A shift lever is configured to take deceleration-requesting positions through its operation in a specified direction from an M-range position for a manual mode. A control is configured such that vehicle's deceleration is larger when an operational quantity of a one-time operation of the shift lever operated toward the deceleration-requesting positions B1, B2, B3 is larger. For example, when the shift lever is operated to the position B1, one-stage shift down is performed, when the shift lever is operated to the position B2, two-stage shift down is performed, and when the shift lever is operated to the position B3, three-stage shift down is performed.

A shift control device to be applied to a vehicle provided with an automatic transmission includes a detector and a shift mode control processor. The detector detects that the vehicle has passed through a tollgate through which the vehicle is able to pass without stopping. The shift mode control processor switches a shift mode of the vehicle from a first shift mode to a second shift mode the shift mode of the vehicle upon passing through the tollgate is the first shift mode and a predetermined condition regarding one or both of a speed of the vehicle and an accelerator opening degree of the vehicle is satisfied after the vehicle passes through the tollgate. In the first shift mode, a shift operation is performable by a driver, and in the second shift mode, a shift operation is performable by the automatic transmission.

A continuously variable transmission (CVT) is disclosed which is operable in a first direction to transfer power from a power source to ground engaging members of a vehicle, and in a second direction where the ground engaging members brake and/or drive the engine. The CVT has a braking assembly having a thrust member positioned over a drive clutch shaft and adjacent an outer sheave of the drive clutch. A flanged sleeve is operatively coupled to the drive clutch shaft and generally positioned intermediate the inner and outer sheaves of the drive clutch, with a portion of the flanged sleeve being adjacent the thrust member. The flanged sleeve is fixed relative to the drive clutch shaft when operating in the first direction and is cooperable with the thrust member to move the flanged member axially relative to the drive clutch shaft and towards the inner sheave when operating in the second direction.

In one embodiment, a method for controlling engine braking is disclosed. The method includes determining an amount of brake pressure being applied by a vehicle traveling on a road. The method includes determining a current velocity of the vehicle, wherein a transmission of the vehicle is operating using a first gear of a plurality of gears. The method includes, according to the amount of brake pressure and the current velocity of the vehicle, determining a road grade threshold for a second gear of the plurality of gears. The method includes determining a grade of the road. The method includes determining that the determined grade of the road satisfies the road grade threshold for the second gear of the vehicle. The method includes, in response to the determination, causing the transmission of the vehicle to operate in the second gear of the plurality of gears.

In one embodiment, a method for controlling engine braking is disclosed. The method includes determining an amount of brake pressure being applied by a vehicle traveling on a road. The method includes determining a current velocity of the vehicle, wherein a transmission of the vehicle is operating using a first gear of a plurality of gears. The method includes, according to the amount of brake pressure and the current velocity of the vehicle, determining a road grade threshold for a second gear of the plurality of gears. The method includes determining a grade of the road. The method includes determining that the determined grade of the road satisfies the road grade threshold for the second gear of the vehicle. The method includes, in response to the determination, causing the transmission of the vehicle to operate in the second gear of the plurality of gears.

A continuously variable clutch (CVT) is disclosed which is operable in a first direction to transfer power from a power source to ground engaging members of a vehicle, and in a second direction where the ground engaging members brake and/or drive the engine. The CVT has a braking assembly having a thrust member positioned over a drive clutch shaft and adjacent an outer sheave of the drive clutch. A flanged sleeve is operatively coupled to the drive clutch shaft and generally positioned intermediate the inner and outer sheaves of the drive clutch, with a portion of the flanged sleeve being adjacent the thrust member. The flanged sleeve is fixed relative to the drive clutch shaft when operating in the first direction and is cooperable with the thrust member to move the flanged member axially relative to the drive clutch shaft and towards the inner sheave when operating in the second direction.

A controller determines a target rotation speed of an engine from an operation amount of an accelerator operating member. The controller determines whether a vehicle is in coasting deceleration. The controller decreases a differential pressure between a first circuit and a second circuit of a hydraulic circuit according to a deviation between an actual rotation speed of the engine and the target rotation speed, or the operation amount of the accelerator operating member when the vehicle is in the coasting deceleration.

A transmission system avoids activation of a sailing functionality in a vehicle. The transmission system is configured for automatic gear-shifting in an automatic mode and manual gear-shifting by a user in a manual mode. The transmission system includes a user input device configured for manually changing the operational mode between the automatic and manual modes. The transmission system includes a transmission control unit for determining a recommended gear in the automatic and manual modes. In the manual mode, an operating gear of the transmission system is detected by the transmission control unit. A change of the operational mode from manual to automatic by means of the user input device is detected, and if the detected operating gear in the manual mode when changing to automatic mode is lower than the recommended gear, the sailing functionality in the automatic mode is deactivated.

A transmission system avoids activation of a sailing functionality in a vehicle. The transmission system is configured for automatic gear-shifting in an automatic mode and manual gear-shifting by a user in a manual mode. The transmission system includes a user input device configured for manually changing the operational mode between the automatic and manual modes. The transmission system includes a transmission control unit for determining a recommended gear in the automatic and manual modes. In the manual mode, an operating gear of the transmission system is detected by the transmission control unit. A change of the operational mode from manual to automatic by means of the user input device is detected, and if the detected operating gear in the manual mode when changing to automatic mode is lower than the recommended gear, the sailing functionality in the automatic mode is deactivated.

In an electronic control unit, a traveling mode switching control unit switches a traveling mode from an N mode to a B mode when a shift lever is operated to a B operation position while the traveling mode is the N mode and the vehicle is traveling forward. Accordingly, during forward coast traveling in the N mode, the traveling mode is switched from the N mode to the B mode by an operation in one direction of the shift lever to a B operation position without requiring operations in two directions of the shift lever to a D operation position. Accordingly, it is possible to prevent a driver from experiencing difficulty in operating the shift lever at the time of switching the traveling mode from the N mode to the B mode during forward coast traveling in the N mode.