A shift control device for a vehicle includes: an engine; a shift mechanism disposed between the engine and driving wheels; a shift control section configured to control a transmission gear ratio of the shift mechanism; and a fuel cut control section configured to stop a fuel supply to the engine, at least when an accelerator pedal is in a release state, and when an engine speed is equal to or greater than a predetermined rotation speed, the shift control section being configured to perform a minimum rotation speed restriction control to control the transmission gear ratio of the shift mechanism so that the minimum rotation speed of the engine is equal to or greater than the predetermined rotation speed regardless of a vehicle front condition and an accelerator operation condition.

A shift control device for a vehicle includes: an engine; a shift mechanism disposed between the engine and driving wheels; a shift control section configured to control a transmission gear ratio of the shift mechanism; and a fuel cut control section configured to stop a fuel supply to the engine, at least when an accelerator pedal is in a release state, and when an engine speed is equal to or greater than a predetermined rotation speed, the shift control section being configured to perform a minimum rotation speed restriction control to control the transmission gear ratio of the shift mechanism so that the minimum rotation speed of the engine is equal to or greater than the predetermined rotation speed regardless of a vehicle front condition and an accelerator operation condition.

A control device that controls an automatic transmission is provided, in which device the automatic transmission includes a variator disposed in a power transmission path between a driving source and a driving wheel of a vehicle, and a friction engaging element disposed between the variator and the driving wheel, in a manner capable of transmitting a power disconnectably via the power transmission path. The control device increases a speed ratio of the variator toward a predetermined target speed ratio with disengaging the friction engaging element during a vehicle stop of the vehicle, and executes a learning regarding a hydraulic control of the friction engaging element when the friction engaging element is disengaged during the vehicle stop. The control device decreases the target speed ratio at a time of learning when the learning is executed during the vehicle stop, compared to a time of vehicle stop other than the time of learning.

A control device for a continuously variable transmission mechanism of a vehicle includes: a stepwise variable transmission mechanism which is disposed in series with the continuously variable transmission mechanism, and which has at least two or more forward gear stages; and a controller configured to increase the belt capacities to be greater than the belt capacity set when an accelerator opening degree is zero, at least in a time period from a timing when the accelerator opening degree becomes zero, to a timing when a braking force is generated by a depression of a brake pedal, the controller being configured to set an increase amount with respect to the belt capacity set when the accelerator opening degree is zero, to a smaller value as a transmission gear ratio of the stepwise variable transmission mechanism is higher.

A control device for a continuously variable transmission mechanism of a vehicle includes: a stepwise variable transmission mechanism which is disposed in series with the continuously variable transmission mechanism, and which has at least two or more forward gear stages; and a controller configured to increase the belt capacities to be greater than the belt capacity set when an accelerator opening degree is zero, at least in a time period from a timing when the accelerator opening degree becomes zero, to a timing when a braking force is generated by a depression of a brake pedal, the controller being configured to set an increase amount with respect to the belt capacity set when the accelerator opening degree is zero, to a smaller value as a transmission gear ratio of the stepwise variable transmission mechanism is higher.

A vehicle control device for controlling a vehicle including an oil pump driven by a transmission of a rotation of the motor-generator; and a hydraulic pressure supply unit for supplying a hydraulic pressure to the continuously variable transmission. The hydraulic pressure is generated by regulating a pressure of an oil discharged from the oil pump. When a regenerative braking is performed by the motor-generator based on a deceleration request from a driver, the hydraulic pressure supply unit supplies a hydraulic pressure based on a first hydraulic pressure and a second hydraulic pressure to the continuously variable transmission. The first hydraulic pressure is a hydraulic pressure to transmit an input torque input to the continuously variable transmission during the regenerative braking. The second hydraulic pressure is a hydraulic pressure to shift the continuously variable transmission during the regenerative braking. During the regenerative braking, the first hydraulic pressure is set to equal to or less than a hydraulic pressure found by subtracting the second hydraulic pressure from a hydraulic pressure suppliable to the continuously variable transmission.

A vehicle control device for controlling a vehicle including an oil pump driven by a transmission of a rotation of the motor-generator; and a hydraulic pressure supply unit for supplying a hydraulic pressure to the continuously variable transmission. The hydraulic pressure is generated by regulating a pressure of an oil discharged from the oil pump. When a regenerative braking is performed by the motor-generator based on a deceleration request from a driver, the hydraulic pressure supply unit supplies a hydraulic pressure based on a first hydraulic pressure and a second hydraulic pressure to the continuously variable transmission. The first hydraulic pressure is a hydraulic pressure to transmit an input torque input to the continuously variable transmission during the regenerative braking. The second hydraulic pressure is a hydraulic pressure to shift the continuously variable transmission during the regenerative braking. During the regenerative braking, the first hydraulic pressure is set to equal to or less than a hydraulic pressure found by subtracting the second hydraulic pressure from a hydraulic pressure suppliable to the continuously variable transmission.

A method for controlling an automatic gearbox for a motor vehicle having at least two different drive train states. The method includes: determining minimum deceleration force requirement that needs to be achieved by the drive train state depending on speed of the vehicle, longitudinal acceleration, and resistive forces experienced by the vehicle, then taking a decision to authorize or prohibit the drive train state for which the minimum deceleration force requirement has been calculated depending on the deceleration force setpoint, the current drive chain state, and the minimum force achievable by the drive train state in question.

The disclosure provides a device for regulating a movement of an operating element for an automatic transmission of a vehicle. The device comprises a rotatable shaft and a bearing element for bearing the operating element. The bearing element can be moved together with the operating element relatively to the shaft with respect to a first axis of movement and between a rest position and a deflection position with respect to a second axis of movement. The device is characterized in that on the shaft are arranged a locking element for locking the movement of the bearing element from the rest position to the deflection position and/or a resetting element for resetting the bearing element from the deflection position to the rest position.

The disclosure provides a device for regulating a movement of an operating element for an automatic transmission of a vehicle. The device comprises a rotatable shaft and a bearing element for bearing the operating element. The bearing element can be moved together with the operating element relatively to the shaft with respect to a first axis of movement and between a rest position and a deflection position with respect to a second axis of movement. The device is characterized in that on the shaft are arranged a locking element for locking the movement of the bearing element from the rest position to the deflection position and/or a resetting element for resetting the bearing element from the deflection position to the rest position.