Abstract: In a shifting-operation detection unit, a first detection unit has a first resistor connected in series to a first switch and a second resistor connected in parallel to the first switch and the first resistor, a second detection unit has a third resistor connected in series to a second switch and a fourth resistor connected in parallel to the second switch and the third resistor, and the first detection unit and the second detection unit are connected in series to be connected to correspond to a power supply terminal and a ground terminal of an external device and apply a divided voltage of a voltage of the power supply terminal to the external device via an electric wire, the divided voltage having voltage values corresponding to a shift-up operation and a shift-down operation, respectively.

Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.

Abstract: A method for selectively coupling a motor to a drive train of a motor vehicle using a clutch having a first clutch part driven by the motor, a second clutch part associated with the drive train and an actuator, the method includes the steps of: accelerating the first clutch part while simultaneously activating the actuator during a first actuation phase without engaging the first and second clutch parts; suspending activation of the actuator until a predefined rotational speed difference is reached between the first and second clutch parts; and engaging the first and second clutch parts during a second actuation phase upon reaching the predefined speed difference.

Abstract: A method of operating an engine of a vehicle includes generating a first torque request. The method includes generating a second torque request that is greater than and based on the first torque request, increasing a torque output of the engine based on the second torque request at a first rate and during a first period, and increasing the torque output of the engine based on the first torque request at a second rate and during a second period. The first period is distinct from and before the second period, and the first rate is greater than the second rate.

Abstract: An automated start/stop system for a vehicle comprises an auto-stop module, a diagnostic module, and an auto-start module. The auto-stop module selectively initiates an auto-stop event and shuts down an engine while the vehicle is running. The diagnostic module selectively diagnoses a fault in a clutch pedal position sensor of the vehicle. The auto-start module, while the vehicle is running and the engine is shut down, selectively initiates an auto-start event after the fault has been diagnosed when current drawn by a starter motor is less than a predetermined maximum starting current.

Abstract: A lock-up clutch of a hydrodynamic torque converter remains disengaged during shifts of a downstream transmission, when the drive motor is operated in the partial load range, and remains engaged during shifts of the downstream transmission, when drive motor is operated in a full load range.

Abstract: A vehicle is provided with a shift control device including a rolling angular velocity sensor for detecting a rolling angular velocity of a component of the vehicle, and a steering-angle angular velocity sensor for detecting a steering-angle angular velocity of a handlebar of the vehicle. The shift control device is operable to inhibit shifting of a gear ratio of a continuously variable transmission during rolling operation of the vehicle when detection signals from the rolling angular velocity sensor and the steering-angle angular velocity sensor respectively are equal to or greater than predetermined reference values.

Abstract: The invention concerns a method for controlling a motor vehicle (2) with an automatic transmission (6) and an automated clutch (8), with a control unit (20), a drive or accelerator pedal (32), an element (30) for determining the position of the drive or accelerator pedal, and an actuating device (28) for selecting an operating mode of the motor vehicle (2). According to the invention, when the actuating means (28) is operated the position of the drive or accelerator pedal (32) is noted or evaluated, and actuation of the clutch (8) is prevented until a change in the position of the drive or accelerator pedal is recognized.

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: An oil pressure control apparatus for an automatic transmission includes a calculating means for calculating, on the basis of a transmission output shaft rotational speed, at a time of a shift operation from a neutral shift stage to another shift stage appropriate to a vehicle driving condition, output-side rotational speeds of frictional engagement elements, and a shift stage selecting means for selecting a shift stage, in which oil with line pressure is supplied to a first frictional engagement element, from among the frictional engagement elements, and in which a minimum difference exists between the output-side rotational speed of the first frictional engagement element and an input-side rotational speed of a second frictional engagement element, from among the plural frictional engagement elements. The second frictional engagement element corresponds to the first frictional engagement element for the shift stage selected by the shift stage selecting means.

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 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 device for controlling an engine equipped with a synchronous mesh-type automatic transmission which decreases shock at the time of changing the speed, and improves the response and drive feeling at the time of changing the speed, including a controller that controls a throttle actuator and the automatic transmission, sets a synchronizing rotational speed of the engine rotational speed relative to the clutch when the clutch is disconnected at the time of changing the speed, fixes the throttle opening degree so that the engine rotational speed converges to the synchronizing rotational speed, gradually returns the throttle opening degree to an opening degree that corresponds to the synchronizing rotational speed when a difference between the engine rotational speed and the synchronizing rotational speed has converged to lie within a first predetermined range, and connects the clutch again when the direction of change of the engine rotational speed is inverted.

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 reclosure of the clutch 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; the power supply to the engine is stopped, so as not to generate useful torque, the clutch is quickly disposed in a predetermined position, such as to transmit constant torque, which is substantially equal to the drive torque supplied by the engine immediately before the change of gear, and the clutch is kept in the predetermined position, until synchronisation of the drive shaft and the primary shaft takes place.

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 controller (61) calculates a transient target speed ratio based on a final speed ratio set according to a vehicle running condition and second order delay time constant gains (75, S99), and control a speed ratio of a continuously variable transmission to the transient target speed ratio via an actuator (4) (87, S103). The controller (61) also calculates the deviation between the final target speed ratio and transient target speed ratio (74, S95), and determines the second order delay time constant gains based on the deviation (74, S98). Preferably, the gains are determined so that the response rate is slower the larger the deviation (74, S134, S135, S136, S137, S139, S140, S141).

Abstract: A clutch connection/disconnection system which causes a friction clutch to slip appropriately when the clutch is automatically disconnected and connected. An engine is controlled according an accelerate command signal. During automatic clutch connection, the accelerate command signal approaches an actual accelerator pedal position signal. An approaching speed of the accelerate command signal is stepwise changed based on comparison between a particular value and a threshold value. The "particular value" is a differential value of a difference between an engine rotational speed and clutch rotational speed. When the clutch is slipping, the engine rotational speed is controlled to rise gently so that overslipping of the clutch is prevented.