A controller including an electronic control unit, the electronic control unit executes slip control of a clutch when a specified termination condition is established during execution of coasting control and an acceleration request is made through an operation of an accelerating operation member even when engagement of the clutch is prohibited. Thus, power from an engine can be transmitted to drive wheels while a load imposed on the engine is suppressed.

A control device that includes an electronic control unit that is configured to perform neutral travel control that controls the transmission apparatus to enter a neutral state in which power is not transferred during rotation of the wheel, wherein the electronic control unit performs switching between an engaged neutral state in which a particular engagement device of the plurality of engagement devices is put in an engagement state and the transmission apparatus is put in a state in which power is not transferred and a released neutral state in which all of the plurality of engagement devices are put in a released state and the transmission apparatus is put in the state in which power is not transferred, based on at least a vehicle speed during the neutral travel control.

A method and an arrangement for controlling free-wheeling in a dual clutch transmission in a vehicle is provided, which transmission includes a first and a second transmission mechanism controllable by a first and a second clutch unit, each connected to a first and a second input shaft respectively. The method involves deactivating the first clutch unit, wherein the output shaft of the internal combustion engine and the first input shaft are engaged, and disengaging each of the first set of gears connecting the first input shaft to the driving wheels. Simultaneously, the second clutch unit is deactivated, wherein the output shaft of the internal combustion engine and the second input shaft are disengaged, and one of the second set of gears connecting the second input shaft to the driving wheels is engaged.

A running control device of a vehicle includes an engine, a clutch separating the engine and wheels, and a torque converter with a lockup clutch transmitting power of the engine toward the wheels, the running control device of a vehicle is configured to execute a neutral inertia running mode that is an inertia running mode performed while the engine and the wheels are separated and a cylinder resting inertia running mode performed by stopping operation in at least some of cylinders of the engine while the engine and the wheels are coupled, the lockup clutch has a weak engagement force while the neutral inertia running mode is performed as compared to while the cylinder resting inertia running mode is performed.

Methods and systems for improving operation of a vehicle driveline that includes an engine and an automatic transmission with a torque converter are presented. In one non-limiting example, the engine may be stopped while a vehicle in which the engine operates is rolling. A transmission coupled to the engine may be shifted as the vehicle rolls so that vehicle response may be improved if a driver requests an increase of engine torque.

A running control device of a vehicle includes an engine and a brake booster amplifying a brake force by forming a negative pressure in a negative pressure tank by rotation of the engine. The running control device is configured to execute an engine brake running mode performed with the engine coupled to wheels such that an engine brake is applied by driven rotation of the engine and an inertia running mode performed with an engine brake force made lower than that of the engine brake running mode. The running control device executes a first inertia running mode performed with the rotation of the engine stopped and a second inertia running mode performed with the engine kept rotating as the inertia running mode in accordance with predefined respective execution conditions. The running control device comprises a prediction portion configured to predict a necessity of the negative pressure.

A method of operating a drive train of a motor vehicle is provided, wherein the drive train has a drive motor and an automatic or automated transmission connected between the drive motor and the drive wheels. The transmission automatically changes gear in an automatic mode. The transmission changes to a higher or lower gear in a manual mode on the basis of an up-shift or a down-shift requested by the driver via control element. At least in automatic mode, a coasting mode of the drive train, in which the operative connection between drive motor and drive wheels is separated, is engaged under defined operating conditions and the coasting mode is disengaged upon the driver requesting a downshift and the manual mode of the transmission is engaged. The coasting mode is maintained in automatic mode in the case of the driver requesting an up-shift during coasting mode.

A vehicle controller includes a lock-up clutch disposed to a power transmission path between an engine and a driving wheel, and a clutch configured to connect and disconnect the power transmission path, wherein at the time of switching driven traveling for causing a vehicle to travel by connecting the power transmission path and inertia traveling for causing the vehicle to travel by disconnecting the power transmission path, the lock-up clutch and the clutch are switched at switching start timings different from each other.

A control device of a continuously variable transmission for a vehicle to which power of a drive force source is input through a transmission path connecting/disconnecting device changes a gear ratio of the continuously variable transmission to a lower vehicle speed side during vehicle deceleration when the transmission path connecting/disconnecting device is in a power transmission interrupted state of interrupting power transmission through a power transmission path between the drive force source and the continuously variable transmission, earlier as compared to when the transmission path connecting/disconnecting device is in a power transmittable state enabling the power transmission, and the control device changes a gear ratio of the continuously variable transmission earlier to the lower vehicle speed side when vehicle deceleration is larger, when the transmission path connecting/disconnecting device is in the power transmission interrupted state.

In a vehicular parking lock device, the parking lock is actuated when a line pressure is supplied to a left end of a hydraulic actuator (25) via a second solenoid valve (32A), or a hydraulic pressure of an accumulator (37, 38) is supplied to the left end of the hydraulic actuator (25) via a third solenoid valve (32B), and the parking lock is released when a line pressure is supplied to a right end of the hydraulic actuator (25) via a first solenoid valve (32C, 32D). The second solenoid valve (32A) and the first solenoid valve (32D) also function as a solenoid valve that supplies the hydraulic pressure to a torque converter (40) and a solenoid valve that supplies the hydraulic pressure to a hydraulic brake (41) for shift change, respectively. Thus, it is possible to decrease the total number of solenoid valves, thereby cutting the number of components of a hydraulic circuit (31).