Abstract: A vehicular power-transmission control system comprises a continuously variable transmission CVT, which transmits the output of an engine E to wheels, a starting clutch 5, which controls the transmission of power in the continuously variable transmission, an electrical motor generator M, which can assist the engine in rotational drive, and a hydraulic pump P, which is connected to the output shaft of the engine. When the vehicle, which has come into a halt with the engine consequently stopped in an idling elimination control, is to be restarted, the power-transmission control system controls the electrical motor generator to rotate the output shaft of the engine, to which fuel supply is not allowed, thereby to drive the pump. Thereafter, when the starting clutch receiving a hydraulic pressure from the hydraulic pump starts its engagement, the power-transmission control system starts the operation of the engine.

Abstract: A power transmission comprises a continuously variable transmission CVT, which transmits a rotational driving force from an engine to wheels, a starting clutch 5, which sets variably the transmission capacity of the continuously variable transmission, and a control valve CV, which controls the engagement actuation of the starting clutch 5. While a vehicle equipped with this power transmission is decelerating, the engagement of the starting clutch is controlled to transmit a rotational driving force from the wheels to the engine. Specifically, the engaging capacity of the starting clutch is controlled to bring the difference between the input and output rotational speeds of the starting clutch into a predetermined range, and the control pressure of the starting clutch that brings this difference in the predetermined range is learned, i.e., stored in memory and renewed, as a control value for the next deceleration of the vehicle.

Abstract: A power transmission comprises an engine E with a plurality of cylinders, a belt-type continuously variable transmission CVT, which changes the rotational speed being transmitted from the engine, a control valve CV, which variably sets the line pressure used for controlling the speed change ratio of the transmission, and an electrical control unit ECU, which calculates the torque of the output shaft of the engine when the engine is decelerating in a partial cylinder operation mode. While a vehicle equipped with this power transmission is decelerating with the engine being in a partial cylinder operation mode, the control valve CV sets the line pressure in correspondence to the torque of the engine output shaft calculated by the electrical control unit ECU.

Abstract: A brake fluid pressure retaining apparatus RU is mounted on a vehicle equipped with an automatic transmission CVT and a driving motor control unit DCU. The driving motor control unit switches the magnitude of creep driving force between a greater condition and a smaller condition in accordance with a depression of the brake pedal, so that the driving force is made smaller at a depression of the brake pedal than at a release of the brake pedal. The brake fluid pressure retaining apparatus continuously retains brake fluid pressure within a wheel cylinder WC after releasing a brake pedal BP. The retained brake fluid pressure is released after the driving force increases to the greater condition and when a first setting time TM1 passes.

Abstract: Leak oil from a regulator 24 for regulating the pressure of oil supplied to a lubricating system (the lubricating pressure) is supplied to an oil cooler 23. An electromagnetic valve 25 is connected to a pressure controlling and regulating oil chamber 24a of the regulator 24 so that the lubricating pressure can be controlled to be increased or decreased. The lubricating pressure is decreased while an engine is running in a low load state during a high-speed running to thereby increase the volume of oil to be supplied to the oil cooler 23.

Abstract: A brake fluid pressure retaining apparatus RU is mounted on a vehicle equipped with an automatic transmission CVT and a driving motor control unit DCU. The driving motor control unit switches the magnitude of creep driving force between a greater condition and a smaller condition in accordance with a depression of the brake pedal, so that the driving force is made smaller at a depression of the brake pedal than at a release of the brake pedal. The brake fluid pressure retaining apparatus continuously retains brake fluid pressure within a wheel cylinder WC after releasing a brake pedal BP. The retained brake fluid pressure is released after the driving force increases to the greater condition and when a first setting time TM1 passes.

Abstract: Leak oil from a regulator 24 for regulating the pressure of oil supplied to a lubricating system (the lubricating pressure) is supplied to an oil cooler 23. An electromagnetic valve 25 is connected to a pressure controlling and regulating oil chamber 24a of the regulator 24 so that the lubricating pressure can be controlled to be increased or decreased. The lubricating pressure is decreased while an engine is running in a low load state during a high-speed running to thereby increase the volume of oil to be supplied to the oil cooler 23.

Abstract: A lubrication pressure controller comprises a lubrication pressure regulating valve 41, which is provided in a lubrication oil passage 36 directing hydraulic oil to lubricated parts, and a cooler pressure regulating valve 42, which is provided in a discharge oil passage 51b of the lubrication pressure regulating valve 41. The lubrication pressure regulating valve 41 adjusts the pressure in the lubrication oil passage 36, and the cooler pressure regulating valve 42 adjusts the pressure supplied to an oil cooler 55. The hydraulic oil discharged from the cooler pressure regulating valve 42 is returned through a recirculation line 52 to a suction oil passage 31 of a pump. In this construction, an adequate supply of lubrication oil is maintained even if one of the valves experiences locking of a valve spool on an open side.

Abstract: In a continuously variable transmission, a speed change control device includes a vehicle speed sensor, a brake sensor, a release vehicle speed memory which, when the brake is operated, renews and stores the brake release vehicle speed, and a gradient sensor for detecting a running road gradient. When, in an engine brake running state, the present vehicle speed is higher than the brake release vehicle speed stored in the release vehicle speed memory, a speed change target value is obtained according to the difference between the present vehicle speed and the brake release vehicle speed and to the road gradient. And, when, in the same state, the present vehicle speed is lower than the brake release vehicle speed, the speed change target value is obtained according to the road gradient. The speed change control is carried out so as to obtain the speed change target value.

Abstract: A control system for a starting clutch installed in an automotive vehicle. The starting clutch is arranged between the engine and at least one wheel of the vehicle, for controlling engagement between the engine and the at least one wheel. A basic torque capacity of the starting clutch is calculated based on the rotational speed of the engine, and a torque capacity correction value is determined such that it assumes a minimal value when a clutch speed ratio of the starting clutch detected by a clutch speed ratio sensor is equal to 1.0 and progressively increases as the clutch speed ratio increases and decreases from 1.0. The determined torque capacity correction value is changed based on the throttle valve opening, and the torque capacity of the starting clutch is determined based on the changed torque capacity correction value and the calculated basic torque capacity.

Abstract: A system wherein raw material excavated from a plurality of pit faces on a mine are conveyed to and collected at a specific collecting location at the foot of a mountain by a plurality of vehicles and the degree of quality of collected raw material is then properly controlled at the specific collecting location is generally called a mining site control process. To practically execute such a mining control process, the degree of quality of conveyed raw material previously analyzed per each pit face and a quantity of conveyance thereof are confirmed at every time when the raw material is conveyed to the collecting location.

Abstract: A riding simulator whrein the basic stepping actions of a real horse is closely simulated. The riding simulator includes an artificial horse body, horse body supporting structures for circularly movably supporting the lower ends of forelegs and hind legs of the horse body, swing adjusting devices for driving the horse body supporting structures and for moving the horse body in both vertical and longitudinal directions, and phase adjusting devices for adjusting the phase difference between the vertical motion and the longitudinal motion of the horse body when the horse body supporting structures are driven. The riding simulator also includes provision for enabling the rider to give aids to the horse body so that the basic stepping actions of a real horse can be simulated.