A drive system having eCVT functionality with AMT cost advantages includes a transmission having a plurality of different operating modes. The system includes a transmission output shaft, a stationary member and a gear set including first, second, and third elements. The first element connects with the transmission output shaft. An output shaft of a non-electric power plant connects with the first element through the second element for driving the first element. A drive shaft of an electric power plant connects with the first element through the third element for driving the first element. The system includes a plurality of non-friction, controllable, coupling assemblies. A first coupling assembly has a first coupling state for grounding the second element to the stationary member, a second coupling state for grounding the third element to the stationary member and an uncoupling state to allow the second and third elements to drive the first element.

A vehicle control apparatus for a vehicle provided with an engine, a continuously variable transmission (CVT) coupled to an output shaft of the engine, a motor coupled to a wheel, and an output clutch that transmits power from an output shaft of the CVT and the motor to the wheel includes a controller that is able to switch and execute either of an EV mode that allows, upon disengagement of the output clutch, power outputted from the motor to drive the wheel, and an HEV mode that allows, upon engagement of the output clutch, power outputted from the engine and the motor to drive the wheel, and that, in an adjustment of a gear ratio of the CVT during the EV mode, engages the output clutch and adjusts the gear ratio of the CVT, and thereafter disengages the output clutch before the gear ratio reaches a target gear ratio.

An apparatus for controlling a transmission of a vehicle includes a processor configured to identify a location of a speed bump based on collected information about a specified section of a front road and determine whether the vehicle enters a section of the speed bump, and to set an oil pressure of the transmission to a first oil pressure in a normal driving section and set the oil pressure of the transmission to a second oil pressure when the vehicle enters the section of the speed bump, and a controller that controls the oil pressure of the transmission corresponding to a setting of the processor for each driving section of the vehicle.

A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

[PROBLEMS] When an acceleration request from a driver is large, upshift is performed under a high engine rotation speed.

[SOLUTIONS] Provided is an automatic transmission, including: a torque converter that is disposed downstream of a drive source in a power transmission path and is provided with a lockup clutch; and a transmission mechanism that is disposed downstream of the torque converter and changes a speed ratio between an input shaft and an output shaft, in which in a state where the lockup clutch is engaged, when a rotation speed of the input shaft reaches a first rotation speed, the automatic transmission starts upshift, and in a state where the lockup clutch is disengaged or slips, when the rotation speed of the input shaft reaches a second rotation speed obtained by subtracting a first predetermined rotation speed from the first rotation speed, the automatic transmission starts upshift, and the first predetermined rotation speed decreases as an output torque of the drive source increases.

A control device for a vehicle controlling the vehicle including a driving source and an automatic transmission coupled to the driving source and includes a power transmission mechanism including a forward engaging element. The control device for the vehicle includes a first control unit configured to execute a driving-source-stop-while-traveling control that stops the driving source and brings the automatic transmission into a neutral state when a driving-source-stop-while-traveling condition for stopping the driving source while traveling is satisfied and a second control unit configured to engage the forward engaging element on the basis of input and output rotation speeds of the power transmission mechanism after a driving-source-stop-while-traveling cancellation condition is satisfied.

A hydraulic control circuit includes a pressure regulator valve, a first pilot valve, a second pilot valve, and a third pilot valve. A first pilot pressure is introduced as a source pressure into the primary solenoid valve that generates a primary signal pressure and a secondary solenoid valve that generates a secondary signal pressure. A second pilot pressure is introduced as a source pressure into a lock-up solenoid valve that generates the lock-up signal pressure. A third pilot pressure is introduced as a damping pressure into a primary regulator valve that controls a primary pulley pressure according to the primary signal pressure, and into a secondary regulator valve that controls a secondary pulley pressure according to the secondary signal pressure.

A control device of a vehicle power transmission device including a first power transmission path transmitting power by engaging a first clutch, a sub-clutch and a second power transmission path transmitting power by engaging a second clutch each disposed between an engine and drive wheels and parallel to each other, the device including a fail-safe valve for preventing simultaneous engagement of the first and second clutches, the fail-safe valve configured to be switched to a fail-safe spool position preventing simultaneous engagement of the first and second clutches by a hydraulic pressure of a hydraulic fluid supplied to the first clutch or an output pressure of a first electromagnetic valve controlling the hydraulic pressure and the hydraulic pressure of the hydraulic fluid supplied to the second clutch or an output pressure of a second electromagnetic valve controlling the hydraulic pressure, the second electromagnetic valve configured to increase the output pressure.

[PROBLEMS] When an acceleration request from a driver is large, upshift is performed under a high engine rotation speed. [SOLUTIONS] Provided is an automatic transmission, including: a torque converter that is disposed downstream of a drive source in a power transmission path and is provided with a lockup clutch; and a transmission mechanism that is disposed downstream of the torque converter and changes a speed ratio between an input shaft and an output shaft, in which in a state where the lockup clutch is engaged, when a rotation speed of the input shaft reaches a first rotation speed, the automatic transmission starts upshift, and in a state where the lockup clutch is disengaged or slips, when the rotation speed of the input shaft reaches a second rotation speed obtained by subtracting a first predetermined rotation speed from the first rotation speed, the automatic transmission starts upshift, and the first predetermined rotation speed decreases as an output torque of the drive source increases.

A control system for a continuously variable transmission (CVT) is provided. The control system includes a shift mode switch, an actuator and a controller. The shift mode switch is selectable between a plurality of modes. The actuator is in operational communication with the CVT to selectively override normal shifting characteristics of the CVT. The controller is in communication with the shift mode switch. The controller is configured to control the actuator to selectively override the normal shifting characteristics of the CVT based at least in part on a select mode configuration selected by the shift mode switch.