The lock-up control unit is configured to: in a case where the normal mode is selected, disengage the lock-up clutch when a vehicle speed decreases and reaches a first vehicle speed while the vehicle is traveling in a state where the lock-up clutch is engaged, in a case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a second vehicle speed in a brake operation OFF state while the vehicle is traveling in the state where the lock-up clutch is engaged, in the case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a third vehicle speed in a brake operation ON state while the vehicle is traveling in the state where the lock-up clutch is engaged, and set the third vehicle speed to a vehicle speed lower than the first vehicle speed, and set the second vehicle speed to a vehicle speed higher than the first vehicle speed.

A control device for a vehicle having: an engine; a torque converter having a lock-up clutch; an engagement element disposed downstream of the torque converter; a drive shaft disposed downstream of the engagement element; and an electric motor disposed downstream of the engagement element, and connected to the drive shaft includes a control portion adapted to: in a case where an electric travel mode in which the lock-up clutch and the engagement element are disengaged is switched to an engine travel mode in which the lock-up clutch is disengaged and the engagement element is engaged, decrease driving torque of the electric motor after engagement of the engagement element; and gradually decrease the driving torque of the electric motor while gradually increasing driving torque of the engine after the driving torque of the electric motor is decreased.

A system for controlling a machine impeller clutch includes a power source, a transmission unit, an impeller clutch operatively coupling the power source to the transmission unit, and an input device configured to generate a force data signal indicative of a working fluid pressure. An electronic control module in communication with the input device is configured to execute a time-step predictive analytical model for impeller clutch engagement. The electronic control module configured to receive the force data from the input device, determine an impeller clutch engagement value based at least in part on the force data signal and utilizing the time-step predictive analytical model, and cause engagement of the machine impeller clutch according to the impeller clutch engagement value.

A work vehicle includes an engine, a drive wheel, a power transmission mechanism configured to transmit a driving power of the engine to the drive wheel, and a control unit configured to control the power transmission mechanism. The power transmission mechanism has a torque converter including a first clutch, and a second clutch coupled to the torque converter. The control unit controls an oil pressure supplied to the first clutch to a predetermined oil pressure when the second clutch is partially engaged.

A work vehicle includes an engine, a drive wheel, a power transmission mechanism configured to transmit a driving power of the engine to the drive wheel, and a control unit configured to control the power transmission mechanism. The power transmission mechanism has a torque converter including a first clutch, and a second clutch coupled to the torque converter. The control unit controls an oil pressure supplied to the first clutch to a predetermined oil pressure when the second clutch is partially engaged.

Systems and methods for starting an engine that is incorporated into a hybrid vehicle driveline are described. In one example, a torque converter clutch is fully opened if a threshold amount has transpired after a request for torque converter clutch slip is requested but not delivered. Further, the torque converter clutch may be fully opened if a commanded torque converter clutch torque capacity is less than a threshold torque capacity.

An automatic transmission comprising a control valve body adapted to control oil flow within the transmission, a torque converter having a torque converter clutch operable in one of an open and an applied condition, a first control circuit between the control valve body and the torque converter and a second control circuit between the control valve body and the torque converter, a first oil path that provides a fluid connection between the first control circuit and the torque converter, a second oil path that provides a fluid connection between the second control circuit and the torque converter, a third oil path that provides a fluid connection between the second control circuit and the torque converter clutch, and an orifice that provides a fluid connection between the second control circuit and the torque converter.

An automatic transmission comprising a control valve body adapted to control oil flow within the transmission, a torque converter having a torque converter clutch operable in one of an open and an applied condition, a first control circuit between the control valve body and the torque converter and a second control circuit between the control valve body and the torque converter, a first oil path that provides a fluid connection between the first control circuit and the torque converter, a second oil path that provides a fluid connection between the second control circuit and the torque converter, a third oil path that provides a fluid connection between the second control circuit and the torque converter clutch, and an orifice that provides a fluid connection between the second control circuit and the torque converter.

The disclosure provides a control method, a control device for vehicular automatic transmission, and a recording medium. The control device includes an ON/OFF control solenoid controlling LC to either ON or OFF, and an LC pressure control linear solenoid controlling LC pressure between a released state and a fully engaged state. The control device acquires, when an accelerator pedal opening of a vehicle is on a deceleration side in a fully closed state, a torque converter slip ratio when the ON/OFF control solenoid maintains ON for a predetermined time period and the LC pressure control linear solenoid is controlled such that the LC pressure is OFF, and determines whether or not the second solenoid has a high-pressure fixation failure according to whether or not the slip ratio is within a predetermined range from a slip reference value.

A launch device coupling a prime mover to a transmission. The launch device includes a front cover for connecting to the output of the prime mover and an output hub for connecting to the input of the transmission. A rear cover is connected to the front cover and cooperates to define a chamber. Within the chamber are an impeller and a turbine having a plurality of opposing blades such that hydraulic fluid is directed from the impeller blades and toward the turbine blades. A main damper is provided between the turbine and output hub of the launch device. Coupled to the main damper is a lock-out clutch configured to releasably lock the main damper for rotation with one of the front and rear covers. The launch device also includes an active dynamic damper system coupled to the main damper and configured to reduce resonance influence on the main damper.