A vehicle includes a power source, a transmission coupled to the power source, and a control unit. The transmission includes a torque converter and a hydraulic switching mechanism. A processor of the control unit is configured to execute in accordance with an instruction stored in a storage medium: obtaining RPM of a turbine shaft of the torque converter based on a unit time when the transmission is switched from neutral to forward driving or to reverse driving; determining whether the RPM is decreased by an amount greater than a predetermined amount of decrease based on the unit time; and reducing, if the RPM is decreased by an amount greater than the predetermined amount of decrease based on the unit time, pressure of oil to be supplied to an oil chamber of the hydraulic switching mechanism when the transmission switches to the same mode as the previously switched mode next time.

A vehicle control device for controlling a vehicle including a variator provided in a power transmission path between a driving source and a driving wheel of a vehicle and a friction engaging element provided between the variator and the driving wheel, engaged when a running range is selected, while disengaged when a non-running range is selected and shutting off transmission of power through the power transmission path is provided. In this embodiment, an operating state of the vehicle is detected, a target speed ratio of the variator according to the operating state of the vehicle is set, if an actual speed ratio of the variator is smaller than the target speed ratio, shifting control of lowering a supply hydraulic pressure to a primary pulley of the variator and increasing the speed ratio of the variator is executed, and when the selection is switched from the non-running range to the running range during execution of the shifting control, lowering of the supply hydraulic pressure to the primary pulley after the switching is regulated.

A control apparatus includes an ECU that is configured to: start engagement transition control for outputting an engagement transitional hydraulic pressure command value that causes an engagement device to be actuated from a released state toward an engaged state from when an operating member is displaced from a non-drive operating position; when an engagement transition time is longer than a target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value increases; when the engagement transition time is shorter than the target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value reduces; and prohibit learning of the engagement transitional hydraulic pressure command value or invalidate the learned engagement transitional hydraulic pressure command value, when the operating time of the operating member is longer than a predetermined time.

A method and system for controlling vehicle engine speed during a garage shift includes determining a K-factor of a torque converter based upon a speed ratio of the torque converter, normalizing the K-factor, and controlling an engine speed based upon the normalized K-factor.

A hydraulic control device with a second oil passage check valve provided in the second oil passage between a connection portion with the first oil passage and the second solenoid valve, the second oil passage check valve being configured such that a hydraulic pressure is supplied in a direction from the second solenoid valve toward the first oil passage and a hydraulic pressure is not supplied in the opposite direction.

A method for CVT low oil pressure input clutch fill compensation includesperforming a garage shift when a modeled fill pressure is equal to a commanded modeled fill pressure. Then the line pressure is checked to determine if it is less than the commanded fill pressure when performing the garage shift. If so, then the modeled fill pressure is set to the line pressure and the primary and secondary actual pulley pressures are read by sensing devices. Next, the primary and secondary commanded pulley pressures are checked to determine if they are greater than the modeled fill pressure. If so, then a first dPressure value for the flow rate model based on the lowest of the modeled fill pressure, the primary actual pulley pressure, or the secondary actual pulley pressure is determined and it is used to compensate the flow rate model.

After engagement of a clutch is suppressed from being started and a rotational speed of an input shaft of an automatic transmission is suppressed from being increased due to an increase in rotation resistance of the input shaft of the automatic transmission, which occurs by half-engagement of a clutch, the clutch is disengaged, and the clutch is completely engaged. In this way, the clutch is completely engaged after the rotational speed of the input shaft is suppressed from being increased. Thus, a heat generation amount of the clutch can be reduced, and furthermore, durability of the clutch can be improved by a reduction in the heat generation amount.

In an automatic transmission control device of the invention configured to start an increase in engagement pressure of a start-up engagement element, when a determination threshold value for determining that a turbine rotational speed has reduced is reached or exceeded, the determination threshold value when a selection operation from a non-traveling range to a traveling range is made before a prescribed period of time from starting of an engine has elapsed, is increased and set greater than the determination threshold value when the selection operation is made after the prescribed period of time has elapsed. Accordingly, a reduction in the turbine rotational speed can be accurately determined, and thus it is possible to suppress torque fluctuations, occurring owing to engagement of a second brake, which is the start-up engagement element.

A shift control device of a vehicle including an internal combustion engine and a multi-speed transmission in series, the shift control device comprises: a control portion providing a downshift control in which an input shaft rotation speed of the multi-speed transmission is increased through a torque-up of the internal combustion engine toward a post-shift input shaft rotation speed in a neutral state where a release-side engagement device to be released during a downshift of the multi-speed transmission is released, so as to engage an engagement-side engagement device to be engaged after the shift. In the case of a shift pattern having a large internal inertia of the multi-speed transmission, the control portion controls a torque capacity of the engagement-side engagement device to a value greater than zero before starting a torque-up control of the internal combustion engine.

Oil pressure controller for an automatic transmission produces a pre-charge shelf pressure supplied to a starter clutch by rapidly decreasing a command hydraulic pressure to the starter clutch after temporarily rapidly increasing the command hydraulic pressure, also produces a capacity adjustment pressure (Pb1 or Pb2) of the starter clutch by gradually increasing the hydraulic pressure from a decrease point of the pre-charge shelf pressure (Pa), when a selecting operation is made from N-range to D-range. By changing capacity adjustment pressure (Pb1 or Pb2) according to brake-operating/nonoperating state, capacity adjustment pressure (Pb1) in the brake-nonoperating state is set to be higher than capacity adjustment pressure (Pb2) in the brake-operating state by an offset hydraulic pressure amount. With this, when the selecting operation is made from N-range to D-range, in the brake-operating state, selection shock of the starter clutch can be reduced. In the brake-nonoperating state, good vehicle startability can be achieved.