Abstract: A control device that includes an electronic control unit that is configured to perform lock-up engagement pressure control for acceleration upon acceleration of a vehicle where vehicle speed is increased by increasing a rotational speed of the internal combustion engine, the lock-up engagement pressure control for acceleration controlling engagement pressure of the lock-up clutch, wherein in the lock-up engagement pressure control for acceleration, when an actual rotational speed of the input has reached greater than or equal to a reference rotational speed, the electronic control unit is configured to start engagement pressure increase control, the reference rotational speed being lower than a target rotational speed of the internal combustion engine, and the engagement pressure increase control increasing the engagement pressure of the lock-up clutch.

Abstract: A control device that includes an electronic control unit that is configured to perform lock-up engagement pressure control for acceleration upon acceleration of a vehicle where vehicle speed is increased by increasing a rotational speed of the internal combustion engine, the lock-up engagement pressure control for acceleration controlling engagement pressure of the lock-up clutch, wherein in the lock-up engagement pressure control for acceleration, when an actual rotational speed of the input has reached greater than or equal to a reference rotational speed, the electronic control unit is configured to start engagement pressure increase control, the reference rotational speed being lower than a target rotational speed of the internal combustion engine, and the engagement pressure increase control increasing the engagement pressure of the lock-up clutch.

Abstract: One of two clutches etc. engaged concurrently with each other to establish a second speed, a third speed, or a fourth speed is determined in advance as an abnormal-time engagement element that is kept engaged when an abnormality occurs in which one different clutch or brake is engaged during concurrent engagement of the two clutches etc. The other of the two clutches etc. is determined in advance as an abnormal-time slipping element that is caused to slip when such an abnormality occurs. During concurrent engagement of the two clutches etc., a hydraulic pressure (target hydraulic pressure) to be supplied to the abnormal-time engagement element is set to be higher than a hydraulic pressure (target hydraulic pressure) to be supplied to the abnormal-time slipping element.

Abstract: A road slope estimating device which is mounted on a vehicle and estimates a slope of a road on which the vehicle is traveling, the vehicle including a motor and a transmission capable of changing a shift speed by an engagement switching operation of disengaging one of a plurality of engagement elements and engaging another one of the plurality of engagement elements, and outputting power from the motor via the transmission to travel. An estimating section carries out first road slope estimation from the computed output torque and acceleration of the vehicle until transfer of torque is handed over from the engagement element to be disengaged of the plurality of engagement elements to the engagement element to be engaged. Second road slope estimation is estimated from the computed output torque and the acceleration of the vehicle when the handover of the transfer of torque is carried out.

Abstract: A road slope estimating device which is mounted on a vehicle and estimates a slope of a road on which the vehicle is traveling, the vehicle including a motor and a transmission capable of changing a shift speed by an engagement switching operation of disengaging one of a plurality of engagement elements and engaging another one of the plurality of engagement elements, and outputting power from the motor via the transmission to travel. An estimating section carries out first road slope estimation from the computed output torque and acceleration of the vehicle until transfer of torque is handed over from the engagement element to be disengaged of the plurality of engagement elements to the engagement element to be engaged. Second road slope estimation is estimated from the computed output torque and the acceleration of the vehicle when the handover of the transfer of torque is carried out.

Abstract: A control apparatus for controlling a transmission apparatus that includes: an input member that is drivably connected to a rotating electrical machine being capable of generating regenerative torque based on an engine and a deceleration request of a vehicle; an output member that is drivably connected to wheels; and a speed change mechanism that has a plurality of friction engagement elements that are controlled to be engaged and released so as to switch a plurality of shift speeds, and that shifts a rotation speed of the input member at one of gear ratios set for the shift speeds and outputs the shifted speed to the output member.

Abstract: One of two clutches etc. engaged concurrently with each other to establish a second speed, a third speed, or a fourth speed is determined in advance as an abnormal-time engagement element that is kept engaged when an abnormality occurs in which one different clutch or brake is engaged during concurrent engagement of the two clutches etc. The other of the two clutches etc. is determined in advance as an abnormal-time slipping element that is caused to slip when such an abnormality occurs. During concurrent engagement of the two clutches etc., a hydraulic pressure (target hydraulic pressure) to be supplied to the abnormal-time engagement element is set to be higher than a hydraulic pressure (target hydraulic pressure) to be supplied to the abnormal-time slipping element.

Abstract: A vehicle control device that includes an input member drive-coupled to an engine and a rotary electrical machine; an output member; and a transmission having a plurality of friction engagement elements, in which a plurality of shift speeds are switched by controlling engagement and release of the plurality of friction engagement elements, and a rotary driving force of the input member is shifted by a change gear ratio of one of the shift speeds and outputted to the output member.

Abstract: A control apparatus includes a differential speed acquisition unit that acquires a differential speed representing a difference in speed between an input side drivingly connected to the input member of the fluid coupling and an output side drivingly connected to the transmission; a state determination unit that determines a shift speed in the transmission and an operating state of the direct connection clutch based on an accelerator opening and a vehicle speed of a vehicle; and a direct connection control unit that engages, if the differential speed is equal to or less than a predetermined engagement permitting threshold value when the state determination unit determines an upshift of the shift speed and a transition from a disengaged state to an engaged state of the direct connection clutch in a condition in which the accelerator opening is decreasing, the direct connection clutch regardless of an upshift operation of the shift speed.

Abstract: A control device includes a differential rotation obtaining unit; a direct-coupling control unit that decreases the differential rotation speed by increasing an engagement pressure of the direct-coupling clutch at a normal pressure increase rate determined depending on a traveling state of a vehicle so as to change the direct-coupling clutch from a released state to an engaged state; and a pressure increase control unit that changes to a rapid pressure increase rate larger than the normal pressure increase rate for increasing the engagement pressure by the direct-coupling control unit when the differential rotation speed becomes equal to or smaller than a predetermined pressure increase permission threshold in a state that an accelerator opening of the vehicle decreases.

Abstract: A control apparatus for controlling a transmission apparatus that includes: an input member that is drivably connected to a rotating electrical machine being capable of generating regenerative torque based on an engine and a deceleration request of a vehicle; an output member that is drivably connected to wheels; and a speed change mechanism that has a plurality of friction engagement elements that are controlled to be engaged and released so as to switch a plurality of shift speeds, and that shifts a rotation speed of the input member at one of gear ratios set for the shift speeds and outputs the shifted speed to the output member.

Abstract: A vehicle control device that includes an input member drive-coupled to an engine and a rotary electrical machine; an output member; and a transmission having a plurality of friction engagement elements, in which a plurality of shift speeds are switched by controlling engagement and release of the plurality of friction engagement elements, and a rotary driving force of the input member is shifted by a change gear ratio of one of the shift speeds and outputted to the output member.

Abstract: A control device includes a differential rotation obtaining unit; a direct-coupling control unit that decreases the differential rotation speed by increasing an engagement pressure of the direct-coupling clutch at a normal pressure increase rate determined depending on a traveling state of a vehicle so as to change the direct-coupling clutch from a released state to an engaged state; and a pressure increase control unit that changes to a rapid pressure increase rate larger than the normal pressure increase rate for increasing the engagement pressure by the direct-coupling control unit when the differential rotation speed becomes equal to or smaller than a predetermined pressure increase permission threshold in a state that an accelerator opening of the vehicle decreases.

Abstract: A control apparatus includes a differential speed acquisition unit that acquires a differential speed representing a difference in speed between an input side drivingly connected to the input member of the fluid coupling and an output side drivingly connected to the transmission; a state determination unit that determines a shift speed in the transmission and an operating state of the direct connection clutch based on an accelerator opening and a vehicle speed of a vehicle; and a direct connection control unit that engages, if the differential speed is equal to or less than a predetermined engagement permitting threshold value when the state determination unit determines an upshift of the shift speed and a transition from a disengaged state to an engaged state of the direct connection clutch in a condition in which the accelerator opening is decreasing, the direct connection clutch regardless of an upshift operation of the shift speed.

Abstract: A wiring board includes a substrate made of an insulation material and wired by a conductive material. A plurality of electrodes is formed on a surface of the substrate. A non-Au electrode not having an Au surface layer and an Au electrode having the Au surface layer are formed as the electrodes.

Abstract: In an auto-handler for use in conjunction with an IC tester including a plurality of sockets in which a plurality of target devices are inserted, the auto-handler includes a plurality of pushers corresponding to the plurality of sockets and a plurality of temperature sensors for detecting temperatures of the plurality of target devices. Each pusher is mounted on a heat sink via a Peltier device. Each Peltier device and each temperature sensor are connected to a current controlling apparatus. The current controlling apparatus controls, on the basis of an output of each temperature sensor, a current supplied to the corresponding Peltier device. Accordingly, it is possible to individually control temperatures of the plurality of target devices with accuracy.

Abstract: A wiring board includes a substrate made of an insulation material and wired by a conductive material. A plurality of electrodes is formed on a surface of the substrate. A non-Au electrode not having an Au surface layer and an Au electrode having the Au surface layer are formed as the electrodes.

Abstract: In a transmission control apparatus and a transmission control method for an automatic transmission, when a detection point is defined in accordance with results of detection by means of a fluid temperature detecting element and a rotational speed detecting element, a plurality of points that surround the detection point are selected among a plurality of preset points. Control values for a control parameter are previously mapped corresponding to the set points, and the control values corresponding to the selected points are read from the resulting map. The controlled variable of the control parameter corresponding to the detection point is appropriately linearly calculated by interpolating the control values. Further, a learning correction value for the control parameter corresponding to the detection point is calculated, and is reflected in the control values for the selected points.

Abstract: A control device of an automatic transmission of a motor vehicle includes lock-up control means for controlling a coupling state between input and output elements of a torque converter clutch. This control device is used with an engine, which includes an electronic throttle control device that electrically controls a throttle valve, accelerator position detecting means for detecting an accelerator pedal position, a cruise control device that controls an opening of the throttle valve to maintain a vehicle speed at a predetermined vehicle speed, for enabling constant-speed running of the vehicle, and target throttle opening setting means for calculating a pseudo accelerator pedal position, and setting a target throttle opening based on the pseudo accelerator pedal position, when the cruise control device is in operation.