Abstract: An exhaust heat recovery system (10) includes: an exhaust heat exchanger (18) that is communicated with a catalytic converter (16) through an exhaust gas pipe (14A), and that recovers exhaust heat into a coolant; and heat transfer restriction means (50) provided between the catalytic converter (16) and the exhaust heat exchanger (18). The heat transfer restriction means (50) includes a heat insulator (56) disposed between a first exhaust gas pipe (52) and a second exhaust gas pipe (54) that constitute the exhaust gas pipe (14A), and. restrains a released heat from the catalytic converter (16) from reaching the exhaust heat exchanger (18).

Abstract: A control device for an automatic transmission 10 having shift control means 88 operative to select a manual shift mode is provided for preventing acceleration response from deteriorating in the automatic transmission 10. The control device includes automatic up-range control means 90 for switching a range to a “D” range when high oil-temperature determining means determines presence of a high oil-temperature state, and high oil-temperature down-range permitting means 92 for permitting a down-range during a manual shift operation until a selected uppermost gear position GSELECT reaches a determining gear position GJUGE when the accelerator-on drive determining means 86 subsequently determines presence of an accelerator-on drive. Even when obtaining a drive force is attempted during an accelerator-on drive mode after switching the range, the down-range by the manual shift operation is permitted until the selected uppermost gear position GSELECT reaches the determining gear position GJUGE.

Abstract: A controller has a command section, a control section, a time measurement section, and a command fixing section. The command section generates a command regarding the actuation state of a lock-up clutch in accordance with a condition value that is determined by the accelerator operating amount and the vehicle speed. The time measurement section starts to measure time when the accelerator operating amount drops to 0 with the current condition value maintained in a hysteresis range and the command section generates the acceleration slip executing command. When the accelerator operating amount is increased from 0, the time measurement section stops the measurement of time and resets the measured time to 0. The command fixing section fixes the command of the command section as an acceleration slip executing command in the period from when the time measurement by the time measurement section has started to when the measured time reaches a determination value.

Abstract: When shifting an automatic transmission into a higher gear, it is determined that an inertia phase has started when an input rotation speed of the automatic transmission has started to decrease. Here, if throttle opening amount reduction control is being performed to reduce the output torque of the engine when it is determined that the inertia phase has started, it is highly likely that that determination is erroneous because that control causes the input rotation speed of the automatic transmission (i.e., the engine speed) to decrease. When it is highly likely that the determination that the inertia phase has started is erroneous in this way, learning of a hydraulic pressure command value is prohibited. As a result, erroneous learning of the hydraulic pressure command value can be prevented.

Abstract: A shift controller includes: a shift control unit automatically shifting gears of an automatic transmission using a basic shift line map; a shift line map switching control unit switching from the basic shift line map to a high fluid temperature shift line map set on a lower vehicle speed side when a hydraulic fluid temperature in the automatic transmission is higher than a predetermined value; and a low power state determination unit determining whether a vehicle is in a low power state in which a required power related value used for gear shift determination is lower than a predetermined determination value. The shift line map switching control unit switches from the high fluid temperature shift line map back to the basic shift line map when the hydraulic fluid temperature is lower than the predetermined value and the vehicle is in the low power state.

Abstract: An ECU executes a program that outputs a shift command when a determination has been made to perform a power-on downshift (i.e., YES in S100); controls the hydraulic pressure supplied to a friction engagement element to perform the power-on downshift; allows the correction of the hydraulic pressure supplied to the friction engagement element during the power-on downshift when the difference between a target input torque and an estimated input torque is equal to or less than a threshold value ?TT (1) (i.e., YES in S130); and correcting the hydraulic pressure supplied to the friction engagement element during the power-on downshift.

Abstract: When initial control ends, an ECU executes a program that includes the steps of: calculating a return control progression degree; calculating a target amount of change in turbine speed; calculating a feedback gain; calculating a target turbine speed; calculating a deviation between the target turbine speed and turbine speed NT; determining a hydraulic pressure command value; outputting the hydraulic pressure command; and when the turbine speed is synchronized with a first gear synchronization speed, outputting the maximum hydraulic pressure command.

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: When an automatic transmission is shifted from neutral to a forward gear, an ECU calculates the appropriate target gear. If the target gear speed is the second forward gear or higher, a target command pressure of a first engagement element is immediately increased to a maximum pressure regardless of an input torque, and a target command pressure of a second engagement element is gradually increased in accordance with the input torque.

Abstract: An ECU controls an automatic transmission that can be manually shifted. The ECU executes a program that includes i) the step of, when there are a plurality of allowed gears that are allowed at the time of a downshift operation (i.e., YES in S150), continuously determining whether the engine speed NE after a downshift will be in a preset overspeed region for each allowed gear when the second and subsequent allowed gears are lower than an output gear (YES in S152; S151), and when there is an allowed gear that will result in the engine speed NE being in the overspeed region, ii) the step of cancelling that allowed gear (S158). Thus this control appropriately suppresses overspeeding of the engine while executing a manual shift in response to an operation by the driver without bothering the driver.

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 controller has a command section, a control section, a time measurement section, and a command fixing section. The command section generates a command regarding the actuation state of a lock-up clutch in accordance with a condition value that is determined by the accelerator operating amount and the vehicle speed. The time measurement section starts to measure time when the accelerator operating amount drops to 0 with the current condition value maintained in a hysteresis range and the command section generates the acceleration slip executing command. When the accelerator operating amount is increased from 0, the time measurement section stops the measurement of time and resets the measured time to 0. The command fixing section fixes the command of the command section as an acceleration slip executing command in the period from when the time measurement by the time measurement section has started to when the measured time reaches a determination value.

Abstract: A control device of a vehicular automatic transmission determines, during shifting to a first target gear position, whether the transmission should be shifted to a second target gear position that is remote from the current gear position than the first target gear position, and determines whether a gearshift to the first target gear position was executed during shifting to a third target gear position. If it is determined that the transmission should be shifted to the second target gear position during a multiple gearshift to the first target gear position which is started during shifting to the third target gear position, a multiple gearshift to the second target gear position is inhibited. If it is determined that the transmission should be shifted to the second target gear position during a single gearshift to the first target gear position, the multiple gearshift to the second target gear position is permitted.

Abstract: When initial control ends, an ECU executes a program that includes the steps of: calculating a return control progression degree; calculating a target amount of change in turbine speed; calculating a feedback gain; calculating a target turbine speed; calculating a deviation between the target turbine speed and turbine speed NT; determining a hydraulic pressure command value; outputting the hydraulic pressure command; and when the turbine speed is synchronized with a first gear synchronization speed, outputting the maximum hydraulic pressure command.

Abstract: In a control of a vehicular automatic transmission, an engaging device provided in a power transmission path between an engine and driving wheels is brought into a slipping state or a release state when a certain neutral control condition is satisfied while a shift lever is placed in a running position, the engaging device is engaged so as to increase a torque transmission capacity thereof when a certain neutral control cancellation condition is satisfied during neutral control under which the engaging device is in the slipping state or the release state, and an engaging pressure of the engaging device is held at a constant pressure level for a given period of time when an accelerator pedal is depressed while the engaging device is engaged so as to increase the torque transmission capacity thereof.

Abstract: An ECU executes a program that outputs a shift command when a determination has been made to perform a power-on downshift (i.e., YES in S100); controls the hydraulic pressure supplied to a friction engagement element to perform the power-on downshift; allows the correction of the hydraulic pressure supplied to the friction engagement element during the power-on downshift when the difference between a target input torque and an estimated input torque is equal to or less than a threshold value ?TT (1) (i.e., YES in S130); and correcting the hydraulic pressure supplied to the friction engagement element during the power-on downshift.

Abstract: In a shift control device and a shift control method for an automatic transmission, when the shift range is switched from a non-travel range to a travel range, a squat control of temporarily forming a high-speed step that is smaller in speed change ratio than the first speed change step by engaging a first engagement element and a second engagement element, and then forming the first speed change step by releasing the second engagement element. In the case of standing-start of the vehicle in the high-speed step, the squat control is ended before the first speed change step is formed by releasing the second engagement element.

Abstract: When shifting an automatic transmission (3) into a higher gear, it is determined that an inertia phase has started when an input rotation speed of the automatic transmission (3) has started to decrease. Here, if throttle opening amount reduction control is being performed to reduce the output torque of the engine (2) when it is determined that the inertia phase has started, it is highly likely that that determination is erroneous because that control causes the input rotation speed of the automatic transmission (3) (i.e., the engine speed) to decrease. When it is highly likely that the determination that the inertia phase has started is erroneous in this way, learning of a hydraulic pressure command value (Pt) is prohibited. As a result, erroneous learning of the hydraulic pressure command value (Pt) can be prevented.

Abstract: An exhaust heat recovery system (10) includes: an exhaust heat exchanger (18) that is communicated with a catalytic converter (16) through an exhaust gas pipe (14A), and that recovers exhaust heat into a coolant; and heat transfer restriction means (50) provided between the catalytic converter (16) and the exhaust heat exchanger (18). The heat transfer restriction means (50) includes a heat insulator (56) disposed between a first exhaust gas pipe (52) and a second exhaust gas pipe (54) that constitute the exhaust gas pipe (14A), and. restrains a released heat from the catalytic converter (16) from reaching the exhaust heat exchanger (18).

Abstract: A control device for an automatic transmission 10 having shift control means 88 operative to select a manual shift mode is provided for preventing acceleration response from deteriorating in the automatic transmission 10. The control device includes automatic up-range control means 90 for switching a range to a “D” range when high oil-temperature determining means determines presence of a high oil-temperature state, and high oil-temperature down-range permitting means 92 for permitting a down-range during a manual shift operation until a selected uppermost gear position GSELECT reaches a determining gear position GJUGE when the accelerator-on drive determining means 86 subsequently determines presence of an accelerator-on drive. Even when obtaining a drive force is attempted during an accelerator-on drive mode after switching the range, the down-range by the manual shift operation is permitted until the selected uppermost gear position GSELECT reaches the determining gear position GJUGE.