35).

Abstract: A system for controlling an automatic transmission of a vehicle, wherein a pressure to be supplied to the hydraulic clutch of a target gear is determined based on a desired value of acceleration of gravity acting in the longitudinal direction of the vehicle and other parameters including an engine torque, thereby decreasing the shift shock effectively, while ensuring to finish the shift within an expected period of time. Moreover, the engine torque is estimated using a parameter indicative of inertia torque used for raising the engine speed. With this, it becomes possible to determine the engine torque inputted to the transmission, thereby decreasing the shift shock more effectively.

Abstract: A torque transmitting mechanism of a vehicle is structured such that engine torque is transmitted to front wheels via a transmission. A clutch is disposed in the torque transmission path leading to the transmission from the engine, which disengages upon gear shifting of the transmission. The vehicle control system of the invention is provided with a motor generator capable of transmitting the torque to rear wheels without passing through the transmission, and is structured so as to increase the torque transmitted from the motor generator to the rear wheels upon gear shifting of the transmission. According to this control system, a decrease in torque to be transmitted from the motor generator to the rear wheels is able to be suppressed during gear shifting with no need for an additional drive source.

Abstract: A method and a system for converting kinetic energy of a vehicle and part of energy supplied by its engine into energy of compressed air and using it to assist in vehicle propulsion later. A novel system of valves employing variable valve timing and valve deactivation is used to implement and control a two-way flow of compressed air between the engine and an air-reservoir where air-temperature control is maintained. During operation with compressed-air assist the engine operates both as an air-motor and as an internal combustion engine during each cycle in each cylinder. The engine can selectively and interchangeably operate either as a four-stroke or as a two-stroke internal combustion engine.

Abstract: A method is presented for correcting estimates of engine output torque and accessory load torque. Engine output torque estimates are corrected when the accessory is disengaged from the engine. Accessory load torque is learned, or corrected, when the accessory is engaged to the engine. In one example, these corrections are made when engine output torque is known to be substantially zero from torque converter speed ratio or from the timing of the overrunning clutch engagement. This information is then used to control engine output torque to improve drive feel and vehicle performance.

Abstract: A vehicle and engine control system controls engine torque to maintain positive torque at a transmission input to prevent the transmission gears from separating. By maintaining a positive engine torque, the transmission is prevented from operating in or through the zero torque, or lash, zone. This prevents poor vehicle driveability that would otherwise result from operation in the lash zone. The control systems uses closed loop control based on a desired and actual turbine speed ratio, or slip ratio, to guarantee positive torque applied to the transmission.

Abstract: An integrated control system for both an electronically-controlled engine and a steplessly variable automatic transmission, comprises a speed-change ratio arithmetic processing section for calculating the speed-change ratio as a ratio of the transmission input speed to the transmission output speed, a target driving torque arithmetic processing section for retrieving a target driving torque, based on both the accelerator operating amount and the vehicle speed, from a first predetermined characteristic map, and a target speed-change ratio arithmetic processing section for retrieving a target speed-change ratio, based on both the accelerator operating amount and the vehicle speed, from a second predetermined characteristic map. Also provided is a target engine output torque arithmetic processing section for calculating a target engine output torque, based on all of the target driving torque, the speed-change ratio, and a speed ratio of the transmission input speed to the engine speed.

Abstract: The invention relates to a method for increasing the spontaneity of automatic gear boxes with overlapping gear shifts. The overlapping gear shifts consist of three phases. Upshifting from a first gear ratio to a second gear ratio is aborted and downshifting to a first gear ratio occurs if an abort criterion is detected. The abort criterion is validated if a request for downshifting is made by the driver and detected before the third overlapping shift phase begins.

Abstract: A control for preventing damage to a vehicular driveline (10) during attempts to launch a vehicle from a stopped condition while engaged in an inappropriate start ratio. The control involves sensing engaged transmission ratio (GR) and vehicle speed (OS) to determine if the vehicle is being launched while the transmission is engaged in an inappropriate start ratio and, if such conditions are sensed, issuing command signals to the engine controller (36) to cause engine output torque to be limited to a predetermined value, preferably a value less than 50% of maximum engine output torque.

Abstract: A method for increasing the spontaneity is proposed for an automatic transmission, the gear shifts of which are carried out as overlapping gear shifts. Here an upshift from a first to a second gear is not completely terminated and a change back from an upshift to the first gear is carried out when an abort criterion is detected.

Abstract: In a vehicle having a continuously variable transmission, a road surface gradient estimation block for calculating a road surface gradient and a target vehicle speed value decision block for deciding a vehicle speed according to the road surface gradient are provided. During a vehicle running, when the road surface gradient becomes larger than a stored judgment value, a target vehicle speed is prepared in accordance with a vehicle speed at a time a road gradient value exceeds over an establishment value, a transmission ratio is controlled to have the target speed. Accordingly, a drive force in response to the road surface gradient can be carried out without a change-over of a transmission mode by a driver himself.

Abstract: A control system/method to minimize unwanted upshifts in an automated mechanical transmission system (12). Upshifts are prohibited unless throttle position (THL) has achieved a substantially steady-state value (.vertline.(d/dt(THL)).vertline.<REF-1) or a speed value (ES, IS, OS) exceeds a reference (OS<REF-2).

Abstract: A vehicle traction control system is controlled in part by a signal value indicative of estimated wheel torque. The estimated wheel torque value is produced within the vehicle's electronic engine control (EEC) module by summing a first value which indicated the estimated torque attributable to engine combustion and a second value which is proportional to engine acceleration/deceleration which indicates the amount of torque attributable to the inertial movement of engine and drive train masses. The second value is modified by a third value based on the speed ratio across the transmission. Before summing the two signal components, the signal which indicates combustion torque is preferably delayed with respect to the signal indicating inertial torque by a delay interval whose duration varies with engine speed to take into account the delay between intake fuel rate changes and combustion forces as well as delays attributable to the timing of the calculations themselves.

Abstract: The invention proceeds from a control of the drive train of a motor vehicle having at least a drive unit and an automatic transmission. During driving operation, a desired value for the drive torque of the vehicle or for the transmission output torque is pregiven by the driver. The different operating points of the drive train are characterized by at least different output torques of the drive unit and rpm ratios and/or different output rpms of the drive unit. The essence of the invention is that, during driving operation, a set of evaluation quantities is determined for each possible operating point. One of the possible operating points is then selected as an optimal operating point via an optimization method based on the determined evaluation quantities. The transmission ratio, which belongs to this selected optimal operating point, is then adjusted on the transmission.

Abstract: In a disengagement side control, in a power on state, a disengagement side pressure P.sub.W is output, P.sub.W being set higher than a base pressure dependent on input torque, and a disengagement side frictional engagement element is engaged and maintained. In a power off state, a disengagement side pressure lower than the base pressure is output, and the disengagement side frictional engagement element slips. In the disengagement side control, when the vehicle driving state is changed from the power off state to the power on state, the disengagement side pressure P.sub.W is changed from that for a slip state to that for a maintain state.

Abstract: A vehicle drive train includes an automatic transmission, which has an automatic shift mode and a manual shift mode. The transmission is operable in the automatic shift mode and also operable in the manual shift mode. An input device has a manual select lever. A controller receives an operator mode change demand from the input device and conditions the automatic transmission for operation in one of the automatic and manual shift modes in accordance with the operator mode change demand after a predetermined condition has been met. The predetermined condition is met when the pending shift that is in progress is completed.

Abstract: A vehicle speed control system comprises a section for calculating a command driving force-required to make a sensed vehicle speed equal to a preset command vehicle speed, a section for calculating a command engine output in accordance with the command driving force and the command vehicle speed, a section for calculating a command engine speed corresponding to the command engine output from a predetermined engine torque-versus-speed characteristic relationship in an engine constraint state of minimum throttle setting and fuel cutoff inhibition when the command driving. force is negative, and a section for calculating a command transmission ratio in accordance with the command engine speed. When the driving force command is negative, the control system put the engine in the constraint state and controls a continuously variable transmission in response to the command transmission ratio so as to prevent undesired vehicle speed hunting.

Abstract: A method for controlling a transfer case in an automatic four-wheel-drive driveline for a motor vehicle includes sensing if the engine is drivably decoupled from the transfer case and setting a first variable to "T" if the engine is decoupled, otherwise setting the variable to "F". The vehicle speed is sensed to determine if the speed is substantially zero and a second variable is set to "T" if the speed is substantially zero, otherwise the second variable is set to "F". Whether the vehicle is braking is sensed, and a third variable is set to "T" if the vehicle is braking, otherwise the third variable is set to "F". If all the first, second and third variables are "T", a shift condition flag is set to "T" to permit a shift of the transfer case through a neutral state, otherwise the shift condition flag is set to "F" and a shift of the transfer case through the neutral state is not permitted.

Abstract: Disclosed is a shift control method for an automatic transmission, including the steps of; detecting a present vehicle speed, determining whether a present shift stage is lower than a predetermined shift stage, and measuring a change of throttle opening degree when an accelerator pedal is released; determining whether the change is realized in less than a predetermined amount of time when the present shift stage is determined to be lower than the predetermined shift stage, thereby determining whether the throttle opening is abruptly changed; and performing a skip upshift operation by more than two stages when the throttle opening is determined to be abruptly changed. Further, disclosed is a shift control system for realizing the above method.

Abstract: An internal combustion engine having an engine camshaft driven air compressor. The air compressor supplies air under pressure through separate regulated and controlled circuits to air springs for urging the poppet valves of the engine to a closed position and engine driven accessories, such as a variable throttle mechanism and/or an air actuator for controlling for a change speed transmission.

Abstract: A transmission torque of a friction part during a shift is requested in accordance with an input rotation speed and an input torque of the friction part of an automatic transmission and a target torque during the shift determines. An output torque of an engine is reduced in accordance with a difference between the transmission torque and the target torque. A control transmission torque supplied to the friction part is determined in accordance with the torque difference and the transmission torque, thereby an operation force to the friction part is determined and the operation force is supplied to the friction part. A control apparatus and method for the automatic transmission is provided wherein a stable shift time can obtain and a shift shock can be suppressed.

Abstract: In an engine provided with a throttle valve actuator which controls the opening/closing of the throttle valve, a target throttle valve opening degree is determined based the amount of accelerator pedal depression. Following a speed change command being issued in an automatic transmission the target throttle position is gradually decreased until an inertial phase is detected. The target throttle opening is then returned to that which corresponds to the accelerator pedal depression by the driver.

Abstract: A system and method for controlling a running characteristic of a vehicle having an automatic transmision are disclosed in which when a vehicle running condition is changed and a running mode is transferred into a different running mode, the running mode is not directly transferred from the present running mode to a target running mode but is transferred to a transitional running mode which gradually approaches the target running mode. In this state, a control unit determines whether a change rate of the driver's operation for a predetermined time is large or small, i.e., whether the driver drives the vehicle without a feeling of discomfort due to the changed running mode. If the change rate is large, the control unit determines that the driving condition is not preferable, the transfer of the running characteristic from the transitional running mode to the target running mode is inhibited or returned to the original running mode.

Abstract: A system for overriding hold mode operation of an automated transmission coupled to an internal combustion engine is provided, wherein the transmission is operable in the hold mode of operation to maintain engagement of a currently engaged transmission gear. A control computer is operable to monitor at least one vehicle operating parameter and determine whether hold mode operation is inappropriate based thereon. If hold mode operation is inappropriate, the control computer is operable to either initiate an automatic upshift to a numerically higher transmission gear or limit engine or vehicle speed to a predefined speed value. In this manner, the system of the present invention is operable to allow hold mode operation only when a legitimate need therefore exists.

Abstract: A vehicle transmission controller responds of a load signal representing a load on the vehicle engine. The load signal is automatically and repeatedly adjusted as a function of an operational status of the auxiliary vehicle function, and the load signal is automatically adjusted during a shift of the transmission.

Abstract: In the oil temperature detecting method, an oil temperature sensor detects the temperature of oil in an automatic transmission. A controller receives the detected temperature and signals indicating a first and second potential. The first potential represents the ground potential of the automatic transmission, and the second potential represents the ground potential of a body of the vehicle. Based on the first and second potentials and the sensed oil temperature, the controller controls an operation of the automatic transmission.

Abstract: The object of this invention is to reduce shift shocks by controlling the driving torque during gear shift changing so that the driving torque is represented by a smooth, ideal waveform.The driving torque calculating means estimates the output shaft torque of the automatic transmission from the engine torque characteristic or torque converter characteristic and, based on the estimated driving torque, generate a targeted torque pattern during gear shift changing. The engine torque control value calculating means calculates the control value for controlling the engine output torque, i.e., an ignition timing correction value .DELTA..theta.ig, so as to eliminate the deviation between the targeted torque and the driving torque estimated by the driving torque calculating means. This ignition timing correction approximates the driving torque to the smooth targeted torque. This configuration realizes the object mentioned above.

Abstract: An apparatus for actuating a torque transmitting system and/or a transmission in the power train of a motor vehicle has a control unit which is used to monitor and/or calculate operational parameters and conditions of the motor vehicle. The control unit remains active after the motor vehicle ignition is turned off, and also stores in memory operational parameters and conditions for subsequent use when the motor vehicle is again activated.

Abstract: A change amount .DELTA.TVO is computed as a deviation of a new value for the throttle opening representing engine load from a previous value. When the change amount .DELTA.TVO is greater than or equal to a positive judgment level TH and engine load is changing rapidly in an increasing direction, computation of running resistance using a detected value for the throttle opening is stopped. However, since when the throttle opening is stable or the throttle opening is changing reducingly, a necessary and sufficient computational accuracy can be maintained, computation of the running resistance is not stopped, and control is carried out based on the computational results.

Abstract: A system for controlling an automatic transmission mounted on a vehicle, including a gear system and hydraulic clutches which hold a member of the gear system stationary to produce gear reduction or reverse to transmit engine output, and a linear solenoid valve provided in the oil line which generates an oil pressure to be supplied to hydraulic clutches in response to a current supplied thereto. In the system, the current supply is initiated when the ignition switch is turned to the ON position where the engine is not started, producing a noise due to the solenoid valve operation. In order to avoid this, the current is limited to a predetermined value when the engine is not started and the vehicle is stopped. Moreover, since the predetermined value is slightly above the current at which the clutch pressure begins to rise, the automatic transmission can start its operation quickly when the engine is started.

Abstract: A vehicle transmission control system in which a central control unit issues signals to an associated main drive clutch actuator and to ratio actuating means to effect changes in the operative ratio of an associated transmission in accordance with a predetermined shift point map. When the shift point map indicates that a ratio shift is appropriate, the system tests for fluctuations in the position of the an associated engine accelerator pedal and only actions the shift if the degree of fluctuation of the accelerator pedal position is judged acceptable. The acceptable level of accelerator pedal fluctuation preferably varies with engine speed.

Abstract: A hydraulic control unit of an automatic transmission calculates deceleration during a coasting downshift, and calculates a piston play offsetting time, that is, the lag time that elapses between a shift decision and the start of the shift, on the basis of a correction value determined in accordance with the lag time learned from the previous shift. Based on the rate of deceleration and the piston play offsetting time, the downshift line in the speed shift map is corrected, that is, advanced in timing. Using this timing-advanced shift line, the control unit makes an earlier shift decision such that the shift starts in a proper state of operation, thus reducing shift shock during a coasting downshift and preventing excessive engine speed during a high-speed upshift.

Abstract: For motor vehicles equipped with overdrive-equipped transmissions normally biased in one of the overdrive or non-overdrive modes of operation, a method for automatically biasing the transmission to the alternate mode of operation, and apparatus to practice the method. Normally used to bias transmissions from the overdrive to the non-overdrive mode of operation, the apparatus and method taught herein are particularly well-suited for operation in conjunction with automatic transmissions, and are actuated uniquely with each ignition run cycle. Alternatively, the method and apparatus may, with equal facility, incorporate other vehicle operations and conditions to actuate its overdrive biasing function.

Abstract: A method and apparatus for controlling a transmission for use with an automotive vehicle including an engine. The transmission coupled to the engine for transmitting a torque inputted thereto from the engine to produce an output torque at a continuously variable speed ratio. A target value for the speed ratio is calculated based on vehicle operating conditions. A rate at which the speed ratio changes to the calculated target value is calculated. An upper limit for the rate is calculated to satisfy such a condition that the output torque is substantially equal to or greater than zero. The rate of change of the speed ratio is limited to the upper limit when the calculated rate of change of the speed ratio is greater than the upper limit.

Abstract: A control system and method is provided for changing the shiftpoints of a transmission for part throttle shifting. A input section delivers a actual gear signal, a engine speed signal and a torque converter output speed signal A controller receives the input signals and varies the transmission shiftpoints relative to the received signals. The controller also delivers signals to the transmission to upshift, downshift or that no shift is necessary.

Abstract: An engine control system is provided with two sets of gain factors for use in conjunction with a PID control system. When a gear selection mechanism is in a steady state, a first set of gain factors is used so that the engine control system is less responsive and the engine operates more smoothly. When the gear selection mechanism is being moved from a neutral position to either forward or reverse gear or vice versa, a second set of gain factors are substituted for the first set so that the engine control system will be more responsive and the sudden change in the load on the engine will not cause a stall condition or a sudden increase in the RPM. This technique can typically be employed in a proportional, integral, and differential (PID) control system, but alternative control systems can also benefit from its use.