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 control device for a vehicle includes a drive shaft, an engagement element, an engine coupled via the engagement element, an electric motor coupled without via the engagement element, and a control unit that instructs a reengagement of the engagement element when an accelerator pedal opening increases to equal to or more than a predetermined degree of opening during switching of driving sources in which an engagement capacity of the engagement element is decreased while a torque of the electric motor is increased, and increases the torque of the electric motor to more than the torque of the electric motor before the accelerator pedal opening increases to equal to or more than the predetermined degree of opening until the engagement capacity of the engagement element starts increasing.

Abstract: A torque converter has a torus. The torus has a size set based on a flatness ratio obtained by dividing a width of the torus in an axial direction by a width of the torus in a radial direction, a thinness ratio obtained by dividing the width of the torus in the axial direction by an outer diameter of the torus, and an inner diameter ratio obtained by dividing an inner diameter of the torus by the outer diameter of the torus.

Abstract: An automatic transmission has an oil pump driven by a travelling driving source. An air vent structure that expels air bubbles contained in automatic transmission fluid during pump operation has an air vent hole whose one end communicates with an outlet port of the oil pump and whose other end opens toward the oil pan. An air vent tube is connected to an opening end of the air vent hole. The air vent tube is extended up to a strainer lower side gap area located between a strainer and the oil pan, and a tube opening end of the air vent tube is placed in oil of the automatic transmission fluid.

Abstract: A control device for a vehicle having a drive shaft, an engagement element, an engine connected to the drive shaft via the engagement element, and an electric motor connected to the drive shaft not via the engagement element includes a control portion adapted to stop the engine after a maintaining period in which the engine is maintained at predetermined rotation speed during travel of the vehicle. The a control portion gradually decreases an engagement volume of the engagement element while gradually increasing a power generation load of the electric motor during the maintaining period to disengage the engagement element, and stops the engine after disengagement of the engagement element.

Abstract: A control device for an automatic transmission arranged between an engine and a drive wheel, the automatic transmission including a torque converter having a lock-up clutch, and a transmission mechanism. The control device includes a shift control unit configured to perform shift control of the transmission mechanism. The shift control unit includes a forced downshift control processing unit configured to implement forced downshift when an accelerator foot release operation is performed during auto-upshift in a power-on state with the lock-up clutch engaged. The forced downshift control processing unit is configured to start the forced downshift before an engine rotation speed that has decreased due to the auto-upshift reaches a lock-up release rotation speed.

Abstract: A control device for an automatic transmission includes a continuously variable transmission mechanism, a torque converter, a target transmission ratio calculation unit, a feedback control unit, and a phase compensation unit. The torque converter has a lock-up clutch. The target transmission ratio calculation unit is configured to calculate a target transmission ratio based on a travelling state. The feedback control unit is configured to perform feedback control based on an actual value indicative of a state of the continuously variable transmission mechanism. The phase compensation unit is configured to perform phase lead compensation of the feedback control based on the travelling state. The phase compensation control unit is configured to halt the phase lead compensation when an unstable travelling state of a vehicle is detected. The phase compensation control unit is further configured to release the lock-up clutch when the phase lead compensation is halted.

Abstract: For a hybrid vehicle including an engine, a motor generator, and a belt-type continuously variable transmission, a controller performs a low speed position return expediting control in response to a downshift request accompanying deceleration. During the low speed position return expediting control, the controller increases a differential pressure between a primary pressure and a secondary pressure and cause a downshift toward a lowest speed position transmission ratio by reducing the primary pressure, and further reduces the primary pressure when the secondary pressure becomes greater than or equal to a trigger threshold value during the downshift; and terminates the low speed position return expediting control when an actual secondary pressure decreases to a secondary pressure minimum level. The controller further sets a secondary pressure lower limit higher than the secondary pressure minimum level during the low speed position return expediting control.

Abstract: A housing member for a power transmission device connected to a driving source via a torque converter housed in the housing member includes a torque converter side mating face closer to the torque converter. The torque converter side mating face has a single-wall structure and a double-wall structure, wherein two adjacent fastening regions are connected circumferentially by a wall in the single-wall structure, and wherein two adjacent fastening regions are connected circumferentially by each of two walls in the double-wall structure. The torque converter side mating face includes: an upper half region in which the double-wall structure has a greater proportion in area than the single-wall structure; and a lower half region in which the double-wall structure has a less proportion in area than the single-wall structure.

Abstract: A continuously variable transmission includes: a fix pulley; a slide pulley: an endless annular member sandwiched by the fix pulley and the slide pulley; a cylinder member which is fixed to the fix pulley, and which includes a cylinder cylindrical portion constituting a wall of a pulley pressure receiving chamber; and a stopper member disposed at a position at which the stopper member is abutted on the cylinder member when a hydraulic pressure which is equal to or greater than a predetermined value is supplied to the pulley pressure receiving chamber.

Abstract: A power transmission device includes: a cylindrical member including an opening formed at a first end in an axial direction, and a wall portion formed at a second end in the axial direction; and a planetary gear set received within the cylindrical member; a carrier of the planetary gear set which includes a protruding portion protruding toward an outer circumference side, and the protruding portion being positioned between the wall portion and a ring gear of the planetary gear set, wherein the carrier is integrally formed with a hub portion of a clutch; the hub portion is positioned on a wall portion side of the carrier; and an outermost circumference portion of the protruding portion is positioned radially outside of an outermost circumference portion of the hub portion.

Abstract: Disclosed is a support structure for a ring gear (32), which includes: a clutch drum (6) coupled by spline fitting with the ring gear (32); and first and second snap rings (38, 39) mounted to a circumferential wall (62) of the clutch drum (6) and supporting the ring gear (32). The first snap ring (38) is positioned so as not to overlap with the ring gear (32) in a radial direction. The second snap ring (39) is positioned so as to overlap with the ring gear (32) in the radial direction. A length (a1) of the first snap ring (38) in the radial direction is longer than a length (a2) of the second snap ring (39) in the radial direction.

Abstract: A control device for a continuously variable transmission performs feedback control so that an actual transmission control value becomes a target transmission control value. The control device for a continuously variable transmission includes a phase lead compensation unit configured to perform phase lead compensation of the feedback control, a phase delay compensation unit configured to perform phase delay compensation of the feedback control, and a phase compensation on/off determination unit configured to stop the phase delay compensation by the phase delay compensation unit when an unstable traveling state of a vehicle is detected, and to restore the phase delay compensation when a traveling state of the vehicle has changed.

Abstract: A motor oil-cooling structure for cooling, with oil, coils wound around split stator cores of a motor includes injection holes arranged in a circumferential direction of the split stator cores. The motor includes a motor case, a rotor rotatably supported by the motor case, and a stator including the split stator cores fixed to the motor case and arranged along a cylindrical outer periphery of the rotor. Each of the injection holes is structured to inject oil toward a corresponding one of coil gaps each of which is formed between two of the split stator cores adjacent to each other. Furthermore, each of the injection holes is structured to inject oil in a direction inclined by a circumferential inclination angle with respect to a direction of a motor axis, wherein oil injected to the coil gaps in the direction of the motor axis passes straight through the coil gaps.

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 amount.

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: Disclosed is a forward/reverse switching mechanism (2) with a planetary gear set (3), a reverse brake (5) and a forward clutch (4). The planetary gear set (3) includes a sun gear (31) which serves as an input part, a carrier (34) which serves as an output part, and a ring gear (32). The reverse brake (5) is adapted to fix the ring gear (32). The forward clutch (4) is adapted to connect the ring gear (32) and the sun gear (31) to each other. The ring gear (32), a drive plate (52) provided on a ring gear (32) side of the reverse brake (5) and a driven plate (41) provided on a ring gear (32) side of the forward clutch (4) are spline-fitted to a clutch drum (6).

Abstract: A control device for a continuously variable transmission mounted in a vehicle, includes a lead compensation unit and a delay compensation unit. The lead compensation unit is configured to perform phase lead compensation in a transmission ratio control system of the continuously variable transmission according to an operating state of the vehicle with a lead amount being variable according to a vibration frequency of a torsional vibration of an input shaft of the continuously variable transmission. The delay compensation unit is configured to perform phase delay compensation in the transmission ratio control system with a delay amount being variable according to the operating state of the vehicle.

Abstract: An oil strainer is arranged between an oil pan configured to close a lower opening of a transmission case and a control valve body which is installed in the lower opening. The control valve body has a discharge hole of oil in a portion opposing the oil strainer. The oil strainer has an oil suction port in a portion opposing the oil pan, and has a rib projecting on the control valve body side on a surface of a portion opposing the control valve body. When seen from the oil pan side, the oil suction port and the discharge hole are provided so that positions are not matched from each other. When seen from the oil pan side, the rib is provided to cross a straight line passing through the oil suction port and the discharge hole in a region between the oil suction port and the discharge hole.

Abstract: Selection solenoid valve (75) controls engagement/disengagement of travel clutch (31, 32) in synchronization with a selecting operation of selector lever (90) that selects a range position of belt-type continuously variable transmission (CVT). Selection solenoid valve abnormality diagnosing unit (8a) is configured to, when performing a selecting operation from no-drive range to drive range, if a time required for travel clutch (31, 32) to be judged to be engaged from a start of selection of the drive range is less than a predetermined time, judge selection solenoid valve (75) to be a maximum hydraulic pressure side abnormality. When performing the selecting operation of drive range?no-drive range?drive range, if a selecting operation speed condition indicating that a no-drive range selection time is shorter than a setting time (Tth) is satisfied, execution of abnormality diagnosis of selection solenoid valve (75) is not permitted. With this configuration, misjudgment is prevented.