Abstract: A control device for a lock-up-clutch installed in a torque converter arranged between an engine and an automatic transmission mechanism includes an engagement control means that carries out a calculation to increase an engaging capacity of the lock-up-clutch with the passage of time during an engagement control time in which the torque converter is shifted from a converter condition to a lock-up condition in which the prime mover drives an auxiliary device and in which when, during the control to increase the engaging capacity of the lock-up-clutch, an input torque to the torque converter from the engine is increased due to reduction in load of the auxiliary device, the engagement control means promotes the increase of the engaging capacity of the lock-up-clutch based on the amount of increase of the input torque thereby eliminating undesired pressure shortage that would be induced in the period toward the lock-up condition.

Abstract: A lock-up clutch control device is provided for a vehicle having a torque converter with a lock-up clutch disposed between an engine and a continuously variable transmission such that the occurrence of shocks during lock-up engagement is suppressed. The vehicle lock-up clutch control device is provided with a control unit that controls the lock-up capacity based on an engine torque signal when engaging the lock-up clutch. The control unit uses a predictive engine torque as the engine torque signal for use in the lock-up capacity control. The predictive engine torque is calculated based on an engine torque air response delay and a hydraulic response delay in the lock-up differential pressure and is faster in response than the actual engine torque.

Abstract: A vehicle lock-up clutch control device is provided to suppress engine racing when a lock-up clutch is engaged at the time a vehicle starts moving. The vehicle lock-up clutch control device is provided with a control unit that delays the rise in lock-up command pressure if a line pressure, which is the source pressure of the actual lock-up oil pressure, is rising when the lock-up clutch is engaged at the time the vehicle starts moving. The control unit executes a torque reduction in the engine at least during the delay in the lock-up command pressure.

Abstract: A lock-up clutch control device is provided for a vehicle, in which, when the accelerator pedal is released in a slip engagement mode, lock-up re-engagement with reduced engagement shock is performed, thereby improving fuel economy. A torque converter having a lock-up clutch is disposed between an engine and a continuously variable transmission. The vehicle is provided with a coast lock-up control unit configured to bring the engine in a fuel cut-off state when the accelerator pedal is released in a slip engagement mode in which a differential rotation is present in the lock-up clutch with the accelerator pedal being depressed. Upon accelerator fool release operation, the coast lock-up control unit performs an engine torque control to synchronize engine rotation speed and turbine rotational speed, re-engages the lock-up clutch in a rotation synchronization state, and, after the re-engagement, and performs fuel cut-off.

Abstract: An engine control device for a vehicle including a power train where a continuously variable transmission is coupled to an engine, includes engine torque control means configured to control the engine so as to obtain an basic engine torque corresponding to an operating state of the vehicle, and command means configured to command engine torque control means to increase an engine torque from the basic engine torque during a gear shifting from a first speed stage to a second speed stage.

Abstract: The object of the invention is to impart a suitable target slip amount depending on a state of change in an output from a driving power source to a torque converter, while simplifying control. A controller has a calculation part for calculating an engine torque change rate that is a rate of change in the output, and a target slip addition amount calculation part for calculating a negative value as an addition amount, when the engine torque change rate is less than or equal to a predetermined value that is a positive value, and for calculating a positive value as the addition amount, when the engine torque change rate is greater than the predetermined value. The controller is configured to set the target slip amount of a lockup clutch by arithmetic processing that integrates the addition amount, determined based on the calculated engine torque change rate, every control period.

Abstract: An acceleration detection device is provided with a zero point correction unit for correcting a zero point position of a sensor signal by a correction amount based on the acceleration signals when the neutral control starts and ends, respectively, and an acceleration signal Gsen-r that is eliminated of a body vibration from an acceleration signal Gsen-f after passing a filter at transition from a vehicle stationary state to the running state.

Abstract: An acceleration detection device is provided with a zero point correction unit for correcting a zero point position of a sensor signal value by using the correction amount (absolute value of a correction value) based on the acceleration when the vehicle transitions from a stopped state on a sloping road to a running state. The acceleration detection device is also provided with a correction amount restriction unit for restricting the correction amount, thereby suppressing calculation of an excessive correction amount due to road surface irregularities or movement of the occupant and deterioration in correction accuracy.

Abstract: An output power of the internal combustion engine (1) is transmitted to a drive wheel via a torque converter (2B) having a pump impeller and a turbine runner. A lockup clutch (2C) directly connects the pump impeller and the turbine runner during a coast running of a vehicle. When the accelerator pedal is slightly depressed during a coast running of a vehicle in a fuel cut-off state, the lockup clutch (2C) disengages. In addition, fuel recovery of the internal combustion engine (1) is suppressed until the engaging pressure of the lockup clutch (2C) decreases, thereby preventing a vehicle speed change caused by an output power increase of the internal combustion engine (1) before the lockup clutch (2C) substantially disengages.

Abstract: The object of the invention is to impart a suitable target slip amount depending on a state of change in an output from a driving power source to a torque converter, while simplifying control. A controller has a calculation part for calculating an engine torque change rate that is a rate of change in the output, and a target slip addition amount calculation part for calculating a negative value as an addition amount, when the engine torque change rate is less than or equal to a predetermined value that is a positive value, and for calculating a positive value as the addition amount, when the engine torque change rate is greater than the predetermined value. The controller is configured to set the target slip amount of a lockup clutch by arithmetic processing that integrates the addition amount, determined based on the calculated engine torque change rate, every control period.

Abstract: A transmission controller operates an electrical oil pump in a steady mode, in which an operating load of the electrical oil pump is set at a steady load, during an idle stop, but operates the electrical oil pump in a high-pressure mode, in which the operating load of the electrical oil pump is higher than the steady load, for a predetermined period when an engine stops rotating.

Abstract: A control device controls a transmission mechanism which includes a first clutch to be engaged at startup and a second clutch, and is interlocked when hydraulic pressure is supplied to the first and second clutches and when the first and second clutches are completely engaged. The control device includes a hydraulic pressure control unit controlling hydraulic pressure supplied to the transmission mechanism so that the first clutch is set in a completely engaged state and the second clutch is set in a slip interlock state where the second clutch is not completely engaged in the case of a return from an idle stop control in which an engine is automatically stopped. The hydraulic pressure control unit starts reducing hydraulic pressure supplied to the second clutch when an increased amount of an engine rotation speed per unit time becomes smaller than a predetermined value.

Abstract: An output power of the internal combustion engine (1) is transmitted to a drive wheel via a torque converter (2B) having a pump impeller and a turbine runner. A lockup clutch (2C) directly connects the pump impeller and the turbine runner during a coast running of a vehicle. When the accelerator pedal is slightly depressed during a coast running of a vehicle in a fuel cut-off state, the lockup clutch (2C) disengages. In addition, fuel recovery of the internal combustion engine (1) is suppressed until the engaging pressure of the lockup clutch (2C) decreases, thereby preventing a vehicle speed change caused by an output power increase of the internal combustion engine (1) before the lockup clutch (2C) substantially disengages.

Abstract: When the temperature of oil supplied to an electrical oil pump is detected and the oil temperature is lower or higher than normal oil temperature, a gradient threshold value smaller than that at normal oil temperature is set, a gradient of a road surface on which a vehicle is stopped is detected, and an idle stop is prohibited when the detected gradient of the road surface is larger than the set gradient threshold value.

Abstract: An acceleration detection device is provided with a zero point correction unit for correcting a zero point position of a sensor signal value by using the correction amount (absolute value of a correction value) based on the acceleration when the vehicle transitions from a stopped state on a sloping road to a running state. The acceleration detection device is also provided with a correction amount restriction unit for restricting the correction amount, thereby suppressing calculation of an excessive correction amount due to road surface irregularities or movement of the occupant and deterioration in correction accuracy.

Abstract: An acceleration detection device is provided with a zero point correction unit for correcting a zero point position of a sensor signal by a correction amount based on the acceleration signals when the neutral control starts and ends, respectively, and an acceleration signal Gsen-r that is eliminated of a body vibration from an acceleration signal Gsen-f after passing a filter at transition from a vehicle stationary state to the running state.

Abstract: In the case of a return from an idle stop control in which an engine is automatically stopped, a hydraulic pressure is so supplied that a low brake is set in a completely engaged state and a high clutch is set in a slip interlock state where the high clutch is not completely engaged.

Abstract: A transmission controller operates an electrical oil pump in a steady mode, in which an operating load of the electrical oil pump is set at a steady load, during an idle stop, but operates the electrical oil pump in a high-pressure mode, in which the operating load of the electrical oil pump is higher than the steady load, for a predetermined period when an engine stops rotating.

Abstract: When the temperature of oil supplied to an electrical oil pump is detected and the oil temperature is lower or higher than normal oil temperature, a gradient threshold value smaller than that at normal oil temperature is set, a gradient of a road surface on which a vehicle is stopped is detected, and an idle stop is prohibited when the detected gradient of the road surface is larger than the set gradient threshold value.

Abstract: A shift shock reducing apparatus for a power train having an engine and an automatic transmission having a frictional element that is to be engaged at upshift, comprising a control section that executes, during upshift, a torque down of the engine that starts before the start of an inertia phase in which a gear ratio of the transmission is changing from a before-shift gear ratio to an after-shift gear ratio, and a control section that makes larger a rising gradient of working oil pressure that is supplied to the frictional element to be engaged at upshift when the torque down that starts before the start of the inertia phase is executed than that when the torque down is not executed.