Abstract: A vehicle control device includes an engine that is a power source of a vehicle, a transmission configured to connect the engine to a drive wheel of the vehicle, and a clutch configured to connect or block transmission of power between the engine and the drive wheel through the transmission. The vehicle control device is capable of executing predetermined control to allow the vehicle to travel while stopping supplying fuel to the engine and releasing the clutch that has been engaged, during travel of the vehicle, and the vehicle control device downshifts the transmission at the time the clutch is released in the predetermined control. It is possible to shift the transmission into a lowest-speed side gear ratio by the downshift.

Abstract: A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.

Abstract: When shift transmission of an automatic transmission is performed in a free-run state, a driving force control apparatus controls a degree of engagement of an engaging device in accordance with a hydraulic difference between a first hydraulic pressure and a second hydraulic pressure in a condition that the first hydraulic pressure does not reach the second hydraulic pressure. As a result, an oil pump supplies a hydraulic pressure to the automatic transmission, and the shift transmission can be performed. The first hydraulic pressure is a hydraulic pressure of the automatic transmission. The second hydraulic pressure is a hydraulic pressure required to perform the shift transmission. The engaging device can adjust an extent of transmission power between an engine and the automatic transmission in accordance with the degree of engagement.

Abstract: A downshift allowable vehicle speed is variably set according to a torque converter slippage amount. Specifically, a downshift allowable vehicle speed is variably set by, using a reference downshift allowable vehicle speed when the torque converter slippage amount is 0 and a gear ratio of the automatic transmission after a downshift, calculating an allowable vehicle speed correction amount based on the present torque converter slippage amount and the gear ratio after the downshift, and setting a value obtained by subtracting the allowable vehicle speed correction amount from the reference downshift allowable vehicle speed as the downshift allowable vehicle speed. By such setting, it is possible to set a higher downshift allowable vehicle speed as the torque converter slippage amount becomes smaller, so it is possible to expand a downshift allowable region when the manual gearshift mode is selected.

Abstract: During a non-shift operation when a predetermined gear of an automatic transmission is kept, a hydraulic control unit increases an engagement hydraulic pressure to a friction engagement device associated with the gear formation by a predetermined hydraulic pressure with respect to a line hydraulic pressure. Therefore, in comparison with a case where a hydraulic pressure equivalent to the line hydraulic pressure is set as an engagement hydraulic pressure to the friction engagement device for obtaining a hydraulic pressure equivalent to the line hydraulic pressure, shift response (hydraulic pressure response) variations when shifting from a non-shift state (steady state) into a shift state are suppressed by the margin of the predetermined hydraulic pressure. In addition, in comparison with a case where the engagement hydraulic pressure to the friction engagement device is set to a maximum hydraulic pressure to reduce the response variations, power consumption of each linear solenoid valve is suppressed.

Abstract: A control apparatus for a multi-speed automatic transmission which is equipped with a manual shift mode that allows a speed step to be shifted up or down manually by an operation of a driver of the vehicle is provided. The control apparatus permits a downshift to be manually performed, provided that during the manual mode, one of vehicle speed, engine rotation speed, and turbine rotation speed of the multi-speed automatic transmission is less than or equal to a downshift permission criterion value that is set according to the speed step achieved by the downshift. The control apparatus corrects the downshift permission criterion value by a speed-value-increasing correction amount that is computed according to the situation of travel of the vehicle. The control apparatus includes a speed-value-increasing correction amount computation portion that computes the speed-value-increasing correction amount separately for each of numbers of steps over which downshifts occur.

Abstract: A control device of a vehicle drive-train system including an engine, an electronic throttle valve, an automatic transmission having a manual shift mode, a torque converter provided between the automatic transmission and the engine, and a lock-up clutch operable to directly connect an input member and an output member of the torque converter with each other includes a blipping control device that performs blipping control for temporarily increasing the output rotational speed of the engine by of the electronic throttle valve, when a power-off downshift is performed while the automatic transmission is in the manual shift mode; and a lock-up control device that engages or partially engages the lock-up clutch, based on a difference between a rotational speed of the output member of the torque converter and a rotational speed of the input member thereof, which the difference is reduced after the blipping control is started.

Abstract: A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.

Abstract: A vehicle control system configured to stabilize a behavior of a vehicle during turning by correcting a driving force or a braking force. The vehicle control system comprises a lateral acceleration detecting means detecting longitudinal acceleration acting in an axle direction of the vehicle Ve (step S102); and a driving/braking force correcting means determining a changing amount Fctrl and a changing rate DFctrl of the correction based on the lateral acceleration Gy in case the running vehicle Ve is turned.

Abstract: A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.

Abstract: A control device for a vehicular automatic transmission which can realize a shifting with quickened response with suppressing a turbine blow-up during the shifting is provided. When a response in hydraulic pressure control by a hydraulic pressure control circuit 42 fails to satisfy a preset predetermined determining criterion, a shifting response is prevented from improving, in comparison to a case where the determining criterion is satisfied. Under a relatively low response of the hydraulic pressure control by the hydraulic pressure control circuit 42 due to air mixture to working oil, a control to inhibit a high-response shifting or the like is performed, so that a turbine blow-up caused by a delayed response of hydraulic pressure can be prevented. Thus, the control device for the vehicular automatic transmission can be provided, which can realize the shifting with quickened response, with suppressing the turbine blow-up during the shifting.

Abstract: If the a rotational speed difference (Ne?Nt) between an engine speed (Ne) and a turbine speed (Nt) when it is determined that a lock-up ON condition (OFF?ON) is satisfied is large, the lock-up clutch is not engaged but torque reduction control is executed to reduce the engine speed (Ne), thus reducing the rotational speed difference (Ne?Nt) (steps ST13 and ST14). Then, once the rotational speed difference (Ne?Nt) has been reduced to the target rotational speed difference (Nslp), the lock-up clutch is engaged (steps ST15 and ST16). In this manner, excessive heating of the friction material of the lock-up clutch is suppressed which increases the longevity of the friction material.

Abstract: A control device of a vehicle drive-train system including an engine, an electronic throttle valve, an automatic transmission having a manual shift mode, a torque converter provided between the automatic transmission and the engine, and a lock-up clutch operable to directly connect an input member and an output member of the torque converter with each other includes a blipping control device that performs blipping control for temporarily increasing the output rotational speed of the engine by means of the electronic throttle valve, when a power-off downshift is performed while the automatic transmission is in the manual shift mode; and a lock-up control device that engages or partially engages the lock-up clutch, based on a difference between a rotational speed of the output member of the torque converter and a rotational speed of the input member thereof, which the difference is reduced after the blipping control is started.

Abstract: A driving force control apparatus (100) is mounted on a vehicle, and the driving force control apparatus is provided with: an engine (11); an automatic transmission (12); an engaging device (122) capable of adjusting extent of transmission of power between the engine and the automatic transmission in accordance with degree of engagement; an oil pump (13) for generating a hydraulic pressure by rotation of a drive shaft of the engine; and a controlling device (20) for controlling the degree of the engagement in accordance with a hydraulic difference between a first hydraulic pressure and a second hydraulic pressure in a condition that the first hydraulic pressure does not reach the second hydraulic pressure when shift transmission of the automatic transmission is performed in a free-run state in which the vehicle runs in a case where the engine is stopped and where the transmission of the power between the engine and the automatic transmission is blocked by the engaging device, wherein the first hydraulic press

Abstract: In a controller of a vehicle drive unit that is one embodiment of the present invention, a plurality of slippage control regions (regions A to C) are set based on the timing of booming noise generation that accompanies engine driving (time from when the vehicle running state enters a region until booming noise is generated) so as to actively use, for example, regions B and C where booming noise is generated if the road load comes to a balance due to a slope or the like and running is then continued and where booming noise is not immediately generated even after the vehicle running state enters the regions, so the frequency of performing lockup slippage control is increased and the fuel saving effects of the lockup slippage control are enhanced.

Abstract: A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.

Abstract: During a non-shift operation when a predetermined gear of an automatic transmission is kept, a hydraulic control unit increases an engagement hydraulic pressure to a friction engagement device associated with the gear formation by a predetermined hydraulic pressure with respect to a line hydraulic pressure. Therefore, in comparison with a case where a hydraulic pressure equivalent to the line hydraulic pressure is set as an engagement hydraulic pressure to the friction engagement device for obtaining a hydraulic pressure equivalent to the line hydraulic pressure, shift response (hydraulic pressure response) variations when shifting from a non-shift state (steady state) into a shift state are suppressed by the margin of the predetermined hydraulic pressure. In addition, in comparison with a case where the engagement hydraulic pressure to the friction engagement device is set to a maximum hydraulic pressure to reduce the response variations, power consumption of each linear solenoid valve is suppressed.

Abstract: If the a rotational speed difference (Ne?Nt) between an engine speed (Ne) and a turbine speed (Nt) when it is determined that a lock-up ON condition (OFF?ON) is satisfied is large, the lock-up clutch is not engaged but torque reduction control is executed to reduce the engine speed (Ne), thus reducing the rotational speed difference (Ne?Nt) (steps ST13 and ST14). Then, once the rotational speed difference (Ne?Nt) has been reduced to the target rotational speed difference (Nslp), the lock-up clutch is engaged (steps ST15 and ST16). In this manner, excessive heating of the friction material of the lock-up clutch is suppressed which increases the longevity of the friction material.

Abstract: A control apparatus for a multi-speed automatic transmission which is equipped with a manual shift mode that allows a speed step to be shifted up or down manually by an operation of a driver of the vehicle is provided. The control apparatus permits a downshift to be manually performed, provided that during the manual mode, one of vehicle speed, engine rotation speed, and turbine rotation speed of the multi-speed automatic transmission is less than or equal to a downshift permission criterion value that is set according to the speed step achieved by the downshift. The control apparatus corrects the downshift permission criterion value by a speed-value-increasing correction amount that is computed according to the situation of travel of the vehicle. The control apparatus includes a speed-value-increasing correction amount computation portion that computes the speed-value-increasing correction amount separately for each of numbers of steps over which downshifts occur.

Abstract: An automatic shift control is executed in an automatic transmission with 5 shift speeds of range hold type in the highest gear stage of a shift range at the manual shift mode. Upon selection of a shift mode from the automatic shift mode to the manual shift mode, the shift range at the manual shift mode is selected in accordance with the vehicle speed detected at the automatic shift mode. If the vehicle speed is in the low-speed range, the shift range 3 is selected. If the vehicle speed is in the medium-speed range, the shift range 4 is selected. If the vehicle speed is in the high-speed range, the shift range 5 is selected.