Abstract: A vehicle includes a center differential device and an air pressure controller. The center differential device includes a first output shaft coupled to front wheels and a second output shaft coupled to rear wheels. The center differential device is configured to perform differential operation between the first output shaft and the second output shaft and to limit the differential operation between the first output shaft and the second output shaft. The air pressure controller is configured to control air pressure of one or more tires of the front wheels and the rear wheels such that an average rotational speed of the front wheels and an average rotational speed of the rear wheels are equal to each other.

Abstract: A vehicle includes a center differential device and an air pressure controller. The center differential device includes a first output shaft coupled to front wheels and a second output shaft coupled to rear wheels. The center differential device is configured to perform differential operation between the first output shaft and the second output shaft and to limit the differential operation between the first output shaft and the second output shaft. The air pressure controller is configured to control air pressure of one or more tires of the front wheels and the rear wheels such that an average rotational speed of the front wheels and an average rotational speed of the rear wheels are equal to each other.

Abstract: A speed change control apparatus includes a shifting operation unit, a speed change controller, a deceleration detector, a gradient acquiring unit, and an allowable revolution number setting unit. The speed change controller changes the speed ratio of the automatic transmission on the basis of a shifting operation received by the shifting operation unit. In a case where the shifting operation unit receives a downshift request during deceleration of the vehicle, the allowable revolution number setting unit sets high-speed downshift allowable revolution number on the basis of the deceleration rate of the vehicle detected by the deceleration detector and the road-surface gradient acquired by the allowable revolution number setting unit.

Abstract: A speed change control apparatus includes a shifting operation unit, a speed change controller, a deceleration detector, a gradient acquiring unit, and an allowable revolution number setting unit. The speed change controller changes the speed ratio of the automatic transmission on the basis of a shifting operation received by the shifting operation unit. In a case where the shifting operation unit receives a downshift request during deceleration of the vehicle, the allowable revolution number setting unit sets high-speed downshift allowable revolution number on the basis of the deceleration rate of the vehicle detected by the deceleration detector and the road-surface gradient acquired by the allowable revolution number setting unit.

Abstract: A control device of a continuously variable transmission has at least an automatic shift mode and a temporary manual mode. The control device includes an insufficient drive force determination unit, a first insufficient acceleration determination unit, and a downshift control unit. The insufficient drive force determination unit determines whether drive force insufficiency occurs if acceleration is performed in the current transmission gear. The first insufficient acceleration determination unit determines whether there is an acceleration request made by the driver of the vehicle. The downshift control unit downshifts from the current transmission gear to a transmission gear at a lower speed side in a case where, in the temporary manual mode, the insufficient drive force determination unit determines that a drive force insufficiency occurs and the first acceleration request determination unit determines that there is an acceleration request.

Abstract: A control device of a continuously variable transmission has at least an automatic shift mode and a temporary manual mode. The control device includes an insufficient drive force determination unit, a first insufficient acceleration determination unit, and a downshift control unit. The insufficient drive force determination unit determines whether drive force insufficiency occurs if acceleration is performed in the current transmission gear. The first insufficient acceleration determination unit determines whether there is an acceleration request made by the driver of the vehicle. The downshift control unit downshifts from the current transmission gear to a transmission gear at a lower speed side in a case where, in the temporary manual mode, the insufficient drive force determination unit determines that a drive force insufficiency occurs and the first acceleration request determination unit determines that there is an acceleration request.

Abstract: There is provided a drive device for a vehicle. A forward clutch that is engaged during forward driving is provided in a power transmission path between an engine and a drive wheel. A spring is incorporated in an engagement oil chamber of the forward clutch, thereby causing the forward clutch to be held in a slipping state or an engaged state through the spring force even during an idling stop that suffers from reduced control oil pressure. This arrangement can prevent the forward clutch from producing an engagement shock during an engine restart. In addition, an input clutch driven by an electric actuator is provided in the power transmission path. With this arrangement, neutral control can be performed by disengaging the input clutch even if the forward clutch which is to be held in a slipping state or an engaged state is provided.

Abstract: There is provided a drive device for a vehicle. A forward clutch that is engaged during forward driving is provided in a power transmission path between an engine and a drive wheel. A spring is incorporated in an engagement oil chamber of the forward clutch, thereby causing the forward clutch to be held in a slipping state or an engaged state through the spring force even during an idling stop that suffers from reduced control oil pressure. This arrangement can prevent the forward clutch from producing an engagement shock during an engine restart. In addition, an input clutch driven by an electric actuator is provided in the power transmission path. With this arrangement, neutral control can be performed by disengaging the input clutch even if the forward clutch which is to be held in a slipping state or an engaged state is provided.