Abstract: A braking force controller causes a first actuator unit to generate a target jerk when the target jerk is equal to or larger than a first jerk, causes the first actuator unit to generate the first jerk and a second actuator unit to generate a jerk obtained by subtracting the first jerk from the target jerk as an additional jerk when the target jerk is smaller than the first jerk and equal to or larger than the sum of the first jerk and a second jerk, and causes the first actuator unit to generate the first jerk and the second actuator unit to generate the second jerk as the additional jerk when the target jerk is smaller than the sum of the first jerk and the second jerk.

Abstract: A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

Abstract: A braking force controller causes a first actuator unit to generate a target jerk when the target jerk is equal to or larger than a first jerk, causes the first actuator unit to generate the first jerk and a second actuator unit to generate a jerk obtained by subtracting the first jerk from the target jerk as an additional jerk when the target jerk is smaller than the first jerk and equal to or larger than the sum of the first jerk and a second jerk, and causes the first actuator unit to generate the first jerk and the second actuator unit to generate the second jerk as the additional jerk when the target jerk is smaller than the sum of the first jerk and the second jerk.

Abstract: A braking force controller causes a first actuator unit to generate a target jerk when the target jerk is equal to or larger than a first jerk, causes the first actuator unit to generate the first jerk and a second actuator unit to generate a jerk obtained by subtracting the first jerk from the target jerk as an additional jerk when the target jerk is smaller than the first jerk and equal to or larger than the sum of the first jerk and a second jerk, and causes the first actuator unit to generate the first jerk and the second actuator unit to generate the second jerk as the additional jerk when the target jerk is smaller than the sum of the first jerk and the second jerk.

Abstract: A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

Abstract: A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

Abstract: A shift control device of a vehicle including an internal combustion engine and a multi-speed transmission in series, the shift control device comprises: a control portion providing a downshift control in which an input shaft rotation speed of the multi-speed transmission is increased through a torque-up of the internal combustion engine toward a post-shift input shaft rotation speed in a neutral state where a release-side engagement device to be released during a downshift of the multi-speed transmission is released, so as to engage an engagement-side engagement device to be engaged after the shift. In the case of a shift pattern having a large internal inertia of the multi-speed transmission, the control portion controls a torque capacity of the engagement-side engagement device to a value greater than zero before starting a torque-up control of the internal combustion engine.

Abstract: A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

Abstract: A braking force controller causes a first actuator unit to generate a target jerk when the target jerk is equal to or larger than a first jerk, causes the first actuator unit to generate the first jerk and a second actuator unit to generate a jerk obtained by subtracting the first jerk from the target jerk as an additional jerk when the target jerk is smaller than the first jerk and equal to or larger than the sum of the first jerk and a second jerk, and causes the first actuator unit to generate the first jerk and the second actuator unit to generate the second jerk as the additional jerk when the target jerk is smaller than the sum of the first jerk and the second jerk.

Abstract: An electronic control unit is configured to control a hydraulic pressures of engaging element and disengaging element in accordance with a preset target output shaft torque during a power-on downshift. The electronic control unit is configured to delay a start of decrease in the hydraulic pressure of the disengaging element from a start of a torque phase while maintain the hydraulic pressure of the disengaging element at the start of the torque phase. The electronic control unit is configured to start decreasing the hydraulic pressure of the disengaging element when the electronic control unit determines that overspeed of an input shaft is occurring during the torque phase and a predetermined condition is established.

Abstract: A control device of a vehicle including a motor and a multi-speed type automatic transmission including a plurality of engagement devices, the control device engaging the engagement device to be engaged and releasing the engagement device to be released when the shift is determined, and controlling an engagement pressure of an engagement device to be released during an upshift in a driven state and a downshift in a driving state and controlling an engagement pressure of an engagement device to be engaged during an upshift in the driving state and a downshift in the driven state so as to control a rotation speed of a rotating element of the automatic transmission, the control device increasing an instruction pressure of the engagement device to a target surge pressure for a target surge time when switching is performed during the upshift and the downshift in the driven state, to the driving state.

Abstract: A vehicle control device including a multi-speed transmission switching gear shift positions in accordance with a combination of hydraulic friction engagement devices operations and pressure control solenoid valves, the control device shifting gears by providing a shift output signal including a quick-apply signal to the valves after a first time from a shift request, the control device has: a pulsation drive control portion to control selectively pulsating the pressure control solenoid valves in a cycle; and a quick-apply control prohibiting portion to prohibit a provision of a quick-apply control using the quick-apply signal for a second time from a time of termination of the pulsation drive control, and to permit the provision of the quick-apply control after the elapse of the second time, for a valve having undergone the control, the pulsation drive control portion to terminate the control for a valve when the shift request is made.

Abstract: When there is a request for a skip downshift that transitionally establishes an intermediate speed position, a surge hydraulic pressure at the start of a torque phase during shift control toward the intermediate speed position is set so as to be lower than a surge hydraulic pressure at the start of a torque phase during shift control toward a required speed position.

Abstract: A shift control device of a vehicle including an internal combustion engine and a multi-speed transmission in series, the shift control device comprises: a control portion providing a downshift control in which an input shaft rotation speed of the multi-speed transmission is increased through a torque-up of the internal combustion engine toward a post-shift input shaft rotation speed in a neutral state where a release-side engagement device to be released during a downshift of the multi-speed transmission is released, so as to engage an engagement-side engagement device to be engaged after the shift. In the case of a shift pattern having a large internal inertia of the multi-speed transmission, the control portion controls a torque capacity of the engagement-side engagement device to a value greater than zero before starting a torque-up control of the internal combustion engine.

Abstract: When there is a request for a skip downshift that transitionally establishes an intermediate speed position, a surge hydraulic pressure at the start of a torque phase during shift control toward the intermediate speed position is set so as to be lower than a surge hydraulic pressure at the start of a torque phase during shift control toward a required speed position.

Abstract: An electronic control unit is configured to control a hydraulic pressures of engaging element and disengaging element in accordance with a preset target output shaft torque during a power-on downshift. The electronic control unit is configured to delay a start of decrease in the hydraulic pressure of the disengaging element from a start of a torque phase while maintain the hydraulic pressure of the disengaging element at the start of the torque phase. The electronic control unit is configured to start decreasing the hydraulic pressure of the disengaging element when the electronic control unit determines that overspeed of an input shaft is occurring during the torque phase and a predetermined condition is established.

Abstract: A vehicle control device including a multi-speed transmission switching gear shift positions in accordance with a combination of hydraulic friction engagement devices operations and pressure control solenoid valves, the control device shifting gears by providing a shift output signal including a quick-apply signal to the valves after a first time from a shift request, the control device has: a pulsation drive control portion to control selectively pulsating the pressure control solenoid valves in a cycle; and a quick-apply control prohibiting portion to prohibit a provision of a quick-apply control using the quick-apply signal for a second time from a time of termination of the pulsation drive control, and to permit the provision of the quick-apply control after the elapse of the second time, for a valve having undergone the control, the pulsation drive control portion to terminate the control for a valve when the shift request is made.

Abstract: A control device of a vehicle including a motor and a multi-speed type automatic transmission including a plurality of engagement devices, the control device engaging the engagement device to be engaged and releasing the engagement device to be released when the shift is determined, and controlling an engagement pressure of an engagement device to be released during an upshift in a driven state and a downshift in a driving state and controlling an engagement pressure of an engagement device to be engaged during an upshift in the driving state and a downshift in the driven state so as to control a rotation speed of a rotating element of the automatic transmission, the control device increasing an instruction pressure of the engagement device to a target surge pressure for a target surge time when switching is performed during the upshift and the downshift in the driven state, to the driving state.

Abstract: A device with a stepped automatic transmission to transfer power from a power source to an axle using changeable shift speeds includes an input-side fluid transmission element connected to the power source, an output-side fluid transmission element connected to the transmission input shaft, a lock-up clutch engaging and disengaging the input-side and the output-side fluid transmission elements; a unit adjusting the lock-up clutch; a unit setting, when a downshift is to be performed in response to a predetermined request for a large drive force, a predetermined target slip speed value larger than a non-shifting-time value before a rotational speed of the power source exceeds a input shaft rotational speed after the downshift, and setting the target slip speed to decrease toward the non-shifting-time value along with lapse of time after the power source rotational speed source exceeds the post-shifting input shaft speed; and a unit controlling the engagement force so the slip speed becomes the set target slip s

Abstract: A device with a stepped automatic transmission to transfer power from a power source to an axle using changeable shift speeds includes an input-side fluid transmission element connected to the power source, an output-side fluid transmission element connected to the transmission input shaft, a lock-up clutch engaging and disengaging the input-side and the output-side fluid transmission elements; a unit adjusting the lock-up clutch; a unit setting, when a downshift is to be performed in response to a predetermined request for a large drive force, a predetermined target slip speed value larger than a non-shifting-time value before a rotational speed of the power source exceeds a input shaft rotational speed after the downshift, and setting the target slip speed to decrease toward the non-shifting-time value along with lapse of time after the power source rotational speed source exceeds the post-shifting input shaft speed; and a unit controlling the engagement force so the slip speed becomes the set target slip s