Abstract: A method and article of manufacture are provided for operating an internal combustion engine adapted to transmit torque to a hybrid transmission. The method comprises determining engine input torque transmittable to the hybrid transmission for a plurality of engine states the engine states comprising an all-cylinder operation and a cylinder-deactivation operation. Costs are determined for operating the engine and hybrid transmission in the engine states to substantially meet an operator torque request. The engine state is controlled to one of the all-cylinder operation and the cylinder-deactivation operation based upon the costs.

Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).

Abstract: An SBW storage of an SBW controller stores a rotational angular position of an output shaft of an electric actuator. When the SBW controller is restarted due to instantaneous power interruption, the SBW controller maintains and uses the current angular position of the output shaft, which is stored in the SBW storage device, as a latest rotational angular position of the output shaft that is used to drive a shift range change mechanism upon satisfaction of the following conditions: the electric motor has not been driven before the instantaneous power interruption, and the current rotational angular position of the output shaft, which is stored in the SBW storage device, is not destroyed.

Abstract: A shift control ECU includes the steps of storing a position of a shift lever; starting a count-up timer when the shift lever comes to a neutral position; and recognizing a driver's request for the neutral position when a count-up timer value attains TN(1) if the stored shift lever position is a home position and when a count-up timer value attains TN(2) if the stored shift lever position is not the home position. Here, TN(1) is set to be smaller than TN(2).

Abstract: A shift control ECU includes the steps of storing a position of a shift lever; starting a count-up timer when the shift lever comes to a neutral position; and recognizing a driver's request for the neutral position when a count-up timer value attains TN(1) if the stored shift lever position is a home position and when a count-up timer value attains TN(2) if the stored shift lever position is not the home position. Here, TN(1) is set to be smaller than TN(2).

Abstract: A control apparatus for a continuously variable transmission of a vehicle is provided for switching the transmission from a continuously variable transmission mode to a stepped transmission mode without giving any discomfort to the driver, and for appropriately responding to a request for acceleration from the operator during the stepped transmission mode. The control apparatus comprises an ECU for setting a target transmission ratio in accordance with the detected operating condition of the vehicle, controlling the transmission ratio of the continuously variable transmission to reach the set target transmission ratio, and switching the transmission mode between a CVT mode and an AT mode. When the transmission mode is switched from the CVT mode to the AT mode, the ECU sets the target transmission ratio to a transmission ratio in the CVT mode immediately before the switching.

Abstract: A shift control apparatus for an automatic transmission having an automatic shift mode and a manual shift mode. The shift control apparatus includes a shift characteristic changing unit for changing the first shift characteristic to a second shift characteristic such that a region for outputting an upshift signal is displaced toward higher vehicle speeds after performing a downshift by the manual operation, a delaying unit for delaying the output of the upshift signal by a predetermined time period according to the vehicle running condition when the vehicle running condition becomes a condition where the upshift signal is to be output according to the second shift characteristic, and an upshift allowing unit for once allowing the output of the upshift signal when the above condition continues after the elapse of the predetermined time period determined by the delaying unit.

Abstract: A method for controlling selection of an automatic transmission gear ratio with staged ratios or constant variation for a vehicle including a control for preventing/allowing extension of the gear ratio or for controlling a shortening the transmission gear ratio if, at a current engine speed, the power is insufficient for maintaining the vehicle speed. The method prevents extension of the transmission gear ratio if the power available after the extension is insufficient for maintaining the vehicle speed; otherwise allowing extension of the transmission gear ratio.

Abstract: A fluid circuit module controls a fluid to be supplied to a movable element in an automatic transmission. The fluid circuit module is provided with a first body in which a first flow passage is formed, a second body in which a second flow passage is formed. A separation plate is set between the first body and the second body and has a deformation portion that is deformed and strained in accordance with the difference between pressures in the first flow passage and the second flow passage. A strain sensor is attached to the deformation portion for detecting a strain of the deformation portion. A control means controls a supply fluid to be supplied to the movable element on the basis of a detection result of the strain sensor.

Abstract: A shift control apparatus is provided with a shift intention detecting device that electrically detects a shift intention of a driver; a shift driving device electrically controlled based on the shift intention; a shift mechanism; a first position information detecting device that detects, without contact, position information of the mechanical displacement of the shift mechanism; a shift position determining device that determines the shift position based on the position information; a second position information detecting device that detects the position information in a different way than the first position information detecting device does; a malfunction determining device that determines whether the position information detected by the first position information detecting device is erroneous; and a switching device that switches from control based on the first position information detecting device to control based on the second position information detecting device when it has been determined that the po

Abstract: A method and apparatus for estimating a transmission ratio of a power transmission path defined between input and output shafts is provided. The method includes detecting a rotational speeds of the input and output shafts, calculating a rotational-speed ratio between the detected rotational speeds of the input and output shafts, determining whether or not a difference between the rotational-speed ratio calculated at a certain time and a rotational-speed ratio calculated earlier is within a first threshold, and estimating a value relating to the later rotational-speed ratio to be the transmission ratio and storing the value in a memory if the difference between the rotational-speed ratios is determined to be within the first threshold, while estimating a value relating to the earlier rotational-speed ratio stored in the memory to be the transmission ratio if the difference between the rotational-speed ratios is determined not to be within the first threshold.

Abstract: A vehicle integration control system includes a manager controller and a driving system controller. The manager controller sets a target generation driving force guide value for a driving force outputted from a driving system of a vehicle. The driving system controller controls the driving force on the basis of the target generation driving force guide value. The manager controller includes a driver request value setter and a driving force corrector. The driver request value setter sets a driver request generation driving force value corresponding to the driving force outputted from the driving system on the basis of a driver's input. The driving force corrector corrects the driver request generation driving force value on the basis of a predetermined program to restrain vibration generated in the vehicle when the driving force outputted from the driving system.

Abstract: A system for transmitting hydraulic pressure in an automatic transmission housed in a transmission case. The system includes a valve body for generating the hydraulic pressure, a first hole unit in the transmission case, and a second hole unit. The first hole unit includes at least one hole perpendicular to an output shaft of the automatic transmission so as to transmit the hydraulic pressure to a first passage. The second hole unit includes at least one additional hole for receiving the hydraulic pressure through the first passage and transmitting the hydraulic pressure to a second passage.

Abstract: A system for controlling a machine with a continuously variable transmission includes a first control device configured to produce a first signal based on a first operator input and a second control device configured to produce a second signal based on a second operator input. The system also includes a control system configured to receive the first and second signals from the first and second control devices and generate a raw torque value based on the first and second signals. The control system is also configured to determine an output torque value based on the raw torque value and transmit the output torque value to the transmission to control the transmission.

Abstract: A hydraulic fluid change indicating device for an automatic transmission includes a first deterioration rate calculating unit; a deterioration acceleration coefficient calculating unit; and a thermal hydraulic fluid deterioration calculating unit for calculating a thermal hydraulic fluid deterioration according to the first deterioration rate and the deterioration acceleration coefficient. The device further includes a second deterioration rate calculating unit according to an engine speed, input shaft speed, and output shaft speed; a mechanical hydraulic fluid deterioration calculating unit for calculating a mechanical fluid deterioration according to the second deterioration rate; and a determining unit for determining whether or not the thermal hydraulic fluid deterioration or the mechanical hydraulic fluid deterioration is greater than a predetermined hydraulic fluid change threshold.

Abstract: A control apparatus and a control method for a vehicular drive apparatus that includes a driving power source, and a power transmission device that transmits power from the driving power source to a drive wheel are provided. It is determined that a malfunction occurs in the power transmission device, when a comparison value remains equal to or above a predetermined value for a predetermined period. The comparison value is obtained by making a comparison between an actual value and a theoretical value that relate to a rotational speed of a predetermined rotational member that constitutes at least a part of the vehicular drive apparatus. The predetermined period is set according to an operating state of the power transmission device. Thus, it is possible to reduce the possibility that it is erroneously determined that a malfunction occurs, and to quickly determine that a malfunction occurs.

Abstract: A method for detecting a clutch fault of an automatic transmission includes determining a current clutch energy density of a clutch during a range shift and comparing the current clutch energy density to a first energy density threshold. A diagnostic alert is activated if the current clutch energy density exceeds the first energy density threshold.

Abstract: A device for actuating a plurality of hydraulic control cylinders having a pressure regulating valve with a first and a second pressure regulating output, a first selector valve connected downline from the pressure regulating outputs, a second selector valve connected downline from the first selector valve, having a plurality of individual pressure outputs, where the second pressure regulating output is optionally assignable through the first and second selector valves to one of the individual pressure outputs, and the particular individual pressure outputs that are not assigned to the second pressure regulating output are assignable to the first pressure regulating output.

Abstract: The concept of the present invention can be applied to a transmission system which is comprising a power device, a driving link and a driven system wherein the driving link is operatively connected to the power device and for transmitting the motive power generated by the power device to the driven system. A lubricant-infusing device according to the present invention comprises at least one lubricant-infusing point provided on the driving link at a location adjacent to the power device wherethrough a lubricant can be infused to offer lubricant and cooling functions to the mechanism of the driven system.

Abstract: A method of operating a hybrid transmission includes controlling the transmission according to a drive mode, which includes a continuously variable speed ratio, and according to automatic and manual fixed speed relationships modes, which include a plurality of fixed speed relationships including mechanics gear ratios and virtual gear relationships. The method also includes receiving a driver request for transmission operation in one of an Economy or a Sport mode, and operating the transmission in the requested Economy or Sport modes.

Abstract: A method of and apparatus for operating an automated mechanical transmission (AMT) achieves switching between and selecting one of a plurality of automated mechanical transmission shift scheduling modes. Such switching or selection occurs and is controlled by the vehicle operator undertaking a sequence of non-routine operating steps or inputs which are interpreted by a microprocessor or controller as a request for a change of the shift scheduling mode.

Abstract: A centrifugal clutch for coupling a drive shaft to a driven member at rotary speeds above a predetermined threshold, comprising: a centrifugal slider (302) with a massive enlargement (320) at one end and a first coupling formation; a frame (301) formed to carry the centrifugal slider on formations to constrain it to sliding motion between an extended radial position and a retracted radial position, and to fit fixedly on the drive shaft to be driven by it, with the shaft at right-angles to the axis of sliding motion of the frame, whereby the frame (301) and the slider (302) cooperate to constitute a flywheel (3) on the drive shaft axis and the centre of inertia of the centrifugal clutch is axial only when the centrifugal slider is at its extended radial position, whereby its rotation is fully balanced when the clutch is engaged.

Abstract: Within the scope of the method for transfer of characteristic quantities or characteristic lines of an automatic transmission from the final test stand or transmission acceptance test stand to an electronic control, especially to the engine control, the characteristic quantities or characteristic lines of the final test stand or transmission acceptance test stand are recorded or stored on a portable data carrier clearly coordinated with the transmission so that at a later point in time the data can be read in and programmed in the engine control.

Abstract: A shift control method of a range group transmission with a multi-speed main transmission, which connects with a drive motor, via a clutch (K) and an input shaft. A transmission brake optionally engages the input shaft. At least a two range group is located downstream of the main transmission. A range change shift is accomplished by changing a gear of the main transmission and the range group. The shifting sequence is accelerated by: reducing motor torque and disengaging the clutch (K); disengaging a previous range group gear; synchronizing a new range group gear; disengaging a previous main transmission gear; engaging the new range group gear; synchronizing a new main transmission gear; engaging the new main transmission gear; and engaging the clutch (K) and increasing the motor torque, such that synchronization of the new gear occurs by influencing the input shaft of the main transmission.

Abstract: A pulse width modulated (PWM) valve-based hydraulic control system is disclosed. In one embodiment, a feedback control system includes a controller that receives a pressure command signal and a pressure feedback signal. The controller generates a duty cycle control signal that controls a PWM valve. The PWM valve provides a control pressure Pc to control a load, such as an actuator of an automatic transmission system. A pressure sensor measures the control pressure Pc and provides the pressure feedback signal. In another embodiment, a compensator provides compensation for linear and nonlinear effects in the pressure feedback signal, based at least in part, on other inputs, such as fluid temperature. In other embodiments, a plurality of controllers are provided, and a controller is selected by a switching logic processor, or by phase-in and phase-out filters, based on the pressure feedback signal and other inputs. A re-calibration process for the Pc versus duty cycle response of the PWM valve is also disclosed.

Abstract: A method is provided for controlling engagement of a clutch which carries torque before, during and after a shifting event in a transmission which is connected to a throttle-controlled engine. The method includes providing a feed forward input command which increases as the engine torque increases and decreases as the engine torque decreases. A feed-back input command is provided as a function of the error between measured clutch slip and a reference slip profile. The feed-forward input command and feed-back input command are summed to provide a clutch control command for controlling engagement of the clutch before, during and after the shifting event to allow a desired amount of clutch slip to damp excitation of the transmission.

Abstract: An automatic transmission controller for a vehicle has an insufficient gear shifting time determining device that determines whether a gear shifting time for shifting performed by disengagement of two engaging elements and engagement of two engaging elements is insufficient; and a double engage/disengage prohibiting device that prohibits the gear shift after the disengagement of two engaging elements and engagement of two engaging elements when the insufficient shifting time determining device determines that the gear shifting time for shifting after the disengagement of two engaging elements and engagement of two engaging elements is insufficient.

Abstract: The invention comprises 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. It 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: The present invention provides a universal power control module for automatic transmissions. The power control module includes a processor and at least two sensor inputs that convey engine and vehicle data to the processor. This data may include vehicle speed, engine temperature, throttle position, engine RPM, and other operational parameters. Both the type and number of data input to the processor may be changed to accommodate different engine and transmission combinations. At least two outputs convey commands from the processor to the transmission. Program circuitry defines the gear shift pattern of the transmission according to the engine and vehicle sensor data. This program circuitry can be programmed to define an optimal gear shift pattern for any combination of engine and transmission, independent of make and model.

Abstract: A shift-position control apparatus for an automatic transmission mounted in a vehicle includes a shift-position changing unit that moves a mechanical element using an actuator in response to an operation to change a shift-position to another shift-position instructed by the operation from among a plurality of shift-positions; a detection unit that detects the operating state of the shift-position changing unit; a malfunction determination unit that determines whether a malfunction has occurred in the shift-position changing unit based on the operating state during a reference time; and a setting unit that sets the reference time, which is used when a shift-position change that involves a change in the direction of power transfer is made, to a time that is shorter than the reference time, which is used when a shift-position change that does not involve a change in the direction of power transfer is made.

Abstract: A controllable transmission system and a method thereof are provided. The controllable transmission system includes a first rotation device, a coupling device and a control device. The first rotation device includes a transmission shaft, a rotation body and a plurality of blade units connected with the rotation body, wherein each of the blade units includes an adjustable blade having a first and a second contact elements and having an opening corresponding to the adjustable blade. The coupling device is mounted beside the rotation device and includes a coupling unit having a first and a second contact surfaces. The control device is connected with the coupling device for controlling a movement of the coupling device to cause one of the contact surfaces positioned corresponding to a respective one of the first contact element and the second contact element.

Abstract: A shift control apparatus for controlling shifting actions of a step-variable automatic transmission having a plurality of selectable groups of forward-drive positions (e.g., normal-spread group and narrow-spread or wide-spread group) having respective different sets of speed ratios, the automatic transmission having an automatic shifting mode in which the shifting actions take place automatically and a manual shifting mode in which the shifting actions are manually controllable, the shift control apparatus including a drive-position-group selecting portion operable upon switching of a shifting mode of the automatic transmission from the automatic shifting mode to the manual shifting mode, to select one of the selectable groups of forward-drive positions in the manual shifting mode, on the basis of the group which was selected last in the automatic shifting mode.

Abstract: A method of correcting shift position sensors of a vehicle, the sensors including an inhibitor switch and two or more analog sensors that detect angle displacement between a shift lever and a lever housing as a voltage change. The method includes determining a current condition of a transmission as a range P, when the inhibitor switch outputs signals corresponding to the range P; and inputting signals from the inhibitor switch and from the analog sensors, and determining the current condition of the transmission as a shift range that is indicated by a majority of the signals, when the inhibitor switch outputs signals corresponding to a range other than the range P.

Abstract: A shift control for an electrically variable transmission shifts between modes through a neutral mode wherein the output is decoupled from the transmission. Normally, shifts between modes are accomplished synchronously through a duration of fixed-ratio operation. Extreme driving conditions may invoke shifts through neutral mode. Ratio violations characterized by one mode being active in a preferred input/output ratio range for another mode are handled by a shift through neutral. Similarly, rapid acceleration and deceleration conditions likely to result in undesirable engine speeds if synchronous shifting is employed are handled by a shift through neutral.

Abstract: An automatic transmission controller for a hybrid vehicle of the present invention is used for the hybrid vehicle being a four-wheel drive vehicle and including an engine and a generator motor on a front wheel side of the hybrid vehicle and a traction motor on a rear wheel side of the hybrid vehicle. The automatic transmission controller for a hybrid vehicle includes: an automatic transmission for transmitting a driving force from the engine to an output shaft of the hybrid vehicle; and an oil pump for supplying a speed-shifting clutch of the automatic transmission with pre-pressure to eliminate play of the speed-shifting clutch, when the hybrid vehicle is driven by a driving force from the traction motor.

Abstract: An automated mechanical transmission (AMT) includes a conventional multi-speed (gear ratio) mechanical transmission, a transducer/actuator assembly, a microprocessor controller which drives the actuator assembly and includes a plurality of inputs, and a plurality of sensors providing information to the controller inputs. A wireless interface is disposed between the controller and the actuator assembly. The wireless connection may utilize any of several technologies and protocols such as Bluetooth or WiFi. Such wireless interfaces or connections may also be utilized between various sensors or input devices and indicators or readouts and the controller as well as between any other components in the system.

Abstract: A method of controlling driveshaft speed includes generating an overspeed protection action signal if an engine speed limit and a requested transmission gear ratio correspond to a driveshaft overspeed condition. An operating method for a machine includes disengaging a relatively higher transmission gear, and inhibiting re-engagement of the higher transmission gear responsive to an overspeed protection action signal. An electronic controller for the machine is configured to generate an overspeed protection action signal responsive to an engine speed limit and requested transmission gear ratio.

Abstract: A method of controlling a clutch-to-clutch transmission. The method includes detecting transmission slip speed that exceeds a predetermined amount for a predetermined time period. Based on the detecting, a shift of a gear ratio of the transmission is forced. When this method is implemented in a vehicle, loss of driver control of the vehicle can be prevented in the event of a non-commanded neutral condition in the transmission.

Abstract: An electric vehicle is provided with an electric motor and a transmission capable of being shifted by a shift mechanism from a neutral state to a start-up speed stage selected state in which a speed stage for start-up of the vehicle has been selected. On a request for a shift from the neutral state to the start-up speed stage selected state, an ECU performs the requested shift by controlling the shift mechanism. If the shift to the start-up speed stage selected state is not completed within a first specified time, the ECU performs a rotating position control in which the motor is controlled to produce a predetermined minute torque in forward and backward rotation directions of the motor, alternately, and a gear of the speed stage for start-up is caused to oscillate in a rotation direction by the minute torque being transmitted to an input shaft of the transmission.

Abstract: A side-slip velocity estimation module for a vehicle stability enhancement control system includes a side-slip acceleration estimation module that estimates a side-slip acceleration of a vehicle. A multiple-order integrator integrates the side-slip acceleration to generate an estimated side-slip velocity of the vehicle. A reset logic module clears an output of the multiple-order integrator when the vehicle experiences a straight-driving condition, when a speed of the vehicle is less than a predetermined speed, and/or when a sensor bias condition occurs. The multiple-order integrator includes at least two accumulators and at least two feedback loops. The estimated side-slip velocity is a weighted sum of outputs of at least one of the at least two accumulators. A sum of the at least two feedback loops offsets the estimated side-slip acceleration.

Abstract: A position sensor for an automatic transmission has multiple switches, each of which generates “ON” or “OFF” signal depending on a selected position of a shift lever. Signal patterns (“ON” and “OFF” signals) of the normal operation are memorized as a map of signal patterns in a first memory portion. A second memory portion memorizes the respective signal patterns at the respective selected positions of the shift lever. The signal pattern and the change of the signal patterns in the second memory portion are compared with those memorized as the map of the signal pattern in the first memory portion, and determines that a malfunction has occurred in the position sensor, if at least one of the signal patterns and the changes of the signal patterns does not coincide with any of those memorized the map of the signal pattern. The malfunction of the position sensor can be surely detected at an earlier stage of operation of the shift lever for the automatic transmission.

Abstract: A control system and method for communicating with a transmission includes a transmission input speed sensor that generates an input speed signal. A transmission output speed sensor generates an output speed signal. A power supply supplies a total current to the transmission input and output speed sensors via a first conductor. A sensor senses the total current supplied to the transmission input and output speed sensors on the first conductor. A calculating module calculates a transmission input speed and a transmission output speed based on the total current.

Abstract: A transmission control system is capable of promptly compensating for a disturbance attributable to a mechanical interference that takes place in a selecting operation so as to quickly complete the selecting operation. An adaptation disturbance observer provided in a selection controller calculates a disturbance component term in a model equation of a selecting mechanism for each control cycle of the selection controller. An equivalent control input calculator of a sliding mode controller uses the disturbance component term calculated by the adaptation disturbance observer to calculate an equivalent control input. An adder adds a reaching law input calculated by a reaching law input calculator and the equivalent control input to calculate a control value of a voltage to be applied to a selection motor of the selecting mechanism.

Abstract: Clutch pressure is reduced when a vehicle is stopped with an engine (1) in an idling state. Once a turbine rotation speed increases to a predetermined rotation speed, the clutch pressure is increased to an initial pressure. After the initial pressure is reached, the clutch pressure is controlled to a target hydraulic pressure at which a slip amount reaches a target slip amount. Once the clutch pressure converges, a correction value for an initial pressure is set in order to make the slip amount approach the target slip amount. The set correction value is stored in a memory region corresponding to a transmission oil temperature at the point when the correction value is set. The initial pressure is corrected by the correction value stored in the memory region that corresponds to the transmission oil temperature when the turbine rotation speed has increased to the predetermined rotation speed.

Abstract: The present invention relates to a motor vehicle comprising an internal combustion engine and a first electronic control unit (48) for controlling the engine depending on the setting of a manual throttle, an electronic control unit (45) for controlling the transmission, depending on a set position of a manual gear selector (46). The invention is characterized in that one of the control units is disposed, with fed-in parameters and thus at least knowledge of the target speed of the vehicle, the surrounding topology and the throttle opening position, to reduce the throttle opening, in those cases where the vehicle, relative to the target speed, has a speed below target speed and gravity can subsequently accelerate the vehicle. In a similar manner, the kinetic energy of the vehicle is used, in those cases where the vehicle has an above target speed and gravity can subsequently retard the vehicle.

Abstract: Disclosed is a material of a kick-down drum comprising fine ferrite and microdispersion spheroidized cementite for an automobile also disclosed is a method for manufacturing the kick-down drum material. The kick-down drum of this invention can greatly improve hardenability and durability of the spline member and also has advantages of reducing production costs due to a simplified process of adding only a heating process.

Abstract: A high acceleration time shift control apparatus and method for a vehicle is provided. The high acceleration time shift control apparatus includes a transmission which achieves plural shift speeds whose gear ratios are different from each other; and a high acceleration time upshifting control device which changes a shift speed of the transmission to a higher speed based on a predetermined determination rotational speed such that an input rotational speed of the transmission substantially reaches a target maximum rotational speed when a request for high acceleration is made by a driver.

Abstract: Before an amount of play in a rotation transmitting system is learned, for selecting a gear range, an overshooting control process is performed to cause the angular displacement of a motor to overshoot a target gear range position and then reverse the electric motor. The angular displacement of the motor overshoots the target get gear range position by an overshooting amount that is identical to am amount by which the electric motor is reversed. The overshooting amount is set to a maximum value of a designed amount of play in the rotation transmitting system After the amount of play is learned, for selecting a gear range, a target count is established in view of the learned amount of play and the direction in which the motor rotates, and the motor is stopped at a position where an encoder pulse count coincides with the target count without performing the overshooting control process.

Abstract: A line pressure variable control method for an automatic transmission uses a solenoid valve to control a line pressure according to a duty ratio thereof. The method includes determining whether a current shift range is one of forward driving shift ranges, calculating a minimum line pressure based on at least one automatic transmission operating condition if the current shift range is one of the forward driving shift ranges, and calculating a solenoid duty ratio corresponding to the calculated minimum line pressure. Determining whether there is clutch slip, calculating a solenoid correction duty ratio based on an amount of the clutch slip. If it is determined that there is clutch slip, modifying the solenoid duty ratio with the solenoid correction duty ratio and controlling the solenoid valve using the modified solenoid duty ratio.

Abstract: A low cost control apparatus of a contact mechanism resolving a disadvantage caused when a contact body is moved to make contact with a contacted body by an actuator. A synchronizing mechanism, which a coupling sleeve rotatably and integrally provided with an input shaft is pushed against a synchronizer ring disposed between the coupling sleeve and a synchronized gear, thereby synchronizing rotational speeds of both the components to engage them, is modeled as a collision between an inertia system object and an elastic system object. A computation coefficient (VPOLE, f in FIG. 9) of a switching function for sliding mode control having a deviation between an actual position of the coupling sleeve (Psc, d in FIG. 9) and a target position (Psc_cmd, e in FIG. 9) as a state variable is changed depending on the actual position (Psc), and thereby changing a control ability of the model against a disturbance.