Abstract: A device for controlling an automatic transmission includes: a position detection means for detecting a shift position; a vehicle speed detection means for detecting a vehicle speed; a rotation frequency detection means for detecting an input rotation frequency of the automatic transmission; and a control means for, when the shift position has been switched from a parking position or a neutral position to a driving position, making a determination about switching from stopped-state control to running-state control based on the vehicle speed after a physical amount indicating a state of the automatic transmission becomes equal to or larger than a predetermined value, the stopped-state control being control for a hydraulic pressure supplied to engaging elements based on the input rotation frequency of the automatic transmission, and the running-state control being control for the hydraulic pressure supplied to the engaging elements without using the input rotation frequency of the automatic transmission.

Abstract: A device for controlling an automatic transmission including a lock-up clutch control portion and a zero slip control portion for bringing a lock-up clutch into a zero slip state immediately before slippage occurs in accordance with a zero slip request outputted during a non-gear shift, wherein in a case where a target slip amount is equal to or smaller than a slip amount threshold value upon transition to the zero slip state, the zero slip control portion fixes the target slip amount to the slip amount threshold value and retains the fixed target slip amount for a predetermined period of time, and after the predetermined period of time has elapsed, gradually decreases the target slip amount from the slip amount threshold value to a zero slip amount with a predetermined gradient with time.

Abstract: A control device of an automatic transmission comprises a torque converter and a lock-up clutch which are arranged between an engine and an automatic transmission; and an up-shift control means that, when an up-shift is required with an accelerator pedal kept depressed by a driver, lowers an engaging capacity of releasing side engaging elements engaged at a speed stage before a gear shifting and then increases an engaging capacity of engaging side engaging elements engaged at a speed stage after the gear shifting thereby to establish a power-on up-shift, wherein the up-shift control means is configured in that when the acceleration pedal is released from the driver during the time when the power-on up-shift is being carried out, the power-on up-shift is continued while lowering the engaging capacity of the lock-up clutch.

Abstract: In a control apparatus for an automatic transmission, a gear shift from a second gear shift stage to a first gear shift stage is inhibited and the gear shift from the first gear shift stage to the second gear shift stage is continued, when, during the gear shift from the first gear shift stage to the second gear shift stage, a request of the gear shift from the second gear shift stage to the first gear shift stage by means of an automatic transmission section has occurred during a time duration from a time at which a gear shift command from the first gear shift stage to the second gear shift stage is issued to a time at which an inertia phase is started.

Abstract: A transmission controller increases an indicated hydraulic pressure to a starting frictional engagement element to a normal hydraulic pressure, causes a hydraulic piston to stroke and executes a learning control of the indicated hydraulic pressure so that a time until the starting frictional engagement element starts generating a transmission capacity after the range is switched from the neutral range to the drive range becomes a target time when a range is switched from a neutral range to a drive range. The transmission controller further detects a driver's starting intention and increases the indicated hydraulic pressure to the starting frictional engagement element to a starting time hydraulic pressure higher than the normal hydraulic pressure and prohibits the learning control if the starting intention is detected before the starting frictional engagement element starts generating the transmission capacity.

Abstract: A coast stop vehicle which stops an engine during the travel of the vehicle is provided with a variator including a pair of pulleys and a belt mounted between the pulleys and capable of continuously changing a speed ratio. A controller judges whether or not coast stop conditions to stop the engine during the travel of the vehicle hold, stops the engine when the coast stop conditions hold, and prevents the speed ratio from being upshifted to a higher side than a speed ratio at the time of starting the coast stop control during the coast stop control.

Abstract: A hydraulic pressure control apparatus includes a solenoid valve; a hysteresis hydraulic pressure correction amount calculation section calculating a hysteresis hydraulic pressure correction amount and a command current control section controlling the command current in accordance with the hysteresis hydraulic pressure correction amount. The hysteresis hydraulic pressure correction amount calculation section has, as a reference map, a full hysteresis characteristic, and is configured to make a plurality of reduction maps obtained by reducing the reference map in accordance with a turn-round position at one of minor loops from a past to a present time when the minor loop continues, and to calculate the hysteresis hydraulic pressure correction amount by summation of hysteresis hydraulic pressure correction amounts obtained by the reduction maps in the same command current position.

Abstract: The automatic transmission includes a first friction engagement element which is engaged when a first gear position is realized and disengaged when a second gear position is realized, a second friction engagement element which is engaged when the second gear position is realized and disengaged when the first gear position is realized, and a controller. The controller causes the second friction engagement element to slip by decreasing an instructional pressure for the second friction engagement element while running in the second gear position, and learns an engagement start pressure of the first friction engagement element based on a change in a differential rotation of the second friction engagement element, or in a parameter that changes in accordance with the differential rotation, at a time when an instructional pressure for the first friction engagement element is increased during the slip.

Abstract: In a shift control apparatus of a continuously variable transmission (CVT) configured to steplessly vary a torque, the control apparatus employs an acceleration intention determination section for determining the presence or absence of a driver's acceleration intention, a shift mode setting section for setting a shift-control mode from a normal mode to an acceleration mode in the presence of the driver's acceleration intention, a shift speed setting section for setting a shift speed based on a target transmission ratio and a vehicle speed, and a shift control section for controlling a shift of the CVT. Also provided is a shift speed correction section for correcting the shift speed for an initial downshift in the acceleration mode to a shift speed slower than the shift speed set by the shift speed setting section, only when a demanded degree of the driver's acceleration intention is small.

Abstract: A vehicle control device for controlling a vehicle with an oil pump to be driven by rotation generated by a drive source and transmitted thereto and a continuously variable transmission including a power transmission member mounted between two pulleys includes coast stop control means configured to execute a coast stop control in which the drive source is stopped during vehicle running when a predetermined condition holds, and hydraulic pressure control means configured to execute a pulley pressure control in which a hydraulic pressure supplied to the pulley is increased such that frictional heat generated between the pulley and the power transmission member does not exceed upper limit frictional heat, below which the pulley or the power transmission member is not degraded, when the coast stop control is stopped, the drive source is restarted and the hydraulic pressure is supplied from the oil pump.

Abstract: A vehicle control device controls a vehicle including a first oil pump adapted to be driven by power generated by a first drive source, automatically stop when a predetermined condition is satisfied, and supply oil to a power transmission unit and a second oil pump adapted to supply oil to the power transmission unit when the drive source is in an automatically stopped state, and includes a control unit adapted to continue an automatic stop until it is determined to restart the first drive source based on a parameter with which a reduction in drive force responsiveness to a drive force request from a driver, not including the stop of the first drive source, can be determined after an automatic stop command of the first drive source is output and if there is an abnormality in the second oil pump.

Abstract: In a control apparatus for an automatic transmission in which a read-ahead vehicle speed which is a future vehicle speed is estimated on a basis of an acceleration and an actual vehicle speed and a gear shift control is carried out on a basis of the read-ahead vehicle speed and other driving parameters, a start of an up-shift is inhibited even if a determination of the up-shift is made for a predetermined time after a down-shift in a coast state has occurred and executing the up-shift after the predetermined time is elapsed. Consequently, while an unpleasant feeling given to a driver is suppressed, an appropriate gear shift is executable.

Abstract: A target primary pressure and a target secondary pressure are set based on a speed ratio, a target line pressure as a target value of a line pressure is set to be a value obtained by adding an offset amount, as a positive value, to either one having a higher value out of the target primary pressure and the target secondary pressure, in at least a cross-point region as a region where an absolute value of a deviation, obtained by subtracting the target primary pressure from the target secondary pressure, is smaller than a predetermined deviation, and a primary pressure, a secondary pressure, and the line pressure are controlled to be the target primary pressure, the target secondary pressure, and the target line pressure, respectively.

Abstract: A control system includes a drive source including an engine and a motor. A clutch is provided between the drive source and a driving wheel, wherein the clutch is engaged when a drive range is selected. The system performs, by a speed control of the motor, a control for keeping an input speed of the clutch at a target speed that is equal to the input speed at start of an engagement control of the clutch. The system judges that the clutch has started to be engaged, in response to a condition that a parameter has exceeded a predetermined threshold value when in a start region of the engagement control of the clutch, wherein the parameter changes along with a rotational fluctuation of the drive source. The system starts the judgment after awaiting satisfaction of a predetermined condition after the start of the engagement control of the clutch.

Abstract: An evaluation unit includes a front-rear acceleration sensor and an up-down acceleration sensor. The evaluation unit calculates a length of a track obtained by plotting detected front-rear and up-down accelerations on a three-dimensional space along a time axis within a period from gear shift start of an automatic transmission to gear shift end, calculate a track length per unit time by dividing the length of the track by a time interval from the gear shift start to the gear shift end, and evaluates that a gear shift shock is larger as the track length per unit time is longer.

Abstract: A frictional engagement element (32) that disconnects power between an engine (1) and a drive wheel (7) in a vehicle, and a control unit (11, 12) that controls a transmission ratio of a continuously variable transmission (4) and the frictional engagement element (32), are provided. When the transmission ratio is not a maximum transmission ratio at a vehicle stop when a vehicle speed is 0, the control unit (11, 12) operates the transmission ratio to the maximum transmission ratio while controlling the frictional engagement element (32) into a slip state. Further, at this time, when a road is an upward slope, the control unit (11, 12) sets an engagement pressure of the frictional engagement element (32) and an engine torque according to the road slope, prevents slide-down of the vehicle.

Abstract: A control device of an FR hybrid vehicle is provided with: a drive source that contains at least an engine (Eng); and a second brake (B2) that is fastened when a D range is selected. In the range of starting of fastening control of the second brake (B2), when the parameters (rate of input rotational frequency change and amount of motor torque change) that change along with the rotational fluctuation of the engine (Eng) become at least a predetermined threshold, it is judged that the second brake (B2) has started fastening. When in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be large, the absolute value of the predetermined threshold is set to a value that is larger than when in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be small.

Abstract: A transmission controller detects a rotation, speed of an input shaft, calculates an inertia torque input to a continuously variable transmission based on a change ratio of the detected rotation speed, obtains a positive inertia torque by extracting a positive portion from the calculated inertia torque, and corrects pulley pressures based on the extracted positive inertia torque.

Abstract: A coast stop vehicle includes power transmission means provided between a drive source and drive wheels, drive source automatic stop means configured to stop the drive source during vehicle running when a value indicating a driving state of the vehicle is in a drive source stop permission region, slip determination means configured to determine whether or not there is slip in the power transmission means while the drive source is stopped by the drive source automatic stop means, and a changer means configured to narrow the drive source stop permission region when the occurrence of the slip in the power transmission means was determined by the slip determination means.

Abstract: Disclosed is a continuously variable transmission including: a pair of pressing units; a pair of first support units that support the pressing units by using one end side as a fulcrum, and generate a force for clamping and pressing both the disks using the pressing unit by virtue of a clamping force applied to the other end side; a pair of second support units that extend along a connecting line in parallel with the shaft center connecting line and are configured to clamp and support both the disks such that the other end side of the pair of first support units can move along the connecting line to generate the clamping force; and a clamping force adjustment unit connected to an end of the pair of second support units opposite to the pivot shaft side to adjust the clamping force of the second support units.