Abstract: A method of and an arrangement for preventing a shift of the reference position of a clutch which is operated by an actuator and is installed in the power train of a motor vehicle. Such shift of reference position can be caused in response to axial displacements between the input and output shafts of the clutch. The method includes the steps of routinely ascertaining the reference position, memorizing and thus actualizing the information pertaining to the ascertained reference position, ascertaining an operational parameter which is the cause of axial displacements between the input and output shafts of the clutch, and altering the routine determination and the memorizing of the reference position when the operational parameter exceeds a predetermined threshold value.

Abstract: An internal combustion engine (E) has associated control devices (ECU, GSCU, SCU) for controlling the engine in a manner such that the engine delivers a driving torque (CM) which is variable in dependence on predetermined measured parameters, in particular on the position (&agr;) of the accelerator pedal (AP), and sensors (S1, S2) for detecting the position (&agr;) of the accelerator pedal (AP), and the rate of rotation (&ohgr;M) of the shaft (M) of the engine (E) or the forward speed (v) of the motor vehicle, respectively.

Abstract: A hybrid drive system comprises an oil pump for forcing an operating oil to a transmission, an engine operationally connected to the oil-operated transmission through a first clutch, a battery-operated traction motor operationally connected to the transmission, a battery-operated auxiliary motor operationally connected to the engine through a second clutch so as to start the engine, an oil pump for forcing an operating oil to at least the transmission, and alteration means for selectively operationally connecting the oil pump to either one of the traction motor and the auxiliary motor which rotates at a speed of rotation higher than the other.

Abstract: A vehicle clutch control system that can prevent an engine (222) from racing when a friction clutch (304) is disengaged and engaged. When a driver stamps an accelerator pedal (206) over a predetermined depth at the time of completion of transmission gear speed change, clutch engagement is prohibited if a clutch rotation speed is slower than a prescribed speed, or an accelerator is maintained to a 0% opening position.

Abstract: A drive-force distribution controller for a four-wheel-drive vehicle in which drive force produced by an engine is transmitted directly to front or rear wheels and is transmitted to the remaining wheels via a torque distribution clutch, and the engagement force of the torque distribution clutch is controlled in accordance with traveling conditions of the vehicle. The controller includes a calculation unit for calculating variation per unit time in rotational speed difference between the front wheels and the rear wheels; and a control unit for controlling the engagement force such that the engagement force increases as the variation per unit time in the rotational speed difference increases.

Abstract: A sensor mounting mechanism for a clutch case is provided, which can not only prevent temperature rise of a sensor but also simplify mounting of the sensor on the clutch case. The sensor mounting mechanism is for a clutch case which houses a clutch and a detection object (a pulse gear) rotating with the clutch in unison. A sensor for detecting a rotation of the detection object is inserted through a hole made on the clutch case with a thermal insulator (spacer) and a detector of the sensor is oriented opposite to the detection object.

Abstract: A control unit controls a lockup duty ratio to be maintained at a first duty ratio, which is the minimum value within such a range as not to slip a lockup clutch, during a period of time since a decision is made to perform a shifting operation until an actual shifting operation is started. The control unit then lowers the lockup duty ratio to a corrected (learned) second duty ratio and gradually lowers the lockup duty ratio from the second duty ratio at a predetermined rate of change so that a slip revolutionary speed can be equal to a target slip revolutionary speed when the shifting operation is finished. Alternatively, the control unit corrects the rate of change while maintaining the second duty ratio at a uniform value so that the slip revolutionary speed can be equal to the target slip revolutionary speed when the shifting operation is finished.

Abstract: An output bearing assembly of a transmission includes a housing, and a pair of bearings. At least one speedometer sensor is mounted between the bearings. The arrangement allows the output bearings to be spaced axially by a relatively great distance.

Abstract: Method for restoration of the drive torque during a change of gear, wherein the clutch is closed in order to adjust the angular speed of the drive shaft to match the angular speed of the primary shaft of the gearbox; when the angular speed of the drive shaft is close to the angular speed of the primary shaft of the gearbox, a reference profile is generated for the angular speed of the drive shaft, and the drive torque generated by the engine is controlled in order to make the angular speed of the drive shaft follow the reference profile, which has a final portion which is substantially tangent to the angular speed of the primary shaft of the gearbox.

Abstract: A shift control apparatus and a shift control method for the automatic transmission, which can reduce the required value of the drive force for the shift actuator, to make the automatic transmission cheaper and to improve install character thereof. The shift control apparatus includes a transmission 2, a clutch 3, a first drive means 4, 6 for operating the clutch, a second drive means 5 and 6 for operating a synchro mechanism, a third drive means 6 and 31 for varying the number of rotation of an engine, and a control unit 30 for controlling the first, second and third drive means. The control unit 30 has a clutch control portion 18 to control the first drive means, a synchro control portion 19 to drive the second drive means the engine, and an engine control portion 20 to control the third drive means.

Abstract: The extent of engagement of an automatically adjustable friction clutch in the power train of a motor vehicle, wherein the clutch receives torque from a rotary output element of an engine and transmits torque to the rotary input element of a transmission, is determined by an electronic control unit in conjunction with an actuator which is responsive to signals from the control unit. Under normal circumstances, the adjustment of the clutch is selected on the basis of control signals which depend upon the actual RPM of the output element and the RPM of the input element. When the actual RPM of the output element departs from a desired RPM, the control signal is altered to reduce the rate of torque transmission by the clutch upon a determination that the actual RPM is below the desired RPM, and to increase the rate of torque transmission by the clutch when the actual RPM exceeds the desired RPM.

Abstract: A first clutch and a second clutch, which are operable selectively, control the coupling of the rotor of a reversible electrical machine with the transmission and with the internal combustion engine, respectively.

Abstract: A control apparatus for a synchromesh type automatic transmission (3) for automatically changing over a plurality of speed gear stages from one to another in an internal combustion engine (1), which apparatus is capable of suppressing occurrence of raid deceleration of the engine, engine blowup event or the like problem even when the accelerator pedal is manipulated during a period in which the throttle valve is being closed.

Abstract: A vehicle clutch control system that can eliminate discomfort due to a sudden start of a vehicle. The vehicle clutch control system includes an engine speed detector (203) for detecting an engine revolution speed, and an engine controller (211) for controlling an accelerator opening of an engine (222). A vehicle speed detector (204) is also provided for detecting vehicle speed. A clutch actuator (212) engages and disengages a friction clutch (304), and a clutch controller (205) controls engagement and disengagement of the clutch by giving commands to the clutch actuator. In a vehicle start stand-by state in which the vehicle speed is zero and a certain start gear has been selected, if the engine speed detected by the engine speed detector (203) is higher than a predetermined speed, then a clutch engaging control is not performed because otherwise the vehicle would start suddenly upon clutch engagement.

Abstract: An automatically controllable clutch is arranged between the engine and the driving wheels in the transmission line of a motor vehicle. A transmission can be shifted arbitrarily or manually between idling and at least one driving position. An accelerator pedal or the like control the power of the engine, and a control device controls the clutch as a function of defined parameters detected by assigned sensors. When the driving position is engaged and the accelerator pedal is not operated, the clutch operates at its gripping point and transmits a low torque which is sufficient for a creeping of the vehicle on a level road or at a very low tractive resistance. When an approximated synchronism of the clutch input and the clutch output has been reached during the phase with an engaged driving position and while the accelerator pedal is not operated, the clutch is closed when the accelerator pedal is operated while maintaining the synchronism.

Abstract: A releasable coupling control system in combination with an electronic engine control unit executable a fuel cutoff mode during vehicle deceleration and re-startable a fuel-supply recovery mode as soon as an engine speed drops below a predetermined threshold value, for controlling engaging and disengaging operations of a releasable coupling device placed in an automotive power train between an engine and drive wheels, comprises a wheel-speed sensor for detecting a drive-wheel speed to generate a drive-wheel speed indicative signal, and a controller being configured to be responsive to the drive-wheel speed indicative signal for moderately releasing the releasable coupling device at a moderate turn-off mode when the drive-wheel speed indicative signal value drops below a first predetermined value, and for quickly releasing the releasable coupling device at a quick turn-off mode when the drive-wheel speed indicative signal value drops below a second predetermined value.

Abstract: In a vehicular automatic transmission, a coast downshift is executed in an appropriate engine-braking state and with a light gearshift shock. While predetermined conditions for the execution of the downshift are met, an oil pressure to be fed to a clutch (c12 in FIG. 1) on the side of a gearshift output stage (a lower speed stage) is controlled, for example, in order that the input shaft speed (turbine speed01 in FIG. 1) of the automatic transmission may agree with a desired value adapted to keep the weak engine-braking state.

Abstract: There is disclosed a system for controlling creeping movements of a motor vehicle having a power train with an automated clutch between the engine and the transmission, an electronic control unit for the clutch, and sensors which transmit to the control unit signals denoting the condition of one or more brakes, the positions of an operator-actuatable load lever for the engine, and others. Signals from the control unit are utilized to operate the clutch and, to this end, the control unit includes an arrangement for effecting a creeping movement of the vehicle when the transmission is in gear, the brake or brakes is or are idle, and the load lever is actuated. Such arrangement can effect the transmission of torque in accordance with at least one first predeterminable function to thus induce a creeping movement of the vehicle.

Abstract: A power train in a motor vehicle has an automated clutch which is operated by a control unit by way of an actuator. The control unit receives signals from various parts of the engine, from the brake or brakes and from the transmission; such signals are processed and transmitted to the clutch by way of the actuator so that, when the vehicle is to carry out a crawling movement, the torque being transmitted by the then partly engaged clutch is properly related to the engine torque to ensure a predictable crawling movement of the vehicle regardless of eventual shifts of the operating point of the clutch and/or fluctuations of other parameters of the engine, transmission and/or clutch. The crawling movement can begin when the brake(s) is or are idle, the gas pedal is not depressed, and the engine is running; and crawling movement begins in response to shifting of the transmission into gear.

Abstract: In a control for an automatic clutch disposed between the engine and the drive train of a vehicle for controlling the vehicle movement at start or during transitional phases, the clutch is controlled in such a way that, with a predetermined low engine speed, movement of the vehicle at a predetermined creeping speed is obtained.

Abstract: A clutch control system for the automatic control of a motor vehicle clutch which connects an engine with a gearbox under the control of a driver-operated gear ratio selector lever. The control system controls both initial clutch take-up on starting of the vehicle, clutch re-engagment following each ratio change, clutch disengagment on movement of the gear selector lever to change the operative ratio of the gearbox, and clutch disengagment on coming to rest, etc. of the vehicle. Additionally the clutch control system includes an anti-baulking routine which is enabled if the gear selector lever is in its neutral position and which when enabled allows engagement of the clutch by increasing the engine speed above an idle level.

Abstract: An adaptive control system/method for an at least partially automated vehicular mechanical transmission system (10) is provided for determining the value of a control parameter (dES/dt) indicative of deceleration of the vehicular engine (E) under minimal fueling.

Abstract: A control method/system for controlling engine fueling during vehicle launch conditions for a vehicle equipped with an automated mechanical transmission system (10) including a fuel-controlled engine (14), a master friction clutch (16), a multiple-speed mechanical transmission (12) and a microprocessor-based control unit (44). During vehicle launch, if throttle position (THL) is less than a reference value (10-20% of maximum fueling), fueling is according to throttle position; otherwise, fueling is a calculated amount (F.sub.CALC) determined by the control unit as a function of throttle position, engine speed (ES) and/or the rate of change (dES/dt) thereof, clutch condition and/or time factors.

Abstract: A clutch control system having an engine speed sensor (26) for monitoring the speed of an engine (10), a clutch actuation sensor (34) for monitoring the operation of a clutch slave cylinder (22), a throttle position sensor (30) and a control unit (36) receives signals from the sensors (26, 34, 30) and determines when clutch control is required. When it is, the control unit switches to a reference mode in which, in a continuous closed loop operation, an engine speed signal Ve is compared to a reference speed signal Vr and the clutch is engaged or disengaged slightly to make the engine speed approach the reference speed.

Abstract: A clutch control system for a motor vehicle comprising a clutch position sensor (34), a throttle position sensor (30), gear selector (24), clutch actuator (22), and a control means (36, 38). When the gear selector (24) initiates a gear change the clutch actuator (22) holds the clutch in a partially disengaged position until the vehicle throttle signal (Vt) falls below a predetermined value (TL) which is based on the friction clutch driven plate speed in the clutch was disengaged and the driven plate was being rotated by the speed of the vehicle.