Abstract: A shift control apparatus for a vehicle automatic transmission to be provided in a vehicle that includes a hydraulic transmission device having a lockup clutch, an engine, an input shaft connected to the engine through the hydraulic transmission device, and drive wheels. The shift control apparatus includes a shift-down control portion configured, when a shift-down operation is executed to establish a first gear position by releasing a second engagement device, during running of the vehicle in a driven state with a second gear position being established with engagement of the second engagement device, to increase a torque of the engine so as to increase an input rotational speed as a rotational speed of the input shaft through the lockup clutch that is placed in an engaged state, and to release the lockup clutch before the input rotational speed reaches a synchronous speed of the first gear position.

Abstract: A shift control apparatus for a vehicle automatic transmission to be provided in a vehicle that includes a hydraulic transmission device having a lockup clutch, an engine, an input shaft connected to the engine through the hydraulic transmission device, and drive wheels. The shift control apparatus includes a shift-down control portion configured, when a shift-down operation is executed to establish a first gear position by releasing a second engagement device, during running of the vehicle in a driven state with a second gear position being established with engagement of the second engagement device, to increase a torque of the engine so as to increase an input rotational speed as a rotational speed of the input shaft through the lockup clutch that is placed in an engaged state, and to release the lockup clutch before the input rotational speed reaches a synchronous speed of the first gear position.

Abstract: When a rotation speed difference between rotary members of a mode switching clutch is equal to or less than a predetermined value during travel in a belt travel mode, there is a likelihood that the mode switching clutch would be secured to a lock mode in which power operating in two directions is transmitted. At this time, since switching to a gear travel mode is prohibited, it is possible to curb occurrence of a shock when power is simultaneously transmitted via a first power transmission path and a second power transmission path in a transition period of switching to the gear travel mode.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. In a case in which, during forward running of a vehicle with the two-way clutch being placed in the lock mode, the two-way clutch is not switched from the lock mode to the one-way mode even with a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path, the control apparatus causes the second clutch to be engaged and limits the drive force of the engine.