Abstract: An ECU executes a program including a step of determining whether a manual shift mode is active or not, a step of calculating a lower limit revolution speed based on a vehicle speed and a gear selected by a driver when the manual shift mode is active, a step of changing a target idle revolution speed from a predetermined revolution speed to the lower limit revolution speed when a required engine torque is substantially zero and the engine is not in a fuel cut state, and a step of transmitting a control signal corresponding to the target idle revolution speed to the engine.

Abstract: A control apparatus for an automatic transmission capable of operating in an automatic shift mode in which a speed ratio is automatically selected based on driving conditions of a vehicle, and a manual shift mode in which the speed ratio is changed based on an upshift command and a downshift command by manual operation of a manual operation unit, the control apparatus includes a controller that operates in a jumping shift mode that is included in the manual shift mode and that is composed of a smaller number of shift speeds than a number of shift speeds of the automatic shift mode; wherein the controller performs a downshift from a shift speed of the jumping shift mode at a time when the downshift command is issued by an operation of the manual operation unit based on the shift speed of the jumping shift mode.

Abstract: System and method for behavior based control of an autonomous vehicle. Actuators (e.g., linkages) manipulate input devices (e.g., articulation controls and drive controls, such as a throttle lever, steering gear, tie rods, throttle, brake, accelerator, or transmission shifter) to direct the operation of the vehicle. Behaviors that characterize the operational mode of the vehicle are associated with the actuators. The behaviors include action sets ranked by priority, and the action sets include alternative actions that the vehicle can take to accomplish its task. The alternative actions are ranked by preference, and an arbiter selects the action to be performed and, optionally, modified.

Abstract: A shift-by-speech transmission system with intelligent shifting algorithm allows a driver or a motorcyclist to choose a desired gear by voice command. An intuitive and engaging shift-by-speech technology disclosed in the present invention, called “VoiceShift”, allows the driver or the motorcyclist to switch gears by voice commands. VoiceShift also allows the driver or the motorcyclist to skip-shift gears in non-sequential manner, thereby giving the driver a sense of freedom and excitement similar to a stick-shift manual transmission vehicle. A novel intelligent shifting algorithm of the shift-by-speech transmission system is capable of auto-correcting the driver's judgment error in skip-shifting by engaging a closest mechanically-safe gear to the driver's desired gear issued via voice command.

Abstract: A control device for an automatic transmission includes a current detecting unit for detecting motor current. The current detecting unit has a counter for counting variation number of a rotational position signal output from a rotational position detecting unit for detecting the rotational position of a motor, and an electrical angle 180° judging unit for judging rotation of electrical angle 180° of the motor. A voltage occurring in a current detecting resistor is sampled at a timing of each integral multiple of the electrical angle of 180° judged in the electrical angle 180° judging unit, and rotation of the motor is controlled in accordance with the difference between motor target current calculated in the motor target current calculating unit and motor current.

Abstract: An ECT-ECU executes a program that includes a step of executing a stepped shift control if cruise control is not being executed during sequential shift control (stepped shift control) and a step of executing stepless shift control in response to cruise control being activated during sequential shift control (stepped shift control).

Abstract: A method for operating a control unit, such a control unit, and a computer program and computer program product for implementing the method are provided. In this context, the control unit is able to assume multiple states, a transition state being interposed during the transition from a first state to a second state.

Abstract: The invention provides a control apparatus and a control method for a vehicle provided with an automatic transmission which has an automatic shift mode in which a gear is selected according to a running state and a manual shift mode in which a gear is selected according to a manual operation, and which transmits driving force generated by an internal combustion engine.

Abstract: A transfer case control system for a vehicle which includes a transfer case has a mode-selection solenoid, a range-selection solenoid, a control module, a plurality of data inputs, and a plurality of selector switches. The mode-selection solenoid is constructed and arranged to effect a mode change via the transfer case. The range-selection solenoid is constructed and arranged to effect a range change via the transfer case. The control module is electronically coupled to the pair of solenoids and to the plurality of data inputs and to the plurality of selector switches. The plurality of selector switches are actuatable by the vehicle operator and include indicating lamps which provide a visual indication of transfer case status as well as a visual alert to the vehicle operator when a selected operation is not allowed.

Abstract: An engine control device detects the state of work of a working vehicle such as a construction machine or the like, and controls the power output capacity of an engine automatically. A determination is made as to whether excavation or uphill traveling is being performed, based upon the detection signals from a hydraulic oil pressure detector for a hydraulic cylinder of an arm, detectors for arm and bucket operation commands, a shift operation detector for a transmission, a pitch angle detector for the vehicle body, a traveling acceleration detector, and an accelerator opening degree detector. When the result of this determination is that excavation or uphill traveling is being performed, the engine is controlled to operate at a high power capacity, while at other times it is controlled to operate at a low power output capacity.

Abstract: A control device for controlling a controlled system, such as steering, braking or accelerating when driving a car, as well other operations for other vehicles or systems, includes an automatic control system that generates automatically generated control signals, a haptic control command input device generates manual control command inputs, and an arbitration unit which resolves disputes between the automatically generated signals and the manual control command inputs. The haptic control generates control signals that depend on both the automatically generated control signals and the manual control command inputs, and adjustments are made continuously therebetween using rule based feed back control signals. Arbitration is performed in the dead spaced of the controlled system or the haptic control command input device.

Abstract: A range selection system for a vehicle including an automatic transmission and an internal mode switch (IMS) assembly. The range selection system includes a housing that is rotatable around a core, a first set of switches that induce a first current based on a rotational position of the housing and a second set of switches that induce a second current based on a rotational position of the housing. A control module determines first and second voltages based on the first and second currents, respectively and determines a range of the automatic transmission based on the first and second voltages.

Abstract: An engine control device detects the state of work of a working vehicle such as a construction machine or the like, and controls the power output capacity of an engine automatically. A determination is made as to whether excavation or uphill traveling is being performed, based upon the detection signals from a hydraulic oil pressure detector for a hydraulic cylinder of an arm, detectors for arm and bucket operation commands, a shift operation detector for a transmission, a pitch angle detector for the vehicle body, a traveling acceleration detector, and an accelerator opening degree detector. When the result of this determination is that excavation or uphill traveling is being performed, the engine is controlled to operate at a high power capacity, while at other times it is controlled to operate at a low power output capacity.

Abstract: An automatic transmission controller system and method are disclosed. In particular, disclosed is a system and method for controlling solenoid pressure control valves associated with an automatic transmission. The automatic transmission controller system comprises a controller which is configured to receive one or more electrical signal inputs for attributing each solenoid pressure control valve with one of a set of I-P calibration curves.

Abstract: A method for monitoring a starting process of a motor vehicle, having a drive train including a driving motor, a torque transfer system and a transmission, a controller and an actuator, which is controlled by the controller for actuating the torque transfer system. Upon initiation of the starting process, if it is observed that the motor vehicle does not start, despite a clear starting request, appropriate measures for starting the motor vehicle are initiated.

Abstract: A continuously variable transmission includes a continuous gear-change mechanism, a gear-change operating section to which a gear-change operation is input, and a gear-change controlling section changing a gear ratio of the mechanism according to the gear-change operation that is input from the operating section. A first gear-change operation and a second gear-change operation, performed subsequently to the first operation, or an input from a second gear-change operating section can be input to the operating section. The e controlling section is provided with the plural gear ratios for plural gears and previously set, causes the mechanism to perform, according to the first operation, a gear-change operation to a gear ratio for a next gear, and to perform, according to the second operation, a gear-change operation to an intermediate gear ratio set between the gear ratio for the next gear and a gear ratio for a second next gear.

Abstract: The keyless power system has an ignition system including an ignition switch having an “OFF” position and one or more electrical components associated with a work machine. The keyless power system also has one or more alternate power sources configured to provide electrical power to the one or more electrical components. The keyless power system also has a controller configured to determine a power-level requirement of the one or more electrical components and activate at least one of the one or more alternate power sources to at least partially satisfy the power-level requirement based on whether the ignition switch is in the “OFF” position.

Abstract: A shift-by-speech transmission system allows a driver or a motorcyclist to choose a desired gear by voice commands. Conventional sequential semi-manual shifting only allows the driver to shift one gear up or down from a current gear using a gearshift lever or a paddle shifter. The level of driver engagement in existing semi-manual shifters leaves much to be desired for many auto enthusiasts. An intuitive and engaging shift-by-speech technology disclosed in the present invention, called “VoiceShift”, allows the driver or the motorcyclist to switch gears by voice commands. VoiceShift also allows the driver or the motorcyclist to skip gears to up-shift and down-shift as desired, as long as a desired gear does not result in mechanically-detrimental situations.

Abstract: A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.

Abstract: A control system and method for a vehicle having an engine and a transmission with an autoshift function comprises a processor coupled to the engine and the transmission of the vehicle and adapted to control the power output of said engine and, in an autoshift mode of operation, the upshifting and downshifting of the transmission. The control system further comprises user interface means (10) coupled to said processor and including a first manual control means (14) being operable to be set to a first engine speed, and a second manual control means (16) being operable to be set to a second engine speed. The interface means (10) provides signals representing the setting of said first and second manual control means (14, 16) to said processor; and said control system has a plurality of modes of operation selectable by the relative settings of said first and second manual control means.

Abstract: An automatic transmission of a power train for a motor vehicle capable of producing a set operating speed and a set power train control to attain an engine speed, according to a torque applied to wheels that is adapted to wishes of the driver. The device includes: an input unit that furnishes input data; a control unit having at least two modules according to two distinct driving modes, an automatic mode and a manual mode with pulse control; a processing module for processing signals furnished by a motor vehicle speed control; a selection module that receives signals from the processing module and from the motor vehicle speed control and capable of furnishing a selection signal (mode).

Abstract: A control system for a dual clutch transmission (DCT) of a vehicle comprises a difference module, a summer module, and a position control module. The difference module determines a difference between a desired position for a gear actuator and a measurement of a current position of the gear actuator. The summer module determines a sum of a derivative of the difference and a product of the difference and a predetermined gain. The position control module controls the current position of the gear actuator based on the sum. The current position of the gear actuator controls a position of a gear synchronizer that slides along an output shaft of the DCT. The position of the gear synchronizer controls coupling of a gear ratio with the output shaft.

Abstract: The adjustment method includes an estimation step in which valve characteristics of the linear solenoid valves fitted to the hydraulic control circuit are measured, and estimated linear valve characteristics of the linear solenoid valves in isolation state are estimated based on the measured valve characteristics using predetermined correlations; and a correction value output step in which estimated linear piston-end pressures of the hydraulically-driven friction engagement elements immediately before the hydraulically-driven friction engagement elements are engaged are calculated based on the estimated linear valve characteristics, and the correction values that are applied to the control command values to adjust the drive currents supplied from the valve control unit to the linear solenoid valves are calculated based on differences between the estimated linear piston-end pressures and nominal piston-end pressures, and then output.

Abstract: A riding type vehicle includes an automatic transmission capable of executing a shift change by a clutch actuator and a shift actuator. A clutch is controlled by the clutch actuator and is a multiplate clutch. The multiplate clutch is provided with bias member configured to enlarge a partial clutch engagement region of the clutch. The multiplate clutch is configured such that during shift change, both of the clutch actuator and the shift actuator are controlled to operate in overlapping manner.

Abstract: An apparatus and method are provided to execute synchronous shifting in a powertrain system having multiple torque-generative devices each operable to independently supply motive torque to the transmission device. The exemplary transmission device comprises a two-mode, compound-split, hybrid electro-mechanical transmission. Operation includes operating in an initial fixed gear ratio, operating the transmission in a mode operation, and, operating the transmission in a final fixed gear ratio. The control system reduces reactive torque of a clutch activating the initial gear, and deactivates the first torque-transfer device when the reactive torque is less than a predetermined value. It determines that speed of an input shaft to the transmission is substantially synchronized with a rotational speed of the second torque-transfer device, and actuates the second torque-transfer device.

Abstract: A controller of an automatic transmission can be set to be in a first control mode and a second control mode for controlling a transmission gear ratio of the automatic transmission. The controller in the second control mode automatically changes the transmission gear ratio. The controller obtains an index value and upper limit speed of rotation speed of a transmission output shaft. The controller in the first control mode allows the transmission gear ratio to be changed when an operation member is operated to increase the transmission gear ratio and the index value is equal to or lower than the upper limit speed. The controller has a setting section that sets the upper limit speed. The setting section sets the upper limit speed based on vehicle acceleration when the controller is in the first control mode and the operation member is operated to increase the transmission gear ratio.

Abstract: A driving force margin of a vehicle is calculated on the basis of an engine load, vehicle speed, travel resistance and estimated uphill gradient. A gear is determined on the basis of predetermined gear shifting characteristics at least from the vehicle speed and the engine load in an automatic shift mode. Automatic down shift is generated in the case where the vehicle speed becomes lower than vehicle speed on an automatic down shift vehicle speed table set up in accordance with the gear when the operation is switched from the automatic shift mode to a manual shift mode. The automatic down shift vehicle speed table is corrected so as to shift an automatic down shift line to a high vehicle speed side or low vehicle speed side in accordance with the magnitude of the calculated driving force margin of the vehicle.

Abstract: When an automatic transmission is in a manual mode, a transmission ECU calculates a speed sftrng manually requested by the driver and a speed sftrngmap set by a shift map and then performs a shift prohibition procedure. In this procedure, if the engine coolant temperature is equal to or lower than a predetermined coolant temperature or the AT fluid temperature is equal to or lower than a predetermined fluid temperature, a prohibition, determination flag xthlow is set to “on”, and if the engine coolant temperature is higher than the predetermined coolant temperature and the AT fluid temperature is higher than the predetermined fluid temperature, the prohibition determination flag xthlow is set to “off”. When the prohibitions determination flag xthlow is “on”, the speed sftrngmap is set as the upper limit of the speed sftrng.

Abstract: A shift output torque control unit executes a shift output torque control to control an engine torque so as to reduce a driving force difference, which is a variation width of a driving force due to downshift of an automatic transmission. Thus, in comparison with the case in which the shift output torque control is not executed, it is possible to smooth a variation in driving force associated with the downshift. As a result, occupants' comfort and controllability to driving operation may be improved.

Abstract: A method of controlling an automated multi-step change-speed transmission of a vehicle having an electronic control unit connected to sensors for detecting operating parameters and to gear and/or clutch control elements for carrying out shift operations. The control comprises a data memory such that the multi-step change-speed transmission can be operated automatically to initiate gearshifts in an automatic mode, manually initiated by a driver in a manual mode to provide gearshifts, and manually actuated in a learning mode in which gearshifts and operating parameters can be recorded automatically. When necessary to assist technicians in the application of the transmission, a configuration-learning mode that can be activated in which, during a test drive with manual gearshift initiation, operating parameters are automatically detected in an event-dependent manner, processed to produce control data for the transmission, and the control data stored in the data memory for the future control of the transmission.

Abstract: A shift control device is provided with a structure wherein when a driver selects a manual shift mode, an appropriate shift level is set as an initial shift level in conformity to a driver's will to have or not to have a drive-force source braking effect. When a shift lever 72 is operatively moved to an S-position to select an S-mode, depending on whether a stay time in a position “D” continuing for a certain time period or more (step S2), a shift mode switching or a manual shift mode direct-selecting is determined, and then an initial shift level is individually determined for a shift mode switching (YES in step S2) and a manual shift mode direct-selecting (NO in step S2). This determines appropriate initial shift level in conformity to the driver's will to have the drive-force source braking effect in the shift mode switching and that not to have the drive-force source braking effect in the manual shift mode direct-selecting.

Abstract: Systems and methods for user control of vehicular transmission shift points. In one embodiment, a user may control a transmission shift point by adjusting a selector having non-discrete selectable positions. Such selector may generate a signal indicative of its position to a transmission controller. The transmission controller may receive the signal from the selector and determine at least one transmission shift point based upon the selector position. The transmission controller may thereby control the transmission to effectuate a gear change when the shift point is achieved. In some embodiments, the selector may comprise a rotary potentiometer, a rotary encoder, an inline potentiometer, an inline encoder or the like.

Abstract: A method for controlling the gears of a vehicle that has an automatic transmission that is arranged to change gear according to a plurality of gear modes that differ in that changing to a higher gear is carried out at different minimum engine speeds or, if the changing is carried out steplessly, with different degrees of gearing, with the transmission having a forward gear position for driving the vehicle forwards and a reverse gear position for driving the vehicle backwards, comprising detection of an operating parameter and, in response to this production of a parameter signal for a control unit, selection, that is carried out by the control unit, of one of the gear modes on the basis of the parameter signal's value. The parameter signal represents the total distance that the vehicle has been driven during an individual sequence with at least one of the forward gear position and the reverse gear position.

Abstract: A method for controlling an automatic transmission of a power train for a motor vehicle, including producing a first set torque signal to be applied to the wheels, which represents wishes of the motor vehicle driver and that includes two components: a static component and a dynamic component. The dynamic component of the set signal is filtered according to at least two predetermined thresholds that define at least three distinct filtering zones. A filter of order n is used in the first and the third filtering zone and, in the second filtering zone, a maximum slope is imposed upon the dynamic component of the first set signal, the maximum slope being adjustable according to predetermined input data.

Abstract: The invention concerns a method for controlling a motor vehicle drivetrain which comprises a drive motor, a multi-step, automated change-speed transmission and an automated separating clutch arranged between the drive motor and the transmission, and a shifting device with a selector lever which can be moved at least from a particular position in an upshift direction (“+” direction) for manually initiating an upshift and in a downshift direction (“?”) for manually initiating a downshift, and in which the transmission and the separating clutch can be controlled by a transmission control unit which is connected at least to a speed sensor, a brake pedal actuation sensor and a selector lever actuation sensor, such that when the motor vehicle is rolling with its drivetrain open the closing of the drivetrain is initiated by actuating the selector lever.

Abstract: A shift control apparatus for vehicular continuously variable transmissions is equipped with a related value calculating portion (102) that calculates a first driving force related value in association with an automatic shift mode in which an automatic shift control portion (92) performs shift control and that calculates a second driving force related value in association with a manual shift mode in which a manual shift control portion (94) performs shift control, and a second changeover portion (108). The first driving force related value and the second driving force related value are set larger as the driving force output from an engine (12) increases. The second changeover portion makes a changeover from the manual shift mode to the automatic shift mode on the basis of a relationship between the first driving force related value and the second driving force related value.

Abstract: When an n speed prohibition command is being output from the AI shift controlling component, the AI shift control is performed even in the S mode if the vehicle speed V is lower than the reference vehicle speed Vn, whereby busy shifting can be effectively prevented when the vehicle is running on an uphill road or cornering. When the vehicle speed V is equal to or higher than the reference vehicle speed Vn, the AI shift control is cancelled, thus minimizing the possibility of a large engine brake force being applied to the vehicle despite the intention of the driver.

Abstract: A vehicle control system is comprised of a controller which is arranged to select an optimal mode adapted to a driving point of a vehicle from an optimal mode map of defining a plurality of running modes of the vehicle, to detect a generation of a mode transition in the optimal mode map, and to hold a current running mode selected before the transition for a holding time period when the generation of the mode transition is detected.

Abstract: A first data section is provided that has a given data actually used when a frictional element is operated under a manual shift mode for providing an engine brake, and a second data section is provided that is actually used when an automatic shift is carried out. A control unit is so configured that when, during a shift from a second speed stage to a first speed stage under the manual shift mode, a mode change from the manual shift mode to the automatic shift mode is instructed, releasing operation of the frictional element is carried out by using the given data of the first dada section.

Abstract: A downshift allowable vehicle speed is variably set according to a torque converter slippage amount. Specifically, a downshift allowable vehicle speed is variably set by, using a reference downshift allowable vehicle speed when the torque converter slippage amount is 0 and a gear ratio of the automatic transmission after a downshift, calculating an allowable vehicle speed correction amount based on the present torque converter slippage amount and the gear ratio after the downshift, and setting a value obtained by subtracting the allowable vehicle speed correction amount from the reference downshift allowable vehicle speed as the downshift allowable vehicle speed. By such setting, it is possible to set a higher downshift allowable vehicle speed as the torque converter slippage amount becomes smaller, so it is possible to expand a downshift allowable region when the manual gearshift mode is selected.

Abstract: A method for controlling an automated vehicle transmission during the process of starting such that a gear is selected, depending on predetermined criteria, and engaged by a transmission control device. For maintaining the availability of the vehicle, so far as possible, even if there is a failure in the gearshift system, the method provides that if a gear preselected by the driver or by a starting strategy system should fail, a substitute gear is engaged automatically. To give the driver enough time to react appropriately to the unexpected starting situation, a delayed starting sequence (substitute starting mode), which is implemented by an electronic vehicle control system, is independent of the dynamics of accelerator pedal actuation.

Abstract: A control device for an automatic transmission 10 having shift control means 88 operative to select a manual shift mode is provided for preventing acceleration response from deteriorating in the automatic transmission 10. The control device includes automatic up-range control means 90 for switching a range to a “D” range when high oil-temperature determining means determines presence of a high oil-temperature state, and high oil-temperature down-range permitting means 92 for permitting a down-range during a manual shift operation until a selected uppermost gear position GSELECT reaches a determining gear position GJUGE when the accelerator-on drive determining means 86 subsequently determines presence of an accelerator-on drive. Even when obtaining a drive force is attempted during an accelerator-on drive mode after switching the range, the down-range by the manual shift operation is permitted until the selected uppermost gear position GSELECT reaches the determining gear position GJUGE.

Abstract: A method for determining when in the course of a shift event an on-coming clutch gains torque capacity is provided. The method includes closed-loop controlling an off-going clutch to maintain a predetermined slip threshold by generating an off-going clutch pressure command, causing the on-coming clutch to engage during the closed loop control of the off-going clutch, generating a first derivative with respect to time of the off-going clutch pressure command, and using the first derivative to determine when the on-coming clutch gained torque capacity. A neural network method is preferably employed in analyzing the first derivative to locate a transition in the rate of commanded pressure indicative of off-going clutch release. A corresponding apparatus is also provided.

Abstract: The present invention relates to launch control of a vehicle having an automated manual transmission and an automated clutch selectively engaging an output of an engine to an input of the transmission. When a request for vehicle launch is detected, an output speed of the automated clutch and a desired clutch output torque are obtained. The automated clutch is partially engaged to allow for slip between an input to the clutch and an output from the clutch, and a desired amount of the slip between the input to the clutch and the output from the clutch is determined. A desired engine speed is calculated based on the desired amount of slip, with the engine torque automatically adjusted to obtain the desired engine speed.

Abstract: A transmission of a vehicle has a first gear and a second gear that corresponds to a lower gear ratio than the first gear. A transmission management system for the transmission comprises an enabling module, a shift control module, and a disabling module. The enabling module enables a second gear start mode of the transmission when a vehicle speed is less than a predetermined speed. The shift control module commands operation of the transmission in the second gear when the second gear start mode is enabled. The disabling module selectively disables the second gear start mode when a user commands a gear shift to the first gear while the second gear start mode is enabled and prevents the enabling module from re-enabling the second gear start mode after the second gear start mode is disabled.

Abstract: A derailleur control apparatus comprises a control unit that receives shift control signals. The control unit provides a first signal to operate the derailleur a first distance from a first sprocket to a second sprocket in response to a first shift control signal received while operating in a riding mode, and the control unit provides a second signal to operate the derailleur a second distance less than the first distance in response to a second shift control signal received while operating in the riding mode.

Abstract: Apparatus and a method for monitoring the performance of control algorithms, and inappropriate operator actions, and for providing failsafe deceleration for a vehicle, particularly an agricultural windrower, wherein the propulsion driveline of the vehicle is controllably and actively decelerated. Inappropriate operator actions can include, but are not limited to, attempted engagement of the park brake when operating in a high speed range. Control algorithm fault conditions can include, for instance, input commands changing at a rate beyond a predetermined threshold, and mismatch between operator control devices such as a FNR lever and a neutral switch.

Abstract: An ECT-ECU executes a program that includes a step of executing a stepped shift control if cruise control is not being executed during sequential shift control (stepped shift control) and a step of executing stepless shift control in response to cruise control being activated during sequential shift control (stepped shift control).

Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).

Abstract: A shift control apparatus for an automatic transmission having an automatic shift mode for performing a shift operation by determining a gear ratio to be set according to a vehicle running condition and a manual shift mode for performing a shift operation instructed by a manual operation by an operator.