Abstract: A vehicle integration control system includes a manager controller and a driving system controller. The manager controller sets a target generation driving force guide value for a driving force outputted from a driving system of a vehicle. The driving system controller controls the driving force on the basis of the target generation driving force guide value. The manager controller includes a driver request value setter and a driving force corrector. The driver request value setter sets a driver request generation driving force value corresponding to the driving force outputted from the driving system on the basis of a driver's input. The driving force corrector corrects the driver request generation driving force value on the basis of a predetermined program to restrain vibration generated in the vehicle when the driving force outputted from the driving system.

Abstract: A method for selecting a shift schedule for a transmission in a motor vehicle is provided. The method includes the steps of determining whether a signal-to-noise ratio exceeds a threshold and calculating a tractive effort of the motor vehicle. A vehicle mass and a road grade is then estimated from the tractive effort using a recursive least squares estimator with multiple forgetting when the signal-to-noise ratio exceeds the threshold. A vehicle mass is selected and the road grade estimated from the vehicle mass and tractive effort when the signal-to-noise ratio does not exceed the threshold. A shift schedule is then selected based on the vehicle mass and the estimated road grade.

Abstract: During switching of an input rotation transmission mechanism, the actual engine rotational speed at the start of the switching and the speed changing ratio change amount owing to the switching operation are used as a basis for computing the target engine rotational speed of an engine and for computing the target speed changing ratio for an automatic transmission such that the rotational speed of automatic transmission on the side toward input rotation transmission mechanism nearly matches the rotational speed of input rotation transmission mechanism on the side toward automatic transmission, and shifting operation control for automatic transmission is executed in the opposite direction that is synchronized with the switching operation of input rotation transmission mechanism.

Abstract: A power-split transmission having several ranges of transmission ratios with continuously variable speed reductions. A drive shaft is connected to two shafts of a variable speed drive unit via a distributor gear whose shafts are in turn connected with the input shafts of a parallel gearbox via respective clutches. Two ranges of ratios only differ from each other through the reduction of the input shaft of the parallel gearbox and their output shafts. An additional embodiment includes a variable speed drive unit, a first planetary drive that is connected with a drive shaft, an input shaft of the variable speed drive unit and a connecting shaft, as well as a second planetary drive that is connected with the connecting shaft of the output shaft of the variable speed drive unit, and an output shaft and an electric motor that is nonrotatably connected with the connecting shaft.

Abstract: The present invention provides a method and apparatus for adaptively controlling a closed throttle downshift in an automatic transmission wherein a transmission aberration during a shift is diagnosed and corrected during subsequent closed throttle downshifts. The invention is carried out by monitoring transmission characteristics including input speed, output speed and shift duration during a closed throttle downshift, and identifying departures from acceptable patterns. Each type of departure calls for a particular remedy, and a suitable adjustment is calculated based on the times and/or the commanded pressures at certain times, the adjustment being implemented by changing one or more initial conditions for the next shift of the same type. The adjustments may have to be large to make a full or significant partial correction at the next shift. Conversely small increments may be necessary to avoid over-correction.

Abstract: A method and a device for determining the torques on gear shafts. With the help of this method and the device in the case of a constant transmission ratio, the rotational speed of a first gear shaft (2, 19) and the rotational speed of a second gear shaft (3, 22) are measured cyclically. A first torque is present on the first gear shaft and a second torque is present at the second gear shaft. The second gear shaft is driven by the first gear shaft directly or indirectly, via gears (5, 6, 7, 8; 20, 21). A quotient is computed from these two rotational speeds, and stored so the current quotient can be compared with the quotient of the previous measuring cycle. In the case of a difference in the quotients of the current and the previous measurement, a change in the torque of the first gear shaft can be assumed.

Abstract: A drive-control-system of electromotive vehicle and drive-control-method of an electromotive vehicle. A system has a condition-determination-process unit that reads a vibration index as a factor causing vibration in the vehicle-drive-system, and determines whether a damping-control-starting-condition is established based on the vibration index, and a damping-control-process unit that performs a damping control process such that a variable of vibration generation is reduced when the damping-control-starting-condition is established.

Abstract: There is provided a failure determination system for a continuously variable transmission of a belt type, which is capable of determining failure of control valves for performing speed varying operation, and enhancing maintainability. An ECU controls a transmission ratio of the transmission to a fixation-determining LOW-side range when the vehicle is standing. When the transmission ratio during stoppage of the vehicle is within a stop-time OD-side range if engine torque?OD-time DR-side reference torque and at the same time the transmission ratio<DN-side reference value hold, the ECU determines that the DR solenoid valve is faulty, and if the throttle valve opening?OD-side reference value, the transmission ratio?DN-side reference value, and at the same time a vehicle speed<OD-side reference value hold, the ECU determines that the DN solenoid valve is faulty.

Abstract: An automatic transmission includes at least an input section, an output section, first and second frictional engagement elements, and a controller. The input section receives an input torque from a drive unit. The first frictional engagement element has an engaged state allowing the output section to rotate at a first transmission gear ratio with respect to the input section. The second frictional engagement element has an engaged state allowing the output section to rotate at a second transmission gear ratio with respect to the input section. The controller controls at least a gear shift from the first transmission gear ratio to the second transmission gear ratio. The controller controls the first and second frictional engagement elements and the drive unit so as to cancel an inertia torque resulting from the gear shift.

Abstract: A motor vehicle powertrain includes a transmission producing multiple speed ratios, and a transfer case including a second input driveably connected to the transmission output, a second output continually driveably connected to a first set of wheels and releasably connected to a second set of wheels, for producing alternately in the transfer case a low speed ratio and a high speed ratio. A mode selector produces a signal representing a desired driving mode. A controller, responsive to the signals produced by the mode selector, controls the transmission to produce alternately the multiple speed ratios of the transmission, and for controls the transfer case to operate alternately in the low speed ratio and high speed ratio that corresponds to the desired driving mode and a current speed ratio produced by the transmission.

Abstract: A control system and method for communicating with a transmission includes a transmission input speed sensor that generates an input speed signal. A transmission output speed sensor generates an output speed signal. A power supply supplies a total current to the transmission input and output speed sensors via a first conductor. A sensor senses the total current supplied to the transmission input and output speed sensors on the first conductor. A calculating module calculates a transmission input speed and a transmission output speed based on the total current.

Abstract: The invention includes a target-engine-speed acquisition element that acquires a target engine speed necessary to reduce engine speed, thereby stopping the engine at a target stop position; a crank-angle acquisition element that acquires a crank angle indicative of the position of a crankshaft; and a target-engine-speed correction element that corrects the target engine speed according to the acquired crank angle. Because the target engine speed is corrected according to the crank angle, the engine can be stopped at the target stop position even if the friction in the engine, the electric motor, etc. varies, the temperature or viscosity of the lubricating and cooling oils varies, or the vehicle is accelerated or decelerated during the reduction of the engine speed.

Abstract: An adaptive pressure control method for synchronous downshifts in an automatic transmission that uses pressure actuated friction elements. The method uses characteristic parameters that determine downshift quality for both power-on downshifts and power-off downshifts. Selected measured variables are monitored to detect changes in the parameters. Adjustments for the friction elements are made in response to changes in the measured variables.

Abstract: A predictive load management system is provided. A power source is operable to generate a power output and has a desired operating range. A transmission has a drive member operably engaged with the power source and a driven member. A control system is operable to receive at least one input indicative of a load on the transmission and to identify a desired load of the transmission based on the at least one input. The control system is also operable to receive at least one input indicative of current power output of the power source. The control system limits the desired transmission load applied to the driven member of the transmission based on the current power output of the power source to thereby prevent the power source from operating outside of the desired operating range.

Abstract: A shift control system for a V-belt type continuously variable transmission is provided. The shift control system comprises a controller programmed to store an actual transmission ratio of the continuously variable transmission at stop of an associated vehicle drive source, and inhibit, at restart of the vehicle drive source, an initializing operation for returning an operational position of the shift actuator to a standard position when the actual transmission ratio is more on a high-speed side than a predetermined transmission ratio. A shift control method is also provided.

Abstract: A fuel injection control system for an internal combustion engine can obtain an optimum fuel injection quantity in response to a traveling load without the need for a large memory. The gear position discrimination unit determines the present gear position Ngp on the basis of the vehicle speed Vpls and the engine speed NE. The Kgpd calculation unit calculates the correction factor by gear Kgpd on the basis of the gear position Ngp and the engine speed NE. The state judgment unit judges whether the engine is in a steady state or in a transient state. The map selection unit selects, on the basis of the judgment result of the engine state, the PB map or the TH map for determining the basic injection quantity Ti. The basic injection quantity determination unit determines the basic injection quantity Ti on the basis of a product of the PB map or TH map and the correction factor by gear Kgpd.

Abstract: A turbine acceleration control system for a transmission in a vehicle determines a desired turbine acceleration based on a downshift type and an altitude of the vehicle. The turbine acceleration control system determines a downshift type that results from one of a throttle increase, a manual downshift, or vehicle deceleration. An altitude module determines an altitude of the vehicle. A vehicle controller communicates with one or more lookup tables to determine the desired turbine acceleration based on the downshift type and the altitude. Additionally, current turbine speed and torque converter slip are considered by the controller in determining the desired turbine acceleration.

Abstract: In a method of operating a motor vehicle with an electronically controlled automatic clutch device, a control device and one or more data-storing devices for values of operating quantities and parameters, the values are stored in at least duplicate form in the data-storing device. The data are stored in prescribed formats and the integrity of the data is checked according to prescribed criteria, to ensure that incorrect data are not used in the operation of the vehicle.

Abstract: The transmission ratio of a stepless transmission is adjusted in accordance with a selectable closed loop control strategy, whereby the transmission ratio is infinitely variable between two transmission ratio end values by actuator forces effective on axially adjustable bevel discs forming part of the stepless transmission. High end position forces on the bevel discs in their end positions are limited, yet the entire control range of the bevel discs may be used. For this purpose the transmission ratio is modulated in an end position operating mode by modulating the actuator forces that axially shift the bevel discs. The actuator forces are controlled in a closed loop manner.

Abstract: In a toroidal continuously variable transmission (TCVT) control apparatus with a variator unit and a ratio control hydraulic system, an electronic TCVT control unit electronically feedback-controls a transmission ratio based on a deviation from a desired transmission ratio, and generates a normal-period command signal to be input to a step motor for compensating for the deviation. The control unit determines whether the deviation can be compensated for by electronically feedback-controlling the transmission ratio based on the deviation and generates an abnormal-period command signal to be input to the step motor to realize a step-motor displacement capable of shifting or diverging the transmission ratio to a speed-reduction side, while keeping a trunnion out of contact with a stopper in the direction of the trunnion axis, when the deviation cannot be compensated for by electronically feedback-controlling the transmission ratio based on the deviation.

Abstract: A toroidal continuously-variable transmission shift control apparatus includes a controlling section to control an actual transmission ratio toward a target transmission ratio by producing a control command in one of a forward traveling control mode for a forward vehicle traveling state, and a reverse traveling control mode; and a control modifying section arranged to select one of the forward traveling control mode and the reverse traveling control mode in accordance with a first parameter representing a driver's intention. The control modifying section is configured to detect a change of the vehicle traveling direction in accordance with a second parameter which is the actual transmission ratio, and to modify the shift control of the toroidal continuously-variable transmission so as to shift the actual transmission ratio to a speed decreasing side upon detection of the change of the vehicle traveling direction.

Abstract: A control method for an automatic transmission in which a first and a second control system are provided and regulate the transmission ratio respectively in automatic and in manual mode. The method comprises the stages of activating the first control system and automatically setting a transmission ratio, detecting the presence of a manual command from an operator to modify the transmission ratio in use, performing the manual command from the operator by modifying the transmission ratio set automatically, silencing the first control system for a predetermined time interval such that the transmission ratio set following the manual command is not modified following any automatic gear change request from the first control system, and attributing the control of the automatic transmission to the first control system.

Abstract: The shift control method of an automatic transmission calculates a shift-pattern-adjusting coefficient using a modular neural network. The shift-pattern adjusting coefficient is based on a plurality of input signals input from a plurality of detectors. It is then determined if shifting is required based on an adjusted shift-pattern. The adjusted shift-pattern being adjusted based on the shift-pattern adjusting coefficient. A target shift-speed when shifting is required is calculated based on the adjusted shift-pattern. Finally, a shifting signal for shifting to the target shift-speed is generated.

Abstract: A method of changing gear in an automated transmission system of a motor vehicle having a multi-ratio gearbox with an input shaft and an output shaft, a take-up clutch located between the input shaft and an output shaft of an engine, a number of pairs of intermeshing gears.

Abstract: Operating range of feedback in CVT ratio control has been extended by use of stabilized values as an actual value of CVT ratio. The actual value of CVT ratio is derived from first and second pulse train signals provided by input and output speed sensors. Updating of rotational speed of the input member is repeated at intervals governed by the first pulse train. Updating of rotational speed of the output member is repeated at intervals governed by the second pulse train. Updating of an old value of a ratio between the latest value of the rotational speed of the input member and the latest value of the rotational speed of the output member to a new value thereof is repeated each time immediately after the rotational speeds of the input and output members have been updated since the latest updating of an old value of the ratio.

Abstract: A control system for an automatic transmission (5) includes an oil pressure control mechanism (100) for supplying an oil pressure to the transmission (5), and sensor (28, 29) for detecting the oil pressure supplied from the oil pressure control mechanism (100) to the transmission (5). System controller (20, 21) calculates a maximum torque transmittable by the transmission (5) based on a speed ratio of the transmission (5) and the detected oil pressure; calculate an engine torque reduction amount from the difference between the torque being inputted into the transmission (5) and the maximum transmittable torque; and reduce the torque of an engine (1) according to the engine torque reduction amount.

Abstract: In a method for controlling a drive unit, a driver command value is formed while considering the current transmission ratio and the drive unit is controlled in dependence upon the driver command value. In addition, a predicted driver command value is determined in dependence upon transmission ratios other than the current transmission ratio. In addition, the minimum and maximum possible values are considered in the formation of the driver command value. A correction of the driver command value is undertaken in dependence upon the difference between minimum possible torque and minimum requested torque or between maximum possible torque and maximum requested torque.

Abstract: Specific shift positions of an electrically actuated vehicle transmission, such as first to fifth, neutral and reverse gears, are detected by monitoring one or more characteristic electrical variables, e.g., actuator currents, during a shift movement of the transmission and by correlating increased or decreased levels of current with the arrival at or passage through the specific shift positions.

Abstract: An engine control system controls engine torque to transition through the transmission lash zone. The transmission lash zone is determined using speed ratio across the torque converter. When near the transmission lash zone, engine torque is adjusted at a predetermined rate until the system passes through the transmission lash zone. By limiting the change of torque in this way, driveability is improved and it is possible to quickly and reliably provide negative engine torque for braking.

Abstract: An automatic transmission has a gear transmission mechanism with engaging devices. Up-shifting is achieved with oil pressure, which is controlled with an open control component, a gradient of which is determined based on input torque, and a feedback control component, which is based on a target gear ratio. To prevent shock during an up-shift caused by releasing the accelerator, the feedback control component is set to zero when the amount of change in the throttle opening is equal to or greater than a predetermined threshold value. As a result of inhibiting increase in feedback to make up for a tendency for oil pressure depending on an open control component to decrease as a result of the throttle opening reducing and input torque falling, increase of the oil pressure command value becomes smooth. Peaks of the output torque are therefore suppressed.

Abstract: Enhanced ratio control in a toroidal drive of a T-CVT is provided. A factor of proportionality is computed by which a trunnion axial displacement and a T-CVT ratio rate are related. A filter in the form of a characteristic equation is established. This filter includes a physical quantity indicative of the T-CVT ratio and a physical quantity indicated by an actuator command, as inputs, a quasi-state quantity, as a state quantity, and a transition coefficient for the quasi-state quantity. The transition coefficient includes an observer gain. The quasi-state quantity is computed using the filter. An estimated quantity of a system state quantity of the T-CVT is computed using the quasi-state quantity, the observer gain, and a trunnion angular position. The system state quantity includes at least the first physical quantity. The observer gain is corrected in response to the factor of proportionality to keep the transition coefficient unaltered.

Abstract: A control apparatus for feedback-controlling an engaging action of a clutch disposed between an engine and a transmission of an automotive vehicle, wherein an engaging force control device is operated upon an engaging action of the clutch, for determining a control amount and feedback-controlling the engaging action on the basis of the determined control amount such that the clutch is placed in a desired state of engagement, and a control amount limiting device is operated to limit the determined control amount when the determined control amount has changed to cause an engaging force of the clutch to be reduced.

Abstract: A powertrain system (10) control for controlling engine (12) output torque as a function of engaged ratio of a transmission (14). Separate torque limits, A, B, C, D, respectively, are set for start ratios, intermediate ratios, direct ratio and overdrive ratios. The torque limits are set such that A<B<C>D and B<D.

Abstract: Operating range of feedback in CVT ratio control has been extended by use of stabilized values as an actual value of CVT ratio. The actual value of CVT ratio is derived from first and second pulse train signals provided by input and output speed sensors. Updating of rotational speed of the input member is repeated at intervals governed by the first pulse train. Updating of rotational speed of the output member is repeated at intervals governed by the second pulse train. Updating of an old value of a ratio between the latest value of the rotational speed of the input member and the latest value of the rotational speed of the output member to a new value thereof is repeated each time immediately after the rotational speeds of the input and output members have been updated since the latest updating of an old value of the ratio.

Abstract: An IVT controller determines whether the operation mode of an infinitely variable transmission (IVT) is a power recirculation mode or a CVT direct mode, and selects an inertial torque computing equation corresponding to the operation mode. The inertia torque accompanying a speed change of the IVT is computed using the computing equation. An engine controller adjusts the opening of an electronic control throttle, and adjusts the torque of the engine so that computed inertia torque is eliminated.

Abstract: The trunnion (23) of a vehicle toroidal continuously variable transmission is displaced by a step motor (52) via a control valve (56) and oil pressure servo cylinder (50) in order to vary a speed ratio of the transmission. A controller (80) calculates a target value (z*) of a control variable (z) based on an accelerator pedal depression amount (APS) and output disk rotation speed (&ohgr;co) (S5). Further, a time-variant coefficient (f) showing the relation between the trunnion displacement (y) and variation rate ({dot over (&phgr;)}) of the gyration angle (&phgr;) of the power roller, is calculated (S10). The error between the speed change response of the transmission and a target linear characteristic can be decreased by determining a command value (u) to the step motor (52) under a control gain determined based on a time differential ({dot over (f)}) of the coefficient (f) (S20).

Abstract: The invention relates to an urban driving operating method for an electronically controlled automatic transmission in which a driving speed characteristic (vf) is determined and it is possible to recognize an urban driving state when the driving speed characteristic (vf) is within a presettable value range with an upper limit and in which in addition a driving activity characteristic (FCOUNTER) is continuously determined. It is proposed according to the invention that the urban driving state be recognized when the driving activity characteristic (FCOUNTER) is also within a presettable value range with an upper limit and that a drive program optimized for the urban driving state be accessed.

Abstract: The invention relates to a method for determining a starting gear step for a vehicle with a stepped variable speed transmission with several gear steps. It is proposed that a maximum admissible value for a slip time (12) and/or a maximum admissible value for a frictional work (14) of the starting clutch during the starting process, the same as an available engine torque (10) for starting be determined, that beginning with a highest suitable gear step (18) for starting, values for the slip time (20) and/or the frictional work (22) be calculated in advance depending on the vehicle mass (8), that the precalculated values (20, 22) be compared with the maximum admissible values (12, 14), that the calculation loop be repeated with the next smaller suitable gear step for starting when at least one of the precalculated values is greater than the maximum admissible values and that a gear step be issued as starting gear step when the precalculated values are smaller than or equal to the maximum admissible values.

Abstract: The present invention relates to a method for determining a maximum performance gear for an automobile when performing acceleration/deceleration maneuvers and a system for enhancing a motor vehicle's gear indicator capabilities. More specifically, the present invention relates to a method for determining the optimal gear for operation of a manual transmission by obtaining vehicle speed and engine speed data and filtering such data through a mathematical filter implemented by a microprocessor. The application of the filter that may be adjusted throughout vehicle usage to optimize gear and transmission operability.

Abstract: A hydraulic pressure control device for an automatic transmission is adapted to smoothly change the slip amount of the automatic transmission when a clutch to clutch shift control is performed. The hydraulic pressure control device uses a reference model showing a behavior with an output corresponding to a predetermined slip amount which smoothly varies over time with respect to a target slip amount which varies in a stepped manner. The hydraulic pressure is applied to a release side frictional engagement element using a controller CEMM (s) which shows a behavior such that the controller CEMM(s) and a controlled object P(s) are collaborated to correspond to the reference model. The controller CEMM(s) and the controlled object P(s) have the hydraulic pressure applied to the release side frictional engagement element of the automatic transmission as an input and the slip amount of the automatic transmission as an output.

Abstract: In a vehicle control system of this invention, a CVT ECU does not executes the calculations such as a gear ratio, etc., but simply controls the gear ratio of a CVT on the basis of the target gear ratio and a CVT input torque transmitted from a manager ECU by way of a communication line. Accordingly, when mounting a CVT unit constructed with the CVT and the CVT ECU in a vehicle, the vehicle control does not need to tune the CVT ECU one by one, even though the types and engines of vehicles are varied. Therefore, it is possible to configure the CVT unit independently of the types of vehicles, which achieves standardization or generalization of the CVT unit in terms of both the hardware and the software.

Abstract: The driving force control system calculates a target driving force Tt* and then calculates a target engine torque Te* from a target driving force Tt* and a target calculated engine torque gear ratio. When the transmission is not shifting, the driving force control system uses a gear ratio determined by the gear position as the target calculated engine torque gear ratio. When the transmission is shifting, the driving force control system uses an actual gear ratio calculated from the input and output rotational speeds. This gear ratio switching control makes it possible to vary the target engine torque Te* gradually in response to the change of the actual gear ratio during shifting. Thus, a dip in the output torque is eliminated, and the shifting shock is mitigated to a satisfactory level.

Abstract: A system and method for controlling a powertrain including an automatic transmission include determining a desired wheel torque, determining engine speed, determining turbine speed, determining a selected gear and associated selected gear ratio, determining a transmission spin loss based on a first function of the turbine speed and the selected gear, determining a transmission torque proportional loss based on a second function of the turbine speed and the selected gear, determining a desired engine torque based on the transmission spin loss, the transmission torque proportional loss, and the selected gear ratio, and controlling the powertrain using the desired engine torque such that actual wheel torque approaches the desired wheel torque. A transmission pump loss may also be determined based on line pressure and engine speed.

Abstract: A system for adjusting a transmission ratio in a transmission built into a motor vehicle has at least two determination elements for determining values based on different determination modes with these values representing individual driving situations of the motor vehicle. An administrator calls up the values from the determination elements and stores the values. The administrator outputs individual ones of the values in response to a command whereupon the transmission ratio is adjusted at least in dependence upon the outputted ones of the values.

Abstract: A control unit of a continuously variable transmission computes a speed ratio command value based on a final target ratio, a time constant representing a predetermined dynamic characteristic and a time constant representing an estimated dynamic characteristic of the transmission so that a real speed ratio approaches the final target ratio according to a running state under the predetermined dynamic characteristic. A transient target ratio is computed based on the final target ratio and time constant representing the predetermined dynamic characteristic, a correction amount of the speed ratio command value is computed based on the difference between the transient target ratio and real speed ratio, and the transmission is controlled based on the speed ratio command value after correction by this correction amount.

Abstract: An apparatus for controlling a continuously variable transmission includes an input shaft driven by an engine, an output shaft, an operator input for generating speed commands and a controller operable to receive the speed commands and generate transmission ratio commands which control a ratio of a speed of the output shaft to a speed of the input shaft. Torque of the output shaft is limited in a torque limited region near zero speed of the output shaft and the transmission ratio command is modified in the torque limited region.

Abstract: The invention proceeds from a system for adjusting a motor vehicle transmission, which is changeable in its transmission gear ratio, the transmission having an efficiency characteristic which is dependent on the transmission gear ratio. A first quantity is detected which represents the actual transmission output rpm and a second quantity is determined which represents a desired value for the drive torque. Then, a desired rpm of the vehicle engine is determined at least in dependence upon the detected first quantity and the determined second quantity and in dependence upon the efficiency characteristic of the transmission. The adjustment of the transmission gear ratio takes place in dependence upon the desired rpm of the vehicle engine which is so determined. With the invention, transmission influences are considered in the determination of the optimal transmission gear ratio within a system for the coordinated drive train control.

Abstract: Within the scope of the method for ratio control of a continuously variable automatic transmission of a motor vehicle by means of a control loop structure which contains a non-linear compensation member for the variator and controllers for the pressures of both hydraulic routes of the variator pulleys and the variator routes, the control loop structure contains an interference variable observer which generates an interference force FL that reproduces the pattern precision wherein the interference force together with the set value for the adjustment gradient which is limited as result of external standards, forms the compensation member.

Abstract: In a line pressure control unit of an automatic transmission for a vehicle which performs feedback control of a line pressure of an automatic transmission, comprising: a line pressure solenoid valve(14) which adjusts a line pressure, a sensor which detects a real line pressure and a microprocessor (17) which controls the line pressure solenoid valve. The microprocessor is programmed to: calculate a required line pressure(PREQ) according to the running state of the vehicle, calculate a target line pressure(PREQ*) from the required line pressure(PREQ), the target line pressure(PREQ*) being modified by a safety factor(S1) for line pressure correction, and calculate a line pressure difference(&Dgr;PERR) between the required line pressure(PREQ) and the real line pressure(PL) and add a feedback control amount(&Dgr;PFB) according to the line pressure difference to the target line pressure to calculate a command line pressure(PL*) control the line pressure valve based on the command line pressure(PL*).

Abstract: A vehicle drive power control apparatus and method control the speed ratio of a transmission based on a speed shift line that is set so that, within a practical region, the speed shift line is in a low revolution speed side of an optimal fuel consumption line determined based on the efficiency of the engine and the efficiency of the transmission. Therefore, the width of increase in revolution speed from the speed occurring at the beginning of the practical region is curbed. Hence, the fuel consumption resulting from inertia torques caused by fluctuations in engine revolution speed, that is, fluctuations in the revolution speed of the input shaft of the transmission and a fluidic power transfer mechanism, is reduced, so that the efficiency as a whole increases and the fuel economy improves in comparison with the case where the optimal fuel consumption line is used as a control basis.