Abstract: Riding comfort of a vehicle is improved by reducing deceleration and acceleration exceeding the expectation of a rider due to gear changes. A gear change control device calculates current torque being transmitted from a drive-side member of a clutch to a driven-side member of the clutch, and calculates post-completion torque estimated to be transmitted from the drive-side member to the driven-side member after the completion of engagement of the clutch. The gear change control device then controls the degree of engagement of the clutch according to the difference between the current torque and the post-completion torque, and receives a next gear change command according to the difference between the current torque and the post-completion torque.

Abstract: A method and system for retarding an engine of a machine is provided. The machine has a hydraulic pump driven by the engine, a motor driven by the hydraulic pump, and a fan driven by the motor. The method includes sensing the operating speed of the engine with an engine speed sensor. The method also includes operating the motor at a first pressure. The method also includes comparing the operating speed to a trigger speed. The method also includes operating the motor at a second pressure greater than the first pressure if the operating speed of engine exceeds the trigger speed by a predetermined value.

Abstract: A clutch control device for obtaining a good shift shock reducing effect regardless of a change in clutch engagement point. A target NeV database stores a target NeV map as a target value of the ratio between an engine speed (Ne) and a vehicle speed (V) obtained from the engine speed after primary speed reduction by a gear transmission. The time period from the time of detection of a downshift operation to the time of completion of the reengagement of the clutch is composed of a first period until the clutch becomes a partially engaged condition after disengagement of the clutch, a second period during which the partially engaged condition is maintained, and a third period from the time when the clutch in the partially engaged condition starts to be driven in its engaging direction to the time when the reengagement of the clutch is completed.

Abstract: A method for controlling a drivetrain including an automatically shifted starting clutch and gear-shift clutch and a transmission, with a non self-locking clutch actuator, a gear actuator for engaging and disengaging transmission gears and a control unit which generates control commands for the clutch actuator and gear actuator and transmits such commands to the actuators such that, when the vehicle is at rest and a gear is engaged and if the clutch actuator fails, the clutch does not inadvertently engage. When a transmission gear is engaged, a control command is generated and sent for the clutch actuator to disengage the clutch. Thereafter, the vehicle speed is determined and if the speed is essentially zero and the clutch begins to engage, a control command is sent to the gear actuator to shift the transmission to its neutral position.

Abstract: When a downshift instruction has been detected, the oil pressure of a lookup clutch is controlled, and the state of operation of the automatic transmission is detected. If a starting condition has been met, a slip rotation speed of the lockup clutch is calculated, and if the calculated slip rotation speed is greater than or equal to a reference rotation speed, the calculated slip rotation speed is set as a target slip rotation speed. If a condition for converging the target slip rotation speed has been met, the target slip rotation speed is then converged to a steady target rotation speed.

Abstract: A lock-up clutch control device which controls a lock-up clutch (6) provided in a torque converter (5) interposed between an engine (3) and a transmission (4) used with a vehicle, is disclosed. The lock-up clutch control device has a differential pressure generating device (7,8), a vehicle speed sensor (13), a throttle valve opening sensor (14), an transmission input shaft rotation speed sensor (16), engine torque detection means (2), and a controller (1). The controller (1) determines, based on the detected vehicle speed (VSP) and the detected throttle valve opening (TVO), whether or not a control region of a torque converter is a converter region wherein control is performed to disengage the lock-up clutch.

Abstract: A clutch control apparatus for a power transmission system including an input rotating member and an output rotating member. The clutch control apparatus includes a friction clutch, and a control unit. The control unit sets a first desired clutch torque setting in accordance with a clutch slip indicator; sets a second desired clutch torque setting to an amount of torque input from the input rotating member to the friction clutch; controls the clutch torque to be the first desired clutch torque setting during a starting stage of the friction clutch; controls the clutch torque to be the second desired clutch torque setting during a steady-state stage of the friction clutch; and controls the clutch torque to gradually change from the first desired clutch torque setting to the second desired clutch torque setting during a transition stage between the starting stage and the steady-state stage.

Abstract: A control apparatus for a continuously variable transmission ensures good acceleration performance during staffing operations, and following an engine stall occurring before a gear ratio of the continuously variable transmission is shifted back to a low speed. The control apparatus includes sensors, a gear ratio return control unit, and a one-way clutch. One sensor detects a gear ratio of a continuously variable transmission. Another sensor detects whether an engine is in a stationary state. The gear ratio return control unit drives a motor in a backward direction when the engine is in the stationary state and the gear ratio of the continuously variable transmission is other than a low gear ratio. The one-way clutch turns idly relative to a backward drive of the output shaft. The gear ratio return control unit brings the motor to a stop when the gear ratio of the continuously variable transmission lowers sufficiently.

Abstract: A driving force transmission apparatus is provided for a twin clutch transmission with two clutches, that are controlled a gear change control without a torque cutting out to reduce slapping sounds of the gears by performing a pre-shift operation before the gear shift control. For instance, in an up-shift operation from second speed to third speed, the clutch that transmits torque to the third speed gear set is slip-engaged and one gear of the third speed gear set is connected through a synchronous engagement device to a countershaft. During the pre-shift, a sub torque transmission path that is formed transmits engine torque of the engine, a crankshaft, the clutch, a first input shaft, the third speed gear set, the countershaft, and a differential gear system, preventing the first input shaft from becoming idle and the slapping sound of the gears in an engagement part of the third speed gear set.

Abstract: The present invention provides a drive device for a working vehicle whereby gear change shock during the forward/reverse running changeover action can be reduced while achieving shortening of cycle time and protecting various clutch mechanisms in the transmission. If a reverse running command is output from a running control device while the vehicle is running forward, an ECMV controls a braking force of a brake device so as to reduce a vehicle speed through a first prescribed speed to a second prescribed speed, and disengages the forward clutch. When the vehicle speed reaches the first prescribed speed, the ECMV puts the reverse clutch in a slipping action condition and, after the vehicle speed reaches the second prescribed speed, gradually engages the reverse clutch.

Abstract: A starting clutch control device includes a starting clutch disposed between an engine and a transmission installed to a vehicle. A torque coefficient setting section sets a torque coefficient based on a clutch speed ratio of the starting clutch and a throttle opening of the engine. A torque coefficient correction section increases the torque coefficient by a torque coefficient correction amount, increasing the torque coefficient by a progressively larger torque coefficient correction amount as the throttle opening increases, in order to increase the torque coefficient within a region of smaller clutch speed ratios (e.g., clutch speed ratios less than approximately 0.5). A hydraulic pressure control section controls hydraulic pressure supplied to the starting clutch based on the torque coefficient and the rotational speed of the engine.

Abstract: In automatic shift control apparatus and method for a manual transmission, at least one clutch is interposed between an engine and the manual transmission and a controller performs a feedback control for an engagement force of the clutch after a gear shift for the manual transmission is ended in such a manner that an input revolution speed of the clutch is directed toward another revolution speed thereof after the gear shift occurs at a predetermined time variation rate, the controller setting mutually different feedback control gains in a variation region of the input revolution speed of the clutch in which the input revolution speed of the clutch is directed toward the other revolution speed after the gear shift occurs and in a convergence region of the input revolution speed in which the input revolution speed of the clutch has reached to the other revolution speed after the gear shift occurs.

Abstract: A hybrid vehicle is driven by one or both of an engine and a drive motor. The engine is started by a power generating motor, and power generated by the engine is supplied to a battery. An engine-power transmission path is provided with a coupling for being shifted to a connection state of transmitting engine power to drive wheels and a disconnection state of cutting off the transmission. In connecting the coupling while the drive motor is driven and transmitting engine torque, a revolution speed of the power generating motor is controlled based on that of the drive motor. After a revolution speed of an input-side shaft of the coupling is synchronized with that of an output-side shaft, the coupling is connected. After the coupling is connected, torque of the drive motor and engine is controlled based on required torque of the vehicle.

Abstract: A lock-up clutch control device for controlling a lock-up clutch mechanism provided to a torque converter is including an estimator means for estimating a contact timing of a friction material included in the lock-up clutch mechanism during a driven state based on an engine rotational speed change when condition of the lock-up clutch mechanism is changed from a disengaging state to an engaging state.

Abstract: A vehicle comprises a motor (4) and a wet clutch (12) for transmission of torque output of the motor to road wheels of the vehicle and transmission of road load from the road wheels to the motor (4). The wet clutch is disengaged in response to a clutch disengagement control signal. Accounting for clutch drag state of the wet clutch, a controller (8) selects one out of various values as threshold (Voff). The controller (8) determines that the wet clutch be disengaged when a parameter indicative of the actual vehicle speed has a predetermined relationship with the threshold. The controller (20) generates the clutch disengagement control signal upon determining that the wet clutch be disengaged.

Abstract: A method of controlling an automated clutch of a vehicle includes the step of adapting a characteristic curve of the clutch through an electronic clutch management system. The adaptation is performed under at least one set of operating conditions that are represented by an operating point.

Abstract: The present invention provides a running control device for an industrial vehicle that has superior driving operability and that allows easy starting and stopping on road surfaces that have sloped or stepped surface. The running control device for an industrial vehicle includes an engine, a sensor that detects an operation amount of an accelerator member, a transmission that has a forward clutch and reverse clutch, a brake that applies braking to the vehicle, and a controller. The controller simultaneously controls the engine revolutions, the engaging force of the forward clutch and reverse clutch and the braking force of the brake in accordance with the operation amount.

Abstract: Provided is a method for controlling a magnet type fan clutch, by which method engine performance, fuel efficiency, engine life, vehicle acceleration capability and other properties of a magnet type fan clutch can be further improved and its fan noise can be further reduced. This method is adopted for controlling a magnet type fan clutch which includes a magnet coupling, an electromagnetic clutch combined with the magnet coupling to control the on/off switching of the magnet coupling, and a fan attached to the magnet coupling. The control method is characterized in that the electromagnetic clutch is turned on or off based on at least one signal of temperatures of radiator coolant, engine oil and transmission oil, a vehicle speed, a rotational speed of an engine, compressor pressure of an air conditioner, and an on/off signal of the air conditioner, etc., so as to control the rotation of the fan.

Abstract: A hydraulic transmission apparatus with a lockup clutch has a pump impeller, a turbine runner, a side cover, a lockup clutch, a clutch piston, a lockup control unit, a frictional engagement unit and a resilient member, a backward movement stopping unit, wherein a transmission capacity of the lockup clutch by virtue of a biasing force of the resilient member is set smaller than a torque absorption capacity of the pump impeller when the engine is in an idle state so that the clutch piston is held at the predetermined backward position by virtue of the pressure difference when the engine is in the idle state.

Abstract: In a drive train for a working machine, in particular, a wheel loader, the driving speed is preselected via a driving pedal (11) and the working hydraulic system is actuated via a selector lever (8), whose signals are fed to an electronic control unit (10) which regulates a drive engine (1) and a clutch (2) arranged between the drive engine (1) and a pump impeller (3) of a hydrodynamic torque converter in such a manner that an auxiliary drive (6) for a pump (7) of the working hydraulic system is operated at a sufficient speed, while the preselected driving speed is not exceeded.

Abstract: A control system, method for control, and control software for operating a startup shift element of an automated motor vehicle transmission or automatic transmission capable of electro-hydraulic or electro-pneumatic actuation with an electronic transmission control device, whereby the startup shift element may be shifted hydraulically or pneumatically in emergency mode even if the electronic control device fails. The control system includes a transmission-independent control module, and a emergency-operation mode shift valve capable of electrical triggering, that controls the hydraulic or pneumatic actuation device of the startup shift element. If the transmission-independent control module fails during transmission emergency-mode operation, the startup shift element is capable of actuation by means of the electrical triggering of the emergency-operation mode shift valve via the transmission-independent control module. This may particularly control a motor-vehicle startup procedure.

Abstract: A control apparatus for an automatic transmission, which executes a neutral control by which an input clutch that transmits driving force from a driving source to the automatic transmission is released when conditions, being i) a shift lever is in a position corresponding to a forward speed range, ii) an accelerator operation is not being performed, iii) a brake operation is being performed, and iv) a vehicle speed is equal to, or less than, a predetermined vehicle speed, are fulfilled, is provided a controller which detects a road gradient and outputs a command to release the input clutch when i) the detected road gradient is equal to, or less than, a predetermined value, and ii) the conditions are fulfilled. After the command has been output, the controller compares the detected road gradient and the predetermined value and cancels the output of the command if the road gradient is greater than the predetermined value. Accordingly, fuel efficiency is able to be further improved during the neutral control.

Abstract: The invention relates to a method for calculating a modification to the predetermined amount of torque needed to provide an urge to move sensation for a vehicle, the modification to take account of the weight at which and gradient on which the vehicle is operating and then commanding the engine to generate said modified torque and to transmit the modified urge torque to a clutch device to provide the urge to move according to the current operating conditions.

Abstract: This invention will therefore provide a tool to assist the rig operator in perfecting his/her rig operation skills. Disclosed herein is an apparatus and method for minimizing slippage on the drum clutch of a well service rig. A detector senses the motion of the compound when the clutch is initially engaged. If the momentum is above an acceptable level, an alarm sounds, notifying the operator to be smoother with the clutch. A tracking mechanism is disclosed so that a rig supervisor or safety person can critique the operator on the smoothness of the rig operation.

Abstract: A clutch is operated by an actuating pressure pressure during an engaging process of the clutch. The actuating pressure is controlled over time such that predetermined characteristics for an engagement of said clutch are approximated by starting a process for changing a rotational speed of an output shaft of the torque converter for an adaptation of the rotational speed to an actual velocity of the vehicle during engagement of the clutch. An ideal signal for the rotational speed is determined which corresponds to an estimate for an engagement of the clutch with the predetermined characteristics. An actual signal of the rotational speed of the output shaft over time is measured during said process. Deviations are determined between the actual signal and the ideal signal. Finally the signal of the actuating pressure over time is automatically changed in order to reduce the deviations between the actual signal and the ideal signal if the deviations exceed a threshold.

Abstract: Friction clutches 203, 204 and engaging clutches 19, 20, 21 are arranged between an input shaft and an output shaft of a gear type transmission having a plurality of gear trains. A power train unit 100 controls an output shaft torque and an input rotation speed of the transmission during changing speed by estimating or detecting input a torque to the transmission, and detecting an output rotation speed of the transmission, and setting a target shift torque during shifting gear, and setting a command value to the friction clutches 203 and 204 from the target shift torque and the input torque.

Abstract: A device is provided that issues a vehicle speed signal representative of a vehicle speed. A control unit is configured to carry out when, upon the transmission assuming the second speed, the vehicle speed represented by the vehicle speed signal becomes equal to or lower than a first predetermined speed, starting operation for fully releasing the engaged condition of the first clutch; when thereafter the vehicle speed becomes equal to or lower than a second predetermined speed that is lower than the first predetermined speed, starting operation for releasing the engaged condition of the second clutch; and when thereafter the vehicle speed becomes equal to or lower than a third predetermined speed that is lower than the second predetermined speed, starting operation for fully releasing the engaged condition of the second clutch and starting operation for engaging the first clutch from the fully released condition of the same.

Abstract: A torque distribution control device for a four-wheel drive vehicle having a torque distribution device for distributing the drive power transmitted from an engine to either of the front wheels or the rear wheels as prime drive wheels, to other wheels as sub-drive wheels determines a pre-torque in a feed forward sense based on the vehicle speed, the throttle opening degree and the gear shift step of a transmission. A compensation torque is determined in a feedback sense based on the vehicle speed and the rotational speed difference between the drive wheels and the sub-drive wheels. A torque transmission clutch is controlled based on a command torque which is obtained by the addition of the pre-torque and the compensation torque, so that the command torque is distributed to the sub-drive wheels.

Abstract: A drive control apparatus for a vehicle including an engine which generates power using combustion of fuel; a hydrodynamic power transmission device which transmits an output of the engine via fluid, includes an input side and an output side which can be directly coupled; a lock-up engagement device which engages the lock-up clutch when a predetermined lock-up engagement condition is satisfied; and a lock-up restriction device which stops engagement control performed by the lock-up engagement device so as to disengage the lock-up clutch if there is a possibility that knocking will occur in the engine when the lock-up clutch is engaged by the lock-up engagement device. A shock at the time of tip-in acceleration is suppressed irrespective of knocking prevention control so as to improve riding comfort. In addition, occurrence of a droning noise is suppressed.

Abstract: A method of controlling a motor vehicle with an automated clutch is provided and includes the steps of: (a) detecting the vehicle speed, (b) detecting if the brake and/or the gas pedal is actuated, (c) detecting whether or not the engine is running, (d) disengaging the clutch if the engine is found to be running while the vehicle is found to be moving faster than a threshold speed, and if at the same time neither the brake nor the gas pedal is found to be actuated, and (e) subsequently re-engaging the clutch if the brake and/or gas pedal is found to be actuated. Prior to re-engaging the clutch, a transmission input rpm-rate is determined, and an engine rpm-rate is controlled in such a manner that that the respective rpm-rates of the engine and the transmission are brought towards a closer agreement.

Abstract: A vehicle transmission system includes a transmission component that has an engaged condition where torque can be transferred from a vehicle engine to a drive component, and a non-engaged condition where torque is prohibited from being transferred to the drive component. A controller generates control signals to control whether the transmission component is in the engaged or non-engaged condition. The controller also identifies when a vehicle start maneuver is a coast start based on vehicle conditions existing just prior to or during the vehicle start maneuver. When a coast start is identified, the controller generates a control signal to either disengage the transmission component or to maintain the transmission component in the non-engaged condition until engine speed generally matches transmission component speed. The controller can directly control engagement by automatically actuating a movable transmission member or can indirectly control engagement by controlling engine speed.

Abstract: A safety circuit for power takeoff (PTO) for use in an automobile and a method for controlling the same is disclosed. The safety circuit determines whether a PTO unit, driving a pump, and a transmission must be coupled to each other according to the speed of the automobile and operating states of a clutch switch and PTO switch manipulated by a driver without use of an additional power cutoff relay. Such a safety circuit provides a cost-effective system capable of reducing the number of system components and quickly performing a stable operation using a small number of components in comparison with a system equipped with a conventional safety device for PTO.

Abstract: The invention relates to a method of compensating for the influence of changes of speed of a rotary component of an adjustable clutch upon the control torque characteristic curve of the clutch in the power train of a motor vehicle wherein the clutch operates between the rotary output element of the engine or another prime mover and a rotary input element of a change-speed transmission. The method includes the steps of monitoring the rotational speed of the clutch and varying the required positions of a mobile adjusting member for the clutch as a function of changes of the monitored rotational speed. The invention also relates to the power train wherein the influence of changes of rotational speed of the aforesaid component upon the characteristic curve can be varied in accordance with the novel method.

Abstract: A transmission control system, includes: 1) a high speed side friction element for establishing a high speed side change gear; and 2) a low speed side friction element for establishing a low speed side change gear. After a disengagement of the high speed side friction element, the low speed side friction element makes an engagement for carrying out a downshift from the high speed side change gear to the low speed side change gear. When the downshift is carried out with an accelerator turned off, a stepping on the accelerator sensed in a period between the following times: i) a time for commanding a start of a transmission, and ii) a time for the low speed side friction element to start a conveyance of a torque, prevents a changeover to the low speed side change gear, thus keeping the high speed side change gear.

Abstract: The invention relates to a process for carrying out an automated clutch actuation of a motor vehicle with a drive engine and a transmission, connected to said drive engine by way of a clutch, in which process the clutch exhibits both an opened and a closed operating position, whereby to introduce unpowered operating phases the clutch is transferred by means of automation into the opened operating position and to introduce powered operating phases it is transferred by means of automation into the closed operating position. To design such a process more reliably and comfortably, the variables, from which a dangerous situation in time or its termination can be concluded with a certain probability, are measured, according to the invention, so that the clutch can be moved into an operating position (opened or closed), which makes it possible to carry out faster the subsequent request of the driver—such as an acceleration request or a braking request.

Abstract: A vehicle driving force control apparatus is provided for a vehicle to prevent a shock from being generated when a clutch disposed between a subordinate drive source and subordinate drive wheels is transferred to a disengaged state during vehicle travel. When a transition is made from a four-wheel drive state to a two-wheel drive state, and a clutch is released during vehicle travel, the motor torque is maintained constant at a level of a clutch-release torque required by the electric motor as the output for bringing the torque on the clutch substantially to zero.

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: An automatic-clutch control system of a transmission for a vehicle is arranged to calculate a deceleration of the vehicle when shifting is not being executed, when an automatic shift mode is being selected, when an idle switch is set at ON state, and when a brake switch is set at OFF state, and when the vehicle is being decelerated. Further, the automatic-clutch control system decreases an engagement force of the automatic clutch according to an increase of the deceleration and a decrease of a vehicle speed to vary the engagement state.

Abstract: A method of double-downshifting from a first gear ratio to a second gear ratio includes the steps of first reducing torque transfer from a first clutch to a first driven gear. Engine speed then increases. Next, torque transfer from a second clutch to a third driven gear is increased while simultaneously the first clutch is disengaged from the first driven gear. Torque transfer from the second clutch to the third driven gear is then reduced. Torque transfer from the second clutch to the third driven gear is next increased. The first clutch is engaged to the second driven gear. Then, torque transfer from the first clutch to the second driven gear is increased while simultaneously the torque transfer from the second clutch to the third driven gear is reduced. Finally, the second clutch is disengaged from the third driven gear.

Abstract: A method and apparatus for controlling a motor vehicle drive train component. The motor vehicle includes an engine control device and a clutch control device. The method and apparatus control the clutch control device and the engine control device so that they do not simultaneously control or regulate the same operating parameter of the drive train.

Abstract: A safety circuit for power takeoff (PTO) for use in an automobile and a method for controlling the same is disclosed. The safety circuit determines whether a PTO unit, driving a pump, and a transmission must be coupled to each other according to the speed of the automobile and operating states of a clutch switch and PTO switch manipulated by a driver without use of an additional power cutoff relay. Such a safety circuit provides a cost-effective system capable of reducing the number of system components and quickly performing a stable operation using a small number of components in comparison with a system equipped with a conventional safety device for PTO.

Abstract: An aspect of the invention relates to a vehicle which includes a hydraulic power transmission device, including a front cover of the hydraulic power transmission device; a first oil chamber and a second oil chamber; and a lock-up clutch which is configured to directly connect an input inside and an output side of the hydraulic power transmission device when the lock-up clutch and the front cover are placed in contact with each other according to a hydraulic pressure difference between the first oil chamber and the second oil chamber, and which is in contact with the front cover even when the hydraulic pressure difference is substantially zero.

Abstract: The control of a shifting component (1) of a stepped automatic transmission is designed with one frictionally engaged element (2) and one form-locking element (3). When this shifting component (1) is engaged, a transmitting capacity of the frictionally engaged element (2) is first adjusted and when a synchronous state of the form-locking element (3) exists, the form-locking element (3) is closed. When the form-locking element (3) is closed, a transmitting capacity of the frictionally engaged element (3) is reduced. In case of a demand for disengaging the shifting component (1) before opening under load, the form-locking element (3) and the transmitting capacity of the frictionally engaged element (2) is increased so that a power flow, which is conveyed via the closed form-locking element (3) of the shifting component (1), can be conveyed via the frictionally engaged element when the form-locking element (3) is open.

Abstract: A method of controlling a motor vehicle with an automated clutch and an automated transmission includes the steps of:

Abstract: It is an object of the present invention to achieve stabilization of clutch transmission torque at the point of half clutch completion during a garage shift upon vehicle start up, and to thereby achieve smooth clutch engagement. In a vehicle power transmission device in which a fluid coupling and a wet friction clutch are provided in series at points on a power transmission path which extends from an engine to a transmission, and which performs engagement/disengagement control of the clutch by varying the pressure of operating fluid used for engagement/disengagement driving the clutch in accordance with duty pulse signals outputted from an electronic control unit, clutch engagement control is begun at the same time as (t1) the transmission is put into gear in a state of clutch disengagement when a vehicle is about to start up from a standstill.

Abstract: In a method and apparatus for diagnosing a malfunction in a clutch actuator of a motor vehicle, the actual position of the clutch actuator is measured by a position sensor. Simultaneously, an estimated position of the clutch actuator is calculated by an emulation unit that emulates the function of the clutch actuator. Malfunctions of the clutch-actuator are diagnosed by comparing the actual, measured position to the estimated position.

Abstract: A system for controlling a hydraulic pressure of an automatic transmission includes a torque converter having a lockup clutch for direct coupling between an engine and the transmission, a lockup solenoid valve for providing a signal pressure for controlling engagement of the lockup clutch, a lockup control valve for providing an engagement pressure to the lockup clutch in accordance with the signal pressure, and a CVT control unit for controlling the lockup solenoid valve. The CVT control unit is programmed to determine torque provided to the torque converter and control the signal pressure in accordance with the torque.

Abstract: An apparatus is provided for controlling a joint force of a friction-joint component placed in a torque transmitting mechanism (e.g., transmission) mounted on a vehicle. The friction-joint component is connected to a drive source. The apparatus comprises a guideline producing unit, joint force controlling unit, and drive force controlling unit. The guideline producing unit produces a first target operation guideline for the torque transmitting mechanism and a second target operation guideline for the drive source. The first target operation guideline includes a transmitted torque capacity of the torque transmitting mechanism. The joint force controlling unit controls the joint force based on the first target operation guideline. The controlling unit includes a unit setting a value to the joint force depending on the information regulating the transmitted torque capacity. The drive force controlling unit controls a drive force of the drive source based on the second target operation guideline.

Abstract: In a vehicle transmission system including a transmission having an input shaft driven by an engine, an output shaft, and a clutch for controlling the transfer of torque from the input shaft to the output shaft, the clutch is controlled by sensing the speed of the engine and controlling engagement of the clutch according to the sensed engine speed. The system normally operates in a mode wherein clutch engagement is controlled according to the position of a clutch pedal. An auto-clutch mode, wherein engine speed controls clutch engagement is invoked when the transmission is in gear, brake pedals are depressed, and the engine speed is less than a predetermined speed.

Abstract: A method for controlling a vehicle having a first clutch mounted between an engine and a gear drive transmission, and dog clutch type torque transmission means disposed between an input shaft and an output shaft of the gear drive transmission, and wherein the first clutch is controlled at starting the vehicle or at gear shifting, comprising the steps of controlling a transmission torque of the first clutch based on a difference between the engine speed/revolution speed of the input shaft at starting the vehicle so as to control a quantity of increase in a transmission torque of the first clutch in accordance with the value of the difference; and controlling the engine torque based on the transmission torque of the first clutch so as to increase the engine torque according to an increase in the transmission torque of the first clutch.