A control device of a vehicle including a motor and a multi-speed type automatic transmission including a plurality of engagement devices, the control device engaging the engagement device to be engaged and releasing the engagement device to be released when the shift is determined, and controlling an engagement pressure of an engagement device to be released during an upshift in a driven state and a downshift in a driving state and controlling an engagement pressure of an engagement device to be engaged during an upshift in the driving state and a downshift in the driven state so as to control a rotation speed of a rotating element of the automatic transmission, the control device increasing an instruction pressure of the engagement device to a target surge pressure for a target surge time when switching is performed during the upshift and the downshift in the driven state, to the driving state.

When an input torque becomes greater by a predetermined value or more due to an operation of increasing an amount of accelerator depression amount or the like during a gear shift, a controller for an automatic transmission updates a target gear shift characteristic value to a target gear shift characteristic value which is set when the gear shift is started with the input torque based on the input torque at the updating time, and performs gear shift control from a degree of progress in gear shift at the updating time based on the updated target gear shift characteristic value. Since the target gear shift characteristic value can be changed with respect to an increase in the input torque during the gear shift by this control, it is possible to prevent a decrease in durability of frictional engagement elements.

When an inertia phase has started while torque phase control is being executed, the torque phase control is ended, a target torque capacity of an engaging element in inertia phase control is corrected on the basis of a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element at the time when the torque phase control has completed (or a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element, which is set at the time when the inertia phase control has started), and the inertia phase control is started.

A control part controls a clutch actuator. The control part has a first shift mode and a second shift mode. In the first shift mode, the clutch is switched to the disengaged state before changing of the gear position and the clutch is switched to the engaged state after changing of the gear position. In the second shift mode, an output of the prime mover is adjusted while the clutch is kept in the engaged state during the shift operation. Either the first shift mode or the second shift mode is selected on the basis of a detection result on whether the shift operation is a shift-up operation or a shift-down operation, and a traveling state of the vehicle.

A control system (32, 33) for a vehicle (10), the control system (32, 33) comprising one or more controllers, the control system (32, 33) being configured to: receive a transmission speed signal that is indicative of an output speed of a transmission (24) of the vehicle (10) as the transmission (24) performs a gearshift; receive a driver demand signal that is indicative of a driver demand for acceleration of the vehicle (10) during the gearshift; and determine a torque demand signal for an engine (20) of the vehicle (10) in accordance with the transmission speed signal and the driver demand signal.

When an inertia phase has started while torque phase control is being executed, the torque phase control is ended, a target torque capacity of an engaging element in inertia phase control is corrected on the basis of a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element at the time when the torque phase control has completed (or a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element, which is set at the time when the inertia phase control has started), and the inertia phase control is started.

An electronic control unit is configured to control a hydraulic pressures of engaging element and disengaging element in accordance with a preset target output shaft torque during a power-on downshift. The electronic control unit is configured to delay a start of decrease in the hydraulic pressure of the disengaging element from a start of a torque phase while maintain the hydraulic pressure of the disengaging element at the start of the torque phase. The electronic control unit is configured to start decreasing the hydraulic pressure of the disengaging element when the electronic control unit determines that overspeed of an input shaft is occurring during the torque phase and a predetermined condition is established.

When an input torque becomes greater by a predetermined value or more due to an operation of increasing an amount of accelerator depression amount or the like during a gear shift, a controller for an automatic transmission updates a target gear shift characteristic value to a target gear shift characteristic value which is set when the gear shift is started with the input torque based on the input torque at the updating time, and performs gear shift control from a degree of progress in gear shift at the updating time based on the updated target gear shift characteristic value. Since the target gear shift characteristic value can be changed with respect to an increase in the input torque during the gear shift by this control, it is possible to prevent a decrease in durability of frictional engagement elements.

A control device of a vehicle including a motor and a multi-speed type automatic transmission including a plurality of engagement devices, the control device engaging the engagement device to be engaged and releasing the engagement device to be released when the shift is determined, and controlling an engagement pressure of an engagement device to be released during an upshift in a driven state and a downshift in a driving state and controlling an engagement pressure of an engagement device to be engaged during an upshift in the driving state and a downshift in the driven state so as to control a rotation speed of a rotating element of the automatic transmission, the control device increasing an instruction pressure of the engagement device to a target surge pressure for a target surge time when switching is performed during the upshift and the downshift in the driven state, to the driving state.

An automatic transmission control apparatus includes an engine generating power by a combustion of fuel; an automatic transmission provided with a friction element including a clutch and a brake and changing the power generated in the engine into a torque required depending on a speed by an engagement and release of the friction element to be output; an accelerator pedal position sensor detecting a position signal of the accelerator pedal; and a controller determining whether a vehicle is in a rapid acceleration state from the position signal of the accelerator pedal detected from the accelerator pedal position sensor and correcting a control hydraulic pressure of the friction element if the vehicle is the rapid acceleration state. Since the friction element control hydraulic pressure is controlled depending on the operation speed of the accelerator pedal, the shift responsiveness may be improved.