Abstract: A dynamic model is stored in memory that defines torque transmitted by a lockup clutch in a torque converter as a function of a plurality of torque converter operating parameters. A lockup clutch command to control engagement the lockup clutch is asserted, and thereafter a number of the plurality of torque converter operating parameters are monitored. The model is continually solved using the monitored operating parameters to determine torque transmitted by the lockup clutch over time, and a lockup clutch on-coming capacity signal is produced if the torque transmitted by the lockup clutch exceeds a torque threshold.

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: A motor grader includes an engine, a torque converter, a drive wheel, an engine revolution detector, and a control unit. The torque converter, including a lock-up clutch, transmits driving force from the engine. The drive wheel is rotationally driven by the driving force from the engine. The engine revolution detector detects engine revolution. When the lock-up clutch is engaged, the control unit is configured to: maintain the engaged state of the lock-up clutch when the engine revolution is greater than a predetermined lock-up release revolution lower than a low idle revolution; and switch the lock-up clutch into a disengaged state when the engine revolution is less than or equal to the predetermined lock-up release revolution.

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: In one embodiment, when a condition (specifically, brake ON) of rising of a source pressure (line pressure) of a lock-up control valve is satisfied during deceleration lock-up control, a lock-up differential pressure instruction value is corrected to a low side with that source-pressure rising amount taken into consideration.

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: An engaging-force control apparatus for a friction-engagement element controls a slip rotational speed between an input-side rotational speed and an output-side rotational speed of the friction-engagement element by increasing or decreasing an engaging force of the friction-engagement element. The engaging-force control apparatus includes an engaging-force feedback control section configured to control the engaging force of the friction-engagement element to bring the slip rotational speed of the friction-engagement element closer to 0 by way of feedback control; and an engaging-force restricting section configured to restrict the engaging force of the friction-engagement element to prevent the engaging force from exceeding a minimum engaging-force value necessary to maintain the slip rotational speed at 0.

Abstract: Methods and systems are provided for reducing audible clunks and objectionable drive feel in vehicles including start/stop systems. In one example, a vehicle engine is shutdown during vehicle coasting. The vehicle engine is then restarted, while the vehicle is moving with a torque converter clutch disengaged. A transmission clutch pressure is then adjusted during the restart based on a torque converter output speed relative to a torque converter input speed.

Abstract: A dynamic model that is configured to produce a lockup clutch command as a function of a plurality of torque converter operating parameters is continually solved and the lockup clutch command is asserted to control engagement of the lockup clutch. A profile of one of the plurality of torque converter operating parameters is selected and is configured, when inserted into the model in place of an actual value thereof, to result in an intersection of rotational speeds of the pump and the turbine over time. Deceleration of the pump is monitored after asserting the lockup clutch command and a maximum deceleration of the pump is determined therefrom. The selected profile is temporarily held constant if the monitored deceleration of the pump rises at least a threshold value above the maximum deceleration of the pump.

Abstract: A recovery control system and method for automatic transmissions includes a diagnostic module that determines a fault condition of a variable bleed solenoid (VBS) when the automatic transmission fails to establish a desired drive ratio. A recovery module initiates a recovery cycle of the VBS based on the fault condition. The fault condition includes one of a clutch stuck-on condition and a clutch stuck-off condition. A clutch controlled by the VBS fails to disengage during the clutch stuck-on condition, and the clutch fails to engage during the clutch stuck-on condition.

Abstract: A hydraulic vehicle clutch system and preemptive control method includes a hydraulic vehicle clutch, a vehicle speed sensing device, a shift position sensing device, and a hydraulic pressure generating system. The pressure generating system sends hydraulic fluid to the clutch at a first pressure when (1) the vehicle speed sensing device indicates that the vehicle speed is at or below a threshold vehicle speed and (2) the shift position sensing device indicates that the shift position is in a nondrive position and at a second, higher pressure when (1) the vehicle speed sensing device indicates that the vehicle speed is at or below the threshold vehicle speed and (2) the shift position sensing device indicates that the shift position is in a drive position.

Abstract: The present disclosure utilizes Non-linear Proportional and Derivative (NLPD) control on a duty cycle of an applying clutch for stationary and rolling vehicle garage shifts. The applying clutch can be engaged by as electrically activated solenoid valve, and the present disclosure utilizes NLPD control to adjust the duty cycle of the solenoid to provide a smooth vehicle garage shift engagement. The present disclosure utilizes a control algorithm based on turbine speed, turbine acceleration, and output speed. The present disclosure can utilize an existing vehicle control unit, such as an engine control unit (ECU), transmission control unit (TCU), or the like, to receive turbine speed measurements, to calculate the solenoid duty cycle using NLPD control on the turbine speed acceleration error, and to adjust the solenoid driver on the solenoid valve.

Abstract: A method for controlling a transmission in a motor vehicle during acceleration from an idle condition begins when the vehicle is stationary, the engine is at idle, and the transmission is in the first gear range or ratio. When the vehicle begins to accelerate, the method includes the steps of monitoring the rate of vehicle acceleration and comparing the rate of vehicle acceleration to a rate of vehicle acceleration threshold. If the rate of vehicle acceleration is less than the acceleration threshold, then the transmission allows one of the currently engaged clutches to slip. This clutch slip reduces the torque load on the engine. The method then monitors the engine output speed. If the engine output speed exceeds an engine output speed threshold, then the clutch is fully applied.

Abstract: During a starting operation or a low-speed drive of a vehicle on a slope, the drive control of the invention sets a gradient-corresponding rotation speed N? as a rotation speed of an engine to output a required driving force against a longitudinal vehicle gradient ?fr (step S110), and sequentially sets a low-?-road correction rotation speed Nlow upon identification of a low-?-road drive condition, a vehicle speed difference-compensating rotation speed Nv based on a vehicle speed V, and a brake-based correction rotation speed Nb based on a brake pressure Pb (steps S120 through S250). The drive control sets a target engine rotation speed Ne* based on these settings (step S260) and subsequently sets a target throttle opening THtag (step S270). The operation of the engine is controlled with the greater between the target throttle opening THtag and a required throttle opening THreq corresponding to an accelerator opening Acc (step S290).

Abstract: A motor grader includes an engine, a torque converter, a drive wheel, an engine revolution detector, and a control unit. The torque converter, including a lock-up clutch, transmits driving force from the engine. The drive wheel is rotationally driven by the driving force from the engine. The engine revolution detector detects engine revolution. When the lock-up clutch is engaged, the control unit is configured to: maintain the engaged state of the lock-up clutch when the engine revolution is greater than a predetermined lock-up release revolution lower than a low idle revolution; and switch the lock-up clutch into a disengaged state when the engine revolution is less than or equal to the predetermined lock-up release revolution.

Abstract: A control device of a vehicle which switches a lockup clutch to an operating state depending upon vehicle conditions determines switching of the lockup clutch from lockup-ON switching lines established when the lockup clutch is in an engaged state, or from lockup-OFF switching lines established when the lockup clutch is in a released state. When switching of the lockup clutch is determined based on one of the lockup-ON switching lines and the lockup-OFF switching lines, a determination based on the other switching lines is selected as an effective determination about switching once the same switching of the operating state as that determined based on the above-indicated one of the switching lines is determined based on the other switching lines.

Abstract: A system for controlling a torque converter clutch in a vehicle powertrain includes a controller having an input for receiving powertrain operating parameter information. The controller is configured to determine a torque converter speed ratio based on the powertrain operating parameter information and to compare the speed ratio to a specified speed ratio limit. The controller is further configured to determine a target torque converter slip when the speed ratio exceeds or meets or exceeds the specified speed ratio limit; to compare the target slip with a desired slip value based on an vehicle noise, vibration or harshness (NVH) limit; and to control torque transmission of the torque converter clutch based on comparison of the target slip and the desired slip value. A method for controlling a torque converter clutch is also provided.

Abstract: A method of transitioning a torque converter from torque conversion mode to lock-up mode, and a torque converter. The method includes rotationally fixing stator blades to a non-rotatable stator shaft; partially engaging a torque converter clutch to transmit torque from a housing to a turbine at a first speed ratio between the turbine and the housing; disengaging a pump clutch at a second speed ratio between the turbine and the housing, the pump clutch arranged to transmit torque from the housing to the pump; and fully engaging the torque converter clutch at a third speed ratio between the housing and the turbine. The second ratio can be less than a ratio for a coupling point. The torque converter has torque converter and pump clutches, a non-rotatable stator, and a connection point between a turbine and hub, at least partially radially aligned with an inner ring for the stator.

Abstract: In an apparatus for controlling an outboard motor having an internal combustion engine to power a propeller and a torque converter interposed between the engine and a drive shaft and equipped with a lockup clutch, it is configured to, based on input rotation speed and output rotation speed of the torque converter, calculate a speed ratio of the torque converter and a change amount of the input rotation speed, and make the lockup clutch ON/OFF based on the calculated speed ratio and change amount. With this, it becomes possible to appropriately make the lockup clutch ON/OFF, thereby improving speed performance.

Abstract: An ECT_ECU executes a program including the step of prohibiting a lockup clutch from engaging if the lockup clutch is disengaged and a number of revolutions or speed NE of an input shaft of a torque converter minus a number of revolutions or speed NT of an output shaft of the torque converter is smaller than a threshold value ?N (1).

Abstract: A control device for an automatic gearbox, coupled to the engine or a motor vehicle, by a torque converter, including a locking device for a fixed connection of the output shaft of the engine to the input shaft of the automatic gearbox, to produce a lock-up and conversely to release the lock-up. The device further includes an engine control unit, for providing an order for the engine, such as a demand for torque, and a control unit for the gearbox for transmitting to the engine control unit an order such as a torque request. The gearbox control unit may transmit to the engine control unit a torque request as a function of slip and the torque value as demanded by the driver of the vehicle such that the speed of the engine may approach the speed of a turbine of the torque converter so that a lock-up or lock-up release can be carried out.

Abstract: When a traveling state is in an engagement range of a lock-up clutch, an ECU executes a program including a step of executing slip control if preconditions are satisfied and learning start conditions are satisfied, a step of updating a learning value if an output value is not greater than an FF control value+? or not smaller than the FF control value+?, and a step of engaging the lock-up clutch.

Abstract: A controlling method and system for a damper clutch of an automatic transmission control a damper clutch release condition according to a direct connection status of a damper clutch. The controlling method includes: determining whether the damper clutch is in a direct connection status in a power-on state or a direct connection status in a power-off state; detecting information of a vehicle if the damper clutch is in the direct connection status of the power-on or power-off state; determining whether a release condition of the damper clutch is satisfied; and releasing the damper clutch if the release condition of the damper clutch is satisfied.

Abstract: A hydraulic vehicle clutch system and preemptive control method includes a hydraulic vehicle clutch for transferring torque from a propeller shaft to at least one rear wheel drive axle, a vehicle speed sensing device for monitoring a vehicle speed, a shift position sensing device for monitoring a shift position of a transmission shift lever, and a hydraulic pressure generating system for delivering hydraulic fluid at a desired pressure to the hydraulic vehicle clutch for selectively actuating the clutch to couple the propeller shaft and the at least one rear wheel drive axle and thereby transfer torque from the propeller shaft to the at least one rear wheel drive axle. The pressure generating system sends hydraulic fluid to the clutch with the desired pressure at a first pressure when (1) the vehicle speed sensing device indicates that the vehicle speed is at or below a threshold vehicle speed and (2) the shift position sensing device indicates that the shift position is in a nondrive position.

Abstract: A dynamic model is stored in memory that defines torque transmitted by a lockup clutch in a torque converter as a function of a plurality of torque converter operating parameters. A lockup clutch command to control engagement the lockup clutch is asserted, and thereafter a number of the plurality of torque converter operating parameters are monitored. The model is continually solved using the monitored operating parameters to determine torque transmitted by the lockup clutch over time, and a lockup clutch on-coming capacity signal is produced if the torque transmitted by the lockup clutch exceeds a torque threshold.

Abstract: Excellent fuel consumption and drivability are achieved by properly controlling the lockup-canceling timing in a vehicle with an automatic transmission equipped with a torque converter having lockup features. Conventionally, the lockup got cancelled when it was determined that the vehicle speed was lower than a first lockup-canceling vehicle speed used when the accelerator was OFF at the same time the brakes were OFF. Herein, however a delay timer is activated after the accelerator is released (OFF) to set a second lockup-canceling vehicle speed, which is slower than the first lockup-canceling vehicle speed and which is used when the brake is activated (ON). As a result, the lockup will not be cancelled until the vehicle speed reaches the second vehicle speed, and the lockup period can be ensured for a longer period of time.

Abstract: A method for preventing a torque converter clutch that controls the slip in a torque converter between a vehicle engine and transmission from locking up in response to wheel slip from one or more of the vehicle wheels. The method includes monitoring the vehicle speed and/or the transmission output speed, and converting the speed to an acceleration. An average of the acceleration is provided over a predetermined number of sample points. The method then determines whether the current acceleration exceeds the average acceleration by a predetermined amount. If the current acceleration does exceed the average acceleration, then the method causes the converter slip to be held at its current value so that the torque converter does not lock up. Additionally, the method prevents the transmission from changing gears. The method then monitors whether the acceleration has fallen below a predetermined value or a predetermined period of time has expired.

Abstract: A transmission having a plurality of gear ratios, a selector assembly for selectively engaging the gear ratios, a clutch device for selectively transmitting drive from a drive source to the transmission, and a control system for controlling a clutch torque limit, in which the control system automatically adjusts the clutch torque limit value before the selector assembly selects an unengaged gear ratio, to allow relative rotational movement between input and output sides of the clutch if the torque exceeds the predetermined value when the unengaged gear ratio is engaged by the selector assembly.

Abstract: A method for operating a torque-converter lockup clutch (20) for a hydrodynamic converter (1), where the slip (s) of the torque converter (1) is adjusted using a setpoint value (sw), while the torque-converter lockup clutch (20) is being closed. The method is also designed with the intention of providing an especially high degree of ride comfort while the torque-converter lockup clutch (20) is being closed. In addition, the present invention provides for the setpoint value (sw) being continuously selected as a function of time, inside a closing interval, taking into consideration the input torque (E) currently being applied to the torque converter (1). A control device (24) particularly suitable for implementing the method includes a control unit (26), which selects a setpoint value (sw) for the slip (s) of the converter (1) as a function of time, and taking into consideration the input torque (E) currently being applied to the torque converter (1).

Abstract: A method of using a torque converter bypass clutch to launch a vehicle, mitigate transient vibration, and mitigate vehicle natural frequency harshness. The method uses the torque converter when the bypass clutch power capacity is approaching its limit, when the vehicle load is high, or the vehicle is on a grade, where normally the bypass clutch would launch the vehicle.

Abstract: A torque converter bump control system is provided. The system includes: a gain module that computes a torque converter gain based on a speed ratio; an increased gain module that computes an increased torque converter gain based on turbine speed; a blended gain module that computes a blended torque converter gain based on the torque converter gain, the increased torque converter gain, and a blend ratio; and a final gain module that selectively sets a final torque converter gain based on the speed ratio and commanded engine torque to at least one of the torque converter gain, the increased torque converter gain, and the blended torque converter gain and wherein engine torque is controlled based on the final torque converter gain.

Abstract: A load determining section of a drive control apparatus for forklift determines a load state related to a loading attachment. In a case where a connection determining section determines switching to a connection state, if the load state determined by the load determining section requires that driving of a vehicle body be limited, a disconnection control section forcibly disconnects a transmission of a driving force to a drive wheel. Thus, the forklift is prevented from being started in a state that is likely to make the driving of the forklift unstable.

Abstract: A method of adapting a pressurized fluid supply to a torque converter clutch is provided. The method includes: learning a first pressure point related to an average of ramp pressure and an average of engine torque over a first time period; learning a second pressure point related to a second average of ramp pressure and a second average of engine torque over a second time period; determining a plurality of adapt values based on at least one of an extrapolation and an interpolation between the first pressure point and the second pressure point; and adapting the pressurized fluid to the torque converter clutch based on the plurality of adapt values.

Abstract: A control system for enabling an engine to operate in a deceleration fuel cutoff (DFCO) mode is provided. The system includes: an enable module that selectively enables a DFCO mode based on an accelerator pedal position; and an engine speed module that regulates engine speed based on turbine speed during a predetermined time period after the DFCO mode is enabled.

Abstract: A lockup device 7 of a torque converter 1 is formed of a piston 75, a clutch plate 80, and a damper mechanism 9. The clutch plate 80 has a first passage P1 connecting an inner space S3 on the radially inner side to a space S1 formed axially between the front cover 11 and the clutch plate 80, and a second passage P2 connecting the inner space S3 formed on the radially inner side to a space S2 formed axially between the piston and the clutch plate 80.

Abstract: A method for controlling a torque converter clutch in an automatic transmission of a vehicle that includes an engine, an accelerator pedal and wheels, the converter clutch alternately connecting and disconnecting the engine and transmission when the clutch is engaged and disengaged. The method includes determining that the vehicle is either ascending a grade or operating in a loaded condition, determining that the clutch is engaged, determining whether the vehicle is operating in a curve, preventing disengagement of the clutch if the vehicle is either ascending a grade or operating in a loaded condition and the vehicle is operating in a curve, and allowing disengagement of the clutch if the vehicle is neither ascending a grade nor operating in a loaded condition.

Abstract: An engine control system for controlling a displacement on demand engine having a plurality of cylinders includes a torque converter with a torque converter clutch. A control module determines a slip speed of said torque converter clutch, estimates a temperature state of said torque converter clutch based on said slip speed, and selectively activates at least one of said cylinders based on said temperature state.

Abstract: A method and system to capture energy during regenerative braking while managing driveline disturbances by controlling locking and unlocking of a torque-converter clutch based upon operator input, typically throttle position or accelerator pedal position, vehicle speed, and engine load is offered. The exemplary vehicle has an engine, a torque converter with a clutch, and a transmission device. Vehicle kinetic energy is transmittable to an electrical machine using the transmission device and the torque converter. It includes monitoring an operator demand for power, engine operating speed, and, engine load; and, actuating the locking clutch for the torque converter based upon the operator demand for power, the engine operating speed, and, the engine load.

Abstract: Engagement, disengagement, and slip of a lock-up clutch can be controlled using two valves that are a lock-up relay valve and a linear solenoid valve. A lock-up control valve employed in a conventional hydraulic control apparatus can be eliminated, which simplifies the configuration, and reduces the size of a hydraulic control apparatus for a torque converter with a lock-up clutch. When the lock-up clutch is engaged, hydraulic pressure output from the linear solenoid valve is supplied to a disengagement-side oil chamber of the torque converter, and a pressure difference between the engagement-side oil chamber and the disengagement-side oil chamber is applied to a spool valve element of the linear solenoid valve. Therefore, the spool valve element is driven such that an electromagnetic force applied from a linear solenoid becomes equal to the pressure difference.

Abstract: When a downshift instruction has been detected, the oil pressure of a lookup clutch is controlled, and the state of operation of the automatic transmission is detected. If a starting condition has been met, a slip rotation speed of the lockup clutch is calculated, and if the calculated slip rotation speed is greater than or equal to a reference rotation speed, the calculated slip rotation speed is set as a target slip rotation speed. If a condition for converging the target slip rotation speed has been met, the target slip rotation speed is then converged to a steady target rotation speed.

Abstract: A controller serving as determination device determines whether or not a rising speed of the clutch pressure of the input clutch is less than a limit rising speed of the original pressure. A controller serving as original pressure control device adjusts the original pressure such that a difference between the original pressure and the detected clutch pressure of the input clutch becomes a predetermined offset pressure when it is determined that the clutch pressure rising speed of the input clutch is less than the original pressure limit rising speed, and adjusts the original pressure such that the original pressure is raised at the original pressure limit rising speed when it is determined that the clutch pressure rising speed of the input clutch is equal to or higher than the original pressure limit rising speed.

Abstract: A lock-up clutch control device which controls a lock-up clutch (6) provided in a torque converter (5) interposed between an engine (3) and a transmission (4) used with a vehicle, is disclosed. The lock-up clutch control device has a differential pressure generating device (7,8), a vehicle speed sensor (13), a throttle valve opening sensor (14), an transmission input shaft rotation speed sensor (16), engine torque detection means (2), and a controller (1). The controller (1) determines, based on the detected vehicle speed (VSP) and the detected throttle valve opening (TVO), whether or not a control region of a torque converter is a converter region wherein control is performed to disengage the lock-up clutch.

Abstract: A clutch control apparatus for a hybrid vehicle (1) having an engine (2) and a motor (3) as power sources, and an output shaft (13a). The clutch control apparatus includes a clutch device (12) and a clutch control device (19) operatively connected to the clutch device (12) for controlling the engagement degree of the clutch device (12) when the driving mode of the vehicle is alternately switched between an engine cruise mode and a motor cruise mode. The clutch control device (19) is adapted to execute a clutch relaxation control operation which includes an engagement decreasing control operation and a subsequent engagement recovery control operation, and is further adapted to execute an engagement increasing control operation in which the engagement degree of the clutch device (12) is forced to increase when the revolution rate of the engine (2) falls below a predetermined value.

Abstract: A method of dynamically controlling pressure to a torque converter clutch (TCC) of a torque converter coupled to a transmission is provided. The method includes: monitoring throttle position; monitoring engine speed; controlling pressure to the torque converter clutch to increase slip after the throttle position indicates a tip-in has occurred and when engine speed is low; regulating at least one of a transmission steady state pressure to the transmission and pressure to the torque converter to maintain the increased slip; and controlling pressure to the torque converter to reduce slip by engaging the torque converter clutch.

Abstract: A method for controlling a coasting downshift in an automatic transmission having a torque converter that includes an impeller driveably connected to an engine and a turbine hydrokinetically coupled to the impeller and driveably connected to the transmission input. During a coast condition, the speed of the turbine decreases, and the speed of the engine decreases to and is maintained at an engine idle speed. After the downshift event begins, the turbine speed increases due a transfer of torque from an off-going transmission control element to an oncoming control element. Engine speed increases steadily until it reaches the target engine speed. The downshift is completed, and engine speed decreases until it again reaches the idle speed.

Abstract: A lock-up clutch control device, which controls a lock-up clutch (6) installed in a torque converter (5) interposed between an engine (3) and a transmission (4) used with a vehicle, is disclosed. The lock-up clutch control device has a differential pressure generating device (7,8) which engages or disengages the lock-up clutch by adjusting a differential pressure supplied to the lock-up clutch, a sensor (13) which detects a vehicle speed, and a controller.

Abstract: A torque converter lockup capacity control device is configured to conduct coast-time lockup control during coast-running in order to prevent engine stall, shock from occurring in the output shaft of a transmission due to lockup when a driver releases an acceleration pedal and the running condition switches from a drive running condition to a coast-running condition. Torque converter lockup occurs because the engine output torque drops from a time on when the throttle opening degree becomes zero. Thus, during a period from the time on until fuel cut-in at time, the lockup capacity is lowered to a minimum capacity corresponding to a standby pressure and lockup is avoided. The lockup capacity is raised to a larger value from the predetermined time on, and ordinary coast-time lockup control is executed.

Abstract: A lock-up clutch control device for controlling a lock-up clutch mechanism provided to a torque converter is including an estimator means for estimating a contact timing of a friction material included in the lock-up clutch mechanism during a driven state based on an engine rotational speed change when condition of the lock-up clutch mechanism is changed from a disengaging state to an engaging state.

Abstract: A control system for a vehicle includes an engine switch control unit for switching the operating condition of the engine between the all-cylinder operating condition and the partial-cylinder operating condition, a failure determining unit for determining the failure of the lockup clutch control device, and a coupling capacity change inhibiting unit for inhibiting a change in coupling capacity of the lockup clutch accompanied by the switch control of the operating condition of the engine by the engine switch control unit during the failure determination by the failure determining unit.

Abstract: When an engine is restarted after a predetermined period of being stopped oil is supplied to a clutch pack for a 2–3 and/or 3–4 shift while a transmission is engaged in the first speed for the first time since starting. The amount of oil drained during the predetermined period of being stopped is complemented in advance such that shift quality of a first 2–3 and/or 3–4 shift is enhanced.