AISIN AW CO., LTD.

Provided is a control device performing upshifting engagement control where engagement pressure of a second engagement device is gradually increased, and disengagement control where a disengagement force to disengage a first engagement device acts on a meshing portion of the first engagement device. The control device gradually increases engagement pressure of the second engagement device toward target engagement pressure at which transmission torque capacity of the second engagement device reaches a magnitude determined based on input torque from a drive power source to an input member, and changes engagement pressure of the second engagement device set at or after a time when the engagement pressure of the second engagement device reaches set engagement pressure lower than the target engagement pressure, smaller than a change rate of the engagement pressure of the second engagement device set before reaching the set pressure, and thereafter starts the disengagement control.

A power transmission control device acquires rotation speed information of an idle gear corresponding to a target engagement member and rotation speed information of a sleeve corresponding to an engagement member, sets one rotation speed changeable by a power source as a synchronization side rotation speed, sets the other rotation speed as a target synchronization side rotation speed, allows a differential rotation between the synchronization side rotation speed and the target synchronization side rotation speed to match a predetermined differential rotation by changing the synchronization side rotation speed using the power source after a power transmission releasing state is selected due to a gear changing request, performs an engagement operation, inverts a sign of the predetermined differential rotation, and switches to the power transmission state while allowing the differential rotation to match the predetermined differential rotation of which the sign is inverted.

A control apparatus for a vehicle provided, with a step-variable transmission, includes: a feedback control portion; an input torque resetting control portion; a target input torque setting portion operated upon an increase of the accelerator pedal operation amount in the process of the shift-down action in a power-off state of the vehicle, to restrict an amount of increase of the input torque target value with respect to an amount of increase of an operator-required input torque value, so as to keep the target value not larger than an upper limit value until termination of the input torque resetting control; and an actual input torque increasing portion operated upon the increase of the accelerator pedal operation amount prior to initiation of the inertia phase, to implement an input torque increasing control to control the input torque so as to be larger than the target value, prior to the inertia phase initiation.

A control device performs upshifting in a state in which an operating point of a rotating electrical machine for outputting requirement-based torque at wheel-based rotational speed falls within an operable range of the rotating electrical machine both before and after shifting a shift speed by the upshifting, and in which before shifting the shift speed, output torque from the rotating electrical machine is less than or equal to determination torque (T 1 ), the wheel-based rotational speed being rotational speed of the rotating electrical machine based on rotational speed (V) of a wheel, the requirement-based torque being output torque from the rotating electrical machine based on required wheel transmission torque, and the determination torque (T 1 ) being torque obtained by subtracting an amount of increased torque (ΔTmg) resulting from torque increase control from maximum torque (Tmax) that can be outputted from the rotating electrical machine at the wheel-based rotational speed.

A drive device for vehicles includes a transmission device including a transmission mechanism that changes a speed of inputted rotation of a drive source of a vehicle and outputs the rotation and that is provided on an axis of rotation orthogonal to a front-rear direction of the vehicle; and a casing that holds the transmission mechanism; and a control device that performs electronic control of the transmission device, at least a part of the control device being installed on an outside of the casing, and the control device is installed at either one of a front side portion and a rear side portion of the casing in the front-rear direction of the vehicle.

A vehicle power transmission device includes: a continuously variable transmission including a primary pulley, a secondary pulley, and a transmission belt wound between the primary pulley and the secondary pulley; a belt running clutch of hydraulic type for transmitting power to the continuously variable transmission; and a hydraulic control circuit controlling the continuously variable transmission and the belt running clutch. The hydraulic control circuit includes a fail-safe valve switching a communication destination of an oil supply passage for supplying a hydraulic fluid to the belt running clutch to one of a first oil passage supplied with a control hydraulic pressure and a second oil passage supplied with a hydraulic pressure higher than the control hydraulic pressure, the fail-safe valve connecting the oil supply passage with the second oil passage when the fail-safe valve is switched to a failure position. The second oil passage is provided with an orifice.

An object is to reduce a delay in response. An automatic gear changing control device includes a sleeve which is moved by an actuator to perform an engagement operation, an engine which is connected to an input shaft, and a control unit which controls the movement of the sleeve by the actuator and controls the rotation of the input shaft by the engine or a motor generator. The control unit performs synchronization control of controlling the rotation of the input shaft for the engagement operation at a different gear stage after the engagement is released and starts shift control of moving the sleeve to an engagement completion position by the actuator before at least the synchronization is completed.

A control device performs upshifting in a state in which an operating point of a rotating electrical machine for outputting requirement-based torque at wheel-based rotational speed falls within an operable range of the rotating electrical machine both before and after shifting a shift speed by the upshifting, and in which before shifting the shift speed, output torque from the rotating electrical machine is less than or equal to determination torque (T 1 ), the wheel-based rotational speed being rotational speed of the rotating electrical machine based on rotational speed (V) of a wheel, the requirement-based torque being output torque from the rotating electrical machine based on required wheel transmission torque, and the determination torque (T 1 ) being torque obtained by subtracting an amount of increased torque (ΔTmg) resulting from torque increase control from maximum torque (Tmax) that can be outputted from the rotating electrical machine at the wheel-based rotational speed.

A power transmission device mounted on a vehicle in which operation of an engine is stopped when vehicle speed has been reduced to a predetermined vehicle speed. The device includes an oil pump driven by the engine; a hydraulic control device regulating pressure from the oil pump; a continuously variable transmission mechanism in which groove widths of a primary pulley and a secondary pulley are set by hydraulic pressure from the hydraulic control device; a hydraulic engagement element engaged by hydraulic pressure from the hydraulic control device to couple the continuously variable transmission mechanism to the engine; a clamping pressure sensor that detects clamping pressure of a belt of the continuously variable transmission mechanism; and a control device disengaging the hydraulic engagement element when the detected clamping pressure of the belt reaches less than or equal to a threshold value after operation of the engine is stopped.

When starting a skip downshift, a controller for an automatic transmission disengages two or more engagement elements that are in an engaged state. The disengaging two or more engagement elements includes setting a first engagement element, which is one of the two or more engagement elements that are disengaged and is used to form an intermediate gear stage having a lower transmission ratio than a post-shifting gear stage, to an engagement preparation state that maintains a state immediately before the engaged state. Subsequently, the controller engages a second engagement element, which is used to form both the intermediate gear stage and the post-shifting gear stage, and temporarily increases engagement pressure of the first engagement element. The controller disengages the first engagement element and engages a third engagement element, which is used to form the post-shifting gear stage, to form the post-shifting gear stage.