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: 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.

Abstract: The oil storage structure includes an oil pan that closes a lower opening of the transmission case and forms an oil pool in a lower space inside the transmission case, and a strainer having a suction port for oil located in the oil pool. The suction port for the oil is provided so as to face a bottom wall portion of the oil pan with a gap in between, and the bottom wall portion of the oil pan is provided with a protruding portion protruding toward the suction port, with the protruding portion being formed in a direction across the suction port as viewed from the bottom wall portion.

Abstract: A control device for an automatic transmission includes a traveling drive source, an automatic transmission, an AT controller, and a traveling drive source controller. The AT controller is configured to execute shifting by changeover of friction elements upon receiving a shift request. The traveling drive source controller is configured to execute torque limit control of the traveling drive source when a request for limiting a torque by an upper limit torque is input from the AT controller. The AT controller has an upper limit torque change processing unit configured to change the upper limit torque from a low gear upper limit torque to a high gear upper limit torque when auto-upshift is executed. The upper limit torque change processing unit is configured to raise the upper limit torque using a prescribed gradient during an inertia phase when the inertia phase is started with the auto-upshift.

Abstract: A Controller constitutes a control device for a vehicle having an automatic transmission on which a shift-by-wire system is mounted. The controller changes display of an range indicator to N-range display after disengagement determination of an power transmission clutch is made when a shifting operation from a D range to a N range is performed.

Abstract: A control device is provided for a vehicle including a drive source and an automatic transmission having a park lock mechanism for locking an output shaft and an engaging element to be engaged at the start of running. Output rotation of the drive source is input to the automatic transmission. The control device includes a control unit to limit a torque of the drive source until the release of locking by the park lock mechanism is completed in response to an instruction being given to change from a parking range to a travel range. The control unit is configured to limit the torque of the drive source from after the instruction is given to change from the parking range to the travel range until the release of locking by the park lock mechanism is completed.

Abstract: A belt-type continuously variable transmission includes a primary pulley, a secondary pulley, and a belt wound around the primary pulley and the secondary pulley. A controller performs a process, when performing a low speed position return shift to shift a transmission ratio toward a lowermost speed position while a vehicle is decelerating. The process includes: calculating a primary pressure actual lower limit, at which the belt actually starts to slip, based on the transmission ratio and a deceleration of the vehicle; setting a lower limit of a setpoint of the primary pressure to the primary pressure actual lower limit; setting the primary pressure actual lower limit higher with a locking tendency of a vehicle wheel detected than that without the locking tendency detected; and setting the primary pressure actual lower limit with the locking tendency detected to increase as the transmission ratio varies toward the lowermost speed position.

Abstract: A continuously variable transmission for a vehicle includes: a variator including; a primary pulley, a secondary pulley, and an endless annular member wound around the primary pulley and the secondary pulley, the secondary pulley being provided with an urging member configured to generate an urging force in a direction in which a groove width of the secondary pulley is decreased, and a transmission gear ratio of the variator being brought to a high side of a lowest transmission gear ratio by a centrifugal hydraulic operation of an oil stored in a pulley pressure receiving chamber of the primary pulley when a vehicle speed becomes equal to or greater than a predetermined vehicle speed when the vehicle is towed.