Abstract: The present invention has a mechanical rotation drive mechanism (50) that drives rotation of at least one rotation pinion sprocket (22; 23) on its axis from among a plurality of pinion sprockets (20). The mechanical rotation drive mechanism (50) drives the rotation of at least one rotation pinion sprocket (22; 23) on its axis in concert with a sprocket movement mechanism (40A) so as to eliminate a phase shift, associated with a radial direction movement of the plurality of pinion sprockets (20) by the sprocket movement mechanism (40A), of the plurality of pinion sprockets (20) with respect to a chain (6).

Abstract: A vehicle control device separately controls driving powers distributed to right and left wheels. The vehicle control device is configured to execute a vehicle posture control for reducing the driving powers transmitted from a driving source to the wheels by a request from a vehicle side. The vehicle control device includes a slip detection unit and a torque control unit. The slip detection unit is configured to detect a slip in the wheels. The torque control unit is configured to determine whether to perform a torque control after an operation of the vehicle posture control according to a detection result of the slip and a state of a transmission. The torque control is a control to control a torque input to the transmission by a request from the transmission side. The torque control unit is configured to execute the torque control on the basis of a determination result.

Abstract: A torque assist using a motor generator mechanically coupled to an output shaft of an engine via a belt is prohibited during a lock-up transition from a state where a lock-up clutch is released to a state where the lock-up clutch is engaged, and the torque assist using the motor generator is permitted when a condition for the execution of the torque assist is satisfied except during the lock-up transition.

Abstract: A first target secondary pulley pressure Psteng is calculated based on an output torque Teng of an engine, and then an offset value Psteng+PO is calculated by adding a predetermined offset PO to the first target secondary pulley pressure Psteng. The first target secondary pulley pressure Psteng is outputted as a target secondary pulley pressure Ps(n) when a target secondary pulley pressure Ps(n?1) in a previous control cycle is less than or equal to the first target secondary pulley pressure Psteng; the offset value Psteng+PO is outputted as the target secondary pulley pressure Ps(n) when the target secondary pulley pressure Ps(n?1) in the previous control cycle is greater than or equal to the offset value Psteng+PO; and otherwise, the target secondary pulley pressure Ps(n?1) in the previous control cycle is outputted as the target secondary pulley pressure Ps(n), thereby suppressing an oscillation in the target secondary pulley pressure Ps(n).

Abstract: A lubricating oil composition for a continuously variable transmission contains at a specific content: (A) a mineral oil or PAO having a sulfur content of 0.03 mass % or less and a kinematic viscosity at 100 degrees C. from 1.5 mm2/s to 3 mm2/s; (B) a mineral oil or PAO having a sulfur content of 0.03 mass % or less and a kinematic viscosity at 100 degrees C. from 5.5 mm2/s to 8 mm2/s; (C) PAO having a kinematic viscosity at 100 degrees C. from 30 mm2/s to 400 mm2/s; and (D) a polymethacrylate having a mass average molecular weight of 10000 to 40000, in which the total content of the components (C) and (D) is 19 mass % or more and the lubricating oil composition has a kinematic viscosity at 100 degrees C. from 5.5 mm2/s to 6.5 mm2/s and a kinematic viscosity at ?20 degrees C. of 680 mm2/s or less.

Abstract: A control device for a continuously variable transmission includes a wheel speed difference sensing section configured to sense a wheel speed difference between the driving wheel and the driven wheel from a detection value of the first rotation speed sensor and a detection value of the second rotation speed sensor; and a clamping force increasing section configured to increase a clamping force for sandwiching a belt of the continuously variable transmission by a pulley when the wheel speed difference becomes equal to or greater than a first predetermined value, relative to a case where the wheel speed difference is smaller than the first predetermined value.

Abstract: A control device for a continuously variable transmission includes: a line pressure generating means configured to generate a line pressure; a pilot valve configured to supply a pilot pressure regulated so as not to exceed a first predetermined pressure when the line pressure exceeds the first predetermined pressure; a control means configured to control solenoid valves by the pilot pressure, and thereby to generate belt clamping forces; an oil vibration sensing means configured to sense an oil vibration; and a line pressure increase means configured to increase the line pressure to be greater than the first predetermined pressure when the oil vibration sensing means senses the oil vibration.

Abstract: A transmission controller increases hydraulic pressure supplied to a secondary pulley and decreases hydraulic pressure supplied to a primary pulley to shift a variator to a mechanical Low speed ratio during the hydraulic pressure supplied to the primary pulley and the secondary pulley vibrates. The mechanical Low speed ratio is a speed ratio where a groove width of the primary pulley has a maximum value possible to be employed in structure of the primary pulley.

Abstract: A transmission controller increases hydraulic pressure supplied to a secondary pulley and decreases hydraulic pressure supplied to a primary pulley to shift a variator to a mechanical Low speed ratio when the hydraulic pressure supplied to the primary pulley and the secondary pulley vibrates. The transmission controller shifts the variator from the mechanical Low speed ratio to a High side when a sub-transmission mechanism is downshifted during controlling a speed ratio of the variator at the mechanical Low speed ratio.

Abstract: A control device for a vehicle is provided. The control device includes an automatic transmission constituted of a stepwise variable transmission mechanism configured to switch a plurality of shift stages by engagement and disengagement of a plurality of friction engaging elements, an engine as a driving source, a motor configured to assist a driving force of the engine, a hydraulic controller configured to supply a hydraulic pressure to control the engagement and the disengagement of the friction engaging element, and a control unit configured to control the automatic transmission to a target speed ratio through changing the shift stage of the stepwise variable transmission mechanism. The control unit performs a learning control that learns at least one of hydraulic pressure of the engagement and the disengagement of the friction engaging element, and inhibits the assist of the driving force to the engine by the motor in performing the learning control.

Abstract: A control device for hybrid vehicle is configured to transmit a torque generated by an engine and a motor to a power transmission member according to a driving power request from a driver. The control device for hybrid vehicle includes motor control means and transmission capacity control means. The motor control means is configured to control an output from the motor according to the driving power request. The transmission capacity control means is configured to control a transmission capacity of the power transmission member. The transmission capacity control means is configured to increase the transmission capacity in consideration of a variation of the output from the motor when the output from the motor is increased based on the driving power request.

Abstract: A control device for a continuously variable transmission includes: a line pressure generating-section configured to generate a line pressure; a pilot valve configured to supply a pilot pressure regulated so as not to exceed a first predetermined pressure when the line pressure exceeds the first predetermined pressure; a control section configured to generate the clamping forces by controlling the pilot pressure; a line pressure increase section configured to increase the line pressure to be greater than the first predetermined pressure when the control to increase the line pressure is performed when the line pressure is lower than the first predetermined pressure.

Abstract: A transmission controller determines hydraulic pressures supplied to a primary pulley and a secondary pulley on the basis of a torque calculation value in a case where an integrated controller does not detect a torque detection error, determines the hydraulic pressures supplied to the primary pulley and the secondary pulley on the basis of the torque calculation value in a case where the integrated controller detects the torque detection error and the torque calculation value is equal to or more than a predetermined value, and determines the hydraulic pressures supplied to the primary pulley and the secondary pulley on the basis of a torque value higher than the torque calculation value in a case where the integrated controller detects the torque detection error and the torque calculation value is less than the predetermined value.

Abstract: A control device for a lock-up-clutch installed in a torque converter arranged between an engine and an automatic transmission mechanism includes an engagement control means that carries out a calculation to increase an engaging capacity of the lock-up-clutch with the passage of time during an engagement control time in which the torque converter is shifted from a converter condition to a lock-up condition in which the prime mover drives an auxiliary device and in which when, during the control to increase the engaging capacity of the lock-up-clutch, an input torque to the torque converter from the engine is increased due to reduction in load of the auxiliary device, the engagement control means promotes the increase of the engaging capacity of the lock-up-clutch based on the amount of increase of the input torque thereby eliminating undesired pressure shortage that would be induced in the period toward the lock-up condition.

Abstract: A control device for a continuously variable transmission includes: a lock-up clutch of a torque converter which is arranged to connect and disconnect a power transmission between a power source and the driving wheel; a control section configured to output a hydraulic pressure command value, and to control a transmission gear ratio of the continuously variable transmission and an engagement state of the lock-up clutch in accordance with a traveling state of a vehicle; a learning control section configured to perform a learning control of the engagement state of the lock-up clutch with respect to the control command value; an oil vibration sensing section configured to sense an oil vibration; and a learning control prohibiting section configured to prohibit the learning control when the oil vibration sensing section senses the oil vibration.

Abstract: Transmission mechanism has interlock mechanism (60) interlocking widening of circumcircle radius of one composite sprocket (5) and reduction of circumcircle radius of the other composite sprocket (5) during transmission ratio change. Interlock mechanism (60) is configured so that in a case where transmission ratio is changed toward uniform transmission ratio at which rotation speeds of two rotation shafts (1, 1) are the same, if actual chain length, which is real length of chain with respect to geometrical chain length that is length of ideal chain wound around two composite sprockets (5, 5) without excess and deficiency of chain length when widening and reduction are carried out by a same amount, is greater than predetermined length, reduction amount is set to be smaller than widening amount, while if the actual chain length is not greater than the predetermined length, the widening and reduction amounts are set to be the same.

Abstract: A fixed conical plate that is fixed to a rotation shaft, a movable conical plate that moves in the axial direction of the rotation shaft with respect to the fixed conical plate, a slide mechanism that moves the movable conical plate, and a controller that controls the state of the slide mechanism are provided. The controller changes the groove width of a second pulley by driving a motor generator, while a first clutch is engaged, and thus moving the movable conical plate, and drives the motor generator as a generator by the rotation of the rotation shaft, by engaging a second clutch.

Abstract: A continuously variable transmission including: a pair of pressing means that form a torque transmission contact portion in a disk overlapping area where the input disk and the output disk are overlapped; target slip rate setting means that is configured to set a target slip rate between the input disk and the output disk in the torque transmission contact portion to a value higher than a torque transmission start slip rate in the torque transmission contact portion; and control means that is configured to control a force for clamping and pressing both the disks using the pressing means such that an actual slip rate in the torque transmission contact portion becomes the target slip rate.

Abstract: A device for controlling a start of a vehicle includes a rotation speed obtaining unit that obtains an actual engine rotation speed of the engine, a target rotation speed computing unit that computes a target rotation speed of the engine in the slip control, a control target value computing unit that computes a control target value, which is a target value for controlling the engine rotation speed to the target rotation speed based on the actual engine rotation speed and the target rotation speed, and an instruction value computing unit that computes an instruction value for the lock-up clutch necessary to control the engine rotation speed to the control target value based on the control target value.

Abstract: A vehicle continuously transmission mechanism includes a seal mechanism to seal a hydraulic chamber defined by fixed and movable members on a back surface side of a movable sheave of a pulley or seal an oil passage communicating with the hydraulic chamber. This seal mechanism has an annular seal member normally brought into intimate contact with an opposing surface of the sliding contact part and a lip seal member formed with an annular lip such that a tip end of the annular lip is directed toward the outside and a side surface of the annular lip located closer to the hydraulic chamber or oil passage is brought into elastic contact with the opposing surface of the sliding contact part.