Abstract: Methods for automated calibration adaptation of a gearshift controller are disclosed. In one aspect, the method automates calibration of a gearshift controller in an automatic transmission having one or more speed sensors, each configured to generate a signal, and allowing one or more gearshifts with associated gearshift output sets ji that are functions of speed sensor signals and the desired gearshift output sets ?i. The gearshift controller has one or more gearshift control parameter sets Urji to be calibrated, each set including gearshift control parameters for an allowed gearshift at one operating condition, and learning controllers Li sets of system models Hr, and positive definite matrices Pi for updating Urji during sequences of allowed gearshifts. The method incudes acquiring speed sensor signals, computing the gearshift output set jj; and updating the gearshift control parameter set pi.

Abstract: A hydraulic control device that includes a second solenoid valve that is capable of supplying a resisting pressure that maintains the switching valve in the non-reverse state against the reverse range pressure, wherein the switching valve is maintained in the non-reverse state by supplying the resisting pressure from the second solenoid valve while a travel range is switched to at least a reverse range during forward travel.

Abstract: There is provided a hybrid vehicle configured to control an engine, a first motor, a second motor and a third motor such as to be driven based on a required torque for driving. When the second motor is undrivable, the hybrid vehicle is configured to control the engine, the first motor and the third motor, such as to provide a higher state of charge of a battery than a state of charge of the battery provided when the second motor is drivable and such as to output a torque from the engine via a planetary gear to one pair of wheels accompanied with output of a torque from the first motor and output a torque from the third motor to the other pair of wheels.

Abstract: There is provided a hybrid vehicle configured to control an engine, a first motor, a second motor and a third motor such as to be driven based on a required torque for driving. When the second motor is undrivable, the hybrid vehicle is configured to control the engine, the first motor and the third motor, such as to provide a higher state of charge of a battery than a state of charge of the battery provided when the second motor is drivable and such as to output a torque from the engine via a planetary gear to one pair of wheels accompanied with output of a torque from the first motor and output a torque from the third motor to the other pair of wheels.

Abstract: In a power unit for a saddle-type vehicle a locking pin on a shift drum side is fixed to a shift spindle and a detection shaft of a shift position sensor is interlocked and connected with the shift drum, the friction surface between the shift arm and the locking pin is reduced with suppression of the lowering of the rigidity of the shift arm to enable smooth gear shifting. An engagement hole in a shift arm allows insertion and engagement of a locking pin and has an elongated hole shape extending along one diameter line of a shift spindle. An insertion hole in the shift arm has an arc shape centered at the center axis line of the shift spindle to allow insertion of an interlocking shaft coaxially connected to the shift drum to be incapable of rotation relative to it.

Abstract: A transmission system is disclosed for use with a machine. The transmission system may have a first clutch configured to transfer power in a first direction, a second clutch configured to transfer power in a second direction, a brake, and an interface device configured to generate a first signal indicative of a desire to shift power transfer directions. The transmission system may also have a controller configured to cause disengagement of the first clutch in response to the first signal, to cause the brake to apply a retarding torque to a traction device, and to determine an amount of the retarding torque being applied to the traction device. The controller may also be configured to selectively transfer the retarding torque to the second clutch when a capacity of the second clutch to provide retarding torque is about equal to the amount of the retarding torque being applied by the brake.

Abstract: There is provided a vehicle control apparatus. The vehicle control apparatus includes: an automatic return type select switch that receives an operation for selecting an operating condition of an automatic transmission and outputs a selection signal corresponding to the received selection operation; a switch controller that switches the operating condition of the automatic transmission in accordance with the selection signal output by the select switch; an emergency determining unit that determines whether or not the select switch has been operated consecutively at least a predetermined number of times within a predetermined period while the vehicle travels, and outputs an emergency operation signal when determining that the select switch has been operated consecutively; and a brake control unit and an electric parking brake control unit that apply braking to the vehicle on the basis of an operation by a driver and the emergency operation signal output by the emergency determining unit.

Abstract: In a shift-by-wire gearshift control apparatus, even if a switching anomaly in which switching between forward and reverse gears is not possible has occurred, transmission of driving power to the output shaft 10 can be interrupted as quickly as possible. In the case of the occurrence of a switching anomaly in which switching from a forward gear stage to a reverse gear stage, or vice versa, is not possible, as a path for draining engaging hydraulic pressure supplied to a frictional engagement element (C1 to C4, B1, B2) involved in establishing the current gear stage, the hydraulic control circuit 4 secures an anomaly drain path (91 or 92) that is shorter than a normal drain path (81, 82 or 83) secured by the hydraulic control circuit 4 during normal switching.

Abstract: An HV-ECU performs a program including the steps of: determining whether or not the HV-ECU is in an auto-P execution state; determining whether or not a predetermined time period Tb has elapsed since an auto-P was requested; and permitting determination of the shifting operation if the HV-ECU is in the auto-P execution state and if it is determined that the predetermined time period Tb has elapsed since the auto-P was requested.

Abstract: A control system for an automatic transmission that does not require a cut-off valve, and that can inhibit a reverse control even if a detection unit for detecting a shift range fails. The control system includes a first friction engagement element, which is engaged in predetermined forward and reverse shift speeds, a detection unit that detects a shift range from shift ranges that include a forward range and a reverse range; a failure judgment unit for judging failure of the detection unit, and an avoidance unit for shifting to a forward shift speed that does not engage the first friction engagement element if the failure judgment unit determines that the detection unit has failed.

Abstract: A control device for a vehicular power transmitting apparatus, having engaging devices including a one-way clutch, is disclosed which prevents a locked state of the one-way clutch from causing the occurrence of slippages of other engaging devices to avoid a drop in durability of the engaging device. To achieve this object, engaging a plurality of engaging devices in combined operations allows a plurality of gear positions to be established. A shifting mechanism (vehicular power transmitting apparatus) 10 is provided wherein at least one of the plural engaging devices includes a one-way clutch F1. The shifting mechanism switches a method of selecting a gear position at S3 depending on a shift position of a shift lever 52, determined at S1, and a vehicle running direction determined at S2.

Abstract: A powered scale model vehicle having a transmission with a forward gear and a reverse gear. The transmission is shiftable between the forward gear and the reverse gear. The vehicle has a radio control receiver, a sensor and a microcontroller. The receiver is adapted to output a throttle signal and a shift signal to the microcontroller. The sensor is adapted to obtain a vehicle speed measurement. The microcontroller is electrically coupled to the receiver and the sensor. The microcontroller may be adapted to control a timing and execution of a forward/reverse shift on the transmission based on at least the vehicle speed measurement, the throttle signal, and the shift signal, for example.

Abstract: There is provided a control apparatus for a vehicular automatic transmission which reliably inhibits switching between ranges caused by an erroneous operation of a shift lever and enables a vehicle to continue running normally without interfering with the operation of returning the shift lever to a normal position. When the shift lever is switched to a reverse range in a state in which a flag Flag_D_high indicative of a forward high vehicle speed assumes “1”, this operation is determined as being an erroneous operation, and gear shift to a reverse gear position is inhibited from being accomplished. When the shift lever is switched to a forward range in a state in which a flag Flag_R_high indicative of a reverse high vehicle speed assumes “1”, this operation is determined as being an erroneous operation, and gear shift to a forward gear position is inhibited from being accomplished.

Abstract: A reverse inhibitor mechanism for a transmission of an all terrain vehicle, in which a shift drum is jounalled to a side wall opposite the transmission case so as to be rotatably supported thereon, and a reverse inhibitor arm is detachably engaged with the reverse inhibitor groove formed in the outer circumferential surface of the shift drum to regulate a reverse setting. A reverse inhibitor shaft having the reverse inhibitor arm supported at one end thereof is positioned within the transmission case. The other end of the reverse inhibitor shaft is rotatably journaled to one of the opposite side walls of the transmission case from the inside of the transmission case. A distal end of the reverse inhibitor arm which swings by the rotation of the reverse inhibitor shaft is brought into engagement with the reverse inhibitor groove during assembly of the reverse inhibitor mechanism.

Abstract: A control method for automatic transmissions wherein a reverse motion condition in the neutral or drive ranges, caused by burning or the like in the operating devices of the automatic transmission, can be automatically detected to prevent an unwanted reverse motion of a vehicle from occurring, thereby enhancing the safety of the automatic transmission and improving the running stability of the vehicle.

Abstract: In the case of malfunctioning of an inhibitor switch of an automatic transmission, a current vehicle speed is compared with a maximum vehicle speed of a reverse speed when the current vehicle speed is other than 0. The transmission is then controlled to a target shift-speed determined on the basis of vehicle driving state parameters, when the current vehicle speed is higher than the maximum vehicle speed of the reverse speed.

Abstract: A system for a motor vehicle has a motor vehicle gearbox by means of which a reversal of the direction of travel can be initiated, a vehicle brake unit which is separate from the motor vehicle gearbox, and a control unit. When there is a reversal of the direction of travel from at least one first direction into a second direction when there is still a positive vehicle velocity in the first direction, the control unit generates a braking torque which reduces the vehicle velocity, by means of an actuation unit and by means of the vehicle brake unit. The actual direction of travel of the motor vehicle is determined here by means of a sensor unit.

Abstract: A fault diagnosis method is provided in which it is possible to determine whether the input shaft speed sensor of the automatic transmission is faulty by using the signals of the output shaft speed sensor, the brake switch, the engine speed sensor and so on, without making use of the signal of the vehicle speed sensor. Moreover, even if there are faults in the output shaft speed sensor or if the shift lever is positioned in the parking P range or the neutral N range, or if the engine speed is lower than the stall speed, the fault diagnosis method for the input shaft speed sensor can be performed, and additionally, a possibility of a misjudgment caused by a bad N-D hydraulic pressure response at an extremely low temperature can be removed.

Abstract: A control system for an automatic transmission comprises a forward/reverse selection hydraulic servomechanism 70, a D inhibitor valve, which controls the supply of a line pressure to the servo-oil chambers of this servomechanism, and a plurality of solenoid valves 81˜85, which are used for controlling the actuation of the shift valves and the D inhibitor valve. This control system comprises a first neutral mode and a second neutral mode for a neutral range. In the first neutral mode, the D inhibitor valve is switched to a forward drive position, and the forward drive servo-oil chamber is connected to a drain. In the second neutral mode, the D inhibitor valve is switched to a reverse drive position, and the forward drive and reverse drive servo-oil chambers are both connected to the drain.

Abstract: The invention relates to a method for selecting a gear position of an automatic vehicle transmission with at least one forward gear position and a reverse gear position, in the case of which, at defined operating conditions, a shifting operation from the forward gear position into the reverse gear position or vice versa is ignored. The object of avoiding faulty operations when operating an automatic transmission and increasing the driving comfort is achieved in that the shifting operation is carried out up to a defined first speed of the vehicle, in that, in a speed range of the vehicle between the first and a second speed, during the shifting operation, only a neutral gear position is engaged, and in that the shifting operation is ignored above the second speed.

Abstract: An electronically controlled power shift transmission for a vehicle includes an oil pressure source which generates oil pressure, a clutch which is adapted to be engaged to move the vehicle when oil pressure is supplied to the clutch, a shift valve which is movable between a first position in which oil pressure is supplied to the clutch and a second position in which oil pressure to the clutch is cut off, and a solenoid valve for changing the position of the shift valve. The shift valve drains the oil pressure in the clutch when the shift valve cuts off the oil pressure supplied to the clutch.

Abstract: A hydraulic control device for an automatic transmission includes a reverse inhibit valve for inhibiting a reverse gear position to be established when the reverse range is selected by mistake. This reverse inhibit valve is placed in a selected one of a first state in which a first port communicates with a third port, and a second state in which a second port communicates with the third port, depending upon whether a solenoid pressure is applied to one end of a spool of the valve. If the reverse range is selected during forward running of a vehicle, the reverse inhibit valve is placed in the first state in which the first port communicates with the third port, so that an oil pressure of a friction element is drained through the first port.

Abstract: A hydraulic control system for an automatic transmission of multiple clutch type (in FIG. 1), comprising an R cut valve 80 (and a 2-R sequence valve 70) whose positions are shifted in interlocking with the operations of dog clutches D.sub.2 (D.sub.r), and which control the supply of working oil to hydraulic actuators S.sub.r (S.sub.2) corresponding to the other dog clutches D.sub.r (D.sub.2) mounted on an identical one of power transmission shafts, so as to prohibit the engagement of the other dog clutches D.sub.r (D.sub.2), in a state in which the dog clutches D.sub.2 (D.sub.r) are engaged with speed change gears for the first or fourth speed stage (the reverse gear stage). Thus, even when the specified dog clutches D.sub.2 and D.sub.r are unintentionally engaged due to the fails thereof or the response delay of the hydraulic control system, the circulation of power is prevented from taking place.

Abstract: A hydraulic pressure control system for an automatic transmission that includes a torque control regulating valve for converting a portion of the hydraulic pressure from an oil pump to a control pressure in accordance with a variation in the torque, and a control switch valve for supplying a torque pressure to a friction member prior to a shift valve being supplied with supply and release pressures for a friction member.

Abstract: An electronic and hydraulic system of a five speed automatic transmission adapted to establish five forward and one reverse gear ratios by way of effecting selective engagement and disengagement of friction elements comprises an oil pump for producing a pressurized working fluid, a manual selector valve manually operated for distributing the working fluid to forward and reverse fluid lines, first to fourth shift valves for directing the working fluid to one of the friction elements, first to fourth solenoid valves associated with the first to fourth shift valves, respectively, for controlling positions of the shift valves in correspondence to a vehicle speed and a throttle opening degree, second to fourth speed valves each position-controlled by the first to third shift valves to change flow path of the working fluid and an overdrive unit valve position-controlled by the fourth shift valve.

Abstract: A hydraulic control system for 4-speed automatic transmission which is controlled by torque control hydraulic pressure in regular succession and can provide a skip shift comprises a fluid pump (32), a pressure regulator valve (34) for regulating the line pressure generated at the fluid pump (32), a plurality of frictional elements (108, 62, 120, 84, 94, 100, 126) actuated by drive hydraulic pressure or reverse hydraulic pressure in accordance with the position of a valve spool of a manual valve (58), a first transmission control portion (D) having at least two valves (78, 86, 98) for supplying hydraulic pressure to at least one of the frictional elements, and a second transmission control portion (E) for selecting at least one of the frictional elements.

Abstract: A shift control system is provided for an automatic transmission having, connected in series, a secondary shifting unit, capable of being shifted between a high speed stage and a low speed stage, and a primary shifting unit which provides plural speed stages including a reverse speed stage. The secondary shifting unit can be set to the high speed stage upon a shift into reverse. The shift control system is equipped with a reverse range detector for detecting a shift from neutral to reverse range, a vehicle stop detector for detecting that vehicle is stopped, and a high speed stage command device for setting the secondary shifting unit at the high speed stage when, subsequent to a shift of the primary shifting unit into reverse, the vehicle is determined by a signal from the vehicle stop detector to have substantially stopped.

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 hydraulic control system of the present invention is provided for improving a responsiveness to a speed change by compleating the speed chang with a torque pressure control hydraulic pressure after initiating the speed change with the drive hydraulic pressure. The hydraulic control system includes an oil pump for generating hydraulic pressure, a pressure regulating valve for regulating the hydraulic pressure to be proper pressure for reverse and drive, five friction elements which receive the hydraulic pressure for drive in accordance with operation of a manual valve, two friction elements which receive the hydraulic pressure for reverse in accordance with operation of the manual valve, first and second shift control parts having at least two shift valves, respectively, to supply the hydraulic pressure to the friction elements, and a torque control hydraulic pressure regulating part for supplying a torque control hydraulic pressure to the first and second shift control parts.

Abstract: A hydraulic control for an automatically shifted power transmission has an electronically controlled governor pressure source which provides a speed and throttle sensitive pressure for controlling the shift points and trim boost in the transmission control. An inhibitor circuit is activated in the event of a discontinuance of the electrical control, resulting in maximum governor pressure, to permit selected vehicle operation in one forward ratio and a reverse ratio. Each ratio interchange is controlled by a respective shift valve and clutch control valve. Each clutch control valve has an integral trim control which is effective to control the pressure rise in the on-coming clutch without bypassing fluid to an exhaust. Also during a ratio interchange, an off-going clutch is controlled at a reduced pressure during a portion of the ratio interchange.

Abstract: A control apparatus for an automatic transmission in which when a select position of a select lever operated by a driver is detected by an inhibitor switch, and a detected select position is a neutral position and/or a reverse position, ignition timing is retarded or fuel supply is reduced to reduce output torque of an engine, the output torque of the engine is also reduced when abnormal detection of the select position is determined due to a disconnection of the inhibitor switch or the like, thereby preventing transmission of excessive output torque to a frictional engaging element to achieve a reverse and driving force transmission members connecting to the frictional engaging element.

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.