Abstract: A transmission control system for a vehicle. The control system has a control unit that receives a plurality of inputs from the vehicle and the vehicle operator. Then based upon these inputs the control unit sends a plurality of output signals to an engine, an input clutch, and a transmission in order to selectively operate each of these components to actuate the axle and wheels of a vehicle.

Abstract: A motorcycle includes an engine, a CPU, a clutch lever, and a shift switch. When a driver performs a shift operation, the CPU adjusts an output of the engine. When the CPU adjusts the output of the engine, the turning operation of the clutch lever is inhibited by the shift switch.

Abstract: A method and apparatus for starting an engine in a hybrid vehicle being driven by an electric motor is disclosed. The motor is operably configured to deliver mechanical power through an automatic transmission to at least one vehicle drive wheel to cause an acceleration of the vehicle. The method involves coupling the engine to the motor to cause an inertial load on the motor thus causing the motor to decelerate to a reduced rotational speed to provide a starting torque to the engine for starting the engine, and causing the automatic transmission to change gear ratio to a target gear ratio associated with the reduced rotational speed while causing the motor to decelerate, the motor being operable to deliver increased torque at the reduced rotational speed, thereby generally maintaining the acceleration of the vehicle.

Abstract: An automatic change gear control device for a motorcycle having a manually operated clutch operation member achieves both easy clutch operation and secure freedom of drive. A clutch is connected and disconnected to change gears in a transmission capable of freely changing gears in plural stages. A clutch actuator drives the clutch. A clutch operation unit has a manually-operated clutch lever. An ECU controls the clutch actuator based on driver operation of the clutch lever.

Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.

Abstract: A method of controlling at least a fifth characteristic operating value of a motor vehicle power train includes the step of performing an emergency adaptation of at least one of the stored clutch-disengagement thresholds during an operating phase of the motor vehicle, if predetermined third conditions are present. The method also includes the step of performing a nonemergency adaptation of at least one of the stored clutch-disengagement thresholds at the end of the operating phase if predetermined fourth conditions are present.

Abstract: Method and device for controlling the position of an automatic disk clutch (3) as a function of the position of a throttle lever (48, 49) arranged in a vehicle is disclosed. In some preferred embodiments, the method is employed when starting the vehicle from stationary or virtually from stationary, in which a function (e.g., a primary function) of the disk clutch (3) is to transmit motive force from an internal combustion engine (1) arranged in a vehicle to an input shaft (7) of a stagegeared gearbox (9). The position (48, 49) of the disk clutch is also preferably controlled as a function of at least one of the parameters: vehicle weight; tractive resistance of the vehicle; and the selected transmission ratio between the gearbox input shaft and the driving wheels of the vehicle.

Abstract: A multi-mode hybrid transmission has speed control provided via an open loop model derived as a function of preselected transmission accelerations and controlled and uncontrolled transmission torques. Motor torques are selected as the controlled torques and other preselected transmission torques are selected as the uncontrolled torques. The control also employs a closed loop control effort responsive to at least one preselected transmission speed error.

Abstract: The invention relates to a method for shifting an initial gear upwards into a target gear in a twin-clutch gearbox of a motor vehicle. According to the invention, the engine torque (MMotor) of the vehicle is altered when a target gear is selected incorrectly and detected thus. The output torque (MOutput) is then reduced if the correct target gear is introduced. The invention also relates to a twin-clutch gearbox, especially for carrying out said method.

Abstract: A shift control method and system for an automatic transmission. The control method includes calculating a clutch engaging pressure for each shift speed corresponding to an engine load and calculating an optimal engaging pressure for an operating clutch in each shift ratio. The system includes a control unit and sensors for executing the method.

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: An automated vehicle transmission having a wet clutch and an auxiliary motor that is operatively connected to the transmission to overcome residual torque forces in the wet clutch. Residual torque forces in the wet clutch may prevent disengagement of a gear train and also prevent the transmission from shifting into neutral. A control system determines whether residual torque is resisting the disengagement of the gear train for more than a predetermined time period. According to the method, if a shift is delayed for more than the predetermined time period, the auxiliary motor is actuated to apply an oppositely oriented torque to the transmission gear train to overcome the residual torque and allow the transmission to shift into neutral.

Abstract: An automatic shift controller for a vehicle which controls a gear-shifting mechanism to engage one of several gear trains. A sub-clutch connects and disconnects so that one of the gear trains, other than a first-speed gear train and a reverse gear train, is engaged or disengaged. By use of a controller, 1) when the vehicle is parked, then the reverse gear is engaged, the main clutch is engaged, and the sub-clutch is disengaged, and 2) when preparation for engine start-up is started in a state wherein the vehicle is parked, then the main clutch is disengaged and the sub-clutch is engaged.

Abstract: A gearbox adaptor (2) which can be combined with a standard vehicle gearbox to convert a standard gearbox to a sequential gearbox. Some or all of the gears (5, 6) of a standard gearbox have the synchro-hubs and cones removed and one or more gearbox adaptors (2) substituted. Each adaptor (2) includes a hub (4) which engages the gear shaft (3), at least one piston (7, 8) mounted within the hub (4), means for supplying fluid (16) from the exterior of the hub (4) to a first face of the or each piston (7, 8), at least one clutch means (9, 10), part of which engages the hub and another part of which engages a gear (5, 6) located on the gear shaft (3); the arrangement being such that movement of the piston (7, 8) in a predetermined first direction inter-engages the parts of the clutch (9, 10) to drivingly engage the gear (5, 6) and the gear shaft (3).

Abstract: A method for operating a power transmission to produce gear ratio changes includes driveably connecting the transmission input and output in the off-going gear through a friction clutch and primary power path, establishing a potential drive connection between the input and output through a secondary power path, releasing the friction clutch, driveably connecting the input and output through the secondary power path, establishing a potential drive connection between the input and output through the primary power path in the oncoming gear, reapplying the friction clutch, driveably disconnecting the input and output through the secondary power path, and driveably connecting the input and output in the oncoming gear ratio through the friction clutch and primary power path.

Abstract: The invention relates to a motor vehicle comprising a drive motor and a gearbox with a device for automatically actuating a clutch in the drivetrain, and to a control method. According to said method, if the gear ratio is less than a threshold value and the actuation of a driving pedal is not equal to zero and is less than a threshold value, warning measures are initiated to alert the driver to misuse.

Abstract: A control apparatus for controlling a shift operation sets an output Mout from a reference model M(s), which is ideally changed, as a target slip amount of a feedback controller Cpi(s). The controller Cpi(s) controls torque transmitted to an off-going friction engagement element for matching a control slip amount sp with the target slip amount. The characteristics of the controller Cpi(s) is determined for optimally performing a clutch-to-clutch shift operation during a lock-up clutch being engaged. When the lock-up clutch has been disengaged, an input shaft rotation speed is filtered by a notch filter NF for removing a frequency component in a predetermined frequency domain, wherein the control slip amount sp is obtained based upon the filtered input shaft rotation speed.

Abstract: An automatic transmission controller and method therefor, comprising: a plurality of torque transmission means provided between an input shaft and an output shaft of a gear-drive transmission, so that at least one gear ratio of the torque transmission means is formed by a friction clutch while the other gear ratios of the torque transmission means are formed by dog clutches, and the friction clutch is controlled when gearshifting is carried out from one gear ratio to another gear ratio; wherein gearshifting time is controlled to be shorter when a depress stroke of an accelerator pedal increases after a gearshifting start request, than that when the depress stroke of the accelerator pedal is fixed.

Abstract: A hydraulic control apparatus for an automatic transmission having a plurality of transmission gear trains. The hydraulic control apparatus performs a gear shift operation by a select actuator and a shift actuator. When the shift actuator is actuated to a neutral position, an oil pressure is supplied from a shift position detection valve toward the select actuator which selects a gear shift stage switching mechanism. When the oil pressure is supplied by a normally open solenoid valve, and also a reverse gear stage switching mechanism is selected, a pilot pressure is supplied from a select position detection valve to a forcible reverse shift valve. Thus, one oil pressure supplied to the shift actuator is shut off. When the shift actuator actuates the reverse gear stage switching mechanism, the shift position detection valve is actuated so that the oil pressure from the select position detection valve is supplied to an input clutch.

Abstract: A power transmission comprises a continuously variable transmission CVT, which transmits a rotational driving force from an engine E, a starting clutch 5, which variably sets the transmission capacity for the continuously variable transmission CVT, and a control valve CV, which controls the engagement operation of the starting clutch 5. While the engine E is in a partial cylinder operation mode, the control valve CV controls the engagement operation of the starting clutch 5 to attain a predetermined transmission capacity at a rotational speed of the engine that is higher than for a case of the engine in an all cylinder operation mode.

Abstract: A hydraulic change speed system for a working vehicle includes a gear type change speed device shiftable by an actuator, a hydraulic clutch connected to a power transmission line including the gear type change speed device, a valve unit for switching operative states of the hydraulic clutch, a controller for controlling the valve unit, and a timer for measuring a shifting time of the gear type change speed device. The valve unit is interlocked to the actuator to be controllable to pressurize the hydraulic clutch rapidly for a predetermined time from a start of engagement of the hydraulic clutch and to pressurize the hydraulic clutch gradually the predetermined time. The controller sets the predetermined time based on the shifting time measured.

Abstract: A locomotive monitoring system defines several mutually exclusive operating states for a locomotive. The amount of time the locomotive operates in each state is preferably determined and recorded. This recorded information can then be evaluated with a view towards improving locomotive operations. For example, a plurality of mutually exclusive idle states can be defined and monitored to determine how long a locomotive idles under certain conditions instead of automatically shutting down for the purpose of conserving fuel. In this manner, the sources of lost fuel savings can be readily identified, quantified and addressed. An event log is also provided for chronicling certain operating events of interest over time, such as those relating to the starting, stopping and/or idling of the locomotive's engine.

Abstract: A coupling means is provided to act to apply a thrust force generated on a helical gear to a stopper for first transmission members and second transmission members to thereby suppress looseness in the stopper.

Abstract: The power train of a motor vehicle employs an electronic control unit which selects the extent of engagement of the friction clutch between the engine and the transmission by way of an electronic or fluid-operated actuator. The throttle valve for the engine is adjustable by the control unit and/or by the accelerator pedal to ensure predictable starting of the motor vehicle from standstill on a road surface having a pronounced slope and/or when the motor vehicle carries a heavy load.

Abstract: In a working vehicle, an electronic control regulating valve 121 controls a connection force in clutch mechanisms 35 and 36 in a transmission 30, and a input side revolution signal of the transmission, an output side revolution signal, a speed stage position signal and a pedal angle signal of an inching pedal 114 are inputted to control a slip in the transmission 30. Further, a pedal angle signal of an accelerator pedal 107 is inputted to cope with a hyper-slow mode. Furthermore, in an engine, a charged pressure is controlled in stages to carry out an appropriate power control suitable for a number of stages of the transmission 30.

Abstract: A transmission system for a straddle vehicle offers an automatic mode based on preprogrammed values for consistent shifting each time certain engine conditions are encountered. A variety of preset shifting parameters may be provided to allow different shifting modes. By this, an operator can select the degree of aggressiveness of the transmission. The automatic transmission may be modulated so that a preset shifting delay is provided to allow the operator to experience the sensation of shifting.

Abstract: A method of controlling a hydraulic actuation system for an automated transmission system including, a hydraulic clutch actuator for controlling engagement of a clutch, a gear engagement actuator for controlling engagement of a gear, the gear engagement actuator being in the form of a double acting ram having first and second working chambers acting on opposite sides of a piston, a main control valve, the main control valve selectively connecting the clutch actuator and/or the gear engagement actuator to an accumulator or to a reservoir; a gear engagement control valve selectively connecting the first and second working chambers of the gear engagement actuator to the main control valve or to the reservoir; an electrically driven pump being provided to charge the spring accumulator, the pressure of fluid in the system being controlled by switching of the pump and connection of the clutch actuator to the accumulator.

Abstract: In a control unit of an automotive vehicle, it is possible to securely prevent a tie-up due to a miss-recognition of a disengage timing of a disengage side friction device, securely prevent an early disengage due to an erroneous recognition of the disengage timing and realize a control of accurately and reliably shifting the clutch.

Abstract: To enable a change spindle to be always operated as a driver wishes by providing an alternative selection of a motor change mode and a manual change mode. A change motor and a change manipulating member are arranged such that they can be connected to a change spindle of a transmission in parallel. Mode changeover means which can be changed over between a motor change mode position (A) which enables the operation of the change spindle only by the change motor and a manual change mode position (B) which enables the operation of the change spindle only by the change manipulating member is disposed between the change spindle and the change motor and the change manipulating member.

Abstract: A synchronous meshing type automatic transmission control system is provided to be capable of shortening a time for gear change without generation of noises from gears and degradation of a synchronizing mechanism in durability, and comprises an internal combustion engine mounted on a vehicle, a speed change mechanism coupled to the internal combustion engine through a clutch, a shift-select actuator for selectively coupling one set of a plurality of sets of speed change gears having different gear ratios and intervening between an input shaft coupled to the clutch of the speed change mechanism and an output shaft for driving the vehicle, and a control device for inputting thereinto an output signal of a shift-select position sensor, which detects a selected position of the shift-select actuator, to operate a position of the shift-select actuator for gear change and for putting the clutch in weak coupling in a state, in which no gear is coupled between the input shaft and the output shaft in the course of gear

Abstract: A hydraulic actuation system for an automated transmission system including an active clutch includes; a hydraulic clutch actuator controlling engagement of the clutch, the hydraulic control actuator being preloaded towards a disengaged position of the clutch, whereby pressure above a first predetermined value is required in order to move the clutch to a predetermined position; first and second gear engagement actuators for controlling the selection and engagement of a selected gear ratio; a source of hydraulic fluid under pressure, a hydraulic fluid reservoir; a clutch control valve for selectively connecting the clutch actuator to the source of hydraulic fluid under pressure or to the reservoir; a gear engagement control valve for selectively connecting each gear engagement actuator to the source of hydraulic fluid under pressure or to the reservoir; and a changeover valve situated between the gear engagement control valve and the first and second gear engagement actuators, said changeover valve in a first

Abstract: The power train of a motor vehicle employs an electronic control unit which selects the extent of engagement of the friction clutch between the engine and the transmission by way of an electronic or fluid-operated actuator. The throttle valve for the engine is adjustable by the control unit and/or by the accelerator pedal to ensure predictable starting of the motor vehicle from standstill on a road surface having a pronounced slope and/or when the motor vehicle carries a heavy load.

Abstract: A method for driving a drive assembly in a drive system having an automatic transmission and an automatic clutch optionally coupling the drive assembly to the automatic transmission in order to transmit torque includes the following steps. Sensing whether a procedure, in particular a gearshift operation, is to be conducted. After the procedure has been sensed, predefining, for at least one time segment of the procedure which is to be carried out a prediction profile for an operational variable that characterizes the operating state of the drive assembly. And, driving the drive assembly based on the predefined prediction profile of the operational variable to minimize a deviation between the operational variable and the prediction profile.

Abstract: The present invention relates to an apparatus and method for controlling a torque transmitting system and the torque transmittable by the torque transmitting system in a power train of a vehicle with a transmission and an engine, and with at least one actuator controllable by a control unit, such as an actuating unit, for operating the torque transmitting system. This is accomplished in that, in at least one operating state, such as starting or acceleration state, the control unit shifts between at least two operating states of the torque transmitting system in which the system transmitting different torques, so that a different, such as a higher or a lower, torque can be selected and transmitted in the respective operating states for providing a different, such as a higher or a lower, torque to power the vehicle.

Abstract: An engine-gearbox assembly includes manual control (17,22) for controlling the operation of a friction clutch (16) and the engagement of gears, and actuators (36, 38) for controlling, in a servo-assisted manner, the operation of the friction clutch (16) and the engagement of the gears independently from manual control (17, 22). An electronic control unit (32) is provided for controlling the actuators as a function of a command imparted by the driver.

Abstract: A gear-mesh type automatic transmission system capable of controlling clutch coupling speed so as to mitigate shock likely to occur upon changeover of speed stage regardless of not only time-dependent deterioration of an electromagnetic clutch but also dispersion among individual clutches. The gear-mesh type automatic transmission system includes an electromagnetic clutch (2) for effectuating transmission and interruption of output power from an output shaft (21) of an engine (1) to an input shaft (22) of a gear-mesh type transmission (3), a shift/select actuator (5) for shifting a speed change gear to a shift/select position in the gear-mesh type transmission (3), a shift/select position sensor (6) for detecting a shift/select position of the speed change gear, and a control unit (4) for driving the shift/select actuator (5) in accordance with a shift lever position selected by a driver, to thereby change over automatically the gear-mesh type transmission (3) to a target speed stage.

Abstract: A lock-up control device is provided to control the engaging and release of a lock-up clutch, which is arranged in parallel with a torque converter to transmit driving force of an engine of a car. Herein, target driving force is calculated based on accelerator pedal opening and car velocity. A present shift position is detected using a shift map based on accelerator pedal opening, car velocity and engine speed. Target engine torque is calculated based on the target driving force and present shift position as well as a torque amplification ratio, which is detected when the torque converter is placed in a torque amplification state. A lock-up release instruction is issued under conditions that the torque converter is placed in the torque amplification state while the target engine torque is greater than a preset value, which is determined in advance based on a torque characteristic of the engine.

Abstract: A control method/system for controlling range section (14) shifting in a range-type transmission (10) having a “repeat-H” (200) or “double-H” (202) shift mechanism. Under certain conditions, a shift into an operator-selected target ratio (GRT) is unacceptable and a shift into an alternate ratio (GRALT) is implemented. The alternate ratio is a ratio available at an operator-selected main transmission position (1/5, 2/6, 3/7, 4/8) with the range section in a range ratio not selected by the operator.

Abstract: The actuating arrangement includes a torque transmitting system that includes a first device for initiating, discontinuing or regulating the transmission of torque. A transmission includes a second device for initiating a gear shifting operation within one of a plurality of gear shifting paths. The transmission further includes a third device for initiating the gear ratio selecting operation among the gear shifting paths. An electronic control unit is operatively connected to at least one actor. The at least one actor activates in a predetermined manner, one of the first device, second device and third device for the initiation of the transmission of torque, gear shifting or gear ratio selecting operation.

Abstract: A power transmission arrangement for a vehicle adapted to transmit a drive power from an engine to a transmission via a wet multi-plate clutch. An electronic controller automatically disengages and engages the clutch normally, but does not engage the clutch if a transmission gear position other than a predetermined one is selected for starting of a vehicle. This prevents clutch engagement with an excessively high gear position. Otherwise, the clutch would overslip and be deteriorated soon. A torque converter may further be provided in tandem to the clutch so that the engine power is transmitted to the transmission through the clutch and torque converter.

Abstract: An electric-power-assist transmission and a shaft control method which allow good operability to be obtained. A main clutch is put in an engaged or disengaged state in a manner which is mechanically coupled with the rotation of a shift spindle. At normal times, the rotational direction and the rotational speed of the shift spindle rotated by a driving motor are controlled in accordance with a first control procedure. However, with the main clutch in a disengaged state, as the rotational speed of the engine exhibits a predicted change, the rotational direction and the rotational speed of the shift spindle are controlled in accordance with a second control procedure which is different from the first control procedure.

Abstract: A control for enhanced manual shifting in a computer-assisted (48) vehicular splitter-type compound transmission (16) having a synchronized main section (16A) shifted by a manually operated shift lever (31) and a controller (42). The splitter section (16E) is provided with a three-position (L, H, N) actuator (46) and is commanded to a splitter-neutral position upon sensing a main section shift to neutral to reduce the forces required to synchronize the main section.

Abstract: The present invention is a control device and a control method for a transmission with a clutch, by which the clutch is smoothly coupled without generation of shocks or the like in a vehicle.

Abstract: The invention related to a method for engaging power take-offs (28) in automated or partially automated transmissions (6) of commercial vehicles. A signal from the driver corresponding to a wish to engage the power take-off (28) is converted in a control device (34) into a signal for opening an automated clutch (4) between a prime mover (2) and the transmission (6) of the commercial vehicle. Once a predetermined minimum number of revolutions of the input shaft (10) of the transmission (6) is reached, a shifting device (26) is controlled for connecting the power take-off (28) with one transmission shaft (16, 42) that drives the power take-off (28) in order to obtain a closing of said shifting device (26, 52). The clutch (4) is again closed to prevent the teeth (50, 53) of the shifting device (26, 52) from remaining in front of each other.

Abstract: A partially automated mechanical transmission system (92) having a mechanical transmission (10) with a lower group (first-eighth) of manually shifted ratios and an upper group (ninth-tenth) of ratios with automatic shifting between ratios in the upper group and requiring manual shifting between groups. Control logic is provided to sense a driver intention to retain the transmission engaged in a current engaged upper group ratio until the occurrence of an event, such a manual shift into transmission neutral. In one embodiment, the on/off switch (184) from the cruise control control panel (125) is utilized to provide a signal indicative of operator intent to temporarily suspend automatic upper ratio shifting.

Abstract: A powertrain system for a hybrid vehicle. The hybrid vehicle includes a heat engine, such as a diesel engine, and an electric machine, which operates as both an electric motor and an alternator, to power the vehicle. The hybrid vehicle also includes a manual-style transmission configured to operate as an automatic transmission from the perspective of the driver. The engine and the electric machine drive an input shaft which in turn drives an output shaft of the transmission. In addition to driving the transmission, the electric machine regulates the speed of the input shaft in order to synchronize the input shaft during either an upshift or downshift of the transmission by either decreasing or increasing the speed of the input shaft. When decreasing the speed of the input shaft, the electric motor functions as an alternator to produce electrical energy which may be stored by a storage device.

Abstract: A shift control apparatus for a transmission coupled to a power source via a clutch includes an electronic control unit for delivering a shift command giving instructions for a gear shifting, and a gear shift unit for performing the gear shifting in response to the shift command. The electronic control unit delivers, in association with the shift command, a first clutch stroke command varying between off-clutch and an on-clutch positions. The shift control apparatus includes a hydraulic master cylinder producing a hydraulic pressure which serves as a second clutch stroke command and which varies in accordance with the operational position of a clutch pedal, and an air cylinder unit with a hydraulic cylinder section for switching the clutch between the off-clutch and on-clutch positions. The air cylinder unit operates in accordance with one of the first and second clutch stroke commands which represents a target clutch plate position closer to the off-clutch state.

Abstract: A device for controlling a driving force which is mounted between a vehicle motor and the wheels of a motor vehicle controls at least to reduce the force flow between the vehicle motor and the wheels in response to a drive signal. The vehicle motor is controlled by the device of a motor control. The drive signal is formed in dependence upon a detected fault in the motor control. The force flow between the vehicle motor and the wheels is especially then interrupted when an emergency shutoff of the motor can cause a high drag torque on the wheels and therefore a driving situation critical with respect to safety. The device for controlling the driving force is comprising a clutch downstream of the motor, an automatic or automated transmission, and a converter bridge clutch which can bridge the torque converter downstream of the vehicle motor.

Abstract: The power train of a motor vehicle has an electronic unit which controls the condition of an automated clutch between the engine and a manually shiftable transmission. The control unit has a normal or standard operating mode when the various sensors which are connected with and transmit signals to the control unit (as well as the signal transmitting connections such as buses and/or cables) are not defective, and a standby or emergency mode when one or more sensors and/or connections are (temporarily or irreversibly) defective. The control unit then prevents the clutch from permitting or causing a creeping or crawling movement of the vehicle while the engine is idling and the transmission is shifted in a gear other than neutral. The mode of operation of the control unit can be changed back to normal in response to termination of a faulty operation of one or more sensors and/or connections, for example, with a predetermined delay.

Abstract: An operating apparatus for an automatic transmission, comprising: a shift lever which is shifted to each of a plurality of automatic shift ranges in an automatic shift mode; shift position detecting means which detects that the shift lever has been shifted to a specified automatic shift range; a manual shift mode changing switch which is provided in the vicinity of a steering wheel and which is operated for switching the automatic shift mode to a manual shift mode in which each of gear ratios in the automatic transmission can be selected manually when it is detected by the shift position detecting means that the shift lever had been shifted to the specified automatic shift range; and a shift up/down switch which is provided in the vicinity of the steering wheel independently of the manual shift mode changing switch and which is operated for selecting each of the gear ratios in the manual shift mode.