Abstract: A transmission ratio controller includes circuitry that includes a transmission ratio calculator calculating a request transmission ratio, a transmission ratio instructor transmitting a control signal, and an abnormality determiner. The request transmission ratio is calculated using a first transmission ratio map when a specified parameter satisfies a first condition, and a second transmission ratio map when the specified parameter satisfies a second condition. The internal combustion engine is in a first state when the specified parameter satisfies the first condition, and in a second state when the specified parameter satisfies the second condition. In the first state, the abnormality determiner calculates a hypothetical transmission ratio using the second transmission ratio map based on the second state.

Abstract: A transmission ratio controller includes circuitry including a transmission ratio calculator and a monitor. The transmission ratio calculator calculates a transmission ratio using a first transmission ratio map when a specified parameter satisfies a first condition, and using a second transmission ratio map when the specified parameter satisfies a second condition. When the specified parameter satisfies the first condition, the internal combustion engine is in a first state. When the specified parameter satisfies the second condition, the internal combustion engine is in a second state. In the first state, the monitor calculates a hypothetical transmission ratio using the second transmission ratio map based on the second state.

Abstract: A transmission ratio controller includes circuitry. The circuitry includes a transmission ratio calculator configured to calculate a request transmission ratio to a transmission mechanism, a transmission ratio instructor configured to output a control signal based on the request transmission ratio, and an abnormality determiner configured to determine whether a transmission ratio of the transmission mechanism is abnormal. At least two of the request transmission ratio, an instruction transmission ratio corresponding to the control signal, or an actual transmission ratio achieved by the transmission mechanism are transmission ratios subject to comparison. The abnormality determiner is configured to determine that when a difference obtained by comparing the transmission ratios subject to comparison is greater than or equal to a predetermined specified value, the transmission ratio of the transmission mechanism is abnormal.

Abstract: Selection solenoid valve (75) controls engagement/disengagement of travel clutch (31, 32) in synchronization with a selecting operation of selector lever (90) that selects a range position of belt-type continuously variable transmission (CVT). Selection solenoid valve abnormality diagnosing unit (8a) is configured to, when performing a selecting operation from no-drive range to drive range, if a time required for travel clutch (31, 32) to be judged to be engaged from a start of selection of the drive range is less than a predetermined time, judge selection solenoid valve (75) to be a maximum hydraulic pressure side abnormality. When performing the selecting operation of drive range?no-drive range?drive range, if a selecting operation speed condition indicating that a no-drive range selection time is shorter than a setting time (Tth) is satisfied, execution of abnormality diagnosis of selection solenoid valve (75) is not permitted. With this configuration, misjudgment is prevented.

Abstract: A vehicle control device is capable of securing engine output torque even in a case where a switching operation is performed between a first shift position and a second shift position, both of which are in an in-gear state. The vehicle control device is capable of performing a mutual switching operation between the first shift position and the second shift position, at both of which a power transmission system is in the in-gear state, and includes: a shift-position detecting section that detects a selected shift position; and a torque reserve control section that executes torque reserve control to increase output torque of an engine when a shift switching operation is performed between the first shift position and the second shift position.

Abstract: Methods and systems for a heads-up configurable vehicle dash display are provided. Specifically, a configurable dash may comprise one or more displays that are capable of receiving input from a user. At least one of these displays may be configured to present a plurality of custom applications that, when manipulated by at least one user, are adapted to control and/or monitor functions associated with a vehicle and/or associated peripheral devices. It is anticipated that the function and appearance of the plurality of custom applications may be altered via user and/or processor input.

Abstract: A shift control method for a vehicle with a double clutch transmission (DCT) is configured such that when a power-on upshift is initiated, during a target time for a controller to perform a torque phase, a release-side clutch is gradually released, an engine torque is gradually increased to a basic engine torque or more, and an engagement-side clutch torque is increased according to an increase in the engine torque and a vehicle speed; and when the release-side clutch is completely released, the controller reduces the engine torque while gradually reducing the engagement-side clutch torque to be equal to the basic engine torque, to perform an inertia phase such that an engine speed is synchronized with an engagement-side clutch speed.

Abstract: A method for modifying the hydraulic circuitry of factory installed 46RE, 47RE and 48 RE automotive transmissions internally re-routes the flow of hydraulic fluid within the valve body of the automotive transmission to improve the overall operation of these factory installed automotive transmissions, without adding or installing any external passageway structures to the valve body. The internal re-routing of the hydraulic flow within the valve body is accomplished by replacing the existing separator plate with one or more new cooperating separator plates, and by plugging portions of the existing hydraulic circuitry, to internally re-route the flow of hydraulic fluid within the valve body by blocking certain existing internal hydraulic circuitry and by creating new internal hydraulic circuitry for fluid flow within the valve body. The modified 46RE and 47RE transmissions exhibit improved operating characteristics, simulating the operation of a 48RE automotive transmission.

Abstract: Methods and systems are provided for operating a powertrain or driveline of a hybrid vehicle that includes two electric machines and a transmission are described. In one example, vehicle propulsion is maintained while transmission operating parameters are determined for improving transmission operation. In particular, a rear drive unit maintains vehicle speed and monitors torque delivered via an output of the transmission.

Abstract: Methods and systems are provided for operating a driveline of a hybrid vehicle that includes an internal combustion engine, an electric machine, and a transmission, where the transmission is downstream of the engine, and where the electric machine is downstream of the transmission. In one example, responsive to a driver-demanded wheel torque that exceeds a capacity of the electric machine, a vehicle acceleration plateau is avoided by transiently connecting a crankshaft of the engine to a low speed input shaft of the transmission while the engine is accelerating to a target speed.

Abstract: An oil supply structure for a power unit includes a working oil pump, a lubrication oil pump, an oil storage section, a working oil pressure detection part and a lubrication hydraulic pressure detection part, the oil storage section including a lubrication oil storage chamber in which a suction section of the lubrication oil pump is opened, and a working oil storage chamber in which a suction section of the working oil pump is opened, and oil overflowed from the working oil storage chamber being stored in the lubrication oil storage chamber.

Abstract: In order to pre-stage a clutch piston in preparation for clutch engagement, a controller commands a high current to a Casting Integrated Direct Acting Solenoid (CIDAS) valve. This staging is performed in two distinct phases wherein the current is higher in the first phase than in the second phase. Staging the piston in this manner reduces the staging time and reduces the variability of the staging time. The duration of the first phase may be adjusted based on a number of parameters including, the length of a preceding engine off period, the number of clutch applications since the engine off period, a fluid temperature, and a length of time since a preceding engagement of the clutch.

Abstract: The driver's driving behavior will be recorded and a signature will be created either on vehicle or on a cloud data center. The driver signature can be accessed using secure authentication by any vehicle he will be driving. The data collection is a continuous process monitoring driving behavior of the driver. The guidelines from OEM are used to compare driver signature with ideal driving characteristics. Changes are pushed to the vehicle controller to modify controls of individual automotive components to adjust the efficiency of vehicle and improve the ride comfort for the driver. The changes to be made can be decided on a remote cloud system or on the vehicle.

Abstract: Various exemplary embodiments relate to a command interpreter for use in a vehicle control system in a vehicle for interpreting user commands, a vehicle interaction system including such a command interpreter, a vehicle including such a vehicle interaction system, and related method and non-transitory machine-readable storage medium, including: a memory and a processor, the processor being configured to: receive, from at least one human via a first input device, a first input having a first type; receive a second input having a second type via a second input device, wherein the second type comprises at least one of sensed information describing a surrounding environment of the vehicle and input received from at least one human; interpret both the first input and the second input to generate a system instruction; and transmit the system instruction to a different system of the vehicle.

Abstract: A powertrain of a vehicle has a drive unit, a transmission and an auxiliary gearbox. Operation of the transmission and the auxiliary gearbox is controlled by a transmission control unit. The transmission control unit controls shifting of the auxiliary gearbox and the transmission while the vehicle is in operation. The auxiliary gearbox may be electronically shifted, independently of activity of the vehicle operator.

Abstract: A duty cycle recording system and method is disclosed for a vehicle with a drivetrain having a plurality of components and sensors. The duty cycle recording system may include a control unit and communication link. The control unit may receive sensor readings, compute damage estimates for drivetrain components based on the readings, and compute estimated remaining life (ERL) estimates based on the damage estimates. The communication link may transmit the computed damage and ERL estimates. The control unit may sample transmission torque and speed sensor readings, and for each sample may populate a three-dimensional histogram of transmission torque and speed the vehicle has experienced.

Abstract: A vehicle includes an engine, dual-clutch transmission (DCT), and controller. The controller executes a method to control a requested change-of-mind shift of the DCT to a second desired gear state. The requested shift is initiated after a prior-requested but not yet fully-executed shift of the DCT to a first desired gear state. The controller detects the requested shift, identifies the second desired gear state, and aborts the prior-requested shift immediately upon identifying the second desired gear state. The controller also shifts the DCT to the second desired gear state using a calibrated shift profile corresponding to the detected shift. The calibrated shift profile describes required oncoming and offgoing clutch torques needed for achieving the second desired gear state. Engine speed control may be used to synchronize engine and input shaft speeds.

Abstract: The twin clutch-type transmission can include a hydraulic twin clutch including the first clutch and the second clutch disposed on main shafts. The shift change controlling apparatus is configured to control shift change operation to and adjacent speed change stage by alternately changing an engagement state of the first clutch and the second clutch. The shift change controlling apparatus can also execute a pre-shift change of supplying a pre-pressure on one of the first and second clutches, while another of the first and second clutches is engaged. The pre-pressure provides a pre-engagement of the unengaged clutch. First and second clutch actuators are configured to actuate the first and second clutches, respectively. When the pre-shift change is executed, the pre-pressure is applied for a predetermined period and then removed prior to a driving of a shift gear or actuating a shift change.

Abstract: Provided is a control device for a hybrid vehicle, which makes it possible to manually select a degree of acceleration in tune with user's preferences and user's intended running quality. Provided is a control device for a hybrid vehicle 1 including an engine and a motor for assisting the engine with power, in which an ECU 20 is provided with a first changing unit, which prepares to increase the assist amount of the motor 12 in response to a user depressing a Plus Sport mode switch 30, and subsequently increases the assist amount of the motor 12 in response to the user pressing an accelerator pedal to cause a variation ?AP in an accelerator position to be at least a predetermined value.

Abstract: The rate of change of transmission output torque is computed based on the differential speeds of the axles and of the transmission output shaft adjusting for final drive ratio. The speed of the axle is measured by an anti-lock braking system and communicated to the transmission controller over a communications bus. To compensate for the delay introduced by the communications bus, a shift register delays the signal from the transmission output shaft speed sensor. The resulting estimate of rate of change of transmission output torque may be used directly to control the torque capacity of one or more transmission clutches. Additionally, the resulting estimate may be combined with an independent output torque estimate to yield a more accurate output torque estimate.

Abstract: A gearbox system includes a gearbox having integrated therein a pump system, a plurality of fluid passages and a clutch control system. The pump system is in fluid communication with the clutch control system via the fluid passages to flow at least one pressurized stream. A first pressurized stream controls a first pressure-responsive device included in the clutch control system. The gearbox system further includes a hydro-mechanical control unit (HMCU) in fluid communication with the gearbox to receive a second pressurized stream and to generate at least one actuator control stream. The actuator control stream controls an actuator integrated in the gearbox.

Abstract: An automatic transmission includes an input member, a planetary gear mechanism, a plurality of engagement mechanisms, an output member, a control unit, and a switching mechanism. The control unit is able to perform a backward preparation mode (step 3) which enables the rpm of an element fixed by the switching mechanism to be predetermined rpm or less by bringing the engagement mechanism into a connected state or a fixed state when the shift position is switched from a forward range to a backward range (step 1). The control unit switches the switching mechanism from a reverse-rotation preventing state to the fixed state (step 7) after the rpm of the element becomes the predetermined rpm or less (step 5) by performing the backward preparation mode.

Abstract: A system and method of dithering speed and/or torque for shifting a transmission of a vehicle having an engine, a reversible, variable displacement hydraulic motor/pump which can be driven by the engine, a hydraulic accumulator supplied by said motor/pump, and at least one reversible hydraulic driving motor for propelling the vehicle supplied with fluid by the hydraulic accumulator and/or by said motor/pump operating as a pump. A transmission unit connects the engine with the variable displacement hydraulic motor/pump during a first mode of operation (city mode) and connects the engine to a vehicle drive wheel during a second mode of operation. The system utilizes stored hydraulic energy to dither the output of the driving motor in order to achieve quick and smooth shifts between city and highway mode, or between various ranges within the city mode.

Abstract: A hybrid powertrain includes an engine, an electric machine, and a transmission. A method to control the powertrain includes monitoring operation of the powertrain, determining whether conditions necessary for growl to occur excluding motor torque and engine torque are present, and if the conditions are present controlling the powertrain based upon avoiding a powertrain operating region wherein the growl is enabled.

Abstract: A method includes: receiving M solenoids, each marked with a unique one of M identifiers, where M is an integer greater than one; receiving M lookup tables associated with respective ones of the M identifiers, wherein each of the M lookup tables establishes a relationship between input current and output pressure for only one of the M solenoids; assembling a transmission with a selected one of the M solenoids; selecting one of the M lookup tables based on one of the M identifiers marked on the selected one of the M solenoids; storing the selected one of the M lookup tables in memory of a transmission control module of a vehicle that is assembled with the transmission; and controlling output pressure of the selected one of the M solenoids based on the selected one of the M lookup tables and the input current using the transmission control module.

Abstract: A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated friction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a powertrain source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a powertrain source is modulated. A perceptible transmission output torque reduction during an upshift is avoided.

Abstract: A speed ratio shaft control for multiple ratio vehicle transmission has controlled release of an off-going transmission clutch and controlled engagement of an on-coming transmission clutch during a speed ratio upshift, at least one clutch being a friction torque establishing clutch. A controller, using shift-timing software strategy, actively manages in real time a clutch torque level for each clutch so that transient torque disturbances in a transmission torque output shaft are mitigated.

Abstract: In a control of a vehicular automatic transmission, an engaging device provided in a power transmission path between an engine and driving wheels is brought into a slipping state or a release state when a certain neutral control condition is satisfied while a shift lever is placed in a running position, the engaging device is engaged so as to increase a torque transmission capacity thereof when a certain neutral control cancellation condition is satisfied during neutral control under which the engaging device is in the slipping state or the release state, and an engaging pressure of the engaging device is held at a constant pressure level for a given period of time when an accelerator pedal is depressed while the engaging device is engaged so as to increase the torque transmission capacity thereof.

Abstract: An automatic transmission calculates a current thermal load state of the frictional element, predicts (S24, S31), prior to the start of the shift, a heat generation amount of the frictional element if the shift is performed in the first shift mode, predicts (S25, S32) a thermal load state of the frictional element upon shift completion on the basis of the current thermal load state of the frictional element and the predicted heat generation amount, and either performs (S28, S38) the shift in a second shift mode, in which a heat generation amount is lower than that of the first shift mode, or prohibits (S39) the shift when the predicted thermal load state upon shift completion is inside a predetermined region.

Abstract: A speed ratio shaft control for multiple ratio vehicle transmission has controlled release of an off-going transmission clutch and controlled engagement of an on-coming transmission clutch during a speed ratio upshift, at least one clutch being a friction torque establishing clutch. A controller, using shift-timing software strategy, actively manages in real time a clutch torque level for each clutch so that transient torque disturbances in a transmission torque output shaft are mitigated.

Abstract: A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated friction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a torque source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a torque source is modulated. A perceptible transmission output torque reduction during an upshift is avoided.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: In an abnormal-period automatic shift control apparatus of an automated manual transmission (AMT), a controller includes a first state detecting section configured to detect whether the AMT is in a first state where the AMT is thrown into a shift stage during an engine starting period, and a second state detecting section configured to detect whether the AMT is in a second state where a clutch failure that an automatic clutch, employed in the AMT for engine power transmission, remains engaged undesirably, occurs. Also provided is a neutral-range-period abnormality countermeasure section configured to inhibit a supply of working oil from an engine-drive oil pump, serving as a working medium for automatic-clutch engagement-and-disengagement control and automatic gear shifting, for preventing an automotive vehicle from beginning to move, while a selected operating range is a neutral range, under a condition where the first and second states occur simultaneously.

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: A control apparatus for a shift-position changing mechanism that changes the shift positions of an automatic transmission mounted in a vehicle using a rotational force of an actuator based on a signal corresponding to the state of an operation member, including: a mechanism that generates a rotational force for moving the actuator toward a rotation stop positional-range corresponding to the shift position, based on a rotation stop position of the actuator; a detection unit that detects a rotation amount of the actuator; a control unit that controls the actuator based on the signal and the detected rotation amount; and a learning unit that learns the rotation stop positional-range corresponding to the shift position, based on an amount by which the actuator has been rotated since a control over the actuator executed by the control unit is stopped.

Abstract: An automatic transmission calculates a current thermal load state of the frictional element, predicts (S24, 531), prior to the start of the shift, a heat generation amount of the frictional element during the shift, predicts (S25, S32) a thermal load state of the frictional element upon shift completion on the basis of the current thermal load state and the predicted heat generation amount, and when the predicted thermal load state upon shift completion is inside a predetermined region, either performs (S28, S38) the shift after modifying a shift mode such that the heat generation amount of the frictional element is smaller than that of a case in which the predicted thermal load state upon shift completion is outside the predetermined region, or prohibits (S39) the shift, wherein the predetermined region is set at a different region depending on whether the shift is an upshift or a downshift.

Abstract: The invention essentially relates to a method for blocking wheels of a vehicle when stopped in which a transmission device (1) is placed between an output (2) of a heat engine (3) and a wheel (5) axle shaft (4). This device (1) comprises an input shaft (13) connected to the output (2) of the engine (3), an output shaft (31) connected to the wheel axle shaft (4), and at least one electrical machine (6, 7). The device also comprises a mechanical assembly (12) interconnecting the input shaft (13), the output shaft (31) and the shaft (8, 9) of the machine. This assembly (12) is connected to a bridge (15) that, in turn, is connected to the wheel (5) axle shaft (4). The invention provides that, in order to block the wheels when the vehicle is stopped and to limit an observable torque on the elements of the assembly (12), the wheel axle shaft is blocked by the mechanical assembly.

Abstract: Interruption in supervisory position control signals can cause problems with respect to actuators which upon loss of such control signals for the actuator will generally slew to a fixed idle position. In such circumstances a machine such as a gas turbine engine in which an actuator is associated will not sustain performance even though there is continued local power supply to the actuator. By utilizing a local controller which stores actuator response profiles for certain machine status stages through perturbation or marginal activation of the actuator an appropriate actuator response profile can be chosen and therefore sustaining control signals presented to the actuator to maintain machine operation.

Abstract: An automatic transmission calculates a current thermal load state of the frictional element, predicts (S41), prior to the start of the shift, a heat generation amount of the frictional element during the shift, predicts (S42) a thermal load state of the frictional element upon shift completion on the basis of the current thermal load state of the frictional element and the predicted heat generation amount, determines (S43, S44, S45) whether to permit or prohibit the shift on the basis of the predicted thermal load state upon shift completion, and halts the determination as to whether to permit or prohibit the shift, made on the basis of the predicted thermal load state upon shift completion, when a shift mode of the shift is a second shift mode in which the heat generation amount is smaller than that of a first shift mode.

Abstract: A calibration system for calibrating a transmission adjusts a clutch fill pulse width and hold level current for an oncoming clutch via calibration shifts during operation of the associated machine, thus establishing the desired shift timing and duration. The pulse width is calibrated based on torque transfer characteristics of the clutch during a test shift, and the hold level current is calibrated based on the shift duration of a further test shift.

Abstract: A power system for a vehicle includes a hydraulic pressure generating device, a first hydraulically operated device, a second hydraulically operated device, a common oil channel, a first bifurcated oil channel, a second bifurcated oil channel, and an oil state detector. The first hydraulically operated device is configured to be operated by liquid supplied from the hydraulic pressure generating device. The second hydraulically operated device is configured to be operated by liquid supplied from the hydraulic pressure generating device. The common oil channel is connected to the hydraulic pressure generating device. The first bifurcated oil channel connects the common oil channel and the first hydraulically operated device. The second bifurcated oil channel connects the common oil channel and the second hydraulically operated device. The oil state detector is provided in the common oil channel and configured to detect the state of the liquid.

Abstract: In performing a down-shift based on a driver's intention of deceleration, an engine output increasing control is started at a time when a transfer torque capacity of the releasing clutch becomes small or zero and the actual oil pressure decreases to an initial oil pressure, not causing an acceleration feeling even upon the engine output increase. For estimating a time when which the real pressure of the releasing clutch decreases to a level of not higher than the initial pressure, the response of the real pressure relative to an oil pressure command value for the releasing clutch is approximated using a transfer characteristic of “first order lag+time delay.” An estimated real oil pressure obtained based on the transfer characteristic is compared with the initial pressure. It is determined a start timing of the engine output increasing control has been reached upon decrease of the estimated pressure to the initial pressure.

Abstract: A control system operable to engage a torque transmitting mechanism, the control system having at least one variable bleed solenoid valve operable to selectively provide pressurized fluid to selectively engage at least one torque transmitting mechanism. An electronic control unit is also provided to provide control to the at least one variable bleed solenoid valve. The electronic control unit commands the variable bleed solenoid valve to provide the pressurized fluid to the at least one torque transmitting mechanism for a first predetermined time and to subsequently substantially disallow the pressurized fluid to the at least one torque transmitting mechanism for a second predetermined time subsequent to the first predetermined time. The electronic control unit subsequently commands an intermediate pressure level to trim the torque transmitting mechanism into engagement. A method for providing engagement to the torque transmitting mechanism is also provided.

Abstract: In performing a down-shift based on a driver's intention of deceleration, an engine output increasing control is started at a time when a transfer torque capacity of the releasing clutch becomes small or zero and the actual oil pressure decreases to an initial oil pressure, not causing an acceleration feeling even upon the engine output increase. For estimating a time when which the real pressure of the releasing clutch decreases to a level of not higher than the initial pressure, the response of the real pressure relative to an oil pressure command value for the releasing clutch is approximated using a transfer characteristic of “first order lag+time delay.” An estimated real oil pressure obtained based on the transfer characteristic is compared with the initial pressure. It is determined a start timing of the engine output increasing control has been reached upon decrease of the estimated pressure to the initial pressure.

Abstract: An automatic transmission controller has an electronic control circuit, an electromagnetic valve, and a pressure control valve. The electronic control circuit generates a control current. The electromagnetic valve regulates a command pressure in accordance with the control current. The pressure control valve has a spool and is formed with a spool hole. The spool reciprocates in the spool hole in accordance with the command pressure to regulate a pressure supplied to a friction element of an automatic transmission. In a standby state, when the friction element is in a disengaged state, the electronic control circuit generates an oscillating current as the control current so that the electromagnetic valve generates a standby command pressure that makes the spool reciprocate in a range in which no pressure is supplied to the friction element.

Abstract: A control method for an automatic transmission is capable of quickly determining whether gear shifting is permissive. The control method varies the command value input to an engaging-side electromagnetic valve that adjusts a hydraulic pressure applied to a frictional element to be engaged in a target gear in a specific time period, then determines a time variation in another time period of the hydraulic pressure applied to the frictional element that is adjusted by the engaging-side electromagnetic valve according to the input command value and detected by a detecting means. Determination of whether gear shifting is permissive or not on the basis of the time variation is thus determined.

Abstract: According to an aspect of the present invention, an automatic transmission includes plural friction engaging elements configures plural shift ranges based on combinations of each friction engaging element being in engaging or disengaging condition, a controlling unit for controlling the friction engaging elements to be in engaging or disengaging condition by controlling a hydraulic pressure applied.

Abstract: A duty ratio for controlling an engagement force of a friction engagement device on the side of upshift engagement is corrected by an amount corresponding to an intermediate correction control value in the course of the shift. In addition, on a prerequisite condition that learning correction of a constant standby pressure control value at the start of the shift is converged, learning correction is performed for the intermediate correction control value according to a gradient of a turbine speed. Thus, a shift shock is prevented from occurring due to abrupt engagement of the friction engagement device and the like at the completion of the shift.

Abstract: A method for adaptively learning clutch volumes and fill level to compensate for build tolerances and clutch wear includes increasing a fill level of a clutch during an oncoming fill phase of a clutch to clutch transmission. A state of a regulator valve of the clutch to clutch transmission is monitored during the oncoming fill phase. Fill level of the clutch is adjusted before a next shift based on whether the regulator valve switches from a regulating state to a full feed state before elapse of a valid shift time.

Abstract: When it has been determined that control for a predetermined upshift has been started while an accelerator pedal was not being depressed, and that a factor that changes an input torque of an automatic transmission has been generated, an engaging pressure of a predetermined hydraulic frictional engagement device is corrected by a correction amount in accordance with the factor that changes the input torque. As a result, undershooting of an engine speed, as well as shift shock which results from that undershooting, is able to be preferably suppressed.