Abstract: A vehicle driving device includes an engine, a continuously variable transmission, and a controller. The controller controls the engine and the continuously variable transmission such that an operating point determined by a rotation number and an output torque of the engine follows at least one operating line. In a region where the rotation number of the engine is smaller than a predetermined value, the operating line is set on an optimum fuel efficiency line. In a region where the rotation number equals to or larger than a predetermined value an increasing amount of the output torque relative to an increasing amount of the rotation number in the operating line is larger than the increasing amount of the output torque relative to the increasing amount of the rotation number in the optimum fuel efficiency line.

Abstract: A vehicle includes an engine, a continuously variable transmission, an engine stop system, and a brake system. The brake system is configured to control a braking force of the wheel based on an operation state of a brake operating portion that is operated by a driver. The brake system includes a braking force adjusting device. The braking force adjusting device includes an actuator and an electronic control unit. The actuator is configured to adjust a braking force of the wheel. The electronic control unit is configured to, when the engine stop system stops the driving of the engine, control the actuator such that slip of a belt of the belt-type continuously variable transmission relative to the pulley becomes less than or equal to a predetermined allowable limit.

Abstract: When engagement of a lockup clutch is initiated, coupling of the lockup clutch is initiated in a state where a working fluid amount is sufficiently ensured by setting a condition that an engine rotation speed is higher than or equal to a limit engine rotation speed. Thus, it is possible to prevent rapid engagement of the lockup clutch. Here, the limit engine rotation speed is appropriately determined on the basis of a line pressure, and it is possible to reduce a delay of coupling of the lockup clutch by ensuring the working fluid amount while preventing rapid engagement of the lockup clutch.

Abstract: A vehicle driving device includes an engine, a continuously variable transmission, and a controller. The controller controls the engine and the continuously variable transmission such that an operating point determined by a rotation number and an output torque of the engine follows at least one operating line. In a region where the rotation number of the engine is smaller than a predetermined value, the operating line is set on an optimum fuel efficiency line. In a region where the rotation number equals to or larger than a predetermined value an increasing amount of the output torque relative to an increasing amount of the rotation number in the operating line is larger than the increasing amount of the output torque relative to the increasing amount of the rotation number in the optimum fuel efficiency line.

Abstract: A control device for a vehicle is provided. The vehicle includes an engine, an accessory, a continuously variable transmission, and a lock-up clutch. The control device includes an electronic control unit. The electronic control unit is configured to: when the load state is less than a predetermined value, control the speed ratio of the continuously variable transmission and the rotational speed of the engine such that the rotational speed of the engine during engagement of the lock-up clutch is kept at a first rotational speed; and when the load state is greater than or equal to the predetermined value, control the speed ratio of the continuously variable transmission and the rotational speed of the engine such that the rotational speed of the engine during engagement of the lock-up clutch becomes a second rotational speed higher than the first rotational speed.

Abstract: A control device for a vehicle is provided. The vehicle includes an engine, an accessory, a continuously variable transmission, and a lock-up clutch. The control device includes an electronic control unit. The electronic control unit is configured to: when the load state is less than a predetermined value, control the speed ratio of the continuously variable transmission and the rotational speed of the engine such that the rotational speed of the engine during engagement of the lock-up clutch is kept at a first rotational speed; and when the load state is greater than or equal to the predetermined value, control the speed ratio of the continuously variable transmission and the rotational speed of the engine such that the rotational speed of the engine during engagement of the lockup clutch becomes a second rotational speed higher than the first rotational speed.

Abstract: A vehicle includes an engine, a continuously variable transmission, an engine stop system, and a brake system. The brake system is configured to control a braking force of the wheel based on an operation state of a brake operating portion that is operated by a driver. The brake system includes a braking force adjusting device. The braking force adjusting device includes an actuator and an electronic control unit. The actuator is configured to adjust a braking force of the wheel. The electronic control unit is configured to, when the engine stop system stops the driving of the engine, control the actuator such that slip of a belt of the belt-type continuously variable transmission relative to the pulley becomes less than or equal to a predetermined allowable limit.

Abstract: When engagement of a lockup clutch is initiated, coupling of the lockup clutch is initiated in a state where a working fluid amount is sufficiently ensured by setting a condition that an engine rotation speed is higher than or equal to a limit engine rotation speed. Thus, it is possible to prevent rapid engagement of the lockup clutch. Here, the limit engine rotation speed is appropriately determined on the basis of a line pressure, and it is possible to reduce a delay of coupling of the lockup clutch by ensuring the working fluid amount while preventing rapid engagement of the lockup clutch.

Abstract: Disclosed is a shift control apparatus for a continuously variable transmission configured to transmit power from a drive power source of a vehicle to a drive wheel of the vehicle. The shift control apparatus is configured to change a gear ratio of the continuously variable transmission with changes in vehicle speed and, during sudden braking of the vehicle, change a rate of change of the gear ratio (a shift speed) of the continuously variable transmission in a downshift direction depending upon a wheel slip ratio calculated from a wheel speed and the vehicle speed.

Abstract: Disclosed is a shift control apparatus for a continuously variable transmission configured to transmit power from a drive power source of a vehicle to a drive wheel of the vehicle. The shift control apparatus is configured to change a gear ratio of the continuously variable transmission with changes in vehicle speed and, during sudden braking of the vehicle, change a rate of change of the gear ratio (a shift speed) of the continuously variable transmission in a downshift direction depending upon a wheel slip ratio calculated from a wheel speed and the vehicle speed.