Abstract: A method for partially or fully autonomously guiding a motor vehicle includes setting a target steering angle for guiding along a target trajectory. It is checked whether a zero point shift exists between a current position of the motor vehicle with respect to the target trajectory. The set target steering angle is adjusted on the basis of a correction constant in the event that a determined zero point shift exceeds a predefined threshold.

Abstract: A method for predicting the dynamics of a vehicle using information about the path on which the vehicle is travelling that has particular application for enhancing active safety performance of the vehicle, to improve driver comfort and to improve vehicle dynamics control. The method includes generating a preview of a path to be followed by the vehicle where the preview of the path is generated based on actual values of a plurality of vehicle parameters. The method further includes obtaining a corrected value of at least one of the plurality of vehicle parameters corresponding to the actual values of each of the plurality of vehicle parameters, wherein the corrected value of the at least one of the vehicle parameters is obtained based on a target path to be followed by the vehicle on the road, and wherein the target path is obtained on the basis of a plurality of road parameters.

Abstract: The present invention provides a method and apparatus for adaptively controlling a closed throttle downshift in an automatic transmission wherein a transmission aberration during a shift is diagnosed and corrected during subsequent closed throttle downshifts. The invention is carried out by monitoring transmission characteristics including input speed, output speed and shift duration during a closed throttle downshift, and identifying departures from acceptable patterns. Each type of departure calls for a particular remedy, and a suitable adjustment is calculated based on the times and/or the commanded pressures at certain times, the adjustment being implemented by changing one or more initial conditions for the next shift of the same type. The adjustments may have to be large to make a full or significant partial correction at the next shift. Conversely small increments may be necessary to avoid over-correction.

Abstract: A shift control apparatus for controlling shifting actions of an automatic transmission including a hydraulically operated frictional coupling device having a hydraulic cylinder which is supplied with a working fluid when the frictional coupling device is engaged, the shift control apparatus including a transient-hydraulic-pressure control device operable to control a transient value of a hydraulic pressure in the hydraulic cylinder according to an electric signal, upon releasing of the frictional coupling device, and an accumulator having a back-pressure chamber a back pressure of which is controllable, and an accumulator chamber connected to the hydraulic cylinder of the frictional coupling device and operable to control a transient value of the hydraulic pressure in the hydraulic cylinder, when the frictional coupling device is engaged with the working fluid being supplied to the hydraulic cylinder, and a back-pressure increasing portion operable to increase the back pressure in the back-pressure chamber o

Abstract: If a shift to the 3rd speed is decided during the 5th-4th speed shift, in which the hydraulic servo for a second clutch is released by pressure regulation control, a changeover valve is switched by a solenoid valve so that the fluid pressure P.sub.C2 from the pressure regulating valve is conducted to a third clutch hydraulic servo. Thereby, the third clutch hydraulic servo pressure P.sub.C3 stands by at a predetermined engaging pressure P.sub.H and, at the same time, the servo-start of a fourth brake fluid pressure P.sub.B4 is performed by another pressure regulating valve. Meanwhile, the fluid pressure P.sub.C2 is released by an accumulator. After the servo-start ends and the 4th speed is established, the 4-3 speed shift control is performed, thus preventing shift shock and reducing shift duration.

Abstract: A hydraulic control device determines whether the transmission is being shifted down, and upon determination of the shift-down action, determines whether the vehicle is in a power-on condition or in a power-off condition. Upon determination of the power-off condition, the hydraulic control device regulates the control oil pressure applied to the engaging element, such that the oil pressure is rapidly increased from the beginning of a shifting process, and is maintained at a high level until the shifting process is about to be completed. Upon determination of the power-on condition, the control device regulates the control oil pressure such that the oil pressure is maintained at a low level from the beginning of the shifting process, and is increased just before completion of the shifting process.

Abstract: An automatic transmission control system for selectively locking and unlocking a plurality of frictional coupling elements is provided within an automatic transmission so as to place the automatic transmission into one of various possible gears. The control locks a specific one of the frictional coupling elements with locking pressure when the automatic transmission performs a specific gear shift and unlocks it by reducing the locking pressure when causing it to perform, an opposite gear shift reverse to the specific gear shift. The locking pressure is increased by way of a relatively high level of shelf pressure during the specific gear shift and reduced by way of a relatively low level of shelf pressure during the opposite gear shift.

Abstract: A control system is provided for an automatic transmission which has primary and second shifting units connected together to provide multi-stage speed ranges. Upon performing a combined shift, a hydraulic control circuit disconnects a hydraulic servomotor and its corresponding accumulator and the pressure in the servomotor is controlled by an electrical signal. When a decision for a second shift is made in the course of the combined shift, the pressure in a hydraulic servomotor for a downshift frictional engagement element is controlled by an electrical signal to return the element to its position before the combined shift while monitoring the number of revolutions of a rotating member in the transmission. As a consequence, a particular speed stage is configured and a shift signal corresponding to the decision of the second shift is outputted to the circuit.