Abstract: The present invention provides a method and apparatus for monitoring the operation of a mobile machine. The machine includes a mobile communicator adapted to communicate with a remote monitoring station. The method includes the steps of receiving a configuration message from the remote monitoring station via a wireless communication link, comparing at least one of a current machine position to the configuration information a current machine time of operation to the configuration message, and sending an alarm message to the remote monitoring station in response the comparison.

Abstract: To minimize a delay time of the start of the control of a solenoid valve for changing gear ratios of a transmission, the need for a speed change is judged and when the speed change is needed, a control cycle of the solenoid valve is made longer than the control cycle in the steady state.

Abstract: A DSRC car-mounted equipment which prevents an IC card from being inserted when the temperature lies outside a tolerable temperature range, in order to avoid the thermal deformation and low-temperature breakage of the IC card. The DSRC car-mounted equipment comprises a communication control unit for executing a dedicated narrow-range communication with an on-the-road equipment 1, an IC card accommodation portion 9, a contact portion 10 connected to an electrode portion D of the IC card, a car-mounted equipment controller for reading and writing data to, and from, the IC card, a circuit board 8 constituting the IC card accommodation portion, temperature sensors 11 and 12 disposed near the IC card accommodation portion, a temperature-judging unit for judging whether the temperature data are within the temperature range tolerated by the IC card, and alarm unit 6 and 7 for producing an alarm when the temperature data lie outside the tolerable temperature range.

Abstract: In an electronic control system for an automatic transmission, a vehicular input signal detecting system samples an analog signal from the sensor based on a pulse signal output to control a solenoid.

Abstract: The control method comprises the stages of: generating a reference torque signal, the instantaneous value of which indicates the desired value of the torque transmitted through the clutch; generating a reaction signal correlated to the position of an actuating member of the clutch, the position of the actuating member being comprised between a first end-of-travel position in which the clutch is completely open and a second end-of-travel position in which the clutch is completely closed; generating an estimated torque signal, the instantaneous value of which indicates the estimated value of the torque transmitted through the clutch, on the basis of the reaction signal and a transmissibility function of the clutch; and generating a control signal for adjusting the position of the clutch as a function of the reference torque signal and the estimated torque signal.

Abstract: A hybrid control system executes tasks within a transaction which is executed in a given order. The order in which the tasks are executed is inversely proportional to their deadlines. The deadlines are assigned an initial deadline D, an initial maximum end-to-end delay of the transaction is calculated using the initial deadlines D and the given order of the tasks.The deadline of the task with the largest deadline is reduced by an increment to give a new deadline and if the task following it has an increment to give a new deadline. A new end-to-end delay is calculated using the new deadlines and the given order of the tasks. These steps are repeated until the new end-to-end delay does not exceed the desired maximum end-to-end delay.

Abstract: Drive and driven pulley necessary axial thrusts (Qdrnec, Qdnnec) necessary for power transmission without belt slippage are found in accordance with the input torque and transmission ratio; the vehicle speed and degree of accelerator opening target transmission ratio (itgt) and target rate of change of transmission ratio (ditgt) are found; this axial thrust (Qdnnec) is set as the driven pulley target axial thrust (Qdncmd); and the drive pulley axial thrust necessary to obtain the target values (itgt) and (ditgt) is set as the drive pulley target axial thrust (Qdrcmd). Then, if (Qdrcmd)<(Qdrnec), this axial thrust (Qdrnec) is altered and set as the drive pulley target axial thrust (Qdrcmd) and the driven axial thrust necessary for obtaining the target values (itgt), (ditgt) is altered and set as the driven pulley target axial thrust (Qdncmd). Drive and driven pulley axial thrust control is performed such that these target axial thrusts (Qdrcmd, Qdncmd) are obtained.

Abstract: A method is provided for controlling an automatic transmission. The method initially determines if a kick down gear change is required. If so, the method determines if the throttle rate is increasing. If the throttle rate is increasing, the method determines if the throttle rate is less than a pre-selected threshold. If the throttle rate is greater than or equal to the pre-selected threshold, the kick down gear change is performed at an aggressive rate. However, if the throttle rate is less than the pre-selected threshold, the kick down gear change is performed at a slower rate.

Abstract: A method of detecting an abnormality of a control unit arranged to execute a writing process and a reading process of data between a CPU and EEPROM. The method measures a time period of the reading process and informs that an abnormality of a system is generated when the reading process time period becomes greater than a predetermined value.

Abstract: A process is proposed for automatically coordinating the filling and feeding operation of hydraulically operated and hydraulically or electronically individually commanded shift elements. The filling and feeding operation is divided into a rapid filling phase and a filling equalization phase and has as parameters at least one rapid filling period, one rapid filling pressure, one filling equalization period and one filling equalization pressure. To optimize said parameters two of the four are preset and for the other two, an optimal value is determined for the first parameter to be optimized on the basis of a preset, time-dependent pressure curve in which a pressure increase phase follows the rapid filling phase and equalization phase. To this end, based on an initial value presettable in each case, the first parameter is gradually adjusted until a speed change occurs at or before the start of the pressure increase phase.

Abstract: A detector is provided to detect the inertia phase at the time of shifting in a vehicle automatic transmission. A torque variation coefficient calculator calculates varying rate of the torque variation, while a memory stores a constant value of the torque variation. A comparator compares the coefficient of the torque variation with the constant value, and command generator outputs commands for operating the transmission on the basis of the result of the comparison. Therefore, torque fluctuations at the time of shifting are decreased.

Abstract: The present invention is a control device and a control method for a transmission with a clutch, by which the clutch is smoothly coupled without generation of shocks or the like in a vehicle.

Abstract: The present invention relates to a semi-automatic gearbox system, characterized by the fact that it includes means suitable for causing first gear to be engaged automatically when the system detects that the vehicle has stopped, with the engine running, and with a gear ratio other than neutral or than reverse.

Abstract: There is provided vehicle diagnostic method and apparatus capable of reducing restrictions on the sequence and timing of operations to be performed by an operator for each diagnostic item.In the vehicle diagnostic apparatus, the actual vehicle state detected by the vehicle state detection apparatus 223 is compared with the expected state selected by the selection apparatus 222. For example, while the operator runs the vehicle on purpose to execute the "Vehicle Sensor Diagnosis", if an actual state (vehicle speed VS) is detected by the vehicle state detection apparatus 223, an expected state of the vehicle speed (reference vehicle speed VSref) will be selected by the selection apparatus 222. Then both states are compared by the comparison apparatus 224. When both states are identified as exhibiting an expected relation (e.g., correspondence), the comparison apparatus 224 makes the display 27 indicate that the diagnostic item 1 is passed. Specifically, the indication of "01" is erased from the display 27.

Abstract: A control system for a vehicle with an automatic transmission adapted to prohibit the upshifting from a second shift stage to a third shift stage upon generation of a slipping of driven wheels. When an accelerator pedal is depressed to increase the throttle opening degree TH in order to permit the vehicle to be started to travel on an icy surface and the like having a lower road surface friction coefficient, the vehicle speed V detected based on the number of rotations of an output shaft of an automatic transmission is rapidly increased due to the generation of a slipping, whereby the upshifting from the second shift stage to the third shift stage is prohibited. A vehicle speed generated on a usual flat road is previously stored, and a presumed vehicle speed VYS is calculated from such vehicle speed and a time elapsed after the generation of the slipping.

Abstract: A control method/program for rapidly confirming engagement of a target gear ratio (GR.sub.T) in an automated mechanical transmission system (92) on the basis of input signals (ES, or IS, OS) indicative of transmission input shaft (18) and output shaft (58) rotational speeds.

Abstract: A process for presuming a power-transmitted state in a metal belt-type continuously variable transmission and for controlling axial thrust in a metal belt-type continuously variable transmission wherein it is presumed that a vector sum of friction coefficients .mu..sub.TDN and .mu..sub.RDN of a driven pulley is 0.1; a friction coefficient .mu..sub.RDR of a drive pulley is 0, and a friction coefficient .mu..sub.SDR or .mu..sub.SDN of the one of the pulleys which has a smaller winding radius is 0.1. A speed ratio i, a number N.sub.IN of rotations of the drive pulley, an input torque T.sub.IN to the drive pulley and an axial thrust Q.sub.DN of the driven pulley are measured, and the measured values are introduced into relational equations of the balance of forces on various portions of a metal belt-type continuously variable transmission. In this manner, an axial thrust Q.sub.DR of the drive pulley, urging forces E.sub.1 and E.sub.2 between the blocks and the pulleys, an axis-axis force FS, ring tensions T.sub.

Abstract: An apparatus for controlling the pressure of a hydraulically operated frictional coupling device which is released or engaged to achieve a shifting action of an automatic transmission, by first rapidly reducing or increasing the pressure to a predetermined level, holding the pressure at this level for a predetermined time and then continuously reducing or increasing the pressure to complete the shifting action, wherein a learning compensation device is provided to update, by learning compensation, a selected control parameter influencing a pattern of change of the pressure of the coupling device during the shifting action such that the shifting action is achieved in a predetermined manner.

Abstract: A current control system for a linear solenoid for feedback-controlling an output voltage value on the basis of a difference between a command current value to the linear solenoid, as set according to a vehicle running state, and a feedback current value, as produced by monitoring a current value to be really fed to the linear solenoid, including: a decision circuit that decides whether or not the resistance value of the linear solenoid can be calculated; a real resistance value calculating circuit that calculates a real resistance value on the basis of a signal coming from the decision circuit, the command current value and the output voltage value; a comparison circuit that compares the calculated real resistance value and a resistance value in a memory unit; and a correction circuit that corrects the resistance value in the memory unit on the basis of the comparison result from the comparison circuit. The output voltage value is outputted on the basis of the corrected resistance value.

Abstract: An anti-lock control method whereby a control period of pressurization/pressure-reduction during anti-lock control is maintained constant. In the anti-lock control method, a control period T(n) from a high peak of a body velocity to a next high peak is measured, a difference between a target control period time (Tset) and the control period time T(n) is obtained when the control period time is shorter than the target control period time (Tset), the difference is added to a current pressurization start delay time Twait(n-1) to obtain a next pressurization start delay time Twait(n), and a next pressurization start time is delayed by the obtained pressurization start delay time.

Abstract: A method is provided for improving response time in a vehicle active tilt control system having front and rear stabilizer bars adjustable by front and rear hydraulic actuators which are movable in first and second opposing directions for adjusting vehicle body roll resistance provided by the stabilizer bars, and having a pressure control valve for controlling hydraulic pressure to the actuators.

Abstract: The invention serves to take account of the reaction time of an item of equipment to be driven which, when a travel reference value, serving as a way-mark, is reached on a travel of an item of equipment in an industrial plant, is intended to be activated or deactivated, the travel being able to be covered at different speeds.

Abstract: In apparatus and method for controlling a gear shift of a vehicular automatic transmission, the automatic transmission the automatic transmission having a releasing frictional element, a clutching frictional element, and a source of a releasing working liquid pressure to be applied to the releasing frictional element and a clutching working liquid pressure to be applied to the clutching frictional element, a gear shift in the automatic transmission being carried out by a shift from the releasing frictional element to the clutching frictional element, during a time duration from a time at which a gear shift instruction is outputted to a time at which a torque phase is started, the releasing working liquid pressure is reduced and reached without undershooting to a first predetermined working liquid pressure value under which the releasing frictional element is in a state immediately before an occurrence of a slip and the clutching working liquid pressure is set at least a second predetermined working liquid pre

Abstract: A method and apparatus for shuttle shifting a power transmission are disclosed. The transmission is of the type including a plurality of intermeshing gears and a plurality of clutches associated with the gears. The clutches are engageable in predetermined combinations to place the transmission in various gear ratios. A control system permits the transmission to be shuttle shifted from forward to reverse gear ratios and vice versa, taking into account the vehicle speed and the target gear ratio to be engaged following the shuttle shift. If the shuttle shift request prior to expiration of a preset time following movement of a command device from a directional position, the transmission is placed in a neutral condition. If the vehicle speed is greater than a maximum allowable shuttle shifting speed upon request of the shuttle shift, the transmission is placed in a neutral condition.

Abstract: In a vehicle having a power shift transmission engageable in a plurality of forward gear ratios by engaging and disengaging first and second fluid clutches with a fluid from a fluid supply, a manifold apparatus for measuring a pressure of the fluid and simultaneously filling the first and second clutches with the fluid supply having a first clutch fill valve fluidly coupled to the first clutch to control the flow of the fluid to the first clutch; a second clutch fill valve fluidly coupled to the second clutch to control the flow of the fluid to the second clutch; a manifold fluidly coupled to the first and second clutch valves to conduct the fluid from the fluid supply to the first and second clutch valves; a first flow restrictor disposed between the manifold and the fluid supply to restrict the flow of the fluid from the fluid supply to the manifold; and a pressure transducer fluidly communicating with the manifold to generate a signal representative of the pressure of the fluid within the manifold, where t

Abstract: An apparatus for controlling the pressure of a hydraulically operated frictional coupling device which is released or engaged to achieve a shifting action of an automatic transmission, by first rapidly reducing or increasing the pressure to a predetermined level, holding the pressure at this level for a predetermined time and then continuously reducing or increasing the pressure to complete the shifting action. A learning compensation device is provided to update, by learning compensation, a selected control parameter influencing a pattern of change of the pressure of the coupling device during the shifting action such that the shifting action is achieved in a predetermined manner.

Abstract: A differential global position system wherein a DGPS ground station encodes signals from a plurality of satellites and transmits the encoded signal with satellite-specific pseudo range error signals and a ground station repeaters located remote from the DGPS ground station to receive the encoded signal and retransmit it to an airborne object.

Abstract: A driving-torque control system for a four-wheel-drive vehicle includes a transfer clutch employed in a transfer of the four-wheel-drive vehicle for varying a distribution ratio of driving torque between front and rear road wheels depending on a front-and-rear wheel revolution-speed difference. A calculation unit derives a command value of the engaging force of the transfer clutch from the front-and-rear wheel revolution-speed difference. A load-condition detection unit detects an input load condition of the transfer clutch, on the basis of the front-and-rear wheel revolution-speed difference and the command value of the engaging force. A comparing unit compares the input load condition detected by the load-condition detection unit with a predetermined threshold. A compensation unit compensates the engaging force of the transfer clutch so that the transfer clutch is held in a completely engaged state for a predetermined holding time duration, when the input load condition exceeds the predetermined threshold.

Abstract: A control method/system for controlling engagement of reverse ratios in automated vehicular transmission systems (10) having a controller (38) issuing command output signals to non-manually controlled actuators (30, 34) is provided. The controller includes logic rules for (i) sensing predetermined reverse ratio enabling conditions, including remaining in neutral for at least a predetermined period of time (N.sub.T >REF.sub.2) prior to selecting reverse, and (ii) issuing commands to cause a reverse ratio to be engaged only upon sensing such conditions, to minimize accidental engagement of reverse ratios without requiring mechanical interlocks.

Abstract: An interactive cruise control system and method for providing automatic speed control of a vehicle with improved shifting of an automatic transmission. The system and method controls speed of a vehicle equipped with cruise control and minimizes downshifts in an automatic transmission of the vehicle. Vehicle speed is detected and compared with a setpoint speed which is associated with the cruise control system. Transmission gear shifting is determined based on predetermined shift schedule points. Determined transmission gear downshifts are prevented for a kickdown delay period based on vehicle speed loss and the presence of vehicle deceleration. Also provided is an overspeed reduction method for causing a transmission downshift during an overspeed condition with the throttle closed. Further, the system provides hunting prevention between both second gear and third gear as well as between third gear and fourth gear for a four speed automatic transmission.

Abstract: A control system and method for controlling start-from-stop operation in an automated mechanical transmission system, including a multiple-speed change-gear transmission (10) having a lowest grouping of ratios (first-fourth) suitable for start-from-stop operation, is provided. Upon a request or requirement for a shift into a default start ratio, the system controller (106) will cause initiation of a shift into the highest gear ratio (fourth) of the lowest group of ratios.

Abstract: An automatic transmission learning control apparatus comprises a memory for storing parameters in memory locations specified for respective throttle valve position ranges. A physical quantity related to a gear shift operation made in an automatic transmission is measured. The parameter stored in the memory location specified by the throttle valve position range including the sensed throttle valve position is updated in a direction to bring the measured physical quantity into agreement with a target value. The parameter stored in the memory location specified by the throttle valve position range including the existing throttle valve position is used to control the gear shift operation. The throttle valve position ranges have a smaller width for a throttle valve position causing a greater rate of change of a torque inputted to the automatic transmission with respect to a throttle valve position change.

Abstract: The invention relates to an improved method and arrangement for implementing that method, for obtaining in motor vehicles with mechanical stepped gearboxes with automatic gear changing a gentle and quiet engine adjustment during downshifts in normal operating situations and automatically in operating situations where a need for quicker downshifts requires quicker engine synchronisation. In normal operating situations, downshifts involve using only a limited fuel quantity, preferably corresponding to 20% of full-load fuel quantity, in order to raise the engine speed to the synchronous speed for the next gear, resulting in quieter engine adjustment without the occurrence of obvious disturbance of comfort, risk of losing downshifts or safety disadvantages.