Abstract: An automatic transmission is arranged in a hybrid driveline employing an EV mode and an HEV mode, and establishes transmission ratio positions by engaging or disengaging frictional elements. A system or method includes: determining, based on a vehicle deceleration and a relationship between a requested transmission ratio position and an actual transmission ratio, whether or not interlocking is occurring, when the automatic transmission is in a state out of transmission shifting, wherein the interlocking is due to erroneous engagement of one of the frictional elements; and inhibiting the determination about interlocking, during a period from start of slip of a first frictional element of the automatic transmission to confirmation of convergence of slip of the first frictional element, in a situation that the first frictional element is slip-engaged for starting the engine in response to a request for mode transition from the EV mode to the HEV mode.

Abstract: A vehicle has an engine (1) as a driving source. Output rotation of the engine (1) is transmitted to driving wheels (7) through a torque converter (2) equipped with a lock-up clutch, a first gear train (3), a transmission (4) formed by combination of a variator (20) and an auxiliary transmission (30), a second gear train (5) and a final speed reduction device (6). The second gear train (5) is provided with a parking mechanism (8) that mechanically locks an output shaft of the transmission (4) so that the output shaft of the transmission (4) cannot rotate during parking of the vehicle. A shift speed when down-shift is performed by the variator (20) during a torque-down request to the engine (1) is set to be slower than a shift speed when down-shift is performed by the variator (20) during a non-torque-down request.

Abstract: A controller constitutes a control device for continuously variable transmission for executing a feedback control of a transmission so that an actual speed ratio reaches a target speed ratio. The controller includes a first phase lead compensator and a second phase lead compensator configured to perform phase lead compensation of a feedback primary command pressure, and a peak value frequency determination unit configured to change a peak value frequency according to a speed ratio.

Abstract: A transmission case (10) includes a case (2) and a side cover (3). A rotation sensor (5) including a connector terminal part (52) is attached to the side cover (3). A seal member (FIPG) (4) is interposed between joining surfaces (22a, 32a) of the case (2) and the side cover (3). A notch portion (25) where the seal member (4) is accumulated is provided to an outer peripheral surface (22b) of the joining surface (22a) which is adjacent to the connector terminal part (52). Accordingly, the amount of the seal member (4) protruding outward from the outer peripheral surface (22b, 32b) of the flange portions (22, 32) is reduced, thus suppressing connection failure of a connector.

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 has an engine (1) as a driving source. Output rotation of the engine (1) is transmitted to driving wheels (7) through a torque converter (2) equipped with a lock-up clutch, a first gear train (3), a transmission (4) formed by combination of a variator (20) and an auxiliary transmission (30), a second gear train (5) and a final speed reduction device (6). The second gear train (5) is provided with a parking mechanism (8) that mechanically locks an output shaft of the transmission (4) so that the output shaft of the transmission (4) cannot rotate during parking of the vehicle. A shift speed when down-shift is performed by the variator (20) during a torque-down request to the engine (1) is set to be slower than a shift speed when down-shift is performed by the variator (20) during a non-torque-down request.

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 continuously variable transmission (2) has a torque convertor (3) having a lock-up clutch (30) and a continuously variable transmission mechanism (5). A control unit (10) has a shift control unit (10C) configured to be able to perform a pseudo stepwise up-shift control that varies a transmission ratio of the continuously variable transmission mechanism (5) stepwise, a lock-up control unit (10A) configured to control an engagement state of the lock-up clutch (30), and a torque control command unit (10D) configured to perform a torque-down control of a driving source (1). When the engagement control of the lock-up clutch (30) and the pseudo stepwise up-shift control are performed at the same time, the torque control command unit (10D) configured to perform the torque-down control with a greater torque reduction mount.

Abstract: An inhibitor switch is attached to a manual shaft with a jig. The jig includes a fitting part and an engagement pin. The fitting part is spline-fitted to an outer periphery of the manual shaft. The engagement pin engages in a positioning hole of the inhibitor switch. The outer periphery of the manual shaft includes a tooth-omitted part formed by omitting at least one of spline teeth. The fitting part includes an insertion hole. The insertion hole includes an inner periphery including internal teeth and an engaging part, wherein the internal teeth meshes with the spline teeth, and wherein the engaging part engages with the tooth-omitted part. The jig is attached to the manual shaft with the engaging part engaged with the tooth-omitted part. The inhibitor switch is rotated about the rotation axis to a position allowing engagement of the positioning hole with the engagement pin.

Abstract: A continuously variable transmission includes a case member including an outer surface on the side where a torque converter is disposed and an inner surface on the side where a driving force transmission mechanism is disposed. The case member includes a supporting hole by which a bearing that supports a third shaft is supported, a supporting hole by which a bearing that supports a fourth shaft is supported, and an oil path through which an lubricant, to be supplied to the bearing and the bearing, is supplied. The oil path protrudes from the outer surface from the case member and has a straight line shape connecting between the supporting hole and the supporting hole. Thus, components can be appropriately lubricated even when it is difficult to provide lubrication pipes.

Abstract: A control device for a vehicle includes a drive shaft, an engine coupled to the drive shaft, an electric motor coupled to the drive shaft, and a control unit. The control unit increases a torque of the electric motor when an accelerator pedal opening increases to equal to or more than a predetermined degree of opening during switching of driving sources, and decreases the torque of the electric motor while increasing the torque of the engine after a change of the torque of the engine turns to increase.

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 continuously variable transmission has a variator (4) structured to be able to continuously vary a transmission ratio and a control unit (100). The control unit (100) continuously varies a transmission ratio of the variator (4) in a continuously variable shift mode. In a manual mode in which a manual mode switch (36c) is ON, the transmission ratio is maintained. When a shift switch (36a, 36b) is operated by a driver during the manual mode, the control unit (100) performs shift of the variator (4) so as to change an input rotation speed of the variator (4) by a predetermined rotation speed (?N1) regardless of a vehicle speed.

Abstract: A transmission includes: a torque converter; a transmission input shaft; a seal member sandwiched between the hollow shaft and the transmission input shaft; and a bush, the transmission input shaft including a large diameter portion abutted on the seal member, and a small diameter portion which is positioned on the tip end side of the large diameter portion, and which has a diameter smaller than a diameter of the large diameter portion, the seal member having a diameter larger than a diameter of the bush, and the small diameter portion having an axial length set to be longer than a length from an insertion inlet of the transmission input shaft of the bush to the seal member.

Abstract: A controller executes a feedback control of a transmission so that an actual speed ratio reaches a target speed ratio. The controller includes first and second phase lead compensators configured to perform phase lead compensation of a feedback primary command pressure, a lead compensation on/off determination unit configured to determine to set on or off the phase lead compensation, and an advance amount filter unit configured to smooth a change of a gain according to on/off determination of the phase lead compensation when the phase lead compensation is on/off-switched.

Abstract: The continuously variable transmission includes a transmission case having a side cover, a housing, and a case sandwiched between the side cover and the housing, an oil pump disposed in the transmission case, and a pair of gears disposed in the transmission case. An axial rib having a linear shape extending from the side cover toward the housing is formed on an outer wall surface of the case at a position adjacent to the pair of gears. The axial rib is positioned on a straight line extending from the oil pump in the vertical direction and is locally positioned at a position where the meshing reaction force of the pair of gears is suppressed.

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: 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.