Provided is a hydraulic control device, in which a linear solenoid valve (SLC3) is constituted in a normal open type so that it outputs an application pressure for a clutch (C-3) even if it is turned OFF. On the basis of the application pressure of a clutch (C-2), on the other hand, a first clutch apply relay valve (121) outputs a first preparatory oil pressure at first to third forward speed stages, and outputs a second preparatory oil pressure at fourth to sixth forward speed stages. A second clutch apply relay valve (122) feeds hydraulic servos (41 and 42) at a normal time with the controlpressures of linear solenoid valves (SLC1 and SLC2), respectively, and the hydraulic servos (41 and 42) at an all-off fail time with the first preparatory oil pressure (PDC1) or the second preparatory oil pressure (PDC2), so that it applies the clutch (C-1) or the clutch (C-2) thereby to achieve a forward third speed stage or a forward fifth speed stage. In short, the hydraulic control device canbe made compact and can cut costs, although it can achieve a low-speed stage or a high-speed stage at the all off-fail time.

Hydraulic control device for automatic transmission

A driving/braking force manipulation control input of a k-th wheel, which denotes one or more specific wheels among a plurality of wheels of a vehicle, is determined such that a required condition concerning a relationship among a road surface reaction force that may act from a road surface on the k-th wheel on the basis of the detected values or estimated values of a side slip angle and a friction characteristic of the k-th wheel, a feedback control input related to the driving/braking force of the k-th wheel for bringing a difference between a state amount of the vehicle and a reference state amount close to zero, a driving/braking force feedforward control input based on a drive manipulated variable supplied by a driver of the vehicle, and a k-th wheel driving/braking force manipulation control input is satisfied. This arrangement makes it possible to properly control a motion of an actual vehicle to a desired motion while properly considering the characteristics of a road surface reaction force acting from a road surface on a wheel.

Vehicle Control Device

An exemplary control device includes an input torque detection unit that detects an input torque input to the input shaft; and a controller that: determines torque distribution of two of the friction engagement elements that form the shift speeds; and calculates a transmission torque of the two friction engagement elements based on the input torque and the torque distribution and sets the engagement pressure to obtain a torque capacity that can transmit the transmission torque, wherein the controller sets the engagement pressure such that slippage does not occur in the two friction engagement elements in a state where engagement of the two friction engagement elements forms the shift speeds and such that, even if an additional friction engagement element engages based on the line pressure while the two friction engagement elements are engaged, one of the three friction engagement elements is caused to slip.

Control device for automatic transmission

A method of controlling and/or regulating an automated transmission of a vehicle in which a rolling function or a coasting function of the vehicle is activated in an automatic mode, under predetermined conditions, such that the drivetrain is disengaged and the drive motor is one of operated at idle or is switched off at times. The rolling function or the coasting function is automatically terminated if at least one of the predetermined conditions is no longer present. The rolling function or the coasting function can also be terminated manually by the driver, and a manually operable shifting strategy can be initiated.

Method for controlling and/or regulating an automated transmission

An ECU executes a program including the step (S130) of inhibiting, in a traveling state where a one-way clutch F may engage as in driven state in first gear (YES in S100, YES in S110), normal gear-shifting control under which a gear to be implemented is determined based on the output shaft revolution number NO, in the case where the degree of change ΔNO by which the output shaft revolution number NO changes in a predetermined time period is larger than a threshold value Δ NO (1) (YES in S120) and thus it is regarded that popping could occur due to free turning of drive wheels, and the step (S140) of forcing the gear to be shifted to a gear except for first gear implemented by engagement of the one-way clutch F.

Control apparatus and control method for automatic transmission

PROBLEM TO BE SOLVED: To provide a detecting method of engine rotation speed in which a continuously variable transmission has no negative effect even if an engine is forcibly driven by a starter in an engine equipped with an economical running system. SOLUTION: An engine is equipped with a starter whose operation is controlled with an auxiliary control unit and which can increase engine rotation speed by forcibly driving the engine from outside during an engine operation in which operation is controlled by an engine control unit. If an automatic transmission is a continuously variable transmission consisting of a torque converter, a forward and reverse switching clutch, two pairs of pulleys made up of primary pulleys and secondary pulleys, a V belt laid over across these pulleys, and a pulley driving mechanism in which a groove width of the pulley can be changed, the pulley driving mechanism is made to increase pinching force of a belt on a secondary pulley side of a continuously variable transmission as protecting operation of the continuously variable transmission during a drive of a starter. COPYRIGHT: (C)2005,JPO&NCIPI

Asaoka Ryosuke

Papers

Control device for automatic transmission