Abstract: A method for controlling a drivetrain including a combustion engine, electric motor/generator and a transmission inter-coupled, via a summarizing gear, with one output and two input elements and, via a clutch, with each other. One input element is fixed to the engine, the second input element is fixed to the motor/generator and the output element is fixed to the input shaft of the transmission. The clutch is between two elements of the summarizing gear. Before a gearshift, torques of the engine and motor/generator are reduced and the clutch disengaged. To quickly reduce torque in the summarizing gear, the engine torque is reduced after a defined time, such that the clutch disengages when the slippage is proportional to the lowering engine torque and the motor/generator torque, in a ratio of torques at the beginning of torque reduction, is reduced proportionally to the engine torque.

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: The present invention provides an apparatus and method for controlling an accelerator for electric vehicles. The method comprises steps of: acquiring an actual accelerator pedal depth value and a current vehicle speed; determining a maximum output torque of motor under the current vehicle speed based on the current vehicle speed; and controlling the output torque of motor in such a way that the growth rate of the output torque higher than that of the actual accelerator pedal depth value at the beginning and then closed to that of the actual accelerator pedal depth value during the actual accelerator pedal depth value growing. The invention makes the output torque grown rapidly within the shallow range of accelerator pedal depth, while makes the output torque grown closed to that of the accelerator pedal depth within the relative deep range of accelerator pedal depth.

Abstract: A multiple gain producing device includes a control element having variable torque capacity, a source of control pressure, and a spring applying to the control element a first force due to said pressure and a variable second force opposing the control pressure, producing a first gain when control pressure is relatively low, and a second gain greater than the first gain when control pressure is relatively high.

Abstract: A system and method for providing TCC control and/or transmission gear shift control by considering the rate of change of the accelerator pedal or throttle position. The method determines whether the rate of change of the throttle position exceeds a predetermined positive rate of change or a predetermined negative rate of change and, if so, releases the TCC to provide TCC control. Alternatively, or additionally, the method can provide a transmission gear down-shift or up-shift depending on which direction the throttle position is changing. Once the TCC and/or gear shift control has been initiated, the method can start a timer and then return to normal TCC and/or gear shift control after the timer has expired. The TCC and/or gear shift control can also return to normal if the rate of change of the throttle position indicates that the throttle is being returned to its previous position.

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: Methods and systems are provided for controlling a vehicle system including a selectively shut-down engine, a torque converter and a torque converter lock-up clutch. One example method comprises, during an idle-stop engine shut-down, restricting flow of transmission fluid out of the torque converter, and adjusting engagement of the torque converter lock-up clutch to adjust a drag torque on the engine to stop the engine.

Abstract: A shift by wire control for a multi-speed vehicle transmission is provided. The control includes a shift by wire shift valve in fluid communication with other shift valves and clutch trim valves to provide double blocking features in the neutral range and a reverse range. The shift by wire valve is configured with multiple differential areas to provide failure modes for all forward ranges.

Abstract: A method of operating a transmission of a vehicle. The method includes determining an open loop ratio percentage from an engine RPM input signal and a brake input signal using a first algorithm. Determining a closed loop ratio percentage from the engine RPM input signal, a vehicle RPM input signal and a throttle input signal using a second algorithm. Summing the open loop percentage and closed loop ratio percentage to calculate a ratio command percentage that is used to sum with a swashplate input to actuate a swashplate positioner and operate the transmission.

Abstract: A cost for manufacturing an automatic transmission can be reduced since a separate solenoid valve for controlling a damper clutch is not required when a hydraulic control system of an automatic transmission for a vehicle includes: a regulator valve that forms a line pressure by regulating a hydraulic pressure generated by a hydraulic pump; a torque converter control valve that receives a hydraulic pressure from the regulator valve and supplies a torque converter operating pressure to a torque converter; and a damper clutch control valve that receives the hydraulic pressure of the torque converter control valve and selectively supplies the torque converter operating pressure and a damper clutch operating pressure, wherein the damper clutch control valve is controlled by a control pressure supplied from a switch valve that is controlled an operating pressure of an overdrive clutch that operates at third and fourth forward speeds.

Abstract: An automatic shifting power transmission includes a hydrodynamic fluid drive device, a first reaction clutch disposed in series with the hydrodynamic fluid drive device, a variable capacity clutch disposed in parallel with the hydrodynamic fluid drive device, and an electric machine disposed in series with the hydrodynamic fluid drive device and the first reaction clutch. A method of controlling the automatic transmission includes slipping the first reaction clutch corresponding to a first gear engagement to affect a first gear launch maneuver when engine load is at or above a first predetermined value.

Abstract: A creep control device for a vehicle having an automatic transmission including a torque converter with a lock-up clutch. The creep control device includes a throttle angle sensor for detecting a throttle angle, a vehicle speed sensor for detecting a running speed of the vehicle, a slope sensor for detecting a road surface slope, and a lock-up clutch engagement control unit for controlling the degree of engagement of the lock-up clutch. When the throttle angle is detected to be nearly zero by the throttle angle sensor and the running speed is detected to be vary small or zero by the vehicle speed sensor in the condition where the shift position is in a running range, the degree of engagement of the lock-up clutch is controlled to decrease with an increase in the road surface slope by the lock-up clutch control unit.

Abstract: A vehicle drive system for adjusting vehicle fuel economy is described. In one example, the vehicle drive system includes an operator interface for adjusting vehicle operation so as to increase or decrease fuel consumption according to a driver preference.

Abstract: A controllable hydrodynamic torque converter is provided for use within a vehicle having a detectable throttle level, the torque converter comprising a first stator having a first outlet angle and a second stator having a higher second outlet angle. The second stator is selectively engageable with the first stator using a hydraulic clutch to thereby vary the torque converter K-factor during idle and high-throttle conditions, and is permitted to freewheel during low or part throttle conditions. The first outlet angle is at least five degrees lower than the second outlet angle. A vehicle is also provided including an engine having an engine torque and a detectable throttle level, a transmission, a torque converter operable to transmit the engine torque to the transmission and having a stator assembly with two stators, a selectively controllable clutch, and a controller configured to selectively actuate the clutch to vary the K-factor depending on the throttle level.

Abstract: Disclosed are a power train structure that can operate hybrid vehicles in an electric mode at its startup and/or lower speed stages and a method of operation of the same.

Abstract: A rough road detection system for a vehicle comprises a first acceleration sensor that measures vertical acceleration of a component of the vehicle. An adaptive acceleration limits module determines a first acceleration limit based upon a speed of the vehicle. A limit comparison module generates a rough road signal based on a comparison of the first acceleration limit from the adaptive acceleration limits module and the measured acceleration from the first acceleration sensor.

Abstract: A dynamic model is stored in memory that defines torque transmitted by the lockup clutch as a function of a plurality of torque converter operating parameters. A lockup clutch command is asserted to control engagement the lockup clutch, and thereafter a number of the plurality of torque converter operating parameters are monitored. A profile is selected of one of the plurality of torque converter operating parameters, and the profile is configured to result in an intersection of rotational speeds of the pump and the turbine over time when inserted into the model along with the monitored values of the number of torque converter operating parameters. The model is continually solved over time using the selected profile and the monitored operating parameters to produce transmitted torque values, and the lockup clutch command is modified based on the transmitted torque values.

Abstract: An apparatus and method of controlling a torque transmitting apparatus having multiple selectively engageable couplers is provided. The multiple couplers may be selectively engaged and disengaged to provide a mechanical, friction or fluid coupling between portions of the torque transmitting apparatus and other components of a vehicle powertrain during various operational stages. The control apparatus includes a fluid pressure control device and a fluid flow control device.

Abstract: An automatic transmission is provided with a torque converter clutch (TCC) for regulating the slip between the engine speed and the transmission input speed and a method is provided for regulating the slip between the engine speed and the transmission input speed in an automatic transmission with a torque converter clutch. In order to improve the first time shift quality of transmissions, it is proposed that means are provided for learning the valve pressure offset. In first tests it could be stated that the first time shift quality can be considerably improved with a short test which takes place at the end of the vehicle production line. The longer the test time, the better the first time shift quality will be.

Abstract: When an upshift is performed while a traveling condition of a vehicle corresponds to a driving condition or a downshift is performed while the traveling condition of the vehicle corresponds to a coasting condition, a second target slip amount is set as a target slip amount for a period extending from the start of gear ratio variation following issuance of a gear position change start command to completion of the gear ratio change, and when a downshift is performed in the driving condition or an upshift is performed in the coasting condition, a first target slip amount is set as the target slip amount for a period extending from issuance of the shift command to completion of the shift.

Abstract: A hydraulic control system for an automatic transmission, which includes a brake, used to establish a first gear step and a reverse gear step. The hydraulic control system includes a first solenoid valve, a second solenoid valve and a control valve, which is switched by a hydraulic signal from the second solenoid valve, and that are operated simultaneously to engage the first-gear step and reverse gear step engagement element; and an neutral gear position engagement control unit that activates both solenoid valves when a shift lever is shifted to neutral to engage the brake. Thus, the generation of a shock may be prevented when the shift lever is shifted from the N position to an R position.

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: An automatic slowing down system for a vehicle taking a bend includes a computer that integrates a series of instructions to process at least one of first, second and third signals according to kinematic control laws of vehicle displacement to deliver signals for a forward motion actuator and a steering actuator, a forward control and a steering control that supply the first signal representative of a forward motion data and a steering data to the computer based on an operator's requirement, a linear speed sensor and a yaw speed sensor that supply the second signal to the computer, and a unit that supplies the third signal relating to road grip to the computer.

Abstract: A method for controlling a torque converter having an internal lockup clutch includes detecting vehicle operating conditions and executing one of a stored plurality of torque converter clutch modes each corresponding to a different set of vehicle operating conditions. A fully-released mode corresponds to vehicle pre-launch, a partially-engaged mode corresponds to post-launch of the vehicle in first gear, downshift, coasting, throttle tip-in, or throttle tip-out; a first fully-engaged mode corresponds to steady-state operation in second gear or a higher; and a second fully-engaged mode corresponds to an upshift. Slippage across the converter is controlled only during the first fully-engaged mode. A vehicle is also provided having an engine, transmission, torque converter with lockup clutch, and controller having a control algorithm.

Abstract: A cost for manufacturing an automatic transmission can be reduced since a separate solenoid valve for controlling a damper clutch is not required when a hydraulic control system of an automatic transmission for a vehicle includes: a regulator valve that forms a line pressure by regulating a hydraulic pressure generated by a hydraulic pump; a torque converter control valve that receives a hydraulic pressure from the regulator valve and supplies a torque converter operating pressure to a torque converter; and a damper clutch control valve that receives the hydraulic pressure of the torque converter control valve and selectively supplies the torque converter operating pressure and a damper clutch operating pressure, wherein the damper clutch control valve is controlled by a control pressure supplied from a switch valve that is controlled an operating pressure of an overdrive clutch that operates at third and fourth forward speeds.

Abstract: Deterioration of drivability due to operation of lock-up clutch mechanism is prevented. When the lock-up operation zone of a lock-up clutch 26 provided in a torque converter 20 is switched from OFF-area to ON-area and to OFF-area again in a predetermined time, a lock-up clutch control unit 50 that controls the lock-up clutch 26 inhibits the lock-up clutch 26 from starting engagement operation. Also, when the lock-up operation zone of the lock-up clutch 26 is switched from OFF-area to ON-area immediately before a shift, the lock-up clutch control unit 50 inhibits the lock-up clutch 26 from starting the engagement operation.

Abstract: A system for controlling a torque converter of an automatic transmission driven by a power source, the system including a torque converter an impeller, a turbine driveably connected to a transmission input and able to be driven hydrokinetically by the impeller, a stator, an impeller clutch for alternately engaging and disengaging a drive connection between the impeller and the power source, a source of converter charge pressure communicating with the impeller clutch, a source of converter discharge pressure communicating with the impeller clutch, a magnitude of differential force due to charge pressure and discharge pressure across the impeller clutch alternately producing operating multiple operating states of the impeller clutch, and a orifice having a variable fluid flow area for changing a magnitude of converter discharge pressure.

Abstract: A controllable hydrodynamic torque converter is provided for use within a vehicle having a detectable throttle level, the torque converter comprising a first stator having a first outlet angle and a second stator having a higher second outlet angle. The second stator is selectively engageable with the first stator using a hydraulic clutch to thereby vary the torque converter K-factor during idle and high-throttle conditions, and is permitted to freewheel during low or part throttle conditions. The first outlet angle is at least five degrees lower than the second outlet angle. A vehicle is also provided including an engine having an engine torque and a detectable throttle level, a transmission, a torque converter operable to transmit the engine torque to the transmission and having a stator assembly with two stators, a selectively controllable clutch, and a controller configured to selectively actuate the clutch to vary the K-factor depending on the throttle level.

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 torque converter clutch control system is provided. The system includes: a mode determination module that selects one of a lock low slip regulation mode and a hard lock mode based on a lock request; and a pressure control module that regulates pressure to the torque converter during the lock low slip regulation mode such that a target slip is maintained and commands a maximum pressure to the torque converter during the hard lock mode to prevent slip.

Abstract: A lock-up clutch control method and apparatus controls a lock-up state of a torque converter interposed between a drive unit and a transmission on a vehicle. Data indicative of the operating condition of an antilock braking system can be provided as input to the control method and apparatus and affect the lock-up state of the torque converter.

Abstract: An automatic transmission apparatus includes: a torque converter including a pump impeller connected to an engine and a turbine connected to an input shaft of an automatic transmission; an oil pump connected to the pump impeller and to the turbine; and a controlling means for selecting one of the engine and the turbine as a driving power source of the oil pump. The oil pump generates an oil pressure by rotation of the selected one of the engine and the turbine.

Abstract: The magnitude of torque which can be transmitted by a bypass clutch between the housing and the turbine of a torque converter between a prime mover, such as an engine, and an automatic transmission in the power train of a motor vehicle is selectively regulatable by a computerized regulating unit. The regulation involves the transmission of torque by the clutch in dependency upon the magnitude of the torque being transmitted by the output element of the engine and ascertaining as well as adaptively applying to the clutch a variable force so that the clutch can transmit a predetermined torque. This entails automatic selection of a minimum slip between a torque receiving and a torque transmitting part of the power train. Compensation, particularly long-range compensation, is carried out for the existence of possible differences between the predetermined and actual torques being transmitted by the clutch.

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: An air compressor (12b) starts to operate when fuel to an internal combustion engine (1) is cut off and the engine (1) and a transmission (4) are directly engaged. Upon receiving a drive request signal, a controller (21) outputs a lockup clutch disengaging request. The controller (21) resumes fuel supply and starts driving of the air compressor (12b) only when it is confirmed that the lockup clutch (3) has been disengaged, thereby preventing a recovery shock from generating due to resumption of fuel supply during the lockup clutch (3) being in the engaged state.

Abstract: A lock-up clutch controlling device includes a three-dimensional back pressure map, a sensor, and a lock-up pressure controlling unit. The map allows a back pressure of a lock-up piston to be determined from a rotational speed of an engine, an oil temperature, and a speed ratio. The sensor is provided for a parameter influencing the back pressure of the piston. The lock-up pressure controlling unit determines a value equivalent to the back pressure of the lock-up piston from an input value of the sensor and the hydraulic pressure map, and outputs a lock-up pressure to be applied to a lock-up clutch by using the value equivalent to the back pressure of the lock-up piston. When the controlling device operates, it outputs the lock-up pressure by using the value equivalent to the back pressure of the lock-up piston.

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: The power train (1) includes a controlled drive source (3), a clutch (6), an automatically shifting transmission (7) and a data transmission device (2). The power train contains an additional drive source (12) and is fitted with a control system by means of which a correction value (K pid) for the drive source torque is generated on the basis of the comparison of the actual behavior of the drive train with a modeled behavior of a drive train fitted with a hydrodynamic torque converter. The behavior of a torque converter is simulated by a regulating circuit (21–27).

Abstract: An automatic transmission includes a plurality of frictional engagement elements for constructing plural shift stages with combinations of engagement and disengagement thereof, a control portion for controlling the engagement and the disengagement of the frictional engagement elements, a switching device switching to a learning mode for learning a precharge time, and a precharge time determination device. The precharge time determination device transits the frictional engagement elements to an engagement side by maintaining the hydraulic pressure for determining the precharge time at a first precharge pressure while maintaining input shaft rotational speed at the learning mode at a vehicle stop state. A first precharge time defined from a start of maintaining the first precharge pressure until variation of an input value assumes significant is obtained. And a second precharge time at a second precharge pressure is obtained to be set for learning by a predetermined formula.

Abstract: A tightening force of a lockup clutch (2) exerted between a pump impeller (1a) connected to an engine (21) and a turbine runner (1b) connected to an automatic transmission (23) is controlled by a controller (5). The controller (5) determines a target relative rotation speed of the pump impeller (1a) and the turbine runner (1b), and performs feedback control of the tightening force such that the difference between the target relative rotation speed and the real relative rotation speed is decreased. The controller (5) also performs feedforward control of the tightening force. When the variation of the relative rotation speed due to the feedforward control has exceeded the predetermined value, the controller (5) corrects the feedback control amount to moderate the effect of the variation, thereby suppressing sudden change in the tightening force.

Abstract: A system for controlling a hydraulic pressure of an automatic transmission includes a torque converter having a lockup clutch for direct coupling between an engine and the transmission, a lockup solenoid valve for providing a signal pressure for controlling engagement of the lockup clutch, a lockup control valve for providing an engagement pressure to the lockup clutch in accordance with the signal pressure, and a CVT control unit for controlling the lockup solenoid valve. The CVT control unit is programmed to determine torque provided to the torque converter and control the signal pressure in accordance with the torque.

Abstract: A fluid pressure control device including a torque converter that is placed between a output shaft of an engine and an input shaft of a transmission, a mechanical oil pump that is driven by the output shaft, a clutch that directly engages the output shaft and the input shaft by employing an engagement pressure based on a fluid pressure that is generated by the mechanical oil pump, an electric oil pump that can supply a fluid pressure to the clutch, and a control unit for controlling the electric oil pump, wherein when the engagement pressure based on the fluid pressure that is generated by the mechanical oil pump is an amount below a necessary engagement pressure that is necessary to engage the clutch, the control unit drives the electric oil pump so as to supply a fluid pressure by at least the amount to the clutch.

Abstract: An engaging force of a pump impeller (1a) connected to an engine (21) and a turbine runner (1b) connected to an automatic transmission (23) is controlled by a controller (5). The controller (5) determines a target relative rotation speed of the pump impeller (1a) and the turbine runner (1b), and performs feedback control of the engaging force such that the difference between the target relative rotation speed and the real relative rotation speed is decreased. The controller (5) also performs feedforward control of the engaging force in a increasing direction. When the engine (21) is in a predetermined engine-stall prevention condition, the controller (5) prohibits the feedforward control so as to prevent an interference between feedback control and feedforward control.

Abstract: An integrated vehicle engine/transmission control apparatus for an automotive vehicle having an engine capable of changing an operating speed thereof by itself, and an automatic transmission operatively connected to the engine and including a lock-up clutch, the apparatus including a lock-up clutch control device operable to control an engaging force of the lock-up clutch, during a shifting action of the transmission, for reducing a shifting shock of said automatic transmission, and a engine speed control device operable to control the engine so as to reduce its operating speed, during the shifting action of the transmission, such that reduction of the engine speed is initiated after a moment of initiation of reduction of the engaging force of the lock-up clutch by the lock-up clutch control means.

Abstract: In a lockup control system of an automatic transmission with a lockup torque converter, a controller pre-stores a predetermined lockup control map including at least a predetermined coast slip lockup area, within which the system executes a slip lockup control mode under the vehicle's coasting condition, so that a speed difference between input and output speeds of the torque converter is brought closer to a predetermined value. The controller determines whether a first transition from the vehicle's driving condition to the predetermined coast slip lockup area occurs in a release mode of the lockup clutch or a second transition from the vehicle's coasting condition to the predetermined coast slip lockup area occurs in the release mode. When the first transition occurs, the lockup clutch is conditioned in the slip lockup control mode. When the second transition occurs, the lockup clutch is conditioned in the release mode.

Abstract: An engaging force of a pump impeller (1a) connected to an engine (21) and a turbine runner (1b) connected to an automatic transmission (23) is controlled by a controller (5). The controller (5) determines a target relative rotation speed of the pump impeller (1a) and the turbine runner (1b), and performs feedback control of the engaging force such that the difference between the target relative rotation speed and the real relative rotation speed is decreased. The controller (5) also performs feedforward control of the engaging force in a increasing direction. When the engine (21) is in a predetermined engine-stall prevention condition, the controller (5) prohibits the feedforward control so as to prevent an interference between feedback control and feedforward control.

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 (12) controls the engaging force of a lockup clutch (2c) connecting an engine (1) and an automatic transmission (3) via an engaging force regulating mechanism (11, 13). The controller (12) sets a target relative rotation speed (&ohgr;SLPT) according to a difference between a target engine rotation speed (TGT_EREV) and an input rotation speed (PriREV) of the automatic transmission (3). When an initial engine rotation speed (ST_EREV) is smaller than the target engine rotation speed (TGT_EREV), the controller (12) causes the target relative rotation speed (&ohgr;SLPT) to gradually vary from an initial relative rotation speed (ST13 SREV) to a predetermined target change-over relative rotation speed (CHG13 REV). By controlling the engaging force regulating mechanism (11, 13) on the basis of the target relative rotation speed (&ohgr;SLPT) set in this way, a prompt and appropriate lockup operation of the lockup clutch (2c) is realized in response to the vehicle conditions.

Abstract: When a deceleration slip executing minimum gear stage is not established in a state of continuously executing a deceleration slip control at a target slip amount, it is judged whether or not an input shaft rotational speed of a transmission becomes a down shift judging rotational speed. When it becomes equal to or less than a predetermined down shift judging rotational speed, a down shift is executed, and a clutch pressure is controlled such that an engine rotational speed becomes a target engine rotational speed.

Abstract: A vehicular automatic transmission TM has a torque converter TC connected to the engine E and an automatic transmission mechanism (gear trains 13a, 13b, 14a, 14b) connected to the output side of the torque converter, the drive power from the engine for which gear shifting is performed via the torque converter and the automatic transmission mechanism is transmitted to the wheels and the vehicle is driven. The control apparatus for this automatic transmission mechanism has a towing state presumption device that presumes based on the driving conditions that the vehicle is in a towing state, and a lockup engagement increase mechanism that increases the degree of engagement of the lockup clutch of the torque converter when it is determined via the towing state determination device that the vehicle is in a towing state.