Abstract: An automobile comprising a continuously variable transmission (“CVT”) system including an acceleration input device, a CVT, and a processor. The acceleration input device generates acceleration input data indicating an amount of change in the acceleration input device, and a rate of change in the acceleration input device. The CVT includes a power source and a transmission output system. The power source operates at a transmission input speed, while the transmission output system operates at a transmission output speed. The transmission input speed over the transmission output speed comprises a gear ratio. The processor analyzes the acceleration input data to determine a target gear ratio. The processor can instruct the CVT to change the gear ratio to the target gear ratio at a rate corresponding to the rate of change in the acceleration input device.

Abstract: A speed change control system for an industrial vehicle includes: a speed ratio detecting unit that detects a speed ratio of speeds of an input shaft and of an output shaft of a torque converter; a torque converter speed ratio-based speed changer that shifts up or shifts down a speed stage of a transmission 3 in response to the detected speed ratio; a vehicle speed detection unit that detects a speed of the vehicle; a mode selection unit that selects any one of an L-mode and an H-mode; and a speed change control unit that permits an upshift provided that the vehicle speed is equal to or higher than a first predetermined value when the L-mode is selected whereas permits the upshift provided that the vehicle speed is higher than another predetermined value which is larger that the predetermined value when the H-mode is selected.

Abstract: An object of the invention is to provide an acceleration control apparatus, according to which accuracy for feed-forward torque may not be decreased even when a calculating accuracy for an estimated-slope torque would be decreased. Reliability of estimated slope is calculated and feedback torque is corrected, in such a manner that a gain for a feedback control portion is increased when the reliability of the estimated slope becomes lower. It is, therefore, possible to compensate a possible decrease of the accuracy of the feed-forward torque by correcting the feedback torque in accordance with the reliability of the estimated slope.

Abstract: A method for generating manual shift request for controlling the automatic transmission of an automotive vehicle comprises: generating an up shift request (24) when the movement of the accelerator pedal of the vehicle matches a predefined pattern for requesting an up shift (22), and generating a down shift request (28) when the movement of the accelerator pedal of the vehicle matches a predefined pattern for requesting a down shift (26).

Abstract: A work machine includes an IC engine having an output, an IVT having an input coupled with the IC engine output, and a ground speed actuator. A desired speed sensor associated with the ground speed actuator provides an output signal indicating a slower ground speed. At least one electrical processing circuit is configured for increasing an input/output (I/O) ratio of the IVT, dependent upon the sensor output signal, such that a net torque transfer back-driven from the IVT input to the IC engine output is substantially zero.

Abstract: The preferred embodiments of the present invention allow for easy shift-down and adjustment of a shift-down amount. According to some examples, a transmission (20) includes an electronically controlled transmission mechanism (21), and a control unit (5) that controls the transmission mechanism (21). The control unit (5) includes a transmission ratio control portion (55), a shift mode selection portion (52) that can select an AT mode and that shifts to a shift-down permission mode when a shift-down permission signal (101) is output in the AT mode, and a shift-down operation amount computation portion (51) that computes a shift-down operation amount based on a vehicle state of a motorcycle (1). The transmission ratio control portion (55) shifts down the transmission ratio of the transmission (20) based on the shift-down operation amount when a throttle (70) is operated in the shift-down permission mode.

Abstract: In a vehicle that includes an engine driveably connected to the vehicle wheels, an accelerator pedal, and an electric motor for transmitting power to at least some of the vehicle wheels, a method for indicating that the vehicle is operating on a grade having positive slope includes determining that displacement of the accelerator pedal is greater than a reference displacement, determining that a rate of change of the accelerator pedal displacement is greater than a reference rate of change of displacement, determining that vehicle deceleration is greater than a reference vehicle deceleration, and producing a signal representing that the vehicle is operating on a grade having positive slope.

Abstract: In a powertrain that includes an engine driveably connected to a load and an electric machine driveably connected to the load, a method for controlling a vehicle located on an incline against rollback includes determining a magnitude of wheel torque required to prevent the vehicle from rolling back, determining whether the electric machine has a current torque capacity that is equal to or greater than the required wheel torque, using the electric machine to produce the required wheel torque provided the current torque capacity of the electric machine is able to produce the required wheel torque, and using the engine to produce the required wheel torque provided the torque capacity of the electric machine is unable to produce the required wheel torque.

Abstract: A vehicle, such as a motorcycle, which has an engine control system that is configured to reduce an output of the engine upon a determination that a shifting of the transmission, without a corresponding disengagement of the clutch, is likely to occur. In one arrangement, the vehicle includes a controller that is configured such that if a release rate of the accelerator, calculated on the basis of signals from an accelerator position sensor, has been equal to or larger than a threshold value for a period of time, and other conditions have been met, it is determined that snapping of the accelerator by the operator has been performed. The snapping is a release of the accelerator that is predicted to be accompanied by a transmission shift without disengagement of the clutch. In response to the snapping determination, the engine output is reduced for a reduction duration, such as by retarding the ignition timing, after the elapse of a predetermined stand-by time.

Abstract: An ECU executes a program including the steps of: starting disengagement of a C2 clutch and a B1 brake when downshifting a transmission implementing gears in accordance with combinations of engaged clutches and brakes from sixth gear to third gear, or disengagement of the C2 clutch and a B3 brake when downshifting from fifth gear to second gear; when at least one of the C2 clutch and the B1 brake, or at least one of the C2 clutch and the B3 brake, is completely disengaged, starting engagement of a C1 clutch and the B3 brake when downshifting from sixth gear to third gear, or engagement of the C1 clutch and the B1 brake when downshifting from fifth gear to second gear.

Abstract: The system controls the propulsion of a motor vehicle with a propulsion system (1) which includes an internal combustion engine (E) with a shaft (S) for coupling to a transmission (2). The system includes an accelerator (A) with an associated sensor devices (S1) for supplying electrical signals indicating the force (FP) applied on the accelerator (A) by the driver, and an actuator device (6) operable to alter the position of the accelerator (A).; sensor devices (S2) supplying electrical signals indicating the speed of rotation (n) of the shaft (S) and/or the vehicle speed (V); and an electronic control unit (SCU) operable to control the propulsion system (1) in dependence on the signals supplied by the sensor devices (S1) and (S2).

Abstract: A drive system of a working vehicle including a main engine drivingly connected to a hydraulic pump. The hydraulic pump is connected to first and second hydraulic motors. When an undesirable operating condition is detected, a control device shifts an actuator associated with at least one of the wheels, to reduce the displacement volume of the hydraulic motors driving that wheel. In addition, shifts are made in the actuator of the respective other hydraulic motor and/or in the actuator of the hydraulic pump, in order to maintain a constant speed of travel. The control device shifts the actuator of the hydraulic motor of the other wheel toward greater displacement, and if that shift is insufficient to compensate for the undesirable operating condition, the control device will shift the actuator of the hydraulic pump in the direction of reduced displacement volume.

Abstract: A speed control system is for a vehicle having an engine including a carburetor with a throttle plate moveable between a minimum open position and a maximum open position. The speed control system includes a ground speed limiter mechanism operatively coupled with the throttle plate and configured to displace the plate toward the minimum position as ground speed of the vehicle approaches a predetermined maximum value. An engine speed limiter mechanism is operatively coupled with the throttle plate and is configured to displace the plate toward the minimum position as a speed of the engine approaches a predetermined maximum value. Preferably, a control linkage is connected with the throttle plate and is moveable between a first configuration, at which the throttle plate is disposed at the minimum position, and a second configuration at which the throttle plate is disposed at the maximum position, the two limiter mechanisms displacing the linkage.

Abstract: A device for controlling an automatically shifting transmission of a motor vehicle is provided. A first selection device which sets gear speeds adjustable in an automatic mode, a second selection device which manually sets the gears of the transmission in a manual mode provide inputs to an electronic control device. When the second selection device is actuated, the control device commands a gear change in manual mode directly from the automatic mode. After actuation of the second selection device, a verification process is started to check whether a positive longitudinal acceleration process has begun within a predetermined time window. If no positive acceleration process has occurred within the time window, a switch is made back to automatic mode. If a positive acceleration process has occurred, returning to automatic mode is based on factors such as the end of the acceleration mode and repeated acceleration operations in a short time.

Abstract: Methods and systems for controlling a diesel engine using a combined fuel and air-side controller are disclosed. An illustrative method may include the steps of providing a combined fuel and air-side controller adapted to coordinate both the fuel and air-side control of an engine, sensing one or more parameters, and outputting a fuel profile signal and one or more air-side control signals for controlling at least a part of the fuel-side and at least a part of the air-side of the engine. By centrally coordinating both the fuel and air-side control of the engine, the system can be configured to anticipate future fuel and/or air-side needs of the engine, thus improving system response, performance, and/or emissions.

Abstract: A driving force control apparatus for a hybrid vehicle includes a section for determining a target driving torque based on an accelerator opening degree and a vehicle speed a section for calculating a compensating toque for compensating for decrease in a vehicle driving force otherwise caused at the time of engagement of an engine clutch, a section for calculating a vehicle-driving motor torque by subtracting the compensating torque from a maximum motor torque, a section for instructing the engine clutch to start engagement, and a section that corrects the target driving torque to a corrected target driving torque that can be realized by the vehicle-driving motor torque after engagement of the engine clutch is started and before the engagement of the engine clutch is completed. A driving force control method is also provided.

Abstract: A method and an arrangement for controlling the drive unit of a vehicle are suggested which prevent a lost motion and a dead path in the interpretation of the position of the accelerator pedal for forming a desired acceleration. An acceleration command is derived from a position of an operator-controlled element (1), especially of an accelerator pedal, and a desired value for an output quantity of the drive unit is formed in dependence upon the acceleration command. A minimum value and/or a maximum value for the acceleration of the vehicle is determined in dependence upon an instantaneous running resistance. The minimum value and/or the maximum value are assigned to respective boundaries of an adjustment range for the position of the operator-controlled element (1).

Abstract: A vehicle engine is coupled to a driving system that includes a torque converter and an automatic transmission. An ECU sets a target value of an opening degree of a throttle valve based on a depression degree of an acceleration pedal. The ECU changes the throttle opening degree at a predetermined gradual change speed such that the throttle opening degree reaches the set target value. The ECU limits the gradual change speed of the throttle opening degree for a predetermined period such that a changing speed of the engine speed is suppressed at a reverse time when a direction of torque transmitted between the driving system and the engine is reversed. As a result, shock produced when the direction of torque between the driving system and the engine is switched is suppressed.

Abstract: A shift control apparatus for a continuously-variable transmission includes a controller for controlling a transmission ratio in a normal mode in accordance with a sensed vehicle speed and a sensed accelerator operation condition. The controller determines a second-mode downshift characteristic and a second-mode upshift characteristic in accordance with a driver's acceleration demand; and controls the transmission ratio in a kickdown shift control mode in response to a driver's acceleration request by performing a downshift operation to a target downshift transmission ratio determined according to the second-mode downshift characteristic and an upshift operation according to the second mode upshift characteristic.

Abstract: A target engine rotational speed depending at least upon the position of an accelerator pedal position and a motor vehicle speed is determined in a method for controlling the operation of a motor vehicle drive train having a drive motor and a branched power transmission with several steplessly adjustable transmission ratio regions, between which shifting takes place at a predetermined range shift transmission ratio. A transmission ratio corresponding to the target engine rotational speed and vehicle speed is determined and set, whereby the change with respect to time of the accelerator pedal position and/or the change with respect to time of the target engine rotational speed is used for determining the target engine rotational speed and is filtered when a difference between the actual transmission ratio and a transmission ratio shift range falls below a limit value.

Abstract: The invention relates to a process for carrying out an automated clutch actuation of a motor vehicle with a drive engine and a transmission, connected to said drive engine by way of a clutch, in which process the clutch exhibits both an opened and a closed operating position, whereby to introduce unpowered operating phases the clutch is transferred by means of automation into the opened operating position and to introduce powered operating phases it is transferred by means of automation into the closed operating position. To design such a process more reliably and comfortably, the variables, from which a dangerous situation in time or its termination can be concluded with a certain probability, are measured, according to the invention, so that the clutch can be moved into an operating position (opened or closed), which makes it possible to carry out faster the subsequent request of the driver—such as an acceleration request or a braking request.

Abstract: An electronic throttle controller adjusts vehicle acceleration based on accelerator pedal movement. The controller compares a rate of change of a pedal voltage with a rate of change of a filtered pedal voltage. The filtered pedal voltage depends on filter alpha values that vary as a function of engine speed divided by vehicle speed. If the rate of change of the pedal voltage exceeds the rate of change of the filtered pedal voltage by a threshold, the controller selects a performance mode. The performance mode determines how the controller adjusts a transmission ratio and power request damping. Additionally, the controller adjusts a duration of the performance mode based on an acceleration condition. The acceleration condition is indicative of whether engine speed, vehicle speed, and pedal position are constant.

Abstract: A method for controlling a powertrain in a motor vehicle having a first torque source and a second torque source each providing a torque output to a transmission includes determining a vehicle speed and a current gear selection of the motor vehicle. A threshold value is calculated from the vehicle speed and the current gear selection. An accelerator position of the motor vehicle is then determined. An accelerator position rate of change is calculated from the accelerator position. The accelerator position rate of change is compared to the threshold value. The torque output from the first torque source is increased if the accelerator position rate of change is less than the threshold value. However, the transmission is downshifted if the accelerator position rate of change is greater than the threshold value.

Abstract: The system of the invention for adjusting a transmission ratio in a transmission, which is built into a motor vehicle, includes at least two determining elements with the aid of which values are determined based on different determining modes. These values represent the driving behavior of the driver of the motor vehicle. According to the invention, administrator means are provided with the aid of which the determined values are called up by the determining elements. Then, at least one counter value is changed in counter means in dependence upon the called up values. Finally, the transmission ratio is set at least in dependence upon the outputted values.

Abstract: A lock-up control device for a lock-up torque converter of an automatic transmission is provided which starts measuring an elapsed time when the throttle opening exceeds a first predetermined value due to depression of an accelerator pedal during lock-up clutch slip control. When the throttle opening exceeds a second predetermined value due to sudden depression of the accelerator pedal prior to the elapse of a determination time, a transmission controller terminates the lock-up clutch slip control. After a rapid increase, the slip amount starts decreasing upon termination of the lock-up clutch slip control. Therefore, the temperature of a facing stops rising when the lock-up clutch slip control is terminated, and this improves the durability of the facing. The lock-up clutch slip control is re-started when the throttle opening is reduced to a predetermined value, and this maintains the excellent fuel economy performance.

Abstract: A downshift control determines whether a commanded downshift is a downshift oriented toward minimum shock or a downshift oriented toward responsiveness, based on inputs from various sensors. The oil pressure on the hydraulic servo which controls the releasing-side friction engagement element is controlled based on the determined downshift type (DT), so that the releasing-side friction engagement element is released in accordance with a selected one of a plurality of release patterns, i.e., release patterns corresponding to different downshift type indexes (Dt). The releasing speed of the releasing-side friction engagement element is changed in accordance with the downshift type. By properly determining the type of downshift, it becomes possible to realize a shift of a type in accordance with the driver's intention.

Abstract: An engine controller for a vehicle having an engine and an automatic transmission, the automatic transmission controlling the engine during a coast-down to a predetermined gear stage, the engine controller having an engine speed detection unit that detects the number of rotations of the engine output shaft an input shaft speed detection unit that detects the number of rotations of the input shaft a power-on detection unit for detecting a power-on state caused by a driver an engine output control unit that controls the output of the engine; and an engine control unit determines an engine speed and an input shaft speed and outputs a signal to the engine output control unit such that a predetermined relationship is maintained between the engine speed and the input shaft speed when the power-on state is detected in the coast-down state.

Abstract: A control apparatus effects shift control of an automatic transmission to produce gear stage shifting using a first shift pattern in which gear stage shifting is based on vehicle speed and throttle opening and a second shift pattern in which gear stage shifting is based on the vehicle speed and a road condition, with gear stage shifting being based on the second shift pattern under vehicle deceleration. The gear stage shift is based on the second shift pattern without shifting from a first gear stage to a second gear stage, which is a higher-speed gear stage than the first gear stage, when the vehicle driving condition changes from a condition crossing a shift line which commands a shift from the first to the second gear stage on the first shift pattern to a condition switching from the first shift pattern to the second shift pattern according to a prescribed condition.

Abstract: A line pressure control system for an automatic transmission wherein a shift range is determined by selectively engaging friction elements by means of a line pressure controlled according to an input torque of said automatic transmission. In the present invention, an engine output torque at the front stage of the automatic transmission is estimated from the operating condition. The input torque of the automatic transmission is calculated from the estimated engine output torque and the operation state of a torque converter. The calculated input torque of the automatic transmission is decreased during a predetermined time corresponding to an estimation response delay of the engine output torque after the engine is made in a no-load state, so as to properly control the line pressure.

Abstract: A control system for an automatic transmission of a vehicle is disclosed. The automatic transmission operates in a manual operating mode in which a shift position of the automatic transmission can be changed according to a shift instruction issued by a driver of the vehicle, or in an automatic operating mode in which the shift position is automatically selected. In the control system, a slow running intention of the driver is detected. A first shift position is set to a starting shift position at the time of starting the vehicle when the slow running intention of the driver is not detected in the manual operating mode. A second shift position which is lower in transmission gear ratio than the first shift position is set to the starting shift position when the slow running intention of the driver is detected in the manual operating mode.

Abstract: In order to consider a vehicle driving altitude in a shift control method, an atmospheric pressure is detected, values of shift control variables are reset based on the detected atmospheric pressure when a predetermined atmospheric pressure applying condition is satisfied, and shifting is controlled on the basis of the reset values of the shift control variables.

Abstract: A control unit is provided for controlling a twin clutch mechanism which includes first and second automatic clutches respectively incorporated with first and second groups of gears. The control unit is configured to carry out establishing a condition wherein both the first and second automatic clutches are in their engaged conditions and wherein one of the first and second groups of gears is operated to select a certain speed gearing with the aid of a corresponding selection mechanism while leaving the other of the first and second groups of gears in a neutral condition with the aid of the other corresponding selection mechanism; and releasing the engaged condition of the automatic clutch incorporated with the other of the first and second groups of gears when the other of the first and second groups of gears is in a critical condition to induce a gear hit noise.

Abstract: A shift control method for an automatic transmission based on one of a first shift pattern based on vehicle speed and an opening degree of a throttle valve and a second shift pattern based on the vehicle speed and a road condition includes the steps of switching a vehicle shifting condition to the second shift pattern when the opening degree of the throttle valve is a first predetermined opening degree or smaller than the first predetermined opening degree, and switching the vehicle shifting condition to the first shift pattern when the opening degree of the throttle valve is a second predetermined opening degree or larger than the second predetermined opening degree which is larger than the first predetermined opening degree.

Abstract: A method for controlling an electronically controlled automatic transmission wherein the spontaneous gas/pedal release (FastOff) is detected and an upshift prevention system is activated when a pedal position gradient (PSTG) is lower than a pedal position gradient threshold (KF_PSTG); the state of the upshift prevention system (FFO=1) is active until a) a traction operation is detected when the actual pedal position value (PST) exceeds a traction-thrust characteristic line (KF_ZS) and of an acceleration potential value (FBN) equivalent to a road gradient value; and/or b) a time (T1, T2) has elapsed after a defined time period (THSV1, THSV2) wherein the state of the upshift prevention system (FFO=1) is abandoned.

Abstract: A shift control method for an automatic transmission is provided that includes: an ECU control of generating a throttle compensation control flag having data for whether a shift delay is needed, and of transmitting the generated throttle compensation control flag to a TCU, when a throttle opening rate is controlled in such a way that the throttle opening rate is not proportional to a depression of an acceleration pedal; and a TCU control of delaying a gear shift for a predetermined shift delay time period if it is determined that the shift delay is needed by reading the transmitted throttle compensation control flag, and of performing the gear shift.

Abstract: The invention concerns a process for evaluating a driving dynamic request of a driver for the driving strategy of one of an automatic or automated transmission of a motor vehicle. It is proposed to calculate an accelerator pedal stroke, from the accelerator pedal actuation, which is supplied to the driving strategy as an input parameter to the driving strategy equivalent to the driving dynamic request. To this end, a rough value of the accelerator pedal stroke is calculated, especially by subtraction of the accelerator pedal position at beginning of the accelerator pedal movement from the accelerator pedal position, from accelerator pedal values which are in fixed event-dependent ratio to each other. The accelerator pedal stroke results from an event-dependent filtering of the rough value of the accelerator pedal stroke during which a filtering function starts at the end of the accelerator pedal movement, especially when the accelerator pedal position is constant over a presettable time.

Abstract: A transfer case control system or apparatus 10 is provided for use on a four-wheel drive vehicle of the type having a transfer case 32, a front driveshaft 22 and a rear driveshaft 26. Transfer case control system 10 includes a conventional microcontroller or controller 40 having a memory unit 42 and operating under stored program control. Controller 40 is communicatively coupled to sensors 44, 46, 48, and to transfer case 32. Controller 40 selectively transmits a torque control or “boost torque” signal to transfer case 32, based upon the rate of change of the vehicle's throttle position and the speed of driveshafts 22, 26.

Abstract: An improved power-on downshift control wherein the off-going clutch pressure is controlled to achieve a desired trajectory of the input shaft during the shift, and wherein the desired trajectory is scheduled to optimize shift smoothness under ordinary conditions and shift responsiveness under high driver demand conditions. A driver demand indication such as engine throttle position is monitored, and when its rate of increase exceeds a reference rate, a high rate condition is identified and the current demand indication is stored for future reference. A high demand indication or flag is set or cleared based on the high rate indication and a comparison of the driver demand indication to the stored value.

Abstract: An electronic control system for an automatic transmission has an electronic control unit including a CPU and a memory. The control program is programmed based on an object-oriented programming. An object such as a domain control unit or individual control parts are provided for driving a corresponding linear solenoid valve. A shift request output unit determines types of required shift and outputs a shift request message including the shift type. The domain control unit determines a method to be executed in response to the shift type ID. Preferably, the shift request output unit further determines whether the shift is a single shift or a multiple shift and whether the shift is a normal shift or a special shift. These determination results are also included in the shift request message, so that the domain control unit varies the method to control the linear solenoid valves.

Abstract: A control system/method to minimize unwanted multiple upshifts in an automated mechanical transmission system (12). After a full-throttle upshift (54A), the engine speeds at which upshifts are commanded are increased from a default value (54) to a modified value (72) until the occurrence of a reset event.

Abstract: An apparatus and method for controlling the engagement rate of a clutch in a partially or fully automated mechanical transmission in response to an indication provided by the driver, such as the depression of an accelerator pedal of the vehicle. The apparatus includes an electronic controller which initially sets a desired speed for the vehicle engine during the shifting process, determines a rate of engagement movement of a release bearing of the clutch, and actuates appropriate valves to initiate the gradual engagement of the clutch. The electronic controller is responsive to the position of the accelerator pedal of the vehicle for adjusting the rate of engagement of the release bearing of the clutch. In a first embodiment, the electronic controller is responsive to movement of the accelerator pedal in a first direction (depressed for further acceleration) for incrementing the rate of engagement of the release bearing.

Abstract: A controller for a continuously variable transmission of a vehicle sets a command speed ratio so that a real speed ratio approaches a target speed ratio which is set according to running conditions including throttle opening. When an upshift is performed, this controller determines, from the variation of throttle opening, whether the upshift is due to a decrease in throttle opening or whether it is another type of upshift. When it is determined that the upshift is due to throttle opening decrease, a response rate of the command speed ratio relative to the target speed ratio immediately after start of speed change is temporarily increased, and subsequently slowly decreased.

Abstract: The invention proceeds from a system for determining the changes in gear ratio for an automatic transmission of a vehicle. In the system, at least two different pregiven associations (shift programs) are selected in dependence upon the detected vehicle speed and the detected accelerator pedal position. The selection of these associations (shift program) takes place with the aid of a specific adaptation quantity. The essence of the invention is in the determination of this adaptation quantity and therefore in the selection of the different shift programs. According to the invention, the selection of the associations or shift programs takes place in such a manner that one of the two associations is set as the base adjustment, that is, as the base shift program. The other association, or in the case of several alternative associations, the other associations are set for only a specific time duration. After this time duration has elapsed, the system of the invention automatically returns to the base setting.

Abstract: A vehicle transmission control system in which a central control unit issues signals to an associated main drive clutch actuator and to ratio actuating means to effect changes in the operative ratio of an associated transmission in accordance with a predetermined shift point map. When the shift point map indicates that a ratio shift is appropriate, the system tests for fluctuations in the position of the an associated engine accelerator pedal and only actions the shift if the degree of fluctuation of the accelerator pedal position is judged acceptable. The acceptable level of accelerator pedal fluctuation preferably varies with engine speed.

Abstract: The up-shift is discriminated to be in any one of a first up-shift mode in which the throttle opening degree remains nearly constant, a second up-shift mode accompanying the operation for nearly fully closing the throttle or a third up-shift mode accompanying the operation for closing the throttle to a half opened state. On the other hand, the down-shift is discriminated to be either in a first down-shift mode which accompanies the operation for opening the throttle or in a second down-shift mode accompanying the decrease in the vehicle speed. The rate of changing the speed is set for each of the speed change modes, and the speed change ratio of the continuously variable transmission is so controlled that the actual speed change ratio is gradually brought to the basic speed change ratio based upon said rate of changing the speed.

Abstract: A device for controlling an automatic transmission and an engine for vehicles expanding a range of direct drive to improve fuel efficiency and decreasing the shock due to the transmission of torque at the time of acceleration or deceleration.

Abstract: When the change rate d.theta..sub.TH of an accelerator opening degree exceeds a reference value at a time point t.sub.0 as a result of the depression of an accelerator pedal, a predetermined target speed ratio eECONOMY taking preference of a specific fuel consumption up to such time is switched to a during-acceleration target speed ratio ePOWER taking preference of an accelerating performance. For a period from the time point t.sub.0 to a time point t.sub.2 until the actual speed ratio e reaches a minimum value, a feed-forward control is carried out in order to equalize the actual speed ratio e to the during-acceleration target speed ratio ePOWER. For a period from the time point t.sub.2 to a time point t.sub.3, a return-time target speed ratio eTRN gradually increased toward the predetermined target speed ratio eECONOMY is set, and a feed-back control is carried out in order to equalize the actual speed ratio e to the return-time target speed ratio eTRN.

Abstract: A kickdown control method for automatic transmission wherein a transmission control unit TCU receives signals regarding three variables for a throttle opening rate just prior to an abrupt operation of the accelerator pedal, the vehicle speed and the throttle opening rate changes during the operation of the accelerator pedal; if the throttle opening rate is lower than 20%, the vehicle speed is lower than 20 Km/h and the throttle opening rate change is lower than 30%, the transmission control unit TCU applies to the pressure control solenoid valve a first duty control pattern in which duty rate is constant with respect to time changes from shift start point; and if any one of said variables equal to or higher than the above reference values, the transmission control unit TCU applies to the pressure control solenoid valve a second duty control pattern in which the applied duty rate changes in multi-steps with regard to time change from shift start point.(Fig.

Abstract: An automatic transmission control unit switches on and off operations for a plurality of solenoids in response to combinations of throttle openings estimated on the basis of an output of a throttle sensor and vehicle speeds estimated on the basis of an output of a vehicle speed sensor to set a proper speed change gear. The automatic control unit sets second gear when a vehicle is stopped to suppress creep during the stoppage of the vehicle, and starts the vehicle with the second gear as it is when the changing rate of the throttle opening is small. When the changing rate of the throttle opening exceeds a predetermined rate in an acceleration state, it is determined that an operator desires powerful acceleration and hence the operation is shifted to first gear. In contrast, when the operator requires a slow start, a second gear start is automatically selected without permitting down-shift to the first gear every time the vehicle is started.

Abstract: A shift map used for controlling the shifting of a transmission in an electric vehicle based on the accelerator opening degree and the vehicle speed as parameters has a medium shift stage region in a higher shift stage region established in a medium vehicle speed operation region at a lower accelerator opening degree. When the vehicle travels down a downward slope at the lower accelerator opening degree while generating a regenerative braking force, the transmission is downshifted from a higher shift stage to a medium shift stage to increase the regenerative braking force, thereby providing an enhancement in braking feeling and an improvement in energy recovery efficiency.