Abstract: A drive pulley (12) is formed by a piston-cylinder mechanism in which a seal ring (15) is set on an outer periphery of a fixed piston plate (16) that is in sliding contact with a cylinder inner peripheral surface (12d) of a cylinder (12b), and is driven by being supplied with hydraulic pressure. As a control parameter of a surface roughness shape of the cylinder inner peripheral surface (12d) of the drive pulley (12), a kurtosis (Rku) of a von choose curve and a skewness (Rsk) of the roughness curve, each of which is a height direction characteristic average parameter, are used. The cylinder inner peripheral surface (12d) is set to a surface having a surface roughness shape whose measurement values of the kurtosis (Rku) and the skewness (Rsk) are predetermined respective control values or less. With this, it is possible to surely suppress sliding abrasion of the liquid-tight seal member.

Abstract: For clutch (23) in vehicle driving force transmitting system, having operating states of full engagement, slip engagement and disengagement, there are provided heat generation calculating section (32) calculating per-unit-time temperature increase ?T(up) from heat generation quantity (?t) generated among friction material members of clutch (23), heat dissipation calculating section (33) calculating per-unit-time temperature decrease ?T(down) from heat dissipation quantity f(t) dissipated from the friction material of clutch (23), and clutch temperature estimation calculating process section (31) calculating current clutch temperature Tnow by adding temperature variation ?T to previous clutch temperature Tpv. Heat dissipation calculating section (33) estimates a quantity of lubricating oil passing around the friction material of clutch (23) and uses the estimated lubricating oil quantity for the heat dissipation quantity f(t) dissipated by heat transfer from the friction material to the lubricating oil.

Abstract: An engine start control apparatus for a hybrid vehicle includes: an engine start control section configured to crank the engine by using the motor as a starter motor while the hydraulic clutch is slip-engaged when the discharge pressure from the oil pump is ensured by driving the motor, when the engine is started after an ignition switch is switched to an ON state, the engine start control section being configured to drive the oil pump by the motor at a no load during a predetermined time period after the engine is stopped when the ignition switch is in an OFF state.

Abstract: An electric vehicle motor control device controls the transmission of power from an electric motor to driving wheels via an automatic transmission. The electric vehicle motor control device includes a vehicle speed detecting device that detects a vehicle speed of the electric vehicle and a controller. The controller includes a required driving power calculating section that calculates a required driving power of the electric vehicle, and a target motor rotational speed calculating section that calculates a target motor rotational speed. The target motor rotational speed is calculated so that an efficiency of a product of a power consumption rate of the electric motor and a transmission efficiency of the automatic transmission will become a prescribed target efficiency, based on the vehicle speed and the required driving power. The controller controls the electric motor based on the target motor rotational speed.

Abstract: A hydraulic control circuit includes an oil pump for generating a hydraulic pressure by being rotated by power of a driving force source, a line pressure oil passage in which at least a line pressure generated by adjusting the hydraulic pressure generated by the oil pump is supplied, a driving force source stopping unit that stops the rotation of the driving force source, and a hydraulic pressure reduction suppressing unit that is provided in the line pressure oil passage and suppresses a reduction of the line pressure accompanying reverse rotation of the driving force source when the rotation of the driving force source is stopped by the driving force source stopping unit.

Abstract: The automatic transmission includes a first friction engagement element which is engaged when a first gear position is realized and disengaged when a second gear position is realized, a second friction engagement element which is engaged when the second gear position is realized and disengaged when the first gear position is realized, and a controller. The controller causes the second friction engagement element to slip by decreasing an instructional pressure for the second friction engagement element while running in the second gear position, and learns an engagement start pressure of the first friction engagement element based on a change in a differential rotation of the second friction engagement element, or in a parameter that changes in accordance with the differential rotation, at a time when an instructional pressure for the first friction engagement element is increased during the slip.

Abstract: Provided is a clutch device capable of reducing energy loss caused by clutch-engaging pressure. The clutch control device for an automatic transmission is equipped with: a manual valve (57) for outputting a clutch-engaging pressure when the drive position is selected; a clutch (16) capable of clutch engagement by moving a clutch piston (21) using the supply of the clutch-engaging pressure; a clutch-release valve (54) capable of outputting the clutch-release hydraulic pressure by bypassing the manual valve (57); and a locking mechanism (32) for making it possible to mechanically lock the clutch-piston (21) position in a state of reduced clutch-engaging pressure when the clutch is engaged using the supply of clutch-engaging pressure, and also releasing the lock using the clutch-releasing pressure from the clutch-release valve (54).

Abstract: A friction engagement element (CLx) is provided radially outside of a peripheral wall portion (32) of a clutch drum (30) and configured to be engaged by a piston (40). A piston (70) is provided radially inside of the peripheral wall portion (32) and configured to engage and a friction engagement element (CLz). A first peripheral wall portion (321) of the peripheral wall portion (32) includes through-holes (321a) communicating a radially inside of the first peripheral wall portion (321) with a radially outside thereof. A through-hole (87) is provided radially inside of the piston (70). The piston (70) includes a communication passage (79) radially passing through the piston (70) and communicating the through-hole (87) with the through-holes (321a) such that lubricating oil is supplied through the communication passage (79) and the through-holes (321a) to the radially outside of the clutch drum (30) when the piston (70) is in an initial position.

Abstract: A coast stop vehicle for automatically stopping a drive source when a predetermined condition holds during the travel of the vehicle includes a drive source control unit adapted to control the automatic stop and the restart of the drive source, a transmission mechanism provided between the drive source and drive wheels, and a transmission control unit adapted to control a speed ratio of the transmission mechanism. When the drive source is restarted, the transmission control unit is adapted to control the transmission mechanism to a speed ratio higher than a predetermined speed ratio in response to an input shift request to the predetermined speed ratio, and the drive source control unit is adapted to restart the drive source in a state where the speed ratio of the transmission mechanism is higher than the predetermined speed ratio.

Abstract: A transmission controller determines whether a shift returning to low, changing a speed ratio of a continuously variable transmission to the lowest when a vehicle decelerates, is being performed or not, calculates a primary pressure measured lower limit value at which a belt begins to slip actually, based on a deceleration of the vehicle and the speed ratio of the continuously variable transmission, and sets a lower limit value of a target value of the primary pressure during the shift returning to low as the primary pressure measured lower limit value.

Abstract: A transmission controller determines whether or not to downshift a sub-transmission mechanism based on an opening and an opening speed of an accelerator pedal and a torque change rate of an engine, and downshifts the sub-transmission mechanism when a determination is made to downshift the sub-transmission mechanism.

Abstract: A control unit performs a engaging control, which supplies an ON pressure to a engaging-side oil chamber to set a lock mechanism to a locked state and then decreases the hydraulic pressure of the engaging-side oil chamber, when a running mode is selected, and performs a releasing control, which supplies an OFF pressure to a release-side oil chamber to set the lock mechanism to an unlocked state and then decreases the hydraulic pressure of the release-side oil chamber, when a non-running mode is selected. In the case where the control unit determines to control the friction element in the engaged state to become the released state, the control unit starts supplying the OFF pressure to the release-side oil chamber to cause the unlocked state of the lock mechanism, and starts supplying the hydraulic pressure to the engaging-side oil chamber and reduces the hydraulic pressure of the release-side oil chamber.

Abstract: In an automatic transmission including a friction element having a lock mechanism, to prevent a delay in engagement of the friction element from occurring in a case where travel mode?non-travel mode?travel mode are selected at short time intervals during travel, a control unit or the automatic transmission does not supply an OFF pressure to a disengagement side oil chamber when the non-travel mode is selected by a select switch and a vehicle speed is higher than a stoppage determination vehicle speed.

Abstract: A transmission controller performs engagement processing, where a forward clutch is engaged and a lock mechanism is brought into a locked state by supplying an ON-pressure to an ON-pressure piston chamber and where the hydraulic pressure of the ON-pressure piston chamber is lowered, and supplies the ON-pressure to the ON-pressure piston chamber when the forward clutch slips even though the forward clutch has been engaged in the engagement processing, while a vehicle is traveling.

Abstract: An automatic transmission is provided having a friction element in which, when an ON pressure is supplied to a engaging-side oil chamber, a hydraulic piston is moved and engaged, a lock mechanism enters a lock state, while when an OFF pressure is supplied to a release-side oil chamber, the lock mechanism is released, and the hydraulic piston is moved and released, in which the OFF pressure is supplied to the release-side oil chamber again when a mode of the automatic transmission changes from a mode for engaging the friction element to a mode for releasing the friction element, and when the friction element is not released even if the OFF pressure is supplied to the release-side oil chamber.

Abstract: A control unit for an automatic transmission determines whether or not a lock mechanism is in a locked condition when a non-travel mode is selected by a select switch, and does not supply an OFF pressure to a disengagement side oil chamber when it is determined that the lock mechanism is not in the locked condition.

Abstract: A transmission controller judges whether or not there was performed a specific shift operation where the mode of a transmission is alternately switched between a D-mode and a R-mode, and when it is judged that the specific shift operation was performed and when a forward clutch is engaged, the forward clutch is brought into an engaged state by supplying a hydraulic pressure lower than a lock pressure, with which a locking mechanism is brought into a locked state, to an ON-pressure piston chamber.

Abstract: A transmission controller determines whether or not an input rotation speed of a sub-transmission mechanism is stagnant and executes a feedback control by adding a rotation speed change rate feedback correction amount caused by a difference between a target input rotation speed change rate and an actual input rotation speed change rate of the sub-transmission mechanism to a rotation speed feedback correction amount if the input rotation speed is determined to be stagnant.

Abstract: A continuously variable transmission includes a variator, a sub-transmission mechanism, target value setting means configured to set a speed ratio corresponding to a select gear position as a target value of a through speed ratio which is an overall speed ratio of the variator and the sub-transmission mechanism, shift control means configured to perform a variator shift of downshifting the variator so that the through speed ratio reaches the target value and a coordinated shift of upshifting the variator to maintain the through speed ratio while downshifting the sub-transmission mechanism immediately after the variator is downshifted, and torque increasing means configured to increase a torque input to the continuously variable transmission from the power source more than a torque before the determination of the downshift instruction during the coordinated shift.

Abstract: A transmission controller determines whether a vehicle is going to stop based on a driving condition of the vehicle. When it is determined that the vehicle is going to stop, a lock mechanism is placed in an unlocked state through a supply of an OFF pressure to an OFF pressure piston chamber even if a D mode is selected by a select switch.