Abstract: A pulley propulsion device for an automatic transmission, which includes a fixed pulley, and a movable pulley constituted capable of relative displacement along a rotation axis of a pulley with respect to the fixed pulley, is provided. The pulley propulsion device includes a movable member constituted capable of relative rotation around a rotation axis of the pulley with respect to the movable pulley, a fixed member whose rotation with respect to a pulley case is regulated and adapted to give linear displacement to the movable member along the rotation axis of the pulley on the basis of rotation thereof, a driving mechanism having an electric motor and adapted to cause an output torque of the electric motor to be transmitted to the movable member and to cause the movable pulley to generate a predetermined pulley thrust, and a load sensor adapted to detect a load applied on the fixed member.

Abstract: A control device for a vehicle having: an engine; a torque converter having a lock-up clutch; an engagement element disposed downstream of the torque converter; a drive shaft disposed downstream of the engagement element; and an electric motor disposed downstream of the engagement element, and connected to the drive shaft includes a control portion adapted to: in a case where an electric travel mode in which the lock-up clutch and the engagement element are disengaged is switched to an engine travel mode in which the lock-up clutch is disengaged and the engagement element is engaged, decrease driving torque of the electric motor after engagement of the engagement element; and gradually decrease the driving torque of the electric motor while gradually increasing driving torque of the engine after the driving torque of the electric motor is decreased.

Abstract: A controller performs control in a vehicle having a planetary gear mechanism, a forward clutch, an engine rotation sensor. a PRI rotation sensor, and a rotation sensor. The controller determines a rotation direction of a primary pulley corresponding to a rotation direction of a carrier on the basis of a rotation speed corresponding to a rotation speed of a sun gear, a rotation speed corresponding to a rotation speed of the carrier C, and a rotation speed of a ring gear, respectively.

Abstract: A control method of a continuously variable transmission mounted on a vehicle includes performing advance compensation in a speed ratio control system of the continuously variable transmission, and making an advance amount according to a vibration frequency of torsional vibration of an input shaft of the continuously variable transmission which is the advance amount of the advance compensation variable in accordance with an operation state of the vehicle. A feedback gain of speed ratio control of the continuously variable transmission performed in the speed ratio control system is variable in accordance with an operation state of the vehicle. When the advance amount is made variable, the advance amount is made variable in accordance with the feedback gain.

Abstract: Provided is a lubricant guiding structure in an automatic transmission in which a baffle plate configured to regulate the movement of a lubricant agitated by a driven sprocket is provided at one side, where an oil pump is located, in the direction of a rotational axis of the driven sprocket. As viewed from the rotational axis direction, a division wall disposed to extend across a chain is provided closer to the chain than a base of the baffle plate. As viewed from the rotational axis direction, the baffle plate is provided with a guide wall extending along a torque transmission-side chain of the chain wound on the driven sprocket. As viewed from the rotational axis-direction, the guide wall includes an inclined portion inclined in the direction coming closer to the chain as the distance to the distal end side decreases.

Abstract: An oil pressure control device has a mechanical oil pump (O/P) driven by a motor/generator (MG), an electric oil pump (M/O/P) driven by a sub motor (S/M) and a line pressure regulating valve (104). In a case where a state is changed from a state in which the motor/generator (MG) is stopped and the electric oil pump (M/O/P) is driven to a state in which the motor/generator (MG) is started and the electric oil pump (M/O/P) is stopped, when a total flow amount of a working fluid discharge flow amount of the mechanical oil pump (O/P) and a working fluid discharge flow amount of the electric oil pump (M/O/P) is equal to or greater than a pressure regulation limit flow amount of the pressure regulating valve (104), the working fluid discharge flow amount of the electric oil pump (M/O/P) is decreased.

Abstract: A lockup disengagement control device for an automatic transmission including a torque converter including a lockup clutch, and a lockup control section, the lockup disengagement control device includes: when a brake is operated from a brake OFF to a brake ON during a coast traveling in an engagement state of the lockup clutch, the lockup control section being configured to sense an initial deceleration by the brake ON operation, and to set a lockup release vehicle speed to be higher as an absolute value of the initial deceleration is greater, and when a vehicle speed is sensed to be equal to or smaller than the set lockup release vehicle speed in a middle of a brake deceleration scene by the brake ON operation, the lockup control section being configured to disengage the lockup clutch.

Abstract: A continuously variable transmission includes a variator having a belt wound around a pair of pulleys, and a case forming a container chamber for the variator. The pulleys include fixed pulleys and movable pulleys. The belt includes elements stacked to be arranged in an annular form, and rings binding the element stacked. A circumference wall portion of the case is provided with a monitoring hole enabling flank faces of the elements to be monitored.

Abstract: A gear shift control device for a continuously variable transmission of a vehicle is configured to steplessly and continuously change and output a rotation speed of an engine. The gear shift control device includes a gear shift control unit and a torque control command unit. The gear shift control unit is configured to implement a pseudo-stepped upshift control to change a gear shift ratio in steps when upshifting the continuously variable transmission. The torque control command unit is configured to output a torque reduction command so as to reduce an engine torque in conjunction with the pseudo-stepped upshift control so that reduction of the engine torque starts before a point in time when an actual gear shift ratio starts changing in response to an upshift command.

Abstract: A side cover of a continuously variable transmission includes a recess portion supporting a bearing and a recess portion supporting a bearing. The recess portions are connected to each other through a lubricant path. An oil path into which a small diameter portion of a pipe-shaped member is inserted and a connection oil path connecting between the oil path and the lubricant path are connected to each other via a boss portion. The side cover includes a circumference wall portion provided with a plurality of bolt holes. The boss portion is disposed at a position between two of the bolt holes adjacent to each other in a circumference direction.

Abstract: A transmission control device controls a CVT installed in a vehicle. The device has, as modes for the CVT, a CVT mode M1 for changing a transmission gear ratio steplessly based on the operating state of the vehicle, and a stepped transmission mode M2 for changing the transmission gear ratio stepwise based on the operating state of the vehicle. The device includes a transmission mode switching control unit (controller) 12 for controlling switching between the CVT mode M1 and the stepped transmission mode M2 based on an actual accelerator opening. The transmission mode switching control unit (controller) 12 performs switching from the CVT mode M1 to the stepped transmission mode M2, if the actual accelerator opening reaches or exceeds a first threshold value T1 set in a plurality of stages so as to increase stepwise in accordance with an increase in a vehicle speed.

Abstract: Provided is a lock-up clutch control device of a vehicle in which a torque converter with a lock-up clutch is disposed between an engine and a transmission. This control device has a coasting capacity learning control section configured to decrease a LU differential pressure command value for the lock-up clutch during accelerator release operation and, when a slip of the lock-up clutch is detected during decrease of the LU differential pressure command value, update the LU differential pressure command value at the time of detection of the slip as a LU differential pressure learning value balanced with a coasting torque. The coasting capacity learning control section is further configured to, when operation of the PTC heater intervenes during coasting capacity learning control, correct the LU differential pressure command value by adding thereto a LU differential pressure correction value that corresponds to an increase of input torque to the lock-up clutch.

Abstract: A controller changes a shift line of the continuously variable transmission to a high rotation side when execution of automatic brake is detected during sailing stop which stops the engine while driving the vehicle.

Abstract: A vehicle control device is for a vehicle having a drive source, and an automatic transmission connected to the drive source, the automatic transmission having an engagement element for disconnecting/connecting transmission of a driving force and a variator placed further upstream than the engagement element. The vehicle control device includes first and second control units. The first control unit is configured to execute sailing stop control to stop the drive source and to put the automatic transmission into a neutral state when a sailing stop condition is established. The second control unit is configured to start the drive source and to implement downshifting of the variator when a size of a deceleration level is a prescribed value or greater when the sailing stop control is cancelled due to a prescribed sailing stop cancellation condition among sailing stop cancellation conditions being established, and to engage the engagement element after the downshifting.

Abstract: A continuously variable transmission is mounted in a vehicle, and includes a primary pulley, a secondary pulley, and a belt, wherein the belt is wound around the primary pulley and the secondary pulley. A control device performs a low speed position return control by a feedback control employing a control input integral component. The low speed position return control is to control a transmission ratio to a final target transmission ratio for lower speed position while the vehicle is decelerating. The control device performs a limiting control in response to a condition that the transmission ratio has reached the final target transmission ratio during the low speed position return control. The limiting control is to limit the control input integral component based on thrust balance between the primary pulley and the secondary pulley so as to maintain the transmission ratio at the final target transmission ratio.

Abstract: A transmission control device controls a CVT installed in a vehicle. The device has, as modes for the CVT, a CVT mode M1 for changing a transmission gear ratio steplessly based on the operating state of the vehicle, and a stepped transmission mode M2 for changing the transmission gear ratio stepwise based on the operating state of the vehicle. The device includes a transmission mode switching control unit (controller) 12 for controlling switching between the CVT mode M1 and the stepped transmission mode M2 based on an actual accelerator opening. The transmission mode switching control unit (controller) 12 performs switching from the CVT mode M1 to the stepped transmission mode M2, if the actual accelerator opening reaches or exceeds a first threshold value T1 set in a plurality of stages so as to increase stepwise in accordance with an increase in a vehicle speed.

Abstract: In a transmission control device for controlling a transmission, a controller determines failure of a specific section. The controller variably controls line command pressure and secondary command pressure, and in a case where the failure is determined, fixes the line command pressure to a line pressure set value and the secondary command pressure to a secondary pressure set value. In a case where the failure is determined, the controller further starts a change in the secondary command pressure after start of a change in the line command pressure, and controls the secondary command pressure in such a manner that the secondary command pressure takes a first predetermined time to have the secondary pressure set value.

Abstract: In a transmission control device, a controller determines failure of one of a variator input side rotation sensor and a variator output side rotation sensor. A hydraulic control circuit and the controller variably control line pressure, and in a case where the failure is determined, fix the line pressure to a predetermined value or more. The hydraulic control circuit and the controller variably control a speed ratio of a variator by a double pressure regulation method, and in a case where the failure is determined, variably control the speed ratio of the variator by a single pressure regulation method.

Abstract: A driving force transmission device includes: a gear; a case receiving the gear; a baffle plate positioned between a side surface of the gear and the case, the baffle plate including a downstream side end portion positioned at a most downstream position in a rotation direction of the gear, the case including a rib protruding toward the downstream side end portion, a clearance positioned between a surface of the rib and a surface of the baffle plate, the rib including a linear portion crossing a rotation direction of the gear.

Abstract: A power transmission device includes: a gear; a case receiving the gear; and a baffle plate positioned between the gear and the case; the baffle plate including a guide portion arranged to guide an oil scooped up by the gear, into between the baffle plate and the case, and the guide portion being disposed above an oil level within the case, the guide portion being adjacent to an axial side surface of the gear, the guide portion being positioned in the baffle plate on an upstream side in a rotation direction of the gear, and the guide portion including a first bent portion which is positioned on a tip end side, and which is bent in a direction from the case toward the gear.