A control apparatus for an automatic transmission includes an ECU. The ECU stores a N1 speed downshift/a N2 speed downshift/a N1 speed upshift/and a hysteresis lines. The hysteresis line is a predetermined distance above the N1 speed upshift line, and is below the N2 speed downshift line. The ECU controls the speed of the automatic transmission based on a quantity of state of a vehicle, and the plurality of stored shift lines, and execute, when an N speed is established, a first downshift that changes a speed from the N speed to an N2 speed, when the quantity of state of the vehicle is in a region above the hysteresis line, after the quantity of state of the vehicle has risen above the N1 speed downshift line.

In a control apparatus for an automatic transmission, in a drive train, a driving source and the automatic transmission having a plurality of gear-shift stages including the gear-shift stages at each of which a one way clutch is engaged during a drive are equipped, a gear-shift line correction by such coast correction lines as to provide such gear-shift line shapes projecting toward a lower vehicle speed side in a small accelerator opening area is added to up-shift lines of the gear-shift stages at each of which the one way clutch participates from among the gear-shift lines after the correction by vehicle speed correction lines.

A system and method for minimizing shift cycling for low speed engine operation with a vehicle cruise control. A vehicle control system operating in a cruise control mode determines a deficiency in vehicle speed between a measured vehicle speed and a cruise set speed. The deficiency is determined by comparing the vehicle speed to the cruise set speed, and includes using the compared valued to find a cruise speed margin, which is continuously updated. While the cruise control system is active, the control system logic determines the time at which a transmission upshift occurs based on the cruise speed margin. The vehicle speed, at which the upshift is made, is determined as a function of the updated cruise speed margin. An upshift is not made, if a likely drop in vehicle speed would result in the event a downshift would occur once the upshift is made.

A shift control apparatus of an automatic transmission may include a data detector configured to detect driving data to perform a shift control, and a vehicle controller configured to determine a shift gear stage based on the driving data and control a transmission based on the shift gear stage, in which the vehicle controller sets driver's demand acceleration based on the driving data, sets a gear stage range which arrives at the driver's demand acceleration, and sets a target gear stage, at which fuel consumption is minimized, in the gear stage range to instruct a shift.

A shift control apparatus of an automatic transmission may include a data detector configured to detect driving data to perform a shift control, and a vehicle controller configured to determine a shift gear stage based on the driving data and control a transmission based on the shift gear stage, in which the vehicle controller sets driver's demand acceleration based on the driving data, sets a gear stage range which arrives at the driver's demand acceleration, and sets a target gear stage, at which fuel consumption is minimized, in the gear stage range to instruct a shift.

During a shift from a first driving range to a second driving range in a continuously variable power-split transmission having a continuously variable branch and a mechanical branch, in which during the range shift, the synchronous rotation speed is kept constant, the range shift is discontinued if a predefined threshold of at least one driving requirement is exceeded.

A drivetrain from a drive source to drive wheel is provided with a motor-generator for implementing regeneration during deceleration and an automatic transmission having an engaging clutch as a shifting element. The electric vehicle has a gear shifting controller that is programmed to assess whether to grant gear shifting permission based on whether a deceleration grade difference occurring as a result of a reengagement gear shifting is less than a prescribed acceptable deceleration fluctuation when a reengagement gear shift request involving disengaging or engaging the meshing clutch is made during deceleration or regeneration. Shifting is initiated according to the gear-shift request if a decision to grant gear shifting permission is made.

A motor vehicle having: a prime mover; first and second groups of wheels; and a driveline operable by a controller to connect a torque transmission path from the prime mover to the wheels. The driveline connects the second group to the torque transmission path by an auxiliary portion including first and second releasable torque transmitting devices and a prop shaft. The controller operates the auxiliary portion to switch the driveline between first and second modes such that in the first mode the prop shaft is disconnected from both the torque transmission path and second group of wheels. The driveline transitions from the first mode to the second mode responsive to a value of a vehicle operating parameter, and when a transition to the second mode is made the vehicle is operable not to transition back to the first mode from the second mode before a disconnect delay period has expired.

A motor vehicle having: a prime mover; first and second groups of wheels; and a driveline operable by a controller to connect a torque transmission path from the prime mover to the wheels. The driveline connects the second group to the torque transmission path by an auxiliary portion including first and second releasable torque transmitting devices and a prop shaft. The controller operates the auxiliary portion to switch the driveline between first and second modes such that in the first mode the prop shaft is disconnected from both the torque transmission path and second group of wheels. The driveline transitions from the first mode to the second mode responsive to a value of a vehicle operating parameter, and when a transition to the second mode is made the vehicle is operable not to transition back to the first mode from the second mode before a disconnect delay period has expired.

Disclosed herein is a method for controlling a transmission for a vehicle. The method includes sensing, by a controller, an opening degree of an accelerator pedal; checking, by the controller, a gear stage engaged with an input shaft, with which a Reverse (R) gear and a second gear of a Dual-Clutch Transmission (DCT) are engageable, if the opening degree of the accelerator pedal is less than or equal to a reference value as a result of the sensing; and controlling, by the controller, the vehicle in a parking mode in which disengagement of the R gear is prevented if the R gear is engaged with the input shaft as a result of the checking.