A control device for an automatic transmission includes: a first engagement control section configured to bring the lockup clutch to a full engagement state after a rotation of the internal combustion engine is increased in a slip engagement state while a torque transmission capacity of the lockup clutch is increased, and a second engagement control section configured to add a predetermined capacity to the increased torque transmission capacity when the torque judging section judges an increase of the output torque of the internal combustion engine in a state where a sensed rotation speed difference in the slip engagement state of the engagement state of the first engagement control is increased to be equal to or greater than a first predetermined value, and then decreased to be equal to or smaller than a second predetermined value smaller than the first predetermined value.

The control apparatus for a vehicle includes a determination unit that determines whether or not a start condition is established, the start condition including when a torque converter is in a lockup state, and when the vehicle is in an accelerating state; and a display control unit that causes an acting number of rotations to be displayed on a tachometer instead of an actual number of rotations when it is determined by the determination unit that the start condition is established. The display control unit calculates the acting number of rotations based on a target value of an input number of rotations of a continuously variable transmission, and varies the acting number of rotations with a rate of change having an absolute value that is greater than an absolute value of a rate of change of the actual number of rotations upon an abrupt change in the target value.

A hybrid vehicle includes a forward-backward travel changeover mechanism including a forward clutch and a reverse brake, a continuously variable transmission, an engine, a motor generator, an output clutch, a mechanical oil pump, an electric oil pump, a manual valve, an oil passage, and a control unit. The manual valve supplies oil to the forward clutch when a parking range is selected. When a state of charge of a high voltage battery decreases to a predetermined value or lower in the parking range, the control unit disengages the output clutch, engages the forward clutch, and causes the engine to operate to drive the motor generator as a generator. When a backward traveling range is selected while power generation is being performed in the parking range, the control unit drives the electric oil pump, and supplies the oil to the output clutch or the reverse brake through the oil passage.

Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, a driveline disconnect clutch liftoff pressure is estimated according to a derivative of a driveline disconnect clutch pressure when a driveline disconnect clutch is being de-stroked. The driveline disconnect clutch may be prepositioned in anticipation of driveline disconnect closing based on the estimated driveline disconnect clutch liftoff pressure.

An apparatus for controlling a transmission of a vehicle includes a determination device that determines whether a condition for a regenerative braking based lift foot up shift is satisfied, a controller that performs regenerative brake control and performs a shift by controlling release clutch torque and lock-up clutch torque, when the condition for the regenerative braking based lift foot up shift is satisfied, and a torque compensation device that compensates for the release clutch torque according to an RPM variation during the shift.

Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, a driveline disconnect clutch liftoff pressure is estimated according to a derivative of a driveline disconnect clutch pressure when a driveline disconnect clutch is being de-stroked. The driveline disconnect clutch may be prepositioned in anticipation of driveline disconnect closing based on the estimated driveline disconnect clutch liftoff pressure.

A method for controlling a powertrain of a vehicle may include: controlling, by a controller, an engine of the vehicle to be operated when an ignition key of the vehicle is in an on state; and determining, by the controller, whether the controller generates a command changing a state of a clutch based on an operation state of the vehicle. The clutch connects or disconnects a crankshaft of the engine and a crankshaft pulley including the clutch. The crankshaft pulley is connected to a generator pulley and an air conditioner compressor pulley via a belt.

A control apparatus for a vehicle includes an electronic control unit that is configured to set a value of a target generated voltage of the generator. The electronic control unit is configured to execute power generation control to control a generated voltage of a generator. The electronic control unit is configured to maintain a value of the generated voltage in the power generation control to be constant during an upshift gear change when the upshift gear change control of a transmission is executed while the lock-up clutch control is executed during deceleration of the vehicle. The electronic control unit is configured to increase the value in the power generation control during the downshift control to the value of the target generated voltage at a first specified rate when a downshift gear change of the transmission is executed while the lock-up clutch control is executed during the deceleration.

An ACM-ECU executes an amplitude variable-phase variable control for variably controlling both the amplitude and phase of active vibrations generated by an actuator according to rotation information, in the case that an engagement rate Lr detected by an LC engagement rate detecting function is greater than or equal to a predetermined engagement rate Lr_th.

A gear change control device and method thereof are provided. The gear change control device is a target torque control device that sets a target torque of a motor outputting a torque to a multilevel transmission having a torque converter and a lockup clutch. In a case when the lockup clutch is in a fastened state and during upshifting gear change, target torque reduction control is executed for reducing the target torque of the motor such that the output of the motor becomes a torque at which a heat generation temperature of the lockup clutch does not exceed an allowable temperature. If the lockup clutch is fastened, threshold value changing control is executed for changing threshold value of a rotation speed of the motor or the input shaft when the gear range is shifted to the side of higher range during upshifting gear change to a higher rotation speed.