Abstract: A shifting point display for indicating shift advice is provided in a motor vehicle having a manual transmission and a control unit for the continuous determination of a current operating point of the motor vehicle. At least one characteristic upshift indication curve or a characteristic downshift indication curve is stored in an electronic memory. An upshift indication or a downshift indication is displayed when the characteristic upshift indication curve or the characteristic downshift indication curve is reached by the current operating point and a currently differently engaged gear.

Abstract: A method for monitoring frictional engagement in an automatic or automated motor vehicle transmission having a hydrodynamic starter element when the transmission is in a preset neutral or parking position and the automatic or automated motor vehicle transmission controlled by this method. When the motor vehicle is at or close to a standstill in a preset neutral or parking position, the current transmission rotational input speed and a current engine rotational speed of the drive motor are determined and based on the speed ratio between the current transmission rotational input speed and the current engine rotational speed an error is found to be present if the speed ratio is less than a predefined threshold value, which is less than/equal to 1.

Abstract: A control apparatus for a shift range changeover device determines temporary abnormality, when a detection output of a rotation position of a motor continues to be abnormal for a first abnormality determination period. The control apparatus further determines persistent abnormality and performs predetermined failsafe processing, when the detection output further continues to be abnormal for a second abnormality period following the first abnormality period. If the temporary abnormality is determined within a feedback control permission period, motor feedback control is prohibited to control the shift range to the neutral range. If the temporary abnormality is determined after the feedback control permission period, the same control operation as before the temporary abnormality is performed.

Abstract: A control method and system for a vehicle transmission that incorporates gradient road resistance in selecting an appropriate gear ratio for an automatic manual transmission or an automatic transmission are disclosed. The traction resistance of a vehicle is calculated in order to determine the traction force required for maintaining, increasing, or decreasing vehicle speed in response to operator input. Traction resistance may be a function of rolling resistance, air resistance, and the component of the gravitational force acting parallel to the road surface. The change in traction resistance is also determined. The calculated traction resistance and change in traction resistance may advantageously be used to calculate an offset to a shift point motor speed in order to delay or advance a transmission upshift when climbing a grade.

Abstract: In a control apparatus of a vehicle according to an embodiment of the present invention, there is a failsafe control that blocks power transmission from a drive source to drive wheels by releasing clutches of an automatic transmission when there is a shift switching failure. In consideration of the fact that when a working oil temperature of the automatic transmission is low (below the freezing point, for example), the viscosity of the working oil is high and response for power blocking is poor, in a case where an oil temperature at the time of a shift switching request is low (steps ST2 and ST3), the power transmission is blocked by releasing the clutches of the automatic transmission at the same time as the shift switching request (step ST11). Thus, a clutch release delay occurring when there is a shift switching failure at a low oil temperature is prevented.

Abstract: A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve (17) that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve (19) that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley (21) at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (21); and a first regulator valve (12) and a second regulator valve (13) that regulate the line pressure (Pl). An output pressure (Psf) of the fail-safe valve (19) is supplied to the first and second regulator valves (12 and 13) in a feedback manner as a drive pulley (21) side hydraulic pressure to thereby regulate the line pressure (Pl).

Abstract: When shifting an automatic transmission into a higher gear, it is determined that an inertia phase has started when an input rotation speed of the automatic transmission has started to decrease. Here, if throttle opening amount reduction control is being performed to reduce the output torque of the engine when it is determined that the inertia phase has started, it is highly likely that that determination is erroneous because that control causes the input rotation speed of the automatic transmission (i.e., the engine speed) to decrease. When it is highly likely that the determination that the inertia phase has started is erroneous in this way, learning of a hydraulic pressure command value is prohibited. As a result, erroneous learning of the hydraulic pressure command value can be prevented.

Abstract: A control apparatus of a transmission for a vehicle, which includes an electric generator provided between an engine and the transmission and regenerating electricity when torque is transmitted from a drive shaft of the vehicle via the transmission in a braking condition, includes a releasing speed measuring unit, an up-shifting operation allowing unit and an up-shifting operation restraining unit. The releasing speed measuring unit measures a releasing speed of an accelerator pedal. The up-shifting operation allowing unit is applied to allow an up-shifting operation under the accelerator pedal being released when a releasing speed of the accelerator pedal is lower than a first threshold value. The up-shifting operation restraining unit is applied to restrain the up-shifting operation under the accelerator pedal being released when the releasing speed of the accelerator pedal is equal to or lower than the first threshold value.

Abstract: An ECU executes a program that outputs a shift command when a determination has been made to perform a power-on downshift (i.e., YES in S100); controls the hydraulic pressure supplied to a friction engagement element to perform the power-on downshift; allows the correction of the hydraulic pressure supplied to the friction engagement element during the power-on downshift when the difference between a target input torque and an estimated input torque is equal to or less than a threshold value ?TT (1) (i.e., YES in S130); and correcting the hydraulic pressure supplied to the friction engagement element during the power-on downshift.

Abstract: A control system and method for an electromagnetic clutch brake, including an electromagnetic clutch brake actuator coil surrounding a power input shaft for a multiple-ratio transmission in a vehicle powertrain. A protective circuit of the control system normally monitors data inputs from a databus that may indicate conditions that are not favorable for clutch brake actuation. The protective circuit prevents actuation of the clutch brake under such conditions. In the event the data inputs are not available from the databus, the protective circuit permits operation in a fall-back mode in which a brake ON timer is checked prior to clutch brake actuation. A primary counter is incremented with each normal clutch brake actuation and a secondary counter is incremented with each fall-back clutch brake actuation.

Abstract: In a shift control device operative to determine shift positions based on an absolute positional information related to a mechanical displacement of a shift mechanism, it is intended that the shift positions are accurately determined regardless of disturbance and deterioration with time. It is determined as to whether a varying width of a position voltage PV representing absolute positional information relative to a varying width of a pulse count number CP representing relative positional information is larger than an varying allowable range. When a state, under which difference between the both variations is larger than the varying allowable range, continues beyond a determining time T, a determination is made that persistent disturbance is existed in the position voltage PV, and a correlation between the position voltage PV and the shift positions “P”, “R”, “N” and “D” is learnt and corrected.

Abstract: A process of monitoring a drive direction of an automatic or automated vehicle transmission at near-zero vehicle speed via an engaged gear. A desired direction of drive of the transmission is determined from an engaged gear at the time the vehicle begins motion. An actual direction of drive is determined from the transmission and, if different from the desired direction of drive, an error signal is produced. The process includes determining the actual drive either from a sensed rotational direction of a transmission input shaft and a sensed rotational direction of a transmission output shaft or a sensed valve setting, a sensed pressure in an transmission electro-hydraulic control system or on a transmission shifting element or from a sensed direction of rotation of a transmission gearset element or from axial movement or force of a transmission constructional element.

Abstract: The invention is a transmission shifting system for a vehicle, the vehicle having a transmission having a push-pull and rotating member for operating the transmission movable in an H pattern. In detail, the invention includes a first reversible electric motor coupled to the member for moving the member backwards and forwards. A second reversible electric motor is coupled to the member for rotating the member clockwise and counter-clockwise. The second motor coupled to the member by means of a biasing assembly such that a biasing force can be applied to the member when the second motor rotates without the member rotating. A transmission shifter control system is provided for sequencing the operation of the first and second motors so to move the member in the H pattern upon receipt of an actuation signal.

Abstract: A hydraulic control device for an automatic transmission that includes a fail-safe function to establish a fail-safe traveling state where a predetermined shift speed is established, and a fail-safe stopping state where the primary pressure to all of the hydraulic servos is cut-off when a failure occurs. The hydraulic control device is able to switch between the fail-safe traveling state and the fail-safe stopping state even after a failure occurs, thereby enhancing a limp-mode function.

Abstract: A clutch temperature prediction module for a dual clutch transmission (DCT) includes at least one clutch slip power module that determines a first clutch slip power of a first clutch and a second clutch slip power of a second clutch. A temperature calculation module receives the first clutch slip power, the second clutch slip power, an ambient air temperature, an engine oil temperature, and a transmission oil temperature, and calculates at least one clutch plate temperature and a clutch housing temperature based on the first clutch slip power, the second clutch slip power, the ambient air temperature, the engine oil temperature, and the transmission oil temperature using a linear time-invariant (LTI) model.

Abstract: A method is proposed for blocking inadmissible gearshift processes in a transmission with a plurality of shifting devices which, to carry out a shift process, are moved by actuating devices when a shift command is sent by a control unit (TCU) to the relevant actuating device. The actuating devices are connected for data exchange with one another and with the control unit (TCU) in such manner that the actuating device of the shifting device to be shifted is activated provided that clearance has been given by at least one other actuating device.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: A control system (100) for traction transmission has at least two multi capacity motors (M1, M2), which are adapted to rotate a vehicle's wheels (J1, J2) and which multi capacity motor (M1) is arranged to rotate a traction wheel (J2), and the multi capacity motor (M2) is arranged to rotate another traction wheel (J1), whereby motor parts (M1a and M2a) of partial rotational volumes of the multi capacity motors (M1, M2) can be connected in series, whereby the anti-slip is on.

Abstract: If a mode-detection value is switched from an automatic shift-mode to a manual shift-mode, a T-ECU changes a shift-stage to a speed lower than a speed that is obtained before the switching of the mode-detection value. The T-ECU determines that a state of the T-ECU returns to a recognizable-state, in which a mode-selection value can be recognized, from an unrecognizable-state, in which the mode-selection value cannot be recognized. The T-ECU sets the shift-stage to a hold value after the return. The T-ECU controls the shift-stage in the automatic shift-mode “D” over a standby-period after the return. The T-ECU controls the shift-stage in the automatic shift-mode “D” until the detection of the operation of the shift-lever after the standby-period passes.

Abstract: A diagnostic apparatus (10) in which a drive circuit (2) is configured of switching means (3) for supplying an electric current to a linear solenoid valve and variably regulating a valve opening degree on the basis of inputted ON-OFF signals, current detection means (4) for detecting an electric current flowing from the switching means (3) to the linear solenoid valve (1), and control means (5) for outputting ON-OFF signals to the switching means (3) on the basis of a detected current value from the current detection means (4) so that the linear solenoid valve has a target opening degree, and which diagnoses a ground short between the drive circuit (2) and the linear solenoid valve (1), the diagnostic apparatus including ground short detection means (5) for detecting a switching of ON-OFF signals inputted in the switching means (3) and determining a ground short fault when the number of ON-OFF switching cycles per a predetermined interval is equal to or less than a predetermined number of cycles.

Abstract: An engine control system of a vehicle comprises a torque module and a chassis request evaluation module. The torque module controls a torque output of an engine based on a driver torque request and selectively increases the torque output based on a chassis torque request. The chassis request evaluation module selectively prevents the increase of the torque output based on at least one of a vehicle speed, a transmission state, and an accelerator pedal position.

Abstract: A vehicle speed control system for a vehicle including a failure detector configured to determine whether or not a failure occurs in the vehicle, a vehicle speed restriction controller configured to control a driving power source to decrease a vehicle speed of the vehicle when the failure detector detects the failure, and a driving state detector configured to detect a driving state of the vehicle. The vehicle speed restriction controller is configured to determine a deceleration pattern according to the driving state detected by the driving state detector at detection of the failure.

Abstract: A method for detecting a fault in a coupling having the coupling elements that are movable against each other, which are situated between a first drive unit and a second drive unit, having the steps of providing a torque by the second drive unit, activating the coupling so that the coupling elements are moved into a position which, in the normal state of the coupling, corresponds to a touch point position which corresponds to a position of the coupling elements in which, in the normal state of the coupling, the coupling elements lie against each other, but no torque is able to be transmitted between the coupling elements, determining, after the setting in of the touch point position, whether a torque is being transmitted from the second drive unit to the first drive unit via the coupling, as well as detecting a fault in the coupling if it is determined that a certain torque is being transmitted via the coupling.

Abstract: A system comprises a shifter module, an engine control module, and a transmission control module. The shifter module generates a position signal based on a position of a driver input. The engine control module controls an engine, selects one of a plurality of transmission gear ranges based on a mapping of the position signal to the plurality of transmission gear ranges, and generates a range request signal based on the selected transmission gear range. The transmission control module controls a transmission based on the range request signal.

Abstract: A detection scheme for diagnosing failure of clutch control components in a hydraulic control module of a power transmission utilizes pressure switch sensors to detect the position of each of the valves associated with the clutch control mechanization. The mechanization of these sensors with the valves provides the ability to clearly define the position of each of the valves, while also enabling the transmission electro-hydraulic control module (TEHCM) to diagnose the state of health of each pressure switch. The detection scheme may then differentiate between a failed switch and a failed (e.g., “stuck” or “out of position”) valve, while preventing unexpected and undesired shift sequencing within the transmission.

Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absolute

Abstract: A parameter having an accelerator pedal position and a drive force as components is set according to information representing driver's operations such as the accelerator pedal position and a stroke amount of a brake pedal. Similarly to the information representing the driver's operation, a parameter having the accelerator pedal position and the drive force as the components is set according to information representing running environment of a vehicle such as a gradient of a road surface, a curvature of the road surface, a friction coefficient ? of the road surface, a type of a road and a length of traffic jam. One parameter ?(OUT) is set by mediating a parameter ?(1) obtained from the information representing the driver's operation and a parameter ?(2) obtained from the information representing the running environment of the vehicle. The gear corresponding to the parameter ?(OUT) is set.

Abstract: A recovery control system and method for automatic transmissions includes a diagnostic module that determines a fault condition of a variable bleed solenoid (VBS) when the automatic transmission fails to establish a desired drive ratio. A recovery module initiates a recovery cycle of the VBS based on the fault condition. The fault condition includes one of a clutch stuck-on condition and a clutch stuck-off condition. A clutch controlled by the VBS fails to disengage during the clutch stuck-on condition, and the clutch fails to engage during the clutch stuck-on condition.

Abstract: A hydraulic or pneumatic control device for an automated shift transmission including actuating devices with actuating cylinders (15, 16) having pressure spaces (19a, 19b; 20a, 20b). The pressure spaces (19a, 19b; 20a, 20b) of the actuating cylinders (15, 16) can be connected by a respective control valve (22a, 22b; 32a, 32b) to a pressure line (26), which can be selectively connected to or cut off from a main pressure line (8) by a main shut-off valve (45a). At least one additional main shut-off valve (45b) is arranged in parallel with the first main shut-off valve (45a) between the main pressure line (8) and the pressure line (26) to improve the control characteristics and increase the operational reliability.

Abstract: A method of selecting a neutral position of an automatic or automated transmission and a parking gear to immobilize a motor vehicle. The neutral position and parking device can be set or activated, depending on a gear selected by the driver with a selector device and depending on other vehicle operating parameters. Only when the motor vehicle is at least substantially stationary, an ignition circuit acting on the drive motor vehicle is electrically interrupted and a “Neutral” (N) gear is selected by a selector device occur simultaneously, can an N-holding phase, in which the transmission is in a friction-free neutral position, be activated by a separate control device provided in addition to the selector device, as long as an energy management system of the motor vehicle allows activation of the N-holding phase.

Abstract: The invention concerns a method for the automatic control of a neutral position and a parking lock of an automatic or automated motor vehicle transmission, such that the neutral position and the parking lock of the transmission provided in order to immobilize the motor vehicle can be engaged as a function of a drive setting selected by the driver of the motor vehicle using a selector device, and as a function of other operating parameters of the vehicle. In addition, the invention concerns a motor vehicle controlled by the method.

Abstract: An automatic transmission calculates a current thermal load state of the frictional element, predicts (S24, 531), prior to the start of the shift, a heat generation amount of the frictional element during the shift, predicts (S25, S32) a thermal load state of the frictional element upon shift completion on the basis of the current thermal load state and the predicted heat generation amount, and when the predicted thermal load state upon shift completion is inside a predetermined region, either performs (S28, S38) the shift after modifying a shift mode such that the heat generation amount of the frictional element is smaller than that of a case in which the predicted thermal load state upon shift completion is outside the predetermined region, or prohibits (S39) the shift, wherein the predetermined region is set at a different region depending on whether the shift is an upshift or a downshift.

Abstract: A method and system for hybrid automated manual transmission and non-hybrid automated manual transmission shift methodologies for tanker trucks are disclosed. A request is received to change a transmission gear ratio of a vehicle transporting a liquid. The request is rejected if a condition indicative of liquid sloshing is detected, and the gear ratio is changed from a current gear ratio to a target gear ratio if the condition indicative of liquid sloshing is not detected. A trigger may enable the detection of liquid sloshing. A transmission controller selects a current gear ratio of the transmission, detects a condition indicative of sloshing of the liquid transported by the vehicle, disables a selection of a select a target gear ratio of the transmission if the condition indicative of liquid sloshing is detected, and selects a target gear ratio of the transmission if the condition indicative of liquid sloshing is not detected.

Abstract: Two data processing units having the same function, one of which is used for a master and the other for comparison, are provided, control of a circuit unit is performed by the master, the master data processing unit and the circuit unit are operated in synchronization with a first clock signal, the second data processing unit is operated in synchronization with a second clock signal having the same cycle and different phase from the first clock signal, and processing results of both the data processing units are compared in a comparison circuit. Flip flops are disposed on a signal path from the circuit unit to the comparison data processing unit and on a signal path from the master data processing unit to the comparator, and both the first and second clock signals are used for latch clocks of the flip flops in accordance with input signals thereof.

Abstract: A method of gear shifting in a servo-controlled gearbox. The method generates an oscillation on angular velocities of primary and secondary shafts of the gearbox, separates the primary shaft from the secondary shaft thus disengaging a first current gear when the oscillation has taken the angular velocity of the primary shaft close to the angular velocity that the primary shaft must assume to engage a second next gear, and connects the primary shaft to the secondary shaft thus engaging the second next gear when the oscillation has led the angular velocity of the secondary shaft to equalize the current angular velocity of the primary shaft multiplied by the transmission ratio of the second next gear.

Abstract: A machine is provided. The machine includes a body, an engine, a transmission, a seat assembly, an electronic control module, a first transmission controller, and a second transmission controller. The engine is mounted within the body and powers the machine. The transmission is coupled to the engine. The seat assembly is rotatably mounted to the body and moveable between a first position and a second position. The electronic control module is in electrical communication with the engine and the seat assembly. The first transmission controller is in electrical communication with the electronic control module and operable to control the transmission with a first transmission command. The second transmission controller is in electrical communication with the electronic control module and operable to control the transmission a second transmission command when the seat assembly is in the first position and the first transmission command is neutral.

Abstract: A drive unit for a motor vehicle, comprising an engine, a transmission or gearbox, a clutch aggregate for transmitting torque, the clutch aggregate including at least two friction clutches that are assigned to an input shaft of the transmission or gearbox, wherein at least one of the at least two friction clutches features an energy accumulator operatively arranged to generate a lock-up force required for torque transmission through the clutch aggregate, and a control unit operatively arranged to control an automatic activation of the at least two friction clutches and the transmission or gearbox, wherein in the event of a malfunction of the activation of the friction clutch, the stored energy in the accumulator creates an interruption of torque transmission within a section of the drive unit connected downstream of the clutch aggregate.

Abstract: Provided is an automobile operation apparatus and method designed for detecting failure of a drive gear selector of an automatic transmission having a normal mode constituted by P, R, N and D gears, and a sport mode. The automobile operation apparatus includes up/down switches for shifting a gear of the automatic transmission up or down when a gearshift lever is shifted from the normal mode to the sport mode, a detection means for detecting whether the gearshift lever is shifted to the sport mode, and a control means for controlling a D gear operation at the up/down switches when the D gear is abnormal and the detection means detects a mode change. Therefore, an automobile can be driven, even when a D gear for forward driving malfunctions, by a virtual drive mode switch that is equivalent to the D gear in an emergency.

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: Described is a method for controlling a transmission for motor vehicles, especially an automatic transmission or an automatic gearbox, where a gear ratio (“1”, “2”, “3”, “4”, “5”, “6”) is adjusted according to operating conditions by means of pre-determined shifting programs (“0”, “Eco”, “Normal”, “Sport”, “Mountain II”, “Warm-up”, “Tip”) and corresponding specific shifting values (HS45, RS43) and where in relation to a vehicle's actual operating condition at least one special function (“Curve Recognition KE”, “Rapid Drive Pedal Release FO”, “Spontaneous Delay Vehicle SVF”, “Drive Speed Control FGR”, “Drive Dynamic control ESP”) is activated, which prevents the change from an actual gear ratio to a target gear ratio requested by a shifting program within a pre-determined operating range of a vehicle. In a first version of the method, the operating range, wherein a gear ratio change of the transmission is prevented, is changed in relation to applied specific values that depend on the operating condition.

Abstract: A torque estimator is disclosed for estimating torque on a machine. A computer system may include a torque estimator module located on the machine. The torque estimator module may be configured to receive a plurality of engine parameters, receive a drivetrain component parameter, determine an estimated torque value at the drivetrain component based on the plurality of engine parameters and the drivetrain component parameter. The computer system also may include an analysis module located on the machine. The analysis module may be configured to receive the estimated torque value and the drivetrain component parameter, and update a histogram data structure based on the estimated torque value and the drivetrain component parameter. The analysis module may also be configured to evaluate the histogram data structure in order to determine if excessive torque is being applied to a drivetrain component.

Abstract: A range-switching device of an automatic transmission has a control device that executes a fail-safe process of prohibiting the changing to the parking range if a parking load greater than or equal to a predetermined value occurs when the vehicle is at rest.

Abstract: The present invention relates to a method for controlling a TCU fail-safe using an electronic shift lever. A failure state of TCU is verified through CAN BUS (serial communication, or hardware wire) using an electronic shift lever unit, and a parking sprag is forcibly unlocked from a parking gear by pulling an override cable for parking by the an electronic shift lever unit when TCU being in the failure state, so that the implementation of fail-safe according to a failure of TCU is accomplished with higher control stability than using a transmission and without an addition of a component or a change of design.

Abstract: A shifting range sensing system, may include a shift lever pivotally connected to a vehicle body, a shift range sensing apparatus to sense a pivotal movement of the shift lever, an inhibitor switch mounted in a transmission, and a controller taking an emergency measure when a signal of the inhibitor switch and a signal of the shifting range sensing apparatus do not indicate the same shifting range.

Abstract: A method of operating an automatic transmission of a motor vehicle, in particular a variable-speed transmission. The automatic transmission includes at least five shift elements, at least three of which are engaged in a forward and a reverse gear to transfer torque or force. When disengaging gears for shifting the automatic transmission from a forward or reverse gear to a neutral position, at least one of the at least three shift elements that are engaged in the respective forward or reverse gear is completely disengaged.

Abstract: A control method is provided including detecting transmission output speed and a forward and reverse shift request, and executing inhibit limits when the detected speed exceeds a predetermined threshold speed. The inhibit limits slow the output speed to zero upon detection of a shift request at output speeds above the threshold, with a pedal progression map executed upon reaching zero output speed. The limits approach zero output torque as vehicle speed increases, reaching zero at a relatively high speed and simulating a neutral transmission upon a detected shift request at high speed. A vehicle is also provided having a transmission, a sensor for detecting transmission output speed, a sensor for detecting a shift request, and a PCM having an algorithm and a threshold transmission output speed. The algorithm inhibits a shift event in the direction opposite that of vehicle travel upon detection when vehicle speed is greater than the threshold.

Abstract: An automatic transmission calculates a current thermal load state of the frictional element, predicts (S41), prior to the start of the shift, a heat generation amount of the frictional element during the shift, predicts (S42) a thermal load state of the frictional element upon shift completion on the basis of the current thermal load state of the frictional element and the predicted heat generation amount, determines (S43, S44, S45) whether to permit or prohibit the shift on the basis of the predicted thermal load state upon shift completion, and halts the determination as to whether to permit or prohibit the shift, made on the basis of the predicted thermal load state upon shift completion, when a shift mode of the shift is a second shift mode in which the heat generation amount is smaller than that of a first shift mode.

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: Systems and methods are provided for managing an interior component of a vehicle. A system includes a device for monitoring a passenger, a vehicle speed detector, and a controller in communication the interior component, the passenger monitoring device, and the vehicle speed detector, wherein the controller is configured to disable at least one function of the interior component if the rate of speed is greater than a predetermined threshold speed and enable the disabled function(s) when the passenger attempts to actuate the function(s). One method includes the steps of determining a rate of speed the vehicle is traveling, disabling at least one function of the interior component when the rate of speed is greater than a predetermined threshold speed, and enabling the disabled function(s) when the rate of speed is greater than the threshold speed if a passenger attempts to actuate the function(s).