Abstract: A control apparatus for a vehicular automatic transmission configured to selectively establish a plurality of shift positions by engaging respective combinations of two frictional coupling devices of a plurality of frictional coupling devices, with output hydraulic pressures of respective ones of a plurality of solenoid valves provided in a hydraulic control circuit, includes: a normal-state output regulation control portion and an electrically-normal-state determining portion.

Abstract: The disclosure relates to methods for operating an automatic start/stop system in a motor vehicle having an internal combustion engine and an automatic clutch, wherein the automatic start/stop system automatically opens the clutch as a function of propulsion requests, wherein the automatic opening of the clutch is prohibited in certain driving situations such as detected hazardous situations.

Abstract: A method for the operation of an automatic transmission in a motor vehicle. The downshifting of the transmission takes advantage of a braking action of a driving motor connected to the automatic transmission through a clutch, are terminated by the closing of a clutch during a compression phase lasting until the achievement of a predetermined threshold speed. For the improvement of the immediacy of the vehicle drive after the termination of the compression phase, the invention provides that at speeds less than the threshold speed, downshifting is carried out and is terminated with an open clutch.

Abstract: A process for assisting the driving of a vehicle provided with a braking system including brake calipers able to be activated as a function of a target braking force, including the steps of: determining an instantaneous state of the vehicle defined by state variables measured by sensors with which the vehicle is provided; testing a logical entry condition verified when the velocity of the vehicle is zero and when the slope is greater than a pre-defined slope; when the logical entry condition is verified, testing a logical exit condition; automatically operating the braking system to keep the vehicle static on the slope while the logical exit condition is not verified; and automatically releasing the activation of the braking system when the logical exit condition is verified.

Abstract: In a method, a steeringwheel torque for the steering wheel of a motor vehicle is determined. In this context, a steering angle for steered wheels is predefined by the driver by means of the steering wheel. A steering torque which represents the forces on the vehicle axle acts on the steering wheel. A desired manual torque (M_soll) is determined here using at least one axle model. The desired manual torque is then superimposed on the actual steeringwheel torque (M_ist).

Abstract: In an engine speed control system mounted on a walk-behind truck having a bed that carries cargo, to power driven wheels through a clutch such that the truck runs and the engine speed is controlled to a desired engine speed, it is detected whether the operator performs operation for disengaging the clutch or for turning the truck, and the desired engine speed is determined to a first value when the operator does not perform any of the operations, while determining it to a second value (lower than the first value) when the operator performs the clutch disengaging or truck turning operation, thereby preventing lurching and sharp turning, protecting cargo against being damaged and falling off, and minimizing fuel consumption and noise.

Abstract: An apparatus and method for a floor maintenance vehicle comprises a transaxle rear drive system and a powered front wheel steering system; and a joystick control system providing integrated control of the transaxle rear drive system and the powered steering system by controlling the traverse speed of the transaxle drive with respect to the steering angle such that the sharper the steering angle the lower the maximum traverse speed. A joystick control process for controlling a floor maintenance vehicle comprises receiving a turn signal to a steering control function from a joystick representing an operator desired turn angle, and outputting from the steering control function a turn angle signal; and receiving a speed signal to a traverse control function from a joystick representing an operator desired speed, and receiving the turn angle signal and outputting a transaxle speed control signal based on the speed signal and the turn angle signal.

Abstract: A control for a differential including magnetic powder torque transfer clutch for controlling slip across the differential mechanism. The clutch includes a first element driveably connected to a first control shaft, a second element driveably connected to the second output shaft, chamber bounded by the first and second elements, magnetic powder located in the chamber; and an elecromagnetic coil producing a magnetic field of variable strength passing through the chamber and magnetic powder and changing a capacity of the clutch to transmit torque between the first and second control shafts as the field strength changes.

Abstract: An input shaft with plural drive gears and an output shaft with plural driven gears engaging the drive gears forms transmission gear trains. An input clutch transmitting power to the input shaft is between an engine and the input shaft, and a bypass clutch transmitting the power to the output shaft is between the input and output shafts. A changing mechanism changes any of the transmission gear trains in a power transmission state, a steering angle detecting means detects a steering angle of a wheel, and an input clutch control means engagement controls the input clutch. The input clutch control means inhibits a shifting operation in a state of disengaging the input clutch, by inhibiting output of a disengagement signal to the input clutch, in the case that the steering angle is more than an allowable value, and a shifting in a state of engaging no bypass clutch is judged.

Abstract: A method is described for control of a CVT automatic transmission (1) in which a sensed main pressure (p_hd_act) and a sensed contact pressure (p_s2_act) of a secondary pulley (7) are entered as signals in an electronic transmission control (8). For diagnosis of an error in the sensing of the main pressure (p_hd_act) and/or of the contact pressure (p_s2_act) of the secondary pulley (7) their actual values or comparison variable (|p_hd_act-p_hd_nom|, |p_s2_act-p_s2_nom|) formed therefrom are compared with applicable threshold values (p_hd_min, pd_phd_regdiff, p_s2_min, pd_ps2_regdiff) associated with a range of plausible pressure values.

Abstract: A power distribution control system for a vehicle, in which a front/rear drive-force distribution control unit computes a torque-response-torque, a revolution-difference-response-torque and a yaw-rate feed back torque. When a torque down command by a traction control is not outputted to an engine control unit, and a braking force control is not active, a transfer clutch torque is setted as defined by a predetermined equation.

Abstract: A method for influencing a shift process connected with a change in transmission ratio when driving a motor vehicle that has a set of driven wheels subject to longitudinal and transverse forces, the method including detecting whether or not the vehicle is traveling around a curve and, if doing so when the shift process is in progress, influencing the shift process so as to decrease the longitudinal forces that act on the driven wheels as a result of the shift process. Also disclosed is an apparatus for performing the disclosed method including a detector for detecting whether or not the vehicle is traveling around a curve and a transmission ratio shifter responsive to the detector that, if the vehicle is traveling around a curve when the shift process is in progress, performs the shift process so as to decrease the longitudinal forces that act on the driven wheels as a result of the shift process.

Abstract: Vehicle control apparatus including a running stability controller for performing a predetermined operation for improving stability of running of the vehicle by reducing engine output, braking the vehicle, holding automatic transmission in a predetermined position or shifting up the transmission, for example, and a device for preventing an interference between the operation of the running stability controller and an operation of a device, such as the automatic transmission, a torque converter lock-up clutch and a differential limiting clutch, which device is provided in a power transmitting system and which is controlled by an appropriate controller.

Abstract: Automotive vehicle control apparatus including a running stability control device for reducing engine output and/or applying brake to vehicle wheels for improving vehicle running stability, a shift control device for shifting an automatic transmission by engagement of at least one hydraulically operated frictional coupling device, depending upon a detected vehicle running condition as compared with a predetermined shift boundary pattern, a running stability control detecting device for detecting an operation of said running stability control device, and one of (a) a coupling pressure control device for controlling a hydraulic pressure of the frictional coupling device to be engaged to shift the automatic transmission, such that a rate of rise of the hydraulic pressure is lower when the operation of running stability control device is detected by the running stability control detecting device, than when the operation of the running stability control device is not detected, and (b) a shift point changing device

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 torque split control apparatus for use with an automotive vehicle including an engine for producing a drive. The automotive vehicle is supported on a pair of primary drive wheels and a pair of secondary drive wheels. The drive is transmitted from the engine to the primary drive wheels and to the secondary drive wheels through a torque distributing clutch capable of varying a torque transmitted to the secondary drive wheels. A control torque is calculated based upon a difference between the primary and secondary drive wheel rotational speeds. The control torque is transmitted through the torque distributing clutch to provide a desired turning characteristic to the vehicle. At least one vehicle condition dependent torque, which is dependent on a specified vehicle operating condition, is calculated. Vehicle operating conditions are monitored to produce a command signal when a 4WD control is demanded.

Abstract: When a vehicle is traveling on a descending slope, the gearshift position of an automatic transmission is set to a position selected in accordance with driver's intention to accelerate the vehicle based on the accelerator opening. A decision is preferably made as to whether the gearshift position should be set to a low-speed gearshift position where an engine brake can be applied, in accordance with the magnitude comparison between a threshold value and at least one value of a gradient of a road and a timedependent change in vehicle speed. The threshold value may be changed to a value that causes the low-speed gearshift position to be easily selected if the frictional resistance of the road surface is judged to be low. Further, the threshold value may be preset corresponding to the degree of gradient and/or winding of the road.

Abstract: In a speed change control method for an automatic transmission for vehicles with a plurality of gearshift positions, the frictional resistance of a road surface is detected, gearshifting to at least a lowest-speed gearshift position is prohibited if the frictional resistance of the road surface is judged to be low. Preferably, gearshifting to at least the lowest-speed gearshift position is prohibited when starting the vehicle from a stopped position if the frictional resistance of the road surface is judged to be low. The frictional resistance of the road surface is determined to be low when an occurrence frequency (%) of the detected frictional resistance value, being less than or equal to a first predetermined value, is more than or equal to a second predetermined value.

Abstract: In a system for controlling a gear ratio of a multi-step geared or continuously variable automatic transmission of a vehicle based on determined parameter indicative of operating condition of the vehicle including a driving resistance, the driving resistance is calculated in an equation in which motive force-driving resistance=vehicle mass.times.acceleration using the law of motion. In the first embodiment, the calculation is carried out, without using a torque sensor, by applying an adjustment for torque consumption by a device such as an air conditioner and a torque loss caused by braking. In the second and third embodiments, the driving resistance is calculated using a torque sensor. Thus, with the arrangement, the driving resistance can be accurately determined applying appropriate adjustment, a gear ratio to be shifted is properly determined in any traveling condition including hill climbing.