Abstract: The present disclosure relates to a method and an apparatus for controlling a lubricant flow rate in a wet clutch. The method comprising: determining a clutch state as an open state, a closed state or a slipping state; determining a clutch temperature and a sump lubricant temperature; based at least on the clutch state, the clutch temperature and the sump lubricant temperature, selecting one out of a plurality of maps, wherein each map maps one or more operating parameters of the clutch on a target lubricant flow rate; determining a target lubricant flow rate based on the one or more operating parameters according to the selected map; and controlling a lubricant flow control device based on the determined target lubricant flow rate.

Abstract: Systems for efficiently starting an engine of a hybrid electric vehicle are provided. An example of a system comprises a first processor and a second processor. The second processor is configured to determine when to start an internal combustion engine, cause energy to be supplied from an energy storage device to a generator/motor to cause the generator/motor and crankshaft to rotate to at least a hold speed, transmit a first instruction to a first processor when determining that the internal combination engine should be started. The first processor does not supply fuel to at least one cylinder of the internal combustion engine in response to the first instruction. The second processor is configured to transmit a second instruction to the first processor after a variable period of time has elapse after the generator/motor or crankshaft has reached at least the hold speed.

Abstract: An electronic control system controls operation of a vehicle system by selectably controlling the vehicle system using engine start-stop controls in response to one or more engine start-stop conditions being met, controlling the vehicle system using neutral-at-stop controls in response to one or more neutral-at-stop conditions being met, and controlling the vehicle system using cylinder deactivation controls in response to the one or more neutral-at-stop conditions not being met.

Abstract: A vehicle, a vehicle powertrain system, a computer program product, and a method of controlling a vehicle in a manner to achieve enhanced driving performance. An example vehicle powertrain system includes one or more of a powertrain having an engine, a transmission, and a torque converter, and a control module to control the powertrain system. The control module is configured to conduct, in response to sensor data in connection with a detected current vehicle speed and a detected current transmission oil temperature, a vehicle powertrain analysis of the sensor data. The control module is to then control the powertrain in response to the vehicle powertrain analysis and an operating state of a lock-up clutch of the torque converter.

Abstract: A method for operating a hybrid vehicle that includes a prime mover (1) with an internal combustion engine (2), an electric machine (3), a transmission (4) connected between the prime mover (1) and a driven end (5), and multiple shift elements, including a separating clutch (7) connected between the internal combustion engine (2) and the electric machine (3), and a starting component (8), is provided. After release of a brake pedal (12) or together with the release of the brake pedal (12) for a driving start or an crawling start, an engagement speed threshold (22) for the starting component (8) is established below an idling speed of the prime mover (1) and a previously disengaged starting component (8) is engaged. A control unit (9, 10, 11) for carrying out such a method is also provided.

Abstract: Methods and systems are provided for controlling a vehicle including a manual transmission to prevent cold-start drive-away. In one example, a method for a vehicle with a driver clutch pedal may include preventing one of a clutch coupled between an input of a transmission and an engine output from closing and a driver-operated gearshift lever for adjusting a gear of the transmission from coming out of neutral in response to a catalyst light-off condition.

Abstract: Systems and methods are disclosed herein for fluid temperature-dependent control of engine speeds in a self-propelled work vehicle. An engine speed sensor generates signals representing an engine speed, and a temperature sensor generates signals representing a hydraulic fluid temperature. A controller receives the respective signals from the engine speed sensor and the temperature sensor. The controller is further configured, responsive to a startup command, to generate output signals preventing an increase in the engine speed to a target engine speed at least while the temperature of the hydraulic fluid is in a first temperature state. The controller may, e.g., automatically generate output signals for continuous and/or stepwise transitioning of the engine speed to the target engine speed, in accordance with a monitored temperature of the hydraulic fluid and corresponding temperature states.

Abstract: A slip lock-up control device for a vehicle includes a torque converter having a lock-up clutch, and a slip lock-up controller. The slip lock-up controller performs slip lock-up control using a lock-up pressure difference command to match an actual slip rotational speed to a target slip rotational speed based on engine torque information indicative of input torque, when a lock-up engagement condition is fulfilled when the lock-up clutch is in a released state. During the slip lock-up control, when in an engine torque unstable range for which an engine torque has a rise gradient with respect to a rise change of an engine speed, the slip lock-up controller sets the lock-up pressure difference command to a second lock-up pressure difference command for which a pressure difference fluctuation is averaged more than a first lock-up pressure difference command used in a range other than the engine torque unstable range.

Abstract: When an engagement-side clutch taking charge of rotation control in an upshift is the same as a rotation control clutch of a previous gear shift, it is determined that there is a likelihood that a thermal load of a clutch friction material will increase, and the thermal load of the clutch friction material is decreased by delaying gear shift start. By setting a delay time by which the gear shift start is delayed when an accelerator depression amount is small to be shorter than when the accelerator depression amount is large depending on the accelerator depression amount, a gear shift which is an upshift can be performed without unnecessary waiting.

Abstract: In a control device for a limited slip differential that limits a differential operation of front and rear wheels of a four-wheel-drive vehicle having mounted thereon a vehicle behavior control device that controls a braking force, an ECU that controls a torque coupling as the limited slip differential includes: a differential limiting force calculating device that calculates target torque of the torque coupling based on a vehicle traveling state; a differential limiting force correcting device that makes a correction to reduce the target torque based on a command from the vehicle behavior control device; and a thermal load calculating device that calculates a thermal load of the torque coupling. The differential limiting force correcting device limits the correction of the target torque based on the command from the vehicle behavior control device, when the thermal load of the torque coupling is equal to or larger than a predetermined value.

Abstract: A method and transmission control unit configured to improve shift event performance in a vehicle with an automatic transmission by determining a vent time for release of a clutch assembly in a transmission of a vehicle. The vehicle must be stopped and a gear selector in the vehicle must be set to a drive condition. If these conditions are met, the clutch assembly is vented. The vent time from when venting begins to when a turbine (or input shift) speed of the transmission rises is tracked. Once the turbine speed of the transmission rises, the clutch assembly is reapplied. The clutch assembly vent time is set based on the tracked vent time.

Abstract: A control device for a lockup clutch of a vehicle. A slip control device executes slip control to make a rotational speed difference between the input member and the input shaft match a target slip speed according to a state of the vehicle by half engagement of the lockup clutch. A clutch temperature obtaining means obtains a clutch temperature of the lockup clutch. A determining means determines if the lockup clutch should be fully engaged or disengaged based on at least a state of the motor if the clutch temperature becomes equal to or higher than a predetermined temperature during execution of the slip control. A slip control stop means for stopping the slip control by fully engaging or disengaging the lockup clutch according to the determination result of the determining means.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) paired with an engine in a vehicle includes assessing whether the vehicle is being accelerated and ascertaining whether a position of a vehicle accelerator during the acceleration is maintained within a predetermined range. The method also includes identifying a DCT clutch that is being slipped during the acceleration, determining an amount of time remaining until the clutch stops slipping, and comparing a first preset time span indicative of the time remaining until the clutch reaches a threshold temperature with the amount of time remaining until the clutch stops slipping. The method additionally includes setting a time delay for activating an indicator if the amount of time remaining until the clutchs stops slipping is greater than the first preset time span. Furthermore, the method includes activating the indicator after the time delay.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an engine in a vehicle. The method includes assessing whether the vehicle is being accelerated and identifying a DCT clutch slipping during the acceleration. The method also includes determining vehicle parameters, determining an amount of time remaining for the clutch to stop slipping using the determined vehicle parameters, and determining an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes comparing the determined amount of time remaining for the clutch to stop slipping with the determined amount of time remaining until the clutch reaches the threshold temperature. Furthermore, the method includes activating an indicator if the determined amount of time remaining until the clutch reaches the threshold temperature is less than the determined amount of time remaining for the clutch to stop slipping.

Abstract: A method and a system for improving operation of a hybrid vehicle are presented. In one example, an engine exhaust after treatment device is cooled at an opportunistic time. The approach may provide improved cooling for exhaust after treatment devices and it may also improve vehicle emissions.

Abstract: A mobile machine includes a propulsion system. The propulsion system may include a prime mover, a traction device, and a clutch operable to transmit power produced by the prime mover to the traction device. The propulsion system may also include propulsion-system controls operable to control the clutch. The propulsion-system controls may include at least one information processor configured to estimate a temperature of the clutch based at least in part on an estimated slippage of the clutch and a fluid temperature.

Abstract: Embodiments for heating a vehicle driveline are provided. One example method for a vehicle comprises heating a fluid with kinetic vehicle energy in response to a vehicle braking request, and directing the fluid to a driveline component. In this way, kinetic vehicle energy during a vehicle braking event may be used to heat a driveline component.

Abstract: A clutch unit (47) comprises a wet friction clutch for controllable transmission of a torque from an input element (41) to an output element (45), housing that contains the friction clutch and oil for cooling the friction clutch, and an actuator (51) for actuating the friction clutch. The actuator is attached to the housing in a thermally conductive way and has a temperature sensor (108) for sensing a temperature of the actuator. In order to computationally determine the oil temperature (TÖl) in the clutch unit (47), a thermal input power to the clutch unit is determined as a function of at least a speed of the input element and/or of the output element. The difference between the thermal input power and the thermal output power is determined, and the oil temperature is determined as a function of the difference that was determined.

Abstract: A system and method is employed to regulate a minimum transmission input speed based on automatic fluid temperature. The system includes a temperature sensor for sensing a temperature of the automatic transmission fluid and a controller for setting a minimum engine speed of the engine based on the temperature of the automatic transmission fluid. The size of a transmission pump may be reduced while the pump is still able to supply enough automatic transmission fluid to friction elements and gear ratios to provide lubrication and enable friction element actuators to engage and disengage the friction elements in a timely and effective manner. In a preferred form of the invention, when the temperature of the automatic transmission fluid is below 210° F., the minimum engine speed is set to no greater than 900 rpm; and when the temperature of the automatic transmission fluid is above 210° F., the minimum engine speed is set to no less than 1000 rpm.

Abstract: A method of controlling thermal loading in a multi-speed dual-clutch transmission (DCT) that is paired with an internal combustion engine in a vehicle is provided. The method includes detecting operation of the vehicle and ascertaining a degree of thermal loading on the DCT. The method also includes selecting a remedial action corresponding to the ascertained degree of thermal loading. Additionally, the method includes activating the selected remedial action such that the thermal loading on the DCT is reduced. A vehicle having a DCT, an internal combustion engine, and a controller configured to control thermal loading in the DCT is also disclosed.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an internal combustion engine in a vehicle is provided. The method includes assessing operation of the DCT and ascertaining a mode of operation of a clutch in the DCT. The method also includes predicting, in response to the ascertained mode of operation of the clutch, an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes ascertaining whether the predicted amount of time remaining until the clutch reaches the threshold temperature is within a predetermined range of time. Furthermore, the method includes activating an indicator configured to signal that the predicted amount of time remaining is within the predetermined range of time. A vehicle having a DCT, an internal combustion engine, and a controller configured to predict thermal loading on a clutch in the DCT is also disclosed.

Abstract: A shift control device for an automatic transmission having a plurality of frictional engaging elements adapted to be selectively engaged to perform shift control. The shift control device includes a computing unit for computing the temperature of at least one of the frictional engaging elements to be engaged in shifting, a comparing unit for comparing the temperature computed by the computing unit with a reference temperature, and an upshift delaying unit for delaying the timing of upshift using the frictional engaging element to be engaged by a predetermined time period when the temperature computed by the computing unit is higher than the reference temperature.

Abstract: A controller for automatic transmission that performs feedback control on a slip ratio of a lockup clutch is adapted to select one target slip ratio from a plurality of target slip ratios based on a detected automatic transmission fluid temperature of a torque converter. Thus, the controller can ensure good followability to a target value of the feedback control even when the automatic transmission fluid temperature is low. The controller can effectively prevent engine hunting and the associated vibrations of vehicle body. Therefore, the controller can accomplish a favorable slip control of the lockup clutch even if an operating range of the lockup clutch is expanded to a range where the automatic transmission fluid temperature is low.

Abstract: Method for shifting a neutral state of an automatic multi-stage transmission of a motor vehicle, where, to engage and to disengage gear stages of the transmission, shift couplings, at least one of which is equipped with a synchronizing device, can be actuated by a transmission actuator.

Abstract: A vehicle 1 has a torque coupling 8, which is located in a driving power transmission system for transmitting the torque of an engine 2 to front and rear wheels 13f, 13r. The torque coupling 8 changes the torque distribution by adjusting the frictional engaging force of an electromagnetic clutch 16. The vehicle 1 also has a 4WD ECU 21 (CPU), which controls the operation of the torque coupling 8 based on the driving state. The 4WD ECU 21 (CPU) estimates a transfer case oil temperature Tptu. When the transfer case oil temperature Tptu is higher than or equal to a first predetermined transfer case oil temperature KTptu1, the 4WD ECU 21 executes overheat prevention control.

Abstract: A system and method is employed to regulate a minimum transmission input speed based on automatic fluid temperature. The system includes a temperature sensor for sensing a temperature of the automatic transmission fluid and a controller for setting a minimum engine speed of the engine based on the temperature of the automatic transmission fluid. The size of a transmission pump may be reduced while the pump is still able to supply enough automatic transmission fluid to friction elements and gear ratios to provide lubrication and enable friction element actuators to engage and disengage the friction elements in a timely and effective manner In a preferred form of the invention, when the temperature of the automatic transmission fluid is below 210° F., the minimum engine speed is set to no greater than 900 rpm; and when the temperature of the automatic transmission fluid is above 210° F., the minimum engine speed is set to no less than 1000 rpm.

Abstract: An alarm device for a clutch that issues an alarm indicating a lifetime expiration of the clutch that selectively connects and disconnects an input shaft to and from an output shaft, includes: a slip heat release threshold setting unit 104 that establishes a threshold criteria as to a clutch damage or the clutch lifetime, in a form of a relation between a heat release generated in a clutch slip operation and a frequency of the heat release occurrences; and a slip heat release calculator 105 that calculates the heat release during the clutch operation, based on a hydraulic oil pressure in an actual clutch operation and a relative circumferential speed between input and output shafts, the alarm device 11 issues the alarm based on the calculation result through the slip heat release calculating means 105 and the slip heat release threshold setting means 104.

Abstract: An ECU executes a program including the steps of: determining whether or not the conditions for execution of low-temperature neutral control: the temperature of the automatic transmission hydraulic fluid is at most a threshold value; the shift position is D or R position; the vehicle speed is zero; and the brake is ON and the vehicle is stopped, are continuously satisfied for a period of time represented by a threshold value; executing the neutral control when the conditions for execution of low-temperature neutral control are continuously satisfied for at least the period represented by the threshold value; returning from the neutral control when the conditions for execution of low-temperature neutral control are not satisfied; and restricting the throttle opening position in returning from the neutral control.

Abstract: A system for preventing damage to a vehicle, such as a truck, is provided. A sensor may be operable to measure a parameter relating to a component in a vehicle and to provide a parameter signal indicative of the measured parameter. A processor may be in communication with the sensor and operable to receive the parameter signal from the sensor. The processor may be further operable to analyze the parameter signal. The processor may be further operable to initiate a damage prevention process including a reduction of heat generation in the vehicle based on the parameter.

Abstract: An apparatus comprises a changeover mechanism which is able to change a connection state of an electric motor output shaft to any one from alternatives consisting of “an IN-Connection State” in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, “an OUT-Connection State” in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and “a neutral state” in which no transmission path therebetween is provided. The changeover is carried out based on a combination (area) of a vehicle speed V and a required driving torque T. As for the changeover, a neutral area is enlarged so that a possibility of selecting the neutral state becomes higher, as a battery temperature is higher, or as an electric motor temperature is higher, or as a remaining battery level is larger.

Abstract: The present invention relates to an electric vehicle motor automatic transmission driving system. The motor automatic transmission driving system includes a motor, a gear transmission, one or more battery groups and a control system. The control system includes a motor controller, a system controller, a battery voltage sensor, a battery current sensor, a first rotation speed encoder, a second rotation speed encoder, a fork position sensor group, a transmission oil (fluid) temperature sensor and a pressure source sensor. The power input of the motor controller is connected with the outputs of one or more battery groups respectively via a first power leads, the power output of the motor controller is connected with the power input of the motor via a second power lead. According to the invention, the motor shaft also act as the first shaft of the gear transmission and the said motor is an AC induction motor or an AC permanent magnet motor.

Abstract: A transmission arrangement (1) with at least two countershafts for a vehicle, in particular a utility vehicle is proposed, such that an auxiliary drive output (10) can be coupled by means of a torque-transmitting element (11) to a first countershaft (7), and such that a second countershaft (8) can be coupled with a transmission brake device (12) to bring about load equalization between the countershafts (7, 8) when the auxiliary output (10) is coupled to the first countershaft (7). In addition, a method is proposed for load equalization between the countershafts (7, 8) of a transfer transmission when an auxiliary output (10) is engaged, such that in a first shift position of a main group (2) of the transfer transmission, in which the second countershaft (8), not coupled to the auxiliary output (10), is free from load, a load torque is applied to the second countershaft (8) for load equalization.

Abstract: A method of filling a clutch chamber of an automatic transmission includes determining an engage pressure to engage a clutch of the automatic transmission. The method determines a reactive pressure of a return spring of the clutch. The method also estimates a fill pressure based on the engage pressure and the reactive pressure. The method estimates a flow rate based on the engage pressure, and generates a fill pressure command signal to fill the clutch chamber based on the fill pressure, the flow rate and a flow rate limit.

Abstract: A method of operating a vehicle drive train, whereby the drive train comprises a drive unit, a transmission, and an all-wheel splitter having an automatically operating clutch, positioned between the transmission and the output. The clutch is operated in a continuous slip mode and in such a way that the all-wheel splitter splits the transmission output torque for variable torque distribution to driven axles. The splitting of the output torque to the driven axles is performed by a control unit, implemented into the all-wheel drive strategy, so that the output torque, less a predetermined nominal torque, is transferred to a first axle, and the nominal torque is transferred to a second axle. When defined operating conditions are met, a limiting of the torque, set by the drive unit, and/or the nominal torque, set by the all-wheel strategy, occurs to avoid a thermal overloading of the clutch of the all-wheel splitter.

Abstract: A work vehicle includes an engine, a travel mechanism, a clutch, an inching operation member, and a controller. The travel mechanism is configured to cause the vehicle to travel. The clutch is configured to selectively transmit drive force from the engine to the travel mechanism. The inching operation member is configured to be operated to create slippage in the clutch to reduce vehicle speed. The controller is configured to calculate load of the clutch during inching, and to reduce a rotational speed of the engine when the calculated load of the clutch during the inching exceeds a predetermined threshold.

Abstract: In an automatic clutch control with respect to a pressure-disengaged type of automatic clutch, when an working oil temperature increase has occurred in a state in which a clutch master cylinder is not in communication with a reservoir tank, a clutch stroke position is changed in a clutch engaging direction such that the number of engine revolutions matches the number of engine revolutions at the point in time when the clutch master cylinder and the reservoir tank became not in communication.

Abstract: A vehicle steering control system that controls the operation of an electric vehicle steering device, which applies a steering assist force to a steering mechanism via a gear mechanism and includes: a temperature estimating section for estimating the temperature of or around the gear mechanism; and a correcting section for correcting the steering assist force according to the estimated gear temperature.

Abstract: A process for controlling a twin clutch transmission with two partial drive trains with respectively a friction clutch interposed between an internal combustion engine and the partial drive train is provided. If the transmission capacity of a friction clutch falls below the engine torque, engine intervention takes place. If the clutch temperature rises further above a default value, an emergency operation is initiated, in which the affected partial drive train is deactivated by opening the affected friction clutch, a preselection strategy used in the other partial drive train is changed and the other partial drive train is activated.

Abstract: A clutch control system for a vehicle includes an actuator which is configured to control a hydraulic pressure. A timer is configured to measure a time period from a timing at which a hydraulic pressure supply source starts supplying hydraulic oil to a hydraulic clutch to a timing at which the hydraulic pressure reaches a predetermined value. A clutch control compensator is configured to calculate a control compensation value of an amount of operation of the actuator based on the time period measured by the timer. A clutch controller is configured to control the actuator based on the control compensation value and the amount of operation of the actuator using a deviation between the hydraulic pressure detected by the hydraulic pressure detector and a target hydraulic pressure set according to a condition of the vehicle.

Abstract: A control apparatus for an automatic transmission including a hydraulic pressure control means for controlling supply of hydraulic pressure to a first friction engagement element and a second friction engagement element and discharge of hydraulic pressure from the first friction engagement element and the second friction engagement, and a discharge rate changeover control means for increasing a discharge rate value of the hydraulic pressure which is discharged from the first friction engagement element in a case where when shifting from one of operating ranges to the other thereof is selected, changeover to the other operating range is carried out before completing release of the first friction engagement element, so as to become larger than a discharge rate value of the hydraulic pressure which is discharged from the first friction engagement element before the changeover to the other operating range is carried out.

Abstract: A control system of a vehicle including an engine and an automatic transmission operable to form one of a plurality of gear positions set according to running conditions of the vehicle, and a method of controlling the vehicle are provided. In the control, the rotational speed of an input-side rotary shaft of a shifting mechanism of the transmission is detected, and the vehicle is controlled so that, when an execution condition that one of the gear positions set according to the running conditions is maintained and the rotational speed of the input-side rotary shaft has increased to be higher than a rotational speed corresponding to the set gear position is satisfied, the vehicle is brought into running conditions that will eliminate a state in which air is present in the hydraulic fluid supplied from an oil supply device.

Abstract: A power transmitting apparatus, such an automotive transmission, adapted to properly select transmission of or cutting-off of a driving force of the driving source to or from the wheels of a vehicle can include a torque converter having a torque amplifying function. A clutch mechanism can include a first clutch device configured to transmit the driving force to the wheels through the torque converter and a second clutch device configured to transmit the driving force without passing through the torque converter. A selecting device can control the first clutch device or the second clutch device in accordance with conditions of the vehicle including starting from a stop. An input-side measuring device can be used to measure an input-side rotational speed of the first clutch device and an output-side measuring device can be used for measuring an output-side rotational speed of the first clutch device.

Abstract: A solenoid control system for implementation with an electronic range selection (ETRS) system that shifts a transmission range between a park position and an out-of-park position. A first solenoid assembly is operable to control a fluid valve to supply pressurized fluid to urge a valve spool toward a first position. A second solenoid assembly is operable to control a fluid valve to supply pressurized fluid to urge said valve spool toward a second position. A control module selectively energizes one of the first and second solenoids based on a transmission fluid temperature.

Abstract: A method for controlling a transmission in a motor vehicle includes determining a temperature of a fluid in the transmission, determining whether the torque converter lockup clutch is applied, and determining an engine torque of the motor vehicle. Then, the torque converter lockup clutch is applied and the transmission is prohibited from up-shifting if the temperature of the fluid exceeds a threshold, the torque converter lockup clutch is not applied, and the engine torque exceeds a second threshold. Next, a tractive effort of the motor vehicle is determined and the torque converter lockup clutch is deactivated when the temperature of the fluid is less than a third threshold, the tractive effort is less than a fourth threshold, or the engine torque is less than the second threshold.

Abstract: A vehicle having an oil temperature prediction algorithm that allows for protection of the vehicle is disclosed. The algorithm may predict an oil sump temperature for a manual transmission and, upon reaching a first transmission heat threshold, enter a transmission protection mode.

Abstract: A method of operating a vehicle drive train, whereby the drive train comprises a drive unit, a transmission, and an all-wheel splitter having an automatically operating clutch, positioned between the transmission and the output. The clutch is operated in a continuous slip mode and in such a way that the all-wheel splitter splits the transmission output torque for variable torque distribution to driven axles. The splitting of the output torque to the driven axles is performed by a control unit, implemented into the all-wheel drive strategy, so that the output torque, less a predetermined nominal torque, is transferred to a first axle, and the nominal torque is transferred to a second axle. When defined operating conditions are met, a limiting of the torque, set by the drive unit, and/or the nominal torque, set by the all-wheel strategy, occurs to avoid a thermal overloading of the clutch of the all-wheel splitter.

Abstract: A system for controlling temperature of a transmission clutch includes a housing containing the clutch, a fan for circulating air through the housing and over the clutch, and a controller configured to determine an inferred temperature at a reference surface on the clutch and to actuate the fan in response to the inferred temperature.

Abstract: A control apparatus of a vehicle includes: an internal combustion engine; a transmission, including a group of gears made to mesh with synchronizing mechanisms for attaining a predetermined change of gear; an internal combustion engine controller stopping the internal combustion engine when receiving a first control stop signal; a transmission controller, controlling the synchronizing mechanisms via an actuator actuated by a power source driven by the internal combustion engine, when a shift lever is in a drive force cut-off position, the transmission controller releasing the meshing of the synchronizing mechanism when receiving a second control stop signal; and a control stop signal controller, transmitting the second control stop signal to the transmission controller when detecting that an ignition switch of the vehicle is switched off, and transmitting the first control stop signal to the internal combustion engine controller after the transmission controller has released the meshing of the synchronizing m

Abstract: A neutral idle hill detection system for a vehicle with an automatic transmission comprises a range selection input device that receives an operating range of a transmission. A throttle position input device receives a throttle position signal. A transmission output speed input device receives a transmission output speed signal. A transmission temperature input device receives a temperature signal. A brake status input device receives a brake signal. A control module receives the range, the throttle position signal, the transmission output speed signal, the temperature signal, and the brake signal, detects a hill condition based on the received signals, and controls a first clutch of the transmission based on the hill condition.

Abstract: A vehicle automatic speed change power transmission control includes a control arrangement with overshoot/undershoot protection logic. The control is used with an electro-hydraulic pressure control module featuring a linear solenoid, and which supplies a hydraulically-actuated clutch configured to effect gear changes. The overshoot/undershoot protection logic is configured to detect when a commanded increase/decrease clutch pressure satisfies a clutch pressure threshold and to then activate the protection logic. Once the protection logic is activated, large command pressures increases/decreases are implemented in a series of stages having variable gains. The first stage has an aggressive gain and achieves 50-80% of the commanded clutch pressure. The second stage has a reduced gain and achieves 90% of the commanded clutch pressure. The third stage has a still further reduced gain and achieves about 100% of the commanded clutch pressure.