Abstract: Methods and systems are provided for controlling engine knock. In one example, a method may include decreasing intake valve lift at a first set of cylinders where knock is indicated and increasing intake valve lift at a second set of cylinders where knock is not indicated. A stoichiometric air-to-fuel ratio is thereby maintained.

Abstract: A method for controlling a working machine provided with a bucket as a work implement by which a lifting force can be exerted on an object such as a gravel pile, and at least one ground engaging element by which a traction force can be exerted on the same object is provided. A state input indicative of a current bucket state is received, the bucket height being a parameter of the current bucket state, determining a lifting force eliminating speed of the power source (“LFES”) at the current bucket state, the LFES being the speed at and above which no lifting force could be achieved considering a reaction force acting on the bucket caused by the traction force, and the speed of the power source is controlled not to reach the LFES in order that at least some lifting force could be achieved.

Abstract: An oil-pressure supply device includes an oil-pressure control portion, a first filtration portion which traps foreign materials in oil before a mechanical pump, a second filtration portion which traps foreign materials in oil before an electric pump, a first branch passage provided between the mechanical pump and the first filtration portion, a second branch passage provided between the electric pump and the second filtration portion, a third branch passage provided between a discharge port of the electric pump and the oil-pressure control portion, a fourth branch passage through which surplus oil is discharged, a switching portion set at a first position where the first branch passage is connected to the third branch passage when the first filtration portion is recovered, or set at a second position where the second branch passage is connected to the fourth branch passage when the second filtration portion is recovered.

Abstract: In a lock-up clutch control device, base hydraulic pressure calculation device calculates base hydraulic pressure Pb for engaging a lock-up clutch based on input torque from an engine, correction factor calculation device calculates correction factor ?, which is greater than 0 but less than 1, for correcting the base hydraulic pressure Pb based on an input rotational speed Ni of a transmission and a cylinder cut-off state of the engine. Commanded hydraulic pressure calculation device calculates a commanded hydraulic pressure Pc from the base hydraulic pressure Pb and the correction factor ? by means of: current value of commanded hydraulic pressure Pc?previous value of commanded hydraulic pressure Pc+(base hydraulic pressure Pb?previous value of commanded hydraulic pressure Pc)×?, and the commanded hydraulic pressure Pc is made to converge to the base hydraulic pressure Pb by repeating this a predetermined number of times.

Abstract: A powertrain system includes a multi-mode transmission configured to transfer torque among an engine, torque machines, and a driveline. A method for controlling the powertrain includes executing a dual closed-loop control scheme that includes determining an engine-based output torque range employed in a first feedback loop and simultaneously determining a control acceleration-based output torque range employed in a second feedback loop. Engine commands are controlled responsive to the engine-based output torque range and simultaneously a control acceleration is controlled responsive to the control acceleration-based output torque range to achieve an output torque of the powertrain system responsive to an output torque request.

Abstract: Before the termination of the fuel-cut control, the vehicle control system reduces a pumping loss by increasing an air intake and a load torque of an auxiliary device thereby preventing the vehicle to be decelerated excessively, and after the termination of the fuel-cut control, the vehicle control system increases the load torque of the auxiliary device thereby preventing the vehicle to be accelerated abruptly. Therefore, the vehicle speed will not be lowered unnecessarily before the termination of the fuel-cut control so that an execution time of the fuel-cut control can be extended. Moreover, driving comfort can be improved by thus reducing a change in acceleration.

Abstract: A working vehicle control apparatus includes: a selection device that selects a power mode or an economy mode; a determination device that determines whether or not a speed restriction condition and a load pressure have been established; an engine rotational speed restriction device that restricts a maximum rotational speed of the motor upon selection of the economy mode to a lower speed side than a maximum rotational speed of the motor upon selection of the power mode when it is determined that the speed restriction condition has been established; and a vehicle speed restriction device that restricts a maximum vehicle speed upon selection of the economy mode to a lower speed side than a maximum vehicle speed upon selection of the power mode when it is determined that a speed restriction condition has not been established.

Abstract: A controller of a vehicle, provided with a coast stop control unit which automatically stops an engine during the travel of a vehicle if coast stop conditions are met during the travel of the vehicle, and the coast stop control unit automatically stops the engine at least if a change amount of acceleration of the vehicle caused by the automatic stop of the engine is predetermined acceleration or less.

Abstract: Methods and systems are provided for controlling a vehicle engine coupled to a stepped-gear-ratio transmission. One example method comprises, in response to a first vehicle moving condition, shutting down the engine and at least partially disengaging the transmission while the vehicle is moving; and during a subsequent restart, while the vehicle is moving, starting the engine using starter motor assistance and adjusting a degree of engagement of a transmission clutch to adjust a torque transmitted to a wheel of the vehicle.

Abstract: A method of operating a torque converter clutch in an engine start-stop vehicle improves launch after an auto stop event. During the autostop event, hydraulic fluid is supplied to the torque converter clutch operator through one or more solenoid valves by an auxiliary electric pump. When the prime mover is started at the conclusion of the autostop event, the torque converter clutch is thus locked, assuring rapid and sufficient torque transfer through the torque converter to the transmission and improved acceleration during vehicle launch. As the vehicle accelerates, the hydraulic pressure in the clutch operator is reduced and slip through the clutch increased to achieve a smooth launch and return to conventional torque converter operation.

Abstract: An ECU includes: an engine control unit that controls devices provided for an engine on the basis of a target engine rotational speed; and an engine model that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with a target engine torque and an actual engine rotational speed in a steady state, and that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with the target engine torque independently of the actual engine rotational speed in a transient state in which the engine is unstable as compared with the steady state. When the engine is controlled by the thus configured ECU, the control accuracy is improved.

Abstract: A system includes a power request module, a first desired engine speed (DRPM) determination module, a driver torque request module, and an actuation module. The power request module generates a power request for an engine of the vehicle based on an accelerator pedal position and a vehicle speed. The first DRPM determination module determines a first target DRPM based on the power request, a turbine speed of a torque converter, and a k-factor of the torque converter. The driver torque request module selectively generates a torque request for the engine based on the power request and the first target DRPM. The actuation module controls at least one engine actuator based on the torque request.

Abstract: An engine control system for a vehicle includes a power request determination module, a desired speed determination module, and a torque control module. The power request determination module determines a power request for an engine based on a request from a driver of the vehicle and a speed of the vehicle. The desired speed determination module determines a desired speed of the engine based on a speed of a turbine in a torque converter of the engine, a state of a clutch in the torque converter, and one of the power request, a first amount of clutch slip, and a second amount of clutch slip. The torque control module determines a desired engine torque based on the desired engine speed and the power request and controls torque output of the engine based on the desired engine torque.

Abstract: A method of controlling a vehicle includes identifying an operating state of a torque converter clutch to be one of a locked operating state, or an unlocked operating state. A rotational speed of a turbine of a torque converter is sensed. When the torque converter clutch is operating in the locked operating state, a desired engine speed is defined to equal the sensed rotational speed of the turbine less a first slip value. When the torque converter clutch is operating in the unlocked operating state, the desired engine speed is defined to equal the sensed rotational speed of the turbine less a second slip value. At least one operating parameter of the engine is adjusted to control a torque output of the engine to affect a rotational speed of the engine so that the rotational speed of the engine is equal to the defined desired engine speed.

Abstract: A vehicle includes an engine, torque converter, transmission, accumulator, sensor, and controller. The engine is automatically restarted in response to a start signal during an engine auto-start event. The transmission has a calibrated line pressure and a plurality (n) of clutches. The (n) clutches are engaged to execute the engine auto-start event. The accumulator delivers fluid under pressure to the transmission in response to the start signal. The controller controls (n?1) of the plurality (n) of clutches to the calibrated line pressure in response to detecting the start signal. The controller also modifies clutch fill parameters which control a fill sequence of the remaining clutch, i.e., the designated control clutch, as a function of a deviation of the measured turbine speed from a theoretical no-slip turbine speed. A system includes the transmission, sensor, accumulator, and controller. A method for controlling the designated clutch is also disclosed.

Abstract: A vehicle includes an engine, torque converter, transmission, accumulator, sensor, and controller. The engine is automatically restarted in response to a start signal during an engine auto-start event. The transmission has a calibrated line pressure and a plurality (n) of clutches. The (n) clutches are engaged to execute the engine auto-start event. The accumulator delivers fluid under pressure to the transmission in response to the start signal. The controller controls (n?1) of the plurality (n) of clutches to the calibrated line pressure in response to detecting the start signal. The controller also modifies clutch fill parameters which control a fill sequence of the remaining clutch, i.e., the designated control clutch, as a function of a deviation of the measured turbine speed from a theoretical no-slip turbine speed. A system includes the transmission, sensor, accumulator, and controller. A method for controlling the designated clutch is also disclosed.

Abstract: A vehicle control apparatus that controls a vehicle having a torque converter provided on a power transmission path between an internal combustion engine and a transmission is provided. The torque converter includes a pump impeller, to which rotational power from the internal combustion engine is input to rotate, a turbine runner that receives oil from the rotating pump impeller and transmits the rotational power toward the transmission, and an impeller clutch that is configured to connect and disconnect the rotational power transmission from the internal combustion engine to the pump impeller. The vehicle control apparatus controls the internal combustion engine and the impeller clutch, such that, when a throttle opening degree is equal to or larger than a first threshold value during control of the impeller clutch from a non-engaged state to a completely engaged state, lowers an output torque of the internal combustion engine.

Abstract: Various systems and methods are described for controlling combustion stability in an engine driving a transmission. One example method comprises limiting airflow to the engine in response to a spark timing retarded beyond a spark retard threshold, the limiting airflow to the engine reducing engine torque output and compensating for the reduction in engine torque output by adjusting a transmission operating parameter.

Abstract: A method for controlling a creeping process of a motor vehicle with an internal combustion engine, a torque converter with a pump shell driven by the internal combustion engine and a turbine shell driving an automated transmission and a separation clutch disposed in the torque flow between the internal combustion engine and the torque converter, wherein a creeping process is initiated when a gas pedal for driver control of the internal combustion engine and a brake pedal are not actuated and a driving velocity of the motor vehicle is less than a predetermined value. In order to be able to perform the creeping process with converter slippage and also with slippage of the separation clutch a creep torque transmitted through the separation clutch is adjusted as a function of the slippage of the torque converter for initiating the creeping process and during the creeping process.

Abstract: A parameter ?(OUT) having an accelerator pedal position, a vehicle speed and a drive force as components is set according to information representing a driver's operation and information representing running environment of a vehicle. A gear is set according to the parameter ?(OUT) and a map determining the gear based on the accelerator pedal position, the vehicle speed and the drive force. A gear shift line is defined such that a rate of increase of the drive force with respect to the vehicle speed is zero or more. A down-shift line is defined such that the drive force decreases with increase in accelerator pedal position. Down-shift after up-shift as well as the up-shift after the down-shift are inhibited when both a condition that an amount of change of the accelerator pedal position after last gear shift is larger than a threshold and a condition that an amount of change of the drive force after the last gear shift is larger than the threshold are satisfied.

Abstract: A method of and a control unit arranged for controlling an internal combustion engine connected to a torque converter arranged to operate in a torque converter mode or a lock up mode are provided. The method includes determining whether the torque converter mode or the lock up mode is presently in operation and selecting to control an engine speed (N) in dependence of an operator input when the torque converter mode is present, and selecting to control an engine output power and/or engine output torque in dependence of operator input to the accelerator unit when the lock up mode is present.

Abstract: A vehicle control system capable of reducing change in acceleration of the vehicle before and after the termination of fuel-cut control. Before the termination of the fuel-cut control, the vehicle control system reduces a pumping loss by increasing an air intake and a load torque of an auxiliary device thereby preventing the vehicle to be decelerated excessively, and after the termination of the fuel-cut control, the vehicle control system increases the load torque of the auxiliary device thereby preventing the vehicle to be accelerated abruptly. Therefore, the vehicle speed will not be lowered unnecessarily before the termination of the fuel-cut control so that an execution time of the fuel-cut control can be extended. Moreover, driving comfort can be improved by thus reducing a change in acceleration.

Abstract: An automatic transmission control apparatus secures the safe operation of a motor drive through the use of a voltage determination unit that determines which one of a voltage detected by a control apparatus voltage detection unit and a voltage detected by a motor voltage detection unit is to be utilized as a duty reference voltage. The motor control apparatus controls the motor, based on a motor drive duty that a drive duty calculation unit calculates by use of the voltage selected by the voltage determination unit.

Abstract: When a downshift is performed while a vehicle travels in a coasting state, a determination is made as to whether or not a fuel cut recovery will be performed. When a fuel cut recovery will be performed, an offset oil pressure is set and an initial oil pressure set after raising an oil pressure of an engagement side frictional engagement element to a pre-charge oil pressure is set at an oil pressure obtained by subtracting the offset oil pressure from a reference initial oil pressure.

Abstract: A control system of a vehicle including an engine and an automatic transmission operable to form one of a plurality of gear positions set according to running conditions of the vehicle, and a method of controlling the vehicle are provided. In the control, the rotational speed of an input-side rotary shaft of a shifting mechanism of the transmission is detected, and the vehicle is controlled so that, when an execution condition that one of the gear positions set according to the running conditions is maintained and the rotational speed of the input-side rotary shaft has increased to be higher than a rotational speed corresponding to the set gear position is satisfied, the vehicle is brought into running conditions that will eliminate a state in which air is present in the hydraulic fluid supplied from an oil supply device.

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 method controls an internal combustion engine in a drive train having a hydraulic torque converter with a pump wheel and a turbine wheel, during a changeover from an overrun mode into a traction mode. In the method, the rotational speeds of the pump wheel and of the turbine wheel are sensed simultaneously and compared with one another, and a deviation of the rotational speed of the pump wheel from the rotational speed of the turbine wheel being determined. If the rotational speed of the turbine wheel is higher than the rotational speed of the pump wheel and the deviation drops below a predefined threshold value, the torque of the internal combustion engine is set in dependence on the deviation and a rate of change of the rotational speed of the pump wheel. Furthermore a control unit is configured to carry out such a method.

Abstract: In a working vehicle, a control unit is configured to control an engine based on an engine power curve indicating a relationship between an engine speed and an engine output torque. The control unit is further configured to calculate an absorption horsepower that is an absorption horsepower of a hydraulic pump and to change the engine power curve used to control the engine based on the absorption horsepower.

Abstract: A powertrain manager executes a program including the steps of: reading an instruction gear ratio kgear(1) for transmission control; calculating an actual gear ratio kgear(2); determining that failure of an automatic transmission has occurred on a low gear side if relation of kgear(1)<{kgear(2)/?} or kgear(1)<{kgear(2)??} is satisfied; and substituting larger one of kgear(1) and kgear(2) into a gear ratio for operation.

Abstract: A system and method for setting the slip of a torque converter for a plurality of selected engine speeds and transmission gears. The method includes populating a table off-line, typically using a dynamometer, with torque converter slips for a plurality of selected engine speeds and transmission gears. A speed sensor is used to measure vibrations transmitted through the torque converter to the driveline of the vehicle. The sensor signal is sent to an analyzing system where it is converted to the frequency domain. A separate minimum slip value for each selected engine speed and transmission gear is stored in a table so that during vehicle operation, a controller will instruct the torque converter clutch to set the desired converter slip for the current engine speed and transmission gear provided for a particular throttle position and/or engine torque.

Abstract: A vehicle control method for a vehicle having an internal combustion engine coupled to a torque converter is described. In one embodiment, the engine air flow and spark are adjusted to control torque converter operation.

Abstract: A power train is provided having an engine operably coupled to a transmission. The power train also has at least one operator interface device, each operator interface device being configured to generate an operator request. In addition, the power train has a controller configured to, in response to a first operator request, override a second operator request for a desired target engine speed by lowering a current engine speed to a modified target engine speed below the desired target engine speed.

Abstract: A method for driving a parallel hybrid drive train of a motor vehicle with at least one internal combustion engine, one electric motor and an output. The electric motor is arranged in the drive train between the output and the internal combustion engine. A shifting element is arranged between the internal combustion engine and the electric motor. A hydrodynamic torque converter is arranged between the electric motor and the output. A target output torque applied at the output is subject to the slip hydrodynamic torque converter, is produced by at least the internal combustion engine and the electric motor, and is determined with reference to at least the required target output torque, an actual turbine speed of the hydrodynamic torque converter, or a an equivalent speed of the parallel hybrid drive train, and the actual speed of the electric motor.

Abstract: A motor-driven vehicle includes at least an engine, control devices arranged to control a transmission driven by the engine, a first sensor that is arranged to communicate with the control devices, and a second sensor that is arranged to communicate with the control devices, with the control devices being arranged to receive a first signal sent from the first sensor that includes information about the gradient of the surface on which the vehicle is being driven, and with the control devices being arranged to receive a second signal sent from the second sensor that includes information about torque. The control devices are arranged to correct the first signal in response to the second signal, and to control the transmission in response to the corrected first signal, and thereby compensate for the effect of the torque on the first sensor.

Abstract: A drive unit includes an engine and a transmission having a variable transmission ratio. An instantaneous setpoint power output quantity of the drive unit is determined from an intended power output. The setpoint power output quantity is a function of the instantaneous transmission ratio of the transmission at least for a given intended power output.

Abstract: A system is provided for controlling the speed of a vehicle having a powertrain including a power plant operably coupled to a transmission. The system includes a control unit configured to receive a signal indicative of vehicle speed, receive a signal indicative of power plant output speed, and determine a desired power plant output speed based on the signal indicative of vehicle speed and the signal indicative of power plant output speed. The control unit is further configured to send a signal to the power plant such that the power plant operates at the desired power plant output speed, and maintain a desired vehicle speed in a manner substantially independent of a magnitude of load on the powertrain.

Abstract: Method and arrangement for controlling actual torque in a driveline of a land-based motor vehicle. Taking a direct, non-predictive measure of actual torque induced in the driveline of the motor vehicle and ascertaining a magnitude thereof. Ascertaining a magnitude of a torque demand being requested to be instituted in the driveline. Comparing the ascertained magnitude of the direct, non-predictive measure of actual torque taken is compared with a driveline-configuration dependent maximum torque threshold; in this way, an over-threshold torque condition is ascertained in the driveline based thereupon if such a condition exists. In multi-geared transmissions, the variability can be accounted for through the engagement of different ratio gears. In the event that such an over-threshold torque condition is detected, at least one of several possible over-threshold torque compensating effects will be applied to reduce or diminish the excessive portion of the torque.

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 method for controlling a rate of change of speed ratios in a continuously variable transmission (CVT) includes sensing a vehicle speed, sensing an engine speed, and sensing a change in a position of an accelerator pedal. The method includes determining a desired engine speed based on the change in the position of the accelerator pedal, the vehicle speed, and the engine speed. The method includes increasing a target engine speed at a first rate to a predetermined value, wherein the target engine speed corresponds to a speed ratio. The method includes measuring a difference between the target engine speed that is held at the predetermined value and an actual engine speed, and increasing the target engine speed to the desired engine speed at a second rate when the difference substantially equals a predetermined threshold, wherein the second rate is less than the first rate.

Abstract: Prior to transitioning a multiple-displacement engine from a full-displacement engine operating mode to a partial-displacement engine operating mode, a base slip rate of a torque converter coupled to the engine engine is increased by a predetermined slip rate offset. The engine is then transitioned to partial-displacement mode upon the earlier of either achieving the desired offset slip rate, or once a maximum time delay has occurred since the slip rate offset was enabled. An offset slip rate is maintained throughout partial-displacement engine operation, and through a transition back to a full-displacement mode. The slip rate offset is removed or disenabled once the engine is again operating in the full-displacement mode. The slip rate offset is either a calibratable constant or is determined as a function of one or more suitable engine or vehicle operating parameters affecting vehicle NVH levels, such as engine speed and vehicle speed.

Abstract: An engine ECU executes a program including the steps of: detecting a fuel pressure in a high-pressure fuel system (S130) if a lock-up clutch is not in a released state (NO at S100) and if a tip end temperature of an in-cylinder injector is equal to or lower than a temperature threshold value (NO at S120); calculating fuel pressure lowering ?P as a result of fuel injection from the in-cylinder injector (S140); calculating fuel shortage amount ?Q corresponding to fuel pressure lowering shortage (S170) if ?P is smaller than a fuel pressure threshold (YES at S150); and injecting fuel from an intake manifold injector in an amount obtained by adding ?Q to an amount of fuel injection from the intake manifold injector of a cylinder (S180).

Abstract: In a method for operating a drive train for a motor vehicle including a transmission with a hydraulic torque converter having a converter lockup clutch which can be activated by a working pressure acting on a piston under engine overrun conditions when an increased internal pressure is produced in the torque converter which acts on the piston counteracting the operating pressure of the converter lockup clutch so that it cannot be closed, at least one operational variable of the motor vehicle is monitored and if the operational variable exceeds a threshold value the rotational speed ratio between the turbine wheel and pump wheel is reduced by changing the engine speed and/or the transmission ratio in order to activate the lock-up clutch.

Abstract: Various systems and methods are disclosed for carrying out combustion in a fuel-cut operation in some or all of the engine cylinders of a vehicle. Further, various subsystems are considered, such as fuel vapor purging, air-fuel ratio control, engine torque control, catalyst design, and exhaust system design.

Abstract: An apparatus controls a vehicle having an engine including a throttle having a throttle position sensor, the throttle being adjustable to vary the speed of the vehicle, a transmission having an input shaft, an output shaft, and drive means there between providing a variable drive ratio, and a transmission controller for controlling the drive ratio between said input and output shafts, and at least one axle in driving connection with the output shaft of the said transmission, wherein the controller comprises a selector operable to select between first and second modes of operation, in said first mode the throttle and transmission are operated individually by the operator in said second mode, operation of the throttle and transmission is interconnected and performed by means of a computer program.

Abstract: A method and system of automatically controlling engine speed of a vehicle in a turn employs an engine control system (10) to determine an optimal engine speed for the turn and an actual engine speed as sensed by an engine speed sensor (38). Engine control system (10) determines the difference between optimal engine speed and actual engine speed and compares this difference to current engine load. Based on this comparison, engine control system (10) then determines whether to alter engine speed and, if so, determines an amount to reduce the difference between optimal engine speed and actual engine speed.

Abstract: A torque smoothing system for a displacement on demand engine includes an engine having a plurality of cylinders and a torque converter. A controller adjusts a slip rate of the torque converter to a first rate and deactivates one or more of the cylinders. The controller then adjusts the slip rate to a second rate.

Abstract: An automatic stop/start controller for a vehicle having an engine, an electric motor to drive the engine, and an automatic transmission. The automatic stop/start controller permits the engine to stop or start without operation of an ignition key. The controller starts fuel supply to the engine after the engine is started by the electric motor and when it is determined that frictional engaging elements of the automatic transmission are engaged, in a case where the engine is started without the operation of the ignition key.

Abstract: A shift control apparatus of an automatic transmission of a motor vehicle to which torque is transmitted from an engine via a fluid coupling device is provided. In the automatic transmission including a plurality of hydraulically operated friction elements, a clutch-to-clutch downshift is carried out during coasting of the vehicle by releasing one of the friction elements and engaging another friction element. A controller of the shift control apparatus detects a difference between input and output rotation speeds of the fluid coupling device, and increases an engine speed by a controlled amount based on the difference between the input and output rotation speeds when the clutch-to-clutch downshift is carried out during coasting of the vehicle, so that the vehicle is brought into a minimal driving state in which the engine speed is slightly higher than the output rotation speed of the fluid coupling device.

Abstract: A lubricant amount control apparatus and a lubricant amount control method make a lubricant amount in an automatic transmission appropriate based on input energy and a lubricant temperature. The lubricant amount control apparatus includes an input energy calculating device which calculates energy input to a power transmission mechanism, a supply amount calculating device which calculates a supply amount of lubricant based on the input energy and a controller which controls a lubricating device for supplying lubricant such that the calculated supply amount of lubricant is supplied to the power transmission mechanism. With this configuration, it is possible to efficiently cool a component of a power transmission. Also, since an unnecessarily excessive amount of lubricant is not supplied, it is possible to suppress consumption of driving energy supplied by a power source for driving a hydraulic device.

Abstract: A transmission unit is composed of an engine E, a torque converter TC, and an automatic transmission TM. The engine restart and vehicle start control apparatus comprises an electromagnetic valve capable of calculating the pump impeller suction torque of the torque converter and setting the oil pressure increase ratio for the oil pressure supplied to the vehicle start clutch. When the engine is restarted from an engine stopped state and the vehicle start stage is set by supplying hydraulic oil to a friction engagement element and engaging the friction engagement element, an oil pressure supply increasing at a first oil pressure increase ratio is conducted till the calculated pump impeller suction torque reaches the prescribed criterial value, and an oil pressure supply increasing at a second oil pressure increase ratio which is less than the first oil pressure increase ratio is conducted from the instant the calculated pump impeller suction torque becomes greater than the prescribed criterial value.