A control apparatus for a vehicle drive-force transmitting apparatus which includes a gear mechanism and a continuously-variable transmission mechanism and which establishes selectively a first state in which a drive force is transmitted by the gear mechanism and a second state in which the drive force is transmitted by the continuously-variable transmission mechanism. The control apparatus sets a shift-up-action permitted gear ratio of the continuously-variable transmission mechanism, which makes a state-switch-requiring shift-up action is permitted to be executed. When a running speed of the vehicle is not higher than a given value, a predetermined high gear ratio value is set as the shift-up-action permitted gear ratio. When the running speed is higher than the given value, a predetermined gear ratio range ranging from the predetermined high gear ratio value to a predetermined low gear ratio value is set as the shift-up-action permitted gear ratio.

An engine control device for a vehicle including a power train where a continuously variable transmission is coupled to an engine, includes engine torque control means configured to control the engine so as to obtain an basic engine torque corresponding to an operating state of the vehicle, and command means configured to command engine torque control means to increase an engine torque from the basic engine torque during a gear shifting from a first speed stage to a second speed stage. The continuously variable transmission includes a continuously variable transmission mechanism, an auxiliary transmission mechanism that includes at least a first engagement portion and a second engagement portion to achieve the gear shifting from the first speed stage to the second speed stage, and shift control means configured to set a target value of a transmission gear ratio of the entire continuously variable transmission mechanism and the auxiliary transmission mechanism based on the operating state of the vehicle to control the continuously variable transmission mechanism such that the target value is achieved.

A fuel injection controlling apparatus includes a fuel cut controlling unit applied to an engine and a transmission to perform a fuel cut control of a fuel injection apparatus upon shifting of the transmission. A shift state detection unit decides a shift state. The fuel cut controlling unit changes a decision threshold value to be used for decision of whether or not the fuel cut control is to be ended in response to the shift state detected by the shift state detection unit. A dog clutch type transmission is configured to select an arbitrary one of a plurality of transmission gear pairs through engagement or disengagement of a dog clutch configured from dowels and dowel holes. The shift state is indicated by a length of a dowel abutment time period for which a state in which the dowels abut with a side wall of a transmission gear upon shifting continues.

A control device for a vehicle includes an electronic control unit configured to increase a disengagement-side instructed pressure such that an input rotation speed decreases when overspeeding of the input shaft occurs during a coast downshift of an automatic transmission. Overspeeding of the input shaft in a disengagement-side element that forms a gear stage before a downshift having a lower gear ratio than that after the downshift is suppressed.

A fuel injection controlling apparatus includes a fuel cut controlling unit applied to an engine and a transmission to perform a fuel cut control of a fuel injection apparatus upon shifting of the transmission. A shift state detection unit decides a shift state. The fuel cut controlling unit changes a decision threshold value to be used for decision of whether or not the fuel cut control is to be ended in response to the shift state detected by the shift state detection unit. A dog clutch type transmission is configured to select an arbitrary one of a plurality of transmission gear pairs through engagement or disengagement of a dog clutch configured from dowels and dowel holes. The shift state is indicated by a length of a dowel abutment time period for which a state in which the dowels abut with a side wall of a transmission gear upon shifting continues.

An engine control device for a vehicle including a power train where a continuously variable transmission is coupled to an engine, includes engine torque control means configured to control the engine so as to obtain an basic engine torque corresponding to an operating state of the vehicle, and command means configured to command engine torque control means to increase an engine torque from the basic engine torque during a gear shifting from a first speed stage to a second speed stage. The continuously variable transmission includes a continuously variable transmission mechanism, an auxiliary transmission mechanism that includes at least a first engagement portion and a second engagement portion to achieve the gear shifting from the first speed stage to the second speed stage, and shift control means configured to set a target value of a transmission gear ratio of the entire continuously variable transmission mechanism and the auxiliary transmission mechanism based on the operating state of the vehicle to control the continuously variable transmission mechanism such that the target value is achieved.

A shift control system includes an engine speed detector, a multistage transmission, a gear position detector, a shifting operation detector, and an output controller. The engine speed detector is configured to detect an engine speed. The gear position detector is configured to detect a transmission gear. The shifting operation detector is configured to detect an operation of a shift operating element. The output controller is configured to restrict output of an engine in a case where an up-shifting operation is detected by the shifting operation detector. The output controller is configured to release output restriction of the engine before the gear position detector detects that switching to a next-stage transmission gear by the up-shifting operation of the shift operating element is completed.

ECU of the motor vehicle controls the driving condition of the engine and the shift stage of the automatic transmission. ECU controls a determination step of determining whether a downshift occurs in the accelerator-on state during the downshift associated with the accelerator-off, and a torque-up step of increasing the torque based on the operation of the electronic control throttle of the engine when the downshift occurs in the accelerator-on state. In the torque-up step, the first throttle torque request amount in the first period before the start of the inertia phase is made smaller than the second throttle torque request amount in the second period after the start of the inertia phase.

ECU of the motor vehicle controls the driving condition of the engine and the shift stage of the automatic transmission. ECU controls a determination step of determining whether a downshift occurs in the accelerator-on state during the downshift associated with the accelerator-off, and a torque-up step of increasing the torque based on the operation of the electronic control throttle of the engine when the downshift occurs in the accelerator-on state. In the torque-up step, the first throttle torque request amount in the first period before the start of the inertia phase is made smaller than the second throttle torque request amount in the second period after the start of the inertia phase.