Abstract: In one embodiment, an air seeder tower includes a valve with an actuator, and a closed loop feedback control with a sensor to control actuation of the valve to control air flow out of the air seeder vent tower.

Abstract: A method for operating a drivetrain of a motor vehicle including at least one drive motor, a transmission device and at least one wheel which can be driven by the drive motor via the transmission device, in which respective actuations of respective shifting elements of the transmission device are brought about in order to influence thereby a transfer of a torque provided by the drive motor from the drive motor to the wheel via the transmission device, wherein—the torque provided by the drive motor is set as a function of a transfer function which indicates a factor by which the torque is to be multiplied, in order to calculate a wheel torque resulting from the torque and from the transfer and acting on the wheel.

Abstract: A transmission controller judges whether or not there was performed a specific shift operation where the mode of a transmission is alternately switched between a D-mode and a R-mode, and when it is judged that the specific shift operation was performed and when a forward clutch is engaged, the forward clutch is brought into an engaged state by supplying a hydraulic pressure lower than a lock pressure, with which a locking mechanism is brought into a locked state, to an ON-pressure piston chamber.

Abstract: Features for varying speeds available and/or range of operation of transmissions are provided for use in high performance, increased efficiency, and/or other applications. Increased performance and/or efficiency may be obtained by using additional speeds or gear ranges to maintain drivetrain operation within maximum power and/or efficiency bands of internal combustion engine operation.

Abstract: A hydraulic control device for a multi-speed automatic transmission includes friction engagement elements, several hydraulic servos that engage and release the friction engagement elements, solenoid valves for engagement control, and a sorting switch valve that allocates engagement pressure from at least one of the solenoid valves for engagement control to two of the hydraulic servos. The sorting switch is switched between a first position that supplies engagement pressure to one of the two hydraulic servos in at least a Reverse, non-drive range and a specific Forward gear range, and a second position that supplies engagement pressure to the two hydraulic servos in other than the Forward range.

Abstract: A pressure (p_3) setting system (200) with a pressure control valve (1), comprising a valve gate (10) arranged to be displace in a valve bore (12). The valve bore has at least one pressure chamber (21, 22, 23, 24, 25, 26), in which the valve gate may be axially exposed to a pressure. A first pressure chamber (21) is connected to at least one acceleration-dependent compensation member (203) for full or partial compensation of any pressure (p_3) setting disturbances caused by mass forces (F_a1, F_a2) resulting from the acceleration (a) of the system.

Abstract: A method for shifting a gear into a gear position in an automated shift transmission with several gears and an automated shift transmission adapted to perform said method are suggested. Via a shifting fork, a shifting sleeve can be shifted from a neutral position into respective gear positions and reaches on its way a pull-in position where the shifting sleeve is automatically forced in direction of the gear position. It is achieved that the pull-in position is safely reached by checking whether the shifting fork has reached a first threshold value, a second threshold value, and whether it has come to a standstill therebetween. Accordingly, an increased shifting force can be applied. Albeit allowing production tolerances in the transmission, the respective gear position is safely reached.

Abstract: A hydraulic control system for a vehicular drive system including a hydraulically operated belt-and-pulley type continuously variable transmission and a hydraulically operated frictional coupling device engaged for running of a vehicle, the hydraulic control system including: a first solenoid valve for regulating a belt-tensioning hydraulic pressure for tensioning a belt of the transmission, a second solenoid valve for regulating a transient coupling hydraulic pressure to be applied to the frictional coupling device in the process of an engaging action, a line-pressure regulating valve for regulating a line pressure used for hydraulically operated devices of the mechanism, and a hydraulic-circuit switching device operable to apply a control pressure of the second solenoid-operated valve to the line-pressure regulating valve after the frictional coupling device has been placed in a fully engaged state, and to apply a first control pressure of the first solenoid-operated valve to the line-pressure regulating va

Abstract: A lubricating oil supply control device for delivering lubricating oil to the transmission of a vehicle is provided which overcomes disadvantages of the prior art by providing a simple and reliable configuration which does not require the addition of new sensors to an existing device. The lubricating oil supply control device includes, in part, an engine controller and a transmission controller, a lubricating oil supplying oil passage, a bypass oil passage, a relief valve or a control valve, a restrictor, and a lubricating oil supply controlling controller.

Abstract: An ECU executes a program that includes the steps of setting a line pressure to a line pressure (1) that is appropriate for improving fuel efficiency, if an automatic transmission is not shifting, and a deceleration slip control for a lock-up clutch is not being executed; setting the line pressure to a line pressure (2) that is equal to or lower than a line pressure (3) that is appropriate when the automatic transmission is shifting, if it is determined that the automatic transmission is not shifting, and the deceleration slip control is being executed; and setting the line pressure to the line pressure (3), if it is determined that the automatic transmission is shifting. The line pressure (1) is lower than the line pressure (2). The line pressure (2) is equal to or lower than the line pressure (3).

Abstract: A hydraulic circuit control device that selectively supplies oil to a first oil passage and a second oil passage by an oil pump, the control device includes: an oil passage switching unit adapted to connect the oil pump to either the first oil passage or the second oil passage; a control mode switching unit adapted to switch the control mode of the electric motor to either a torque control mode or a speed control mode; an oil passage selecting unit adapted to select whether to connect the oil pump to the first oil passage or the second oil passage; and a control unit adapted to perform control so that the control mode switching unit switches the control mode to the torque control mode when the first oil passage has been selected, and perform control so that the control mode switching unit switches the control mode to the speed control mode when the second oil passage has been selected.

Abstract: A method and apparatus to monitor operation of an electrically-actuated hydraulic pump selectively operative to supply pressurized fluid to a hydraulic circuit for a transmission device operably connected to an internal combustion engine of a vehicle includes monitoring vehicle operation and passively and intrusively monitoring hydraulic circuit pressure. The hydraulic pump is functioning properly when the monitored pressure in the hydraulic circuit exceeds a threshold. A fault related to the hydraulic circuit is identified when the monitored pressure in the hydraulic circuit does not exceed the threshold.

Abstract: There is provided a shift control device for an automated manual transmission having power transmission lines equipped with respective start clutches and gears. The shift control device includes clutch actuation mechanisms and a transmission shift controller that causes the clutch actuation mechanisms to regulate the clutch engagement forces applied to the start clutches so as to perform clutch changeover upon gear selection for a desired gear range in response to a transmission shift command. Each of the clutch actuation mechanisms has primary and secondary clutch engagement force regulation units.

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: When a target duty of a solenoid valve of an automatic transmission of a vehicle lies in a predetermined duty range, the solenoid valve is driven for an adjusted over-excitation period obtained by adjusting a base over-excitation period on the basis of an over-excitation period adjusting value. Therefore, the solenoid valve may be normally controlled in a region in which it shows an abnormal response characteristic.

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.

Abstract: A judging section judges whether or not ranges detected, respectively, by a first range detection section consisting of a first detection section and a position detecting sensor, and a second range detection section consisting of a second detection section; a C1 detecting sensor and a B1 detecting sensor are in mutual agreement, and when the detected ranges are not in mutual agreement, a failure judging section judges a failure of the first range detection section.

Abstract: An ECT-ECU includes an abrupt turbine speed increase learning control circuit which prevents simultaneous release of both a frictional engagement element to be released and a frictional engagement element to be engaged, a tie-up learning control circuit which prevents simultaneous engagement of both the frictional engagement element to be released and the frictional engagement element to be engaged, a determination circuit that determines whether one of tie-up learning control and abrupt turbine speed increase learning control is necessary based on the turbine speed, and a control circuit that prohibits execution of the tie-up learning control unless the number of trips after the abrupt turbine speed increase learning control has been executed is at least equal to a predetermined number, when it has been determined that the tie-up learning control is necessary.

Abstract: In order to reduce shift shock in shifting from a 2 driving range to a 3 driving range and improve the endurance of an automatic transmission, a 2-3 up-shifting shift control device of an automatic transmission of the present invention is provided, comprising a vehicle speed sensor, a shift lever position sensor, a throttle position sensor, a shift control unit, and a shift drive unit performing a predetermined 2-3 upshifting drive control operation by controlling hydraulic pressures in response to the sensors.

Abstract: A hydraulic control unit including a hydraulic servo for engaging and disengaging each friction engagement element, hydraulic pressure supply device for supplying hydraulic pressure to a hydraulic servo of a predetermined friction engagement element selected according to a gearshift position to be achieved, failure detection device for detecting a failure has occurred in the hydraulic pressure supply device, and fail-safe device for preventing interlock that occurs due to a plurality of friction engagement elements being engaged, and also prevents a gearshift from a high-speed position to a low-speed position, when the failure detection device detects that a failure has occurred.

Abstract: A system for controlling an automatic transmission of a vehicle, wherein if the change of the destined gear GB (i.e., the target gear SH) is required when the jumping shift, i.e., two-gear downshifting is in progress, the input/output rotational speed ratio GRATIO (indicative of degree of shift progress) is compared with the predetermined input/output rotational speed ratio #GRCN312 or #GRCN423, and based on the result of comparison, how the shift to establish or effect the required destined gear GB, i.e., the shift mode QATNUM is determined, thereby enabling to improve or enhance the response to the change of the destined gear GB during two-gear downshifting. It can also prevent the clutch from being degraded in such a shifting.

Abstract: A hydraulic control system including: a rotating speed raising unit for raising the rotating speed of the prime mover while the transmission is not rotated by the prime mover, to increase an output volume of the hydraulic pump; at oil pressure instructor for outputting a plurality of instruction signals of different pressure instruction values to the valve modulating mechanism while the output volume of the hydraulic pump is increased; an oil pressure detector for detecting the oil pressure to be modulated and fed to the transmission, at a plurality of pressure levels; and a learning corrector for learning and correcting the instruction signals on the basis of the outputted pressure instruction value and the detected oil pressure detected.

Abstract: A hydraulic system for an automatic transmission for a vehicle with an engine having idle-stop control includes a bypass passage which allows communication between a first hydraulic passage downstream of a manual valve and a forward engagement element, a first switching valve arranged on the bypass passage to be switched between a communicating state and a non-communicating state, and a first switching device which switches the first switching valve between the communicating state and the non-communicating state. The first switching device switches the first switching valve to the communicating state when the hydraulic pressure is lower than a predetermined pressure.

Abstract: A system and method for controlling a powertrain including an automatic transmission include determining a value representing requested powertrain output, determining a rotational speed representing current operating conditions, generating a command to initiate a ratio change in the automatic transmission, and determining a dynamic pressure for the automatic transmission during the ratio change based on the requested powertrain output and the rotational speed. The requested powertrain output may be a wheel torque determined in part by accelerator pedal position. A performance adder based on requested wheel torque may be provided to further enhance operation.

Abstract: After the engine rotational speed Ne has become below a reference rotaional speed Neo, which is lower than an idling rotational speed of the engine, and after the pressure PL of oil passages 103a and 103b has begun to decrease, for a predetermined time, the currents supplied to electromagnetic valves 45 and 46 are adjusted to generate, in each electromagnetic valve, a second biasing force electromagnetically in a magnitude that can supplement a decrease in a third biasing force which is generated by the back pressure led through an oil passage 107 and 108, respectively, and which decreases as the pressure of the oil passages 103a and 103b decreases. After the above metioned predetermined time has elapsed, the currents supplied to the eletromagnetic valves 45 and 46 are set almost to zero.

Abstract: The invention provides a hydraulic pressure control system for an automatic transmission and a method that enable a smooth kick-down from any accelerator (throttle) opening degree. The hydraulic pressure control system comprises at least a throttle opening degree sensor (3), a vehicle speed sensor to detect a vehicle speed, a hydraulic (or oil) pressure controller (including device) (6) which receives signals (S3A, S3B, S4A, S4B) from sensors (3, 4), and a line pressure solenoid (14) which receives a signal (S9) from the hydraulic pressure controller (6). The hydraulic pressure controller (6) further comprises a throttle opening memory storage (including device) (8) for storing the signal S3B from the throttle opening degree sensor (3) and a line pressure controller (including device) to control a line pressure in shifting according to the throttle opening degree, stored by the throttle opening memory storage, before a predetermined period from a shift gear determination point.

Abstract: A controller (61) for a line pressure control device of a transmission (200) compares a CVT pressure PCVT and a clutch pressure PLUB when the rotation speed of an engine (100) is low and sets the higher of the two as a target line pressure PL. When the rotation speed of an engine (100) is high, the CVT pressure PCVT, the clutch pressure PLUB and a lubrication pressure PLUB are compared, and the highest of the three is set as the target line pressure PL. Thus it is possible to reduce pump noise as well as satisfy oil pressure requirements in the transmission (200) by switching the method of setting a line pressure in response to the rotation speed of the engine (100).

Abstract: A system for controlling an automatic vehicle transmission, including a gear system and hydraulic clutches which hold a member of the gear system stationary to produce gear reduction or reverse, having an oil line which connects the clutches to an oil pressure source, a pressure control valve having a solenoid provided in the oil line which generates a regulated oil pressure to be supplied to the clutches in response to a current supplied to the solenoid, a switch valve provided in the oil line which switches the oil pressure to be supplied to the one of the clutches between the regulated oil pressure and a line pressure. In the system, it is discriminated whether the pressure control valve does not supply the regulated oil pressure to the clutches and if so, a dither current is supplied to the solenoid such that the valve repeatedly performs a vibrational motion to remove any grit therefrom, thereby removing grit without causing gear-shift shock or clutch vibration.

Abstract: The method of controlling a pressure control solenoid valve which controls hydraulic pressure in a hydraulic control system for an automatic transmission of a vehicle first senses a plurality of vehicle operating conditions, and detects a power-on vehicle operating state based on the sensed vehicle operating conditions. Next, the method controls a duty ratio of the pressure control solenoid valve according to predetermined values corresponding to the power-on state when the power-on state detected. The method then detects a change in the vehicle operating state from the power-on state to a power-off state. Upon detection, the method generates an initial duty ratio for the pressure control solenoid valve based on a predetermined duty ratio corresponding to the power-off state and duty ratios supplied to the pressure control solenoid valve during the power-on state. The pressure control solenoid valve is then controlled according to this initial duty ratio during the power-off state.

Abstract: A hydraulic control system of an automatic transmission during a shift operation wherein a control pressure is controlled to selectively engage and release a plurality of frictional elements to establish a desirable shift stage comprising inertia phase detecting device for detecting a starting point of an inertia phase of the shift operation from one shift stage to another, and control pressure reducing device for gradually reducing the control pressure introduced to a frictional element to be engaged after the inertia phase is detected. The torque shock in the shift operation can be effectively reduced.

Abstract: An automatic transmission system for automotive vehicle includes a hydraulic pump for pressurizing fluid, a pressure regulating valve for varying hydraulic pressure supplied from the hydraulic pump, nine friction elements activated by drive pressure or reverse pressure supplied from a manual valve, first and second shift control sections having at least two shift valves for supplying hydraulic pressure to the friction elements, selectively, and a torque pressure converting section for supplying torque pressure to the first shift control section. The system performs five forward speeds and one reverse speed. Two solenoid valves are adopted to control four shift valves and control is performed sequentially such that the construction of the system can be simplified and the shift feeling can be improved.

Abstract: A fluid pressure control arrangement for an automatic transmission comprises a control unit for calculating a shifting frequency and a determining a frictional coefficient of frictionally engageable elements of the transmission. Fluid pressure correction is calculated based on the shifting frequency and a throttle valve opening angle detected by a sensor. A signal indicative of the fluid pressure correction value is output to actuate a solenoid for effecting adjustment of fluid pressure in the automatic transmission for adjusting the line pressure in accordance with the determined frictional coefficient of the frictionally engageable elements to maintain sufficient engagement capacity of the frictionally engageable elements.

Abstract: A particular engine control system is used with an engine equipped with an automatic transmission. The automatic transmission is changeable between an economy operation mode, in which the automatic transmission is placed more frequently in higher gears so as to create a travel mode giving priority to fuel economy, and a power operation mode, in which the automatic transmission is placed more frequently in lower gears so as to create a travel mode giving priority to powerful running. The system controls the engine so as to provide a gentle increase in engine output in the economy mode.