Abstract: An ECU executes a program for implementing a method that includes: a step of performing control so that torque capacity Tch of a frictional engagement device that is brought from an engaged state by a downshift operation is gradually reduced to start an inertia phase when a power-on downshift is performed; and a step of stopping the gradual reduction of the torque capacity Tch when the rate of change in an input shaft rotation speed NI of an automatic transmission has reached a desired rate of change ?N(1). Variation in output torque is kept small, and the shock that can occur at the time of a shift is thus reduced.

Abstract: When a determination for a second shift is made during a first shift process, if the turbine speed is the variety of the synchronous rotational speed for the speed to which the automatic transmission is to be shifted in the second shift and the hydraulic pressure command value for the first brake, which is engaged in the second shift, is equal to or larger than a predetermined value, the multiple shift portion immediately switches the shift control from the first shift control to the second shift control so that the hydraulic pressure command value for the first brake, which is engaged in the second shift, increase at a specific rate and the hydraulic pressure command value for the third brake, which is released in the second shift, decreases at a specific rate.

Abstract: A gear shift controlling apparatus of an automatic transmission for a vehicle has a synchronization-time engagement pressure correcting device that, before synchronization of gear-shifting, makes an increase correction of an engagement pressure of the disengaged-side engaging element by a first prescribed amount, to cause an input shaft rotational speed immediately before synchronizing of the automatic transmission to approach a rotational speed calculated by multiplying an output shaft rotational speed by a gear ratio of a gear after gear-shifting the automatic transmission.

Abstract: An automatic transmission controller for a vehicle has an insufficient gear shifting time determining device that determines whether a gear shifting time for shifting performed by disengagement of two engaging elements and engagement of two engaging elements is insufficient; and a double engage/disengage prohibiting device that prohibits the gear shift after the disengagement of two engaging elements and engagement of two engaging elements when the insufficient shifting time determining device determines that the gear shifting time for shifting after the disengagement of two engaging elements and engagement of two engaging elements is insufficient.

Abstract: An ECU for a vehicle equipped with an automatic transmission includes a detection unit that detects a position of a transmission selection member manipulated by a driver; a determination unit that determines whether a gear step is abnormal when a preset time has elapsed after the transmission selection member is shifted from a drive position to a neutral position. The ECU further includes a control unit that controls the automatic transmission such that if the transmission selection member is shifted from the neutral position to the drive position when the gear step has been determined to be abnormal, a shock generated by the engagement of the frictional engagement elements is reduced.

Abstract: A control apparatus for a vehicle includes an engagement-pressure control portion that increases the engagement pressure to a predetermined pressure for a friction engagement element to be engaged during a torque phase of an upshift in an automatic transmission. When the inertia phase starts, the control apparatus increases the engagement pressure at a predetermined gradient. The control apparatus also includes a torque-boost control portion that executes a torque-boost control that boosts the torque output from the power source during the torque phase; and a torque-boost permission portion that determines whether the torque-boost control should be restricted. When it is determined that the torque-boost control should not be restricted, the predetermined pressure is set to a greater value, and the predetermined gradient is set to a smaller value than when it is determined that the torque-boost control should be restricted.

Abstract: A first input torque value estimated when it is determined that an inertia phase has started is stored as an input torque value. Then, the input torque value is updated to a value determined based on the first input torque value and a second input torque value estimated when it is determined that the accelerator pedal has been operated by at least a predetermined amount. When the second input torque value is smaller than the first input torque value, the stored input torque value is updated to a value that is equal to or greater than the first input torque value. When the second input torque value is equal to or greater than the first input torque value, the stored input torque value is updated to the second input torque value.

Abstract: An engagement-pressure control portion and a first torque decrease control portion are provided. The engagement-pressure control portion controls an engagement pressure for a friction engagement element to be engaged when an automatic transmission upshifts so that the engagement pressure increases to a standby pressure at which an inertia phase does not start on the condition that torque output from a power source is equal to a first predetermined value, and then the engagement pressure is maintained at the standby pressure. The first torque decrease control portion controls the torque output from the power source so that the torque gradually decreases from the first predetermined value after the engagement pressure for the friction engagement element is maintained at the standby pressure, and a predetermined condition is satisfied.

Abstract: A control apparatus includes a torque-boost control portion that boosts torque output from the engine, and corrects the operation amount of an adjustment mechanism that adjusts the amount of air taken into the engine to increase the amount of air during a torque phase when the automatic transmission upshifts; and an inertia-phase determination portion that determines whether an inertia phase has started. The torque-boost control portion includes a torque-boost end control portion that executes a torque-boost end control that gradually decreases a correction amount, by which the operation amount is corrected, to zero when the inertia-phase determination portion determines that the inertia phase has started.

Abstract: An ECU executes a program sets a driver requested torque based on the accelerator operation amount, and sets a torque-boost amount so that the torque-boost amount increases as the driver requested torque increases, until the driver requested torque exceeds a predetermined torque T(0). When the driver requested torque exceeds the predetermined torque T(0), the torque-boost amount decreases as the driver requested torque increases. However, the torque obtained by adding the torque-boost amount to the driver requested torque increases as the accelerator operation amount increases.

Abstract: When it is determined that the torque output from a power source is being automatically controlled, an ECU prohibits torque-boosting control of the power source during the torque phase when up-shifting, and performs up-shifting without performing torque-boosting control. In performing torque-boosting control, the driver demanded torque in response to the accelerator operation amount is used as the reference in setting amount of torque demanded from the power source.

Abstract: An integrated control system includes a main control system (accelerator) controlling a driving system, a main control system (brake) controlling a brake system, and a main control system (steering) controlling a steering system, based on manipulation by a driver, as well as an adviser unit generating and providing information to be used at each main control system based on environmental information around a vehicle or information related to a driver. The advisor unit executes a program including the steps of: sensing a vehicle state, driver's manipulation, and environmental information; operating an expected value by the driver with regard to a driving force; performing distribution processing of a braking/driving torque; and operating a distribution ratio so as to carry out distribution.

Abstract: A control apparatus and method control a torque of an engine coupled to an input shaft of an automatic transmission during a shift by that automatic transmission. A torque-down control by which the engine torque is decreased by a predetermined amount is performed, a torque-restore control starting point at which time torque-restore control is to be started is determined, and the torque-restore control so as to gradually restore the engine torque to a value before the torque-down control was performed is started at the torque-restore control starting point. The torque-restore control starting point is determined according to a dynamic model which simulates behavior of the automatic transmission over time from start of the torque-down control, so that a rotational speed of the input shaft of the automatic transmission at a target point substantially matches a target speed.

Abstract: The load element state detecting portion 72 detects the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 on the basis of the displacement of the spool valve element 42. That is, since the completion of the filling of the hydraulic oil into the clutch and the working limit of the accumulator 64 are directly detected, so that the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 can be detected with high precision regardless of differences among products and the time-lapse variation. Furthermore, they can be detected without equipping any special device to the hydraulic control circuit, and thus there is an advantage that the device construction is simple.

Abstract: A control apparatus and method for an automatic transmission, by which a shift is executed by simultaneously controlling release and application of different friction engaging elements, are provided which i) control a clamping force of a friction engaging element to be released and a clamping force of a friction engaging element to be applied, ii) adjust an output torque of a prime mover for driving a vehicle, iii) detect a predetermined timing that is after the start of a torque phase during a shift of the automatic transmission and before the clamping force of the friction engaging element to be applied increases to the point at which torque input to the automatic transmission can be transmitted by only the friction engaging element to be applied, and iv) output a command to gradually reduce the clamping force of the friction engaging element to be released and a command to gradually increase the clamping force of the friction engaging element to be applied, in the torque phase.

Abstract: In order to control slip amount of a disengagement side engagement device at the time of a gear shift operation, a target value Nr for rotational speed of an input shaft of an automatic transmission is calculated inside an input shaft speed target value calculating block. Slip control of the disengagement side engagement device is then carried out by controlling engine torque using an engine torque control amount obtained from a engine torque control amount estimation block and the clutch slip amount compensation value calculating section to cause rotation speed Nt of the input shaft to follow the target value Nr. In this way, responsiveness and precision of slip control of the disengagement side engagement device at the time of gear shift operation are improved, and it is possible to improve gear shift shock and to carry out a gear shift operation in a short period of time.

Abstract: The load element state detecting portion 72 detects the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 on the basis of the displacement of the spool valve element 42. That is, since the completion of the filling of the hydraulic oil into the clutch and the working limit of the accumulator 64 are directly detected, so that the completion of the filling of the hydraulic oil into the clutch 62 and the working limit of the accumulator 64 can be detected with high precision regardless of differences among products and the time-lapse variation. Furthermore, they can be detected without equipping any special device to the hydraulic control circuit, and thus there is an advantage that the device construction is simple.

Abstract: A control apparatus and method for an automatic transmission, by which a shift is executed by simultaneously controlling release and application of different friction engaging elements, are provided which i) control a clamping force of a friction engaging element to be released and a clamping force of a friction engaging element to be applied, ii) adjust an output torque of a prime mover for driving a vehicle, iii) detect a predetermined timing that is after the start of a torque phase during a shift of the automatic transmission and before the clamping force of the friction engaging element to be applied increases to the point at which torque input to the automatic transmission can be transmitted by only the friction engaging element to be applied, and iv) output a command to gradually reduce the clamping force of the friction engaging element to be released and a command to gradually increase the clamping force of the friction engaging element to be applied, in the torque phase.

Abstract: When changing gear, engagement side clutch coupling force of an automatic transmission (32) is controlled in response to an engagement side clutch coupling force control amount set in advance in an engagement side clutch coupling force control amount storage section (36). A disengagement side clutch coupling force control amount calculating block (40) has a physical model of the automatic transmission (32) internally. This disengagement side clutch coupling force control amount calculating block (40) then calculates disengagement side clutch coupling force control amount from a transmission input torque estimation value estimated by a transmission input torque estimation block (34), a running resistance estimation value from a running resistance estimation block (38) and engagement side clutch coupling force control amount using the physical model, and controls the automatic transmission (32) using the calculated disengagement side clutch coupling force control amount.

Abstract: A control apparatus and method are provided for controlling a torque of an engine coupled to an input shaft of an automatic transmission during a shift by that automatic transmission. In that control, torque-down control by which the engine torque is decreased by a predetermined amount is performed, a torque-restore control starting point at which time torque-restore control is to be started is determined during the torque-down control, and the torque-restore control so as to gradually restore the engine torque to a value before the torque-down control was performed is started at the torque-restore control starting point. The torque-restore control starting point is determined according to a dynamic model which simulates the behavior of the automatic transmission over time from the start of the torque-down control, and so that a rotational speed of the input shaft of the automatic transmission at a target point substantially matches a target speed.