Abstract: A power transmission device including a planetary gear, a differential gear and a differential case. The planetary gear includes a carrier, and pinion gears supported by pinion shafts. The differential gear includes a pair of bevel gears supported by a bevel gear shaft, and side gears engaged with the bevel gears. The carrier defines pinion shaft insertion holes in which pinion shafts are respectively inserted. The differential case defines bevel gear shaft insertion holes in which the bevel gear shaft is inserted. A straight line that penetrates the bevel gear shaft insertion holes overlaps with the pinion shaft insertion holes in a circumferential direction, and the bevel gear shaft passes through a center of a circle that connects the pinion shaft insertion holes. When viewed along an axial direction, the pinion shafts do not overlap the side gears, with the side gears being arranged radially inwardly than the pinion shafts.

Abstract: An oil passage structure, includes a first tubular member configured to externally fit on a support wall portion and a second tubular member configured to internally fit in the support wall portion and supports an outer periphery of the shaft. An oil passage along a rotation axis direction of the shaft is provided at at least one of a location between the support wall portion and the first tubular member and a location between the support wall portion and the second tubular member.

Abstract: A controller includes a control unit which is configured to execute a coast stop control. The coast stop control is configured to perform automatic stopping of the drive source while the vehicle is traveling, when a permitting condition is satisfied, the permitting condition including a condition that a speed ratio R of the variator is lower than a first threshold R1 while the lock-up clutch is in an engaged phase. The control unit is configured to prohibit execution of the coast stop control in a case in which an input-output rotation speed difference of the torque converter is equal to or more than a predetermined value when the lock-up clutch is in the engaged phase.

Abstract: A transmission, includes a transmission mechanism including a torque converter having a lock-up clutch; an oil pump configured to discharge an oil to be supplied to the transmission mechanism; a lock-up oil pressure control valve configured to adjust a pressure of the oil discharged from the oil pump and supply the oil to the lock-up clutch; a lubricating oil pressure control valve configured to adjust the pressure of the oil discharged from the oil pump and supply the oil to a portion to be lubricated of the transmission mechanism; and a controller configured to control the lock-up oil pressure control valve.

Abstract: A malfunction part sensing device for an automatic transmission for a vehicle which is arranged to attain a plurality of shift stages by selectively engaging a plurality of frictional engagement elements, the malfunction part sensing device includes: a shift stage monitoring section configured to monitor the shift stages before and after the shift of the automatic transmission; a malfunction sensing section configured to sense the malfunction mode from a behavior of the vehicle which is generated in accordance with the malfunction; and a malfunction part limiting section configured to limit the one of the frictional engagement elements in which the malfunction is generated, based on the malfunction mode and a shift manner by a combination of the shift stages before and after the shift.

Abstract: A controller includes a control unit configured to perform stepwise shift that upshifts a CVT in a stepped manner to accelerate a vehicle. The control unit performs a downshift control configured to downshift the continuously variable transmission in a case in which an accelerator pedal is continuously stepped on from before prohibition of the stepwise shift to after prohibition of the stepwise shift.

Abstract: The controller forms a control device for a vehicle with which torque generated in an engine and a motor generator is transmissible to a continuously variable transmission in accordance with a driving force request from a driver. The controller includes an engine controller forming a motor control unit adapted to control an output of the motor generator in accordance with the driving force request, and a transmission controller forming a transmission capacity control unit adapted to control a transmitted torque capacity of the continuously variable transmission, and, in a case where motor assistance is performed and when stability of the transmitted torque capacity of the continuously variable transmission is detected, performs the motor assistance.

Abstract: The present invention relates to a lock-up clutch of a torque converter. A cover (10) is separated to a pilot (48) and includes an opening (10-1) for installing the pilot (48). Before assembling a clutch driving portion such as a piston, a separator, drive plates, a seal ring, and driven plates, to the pilot (48), rivets (53) are press-fitted into the pilot (48), the cover (10) is abutted to respective head portions of the rivets (53), and the pilot (48) is installed in the cover (10) and is fixed to the cover (10) by welding. Thereafter, the piston, the drive plates and the driven plates are disposed between the separator and the cover (10), the seal ring is contact with the separator, the separator is press-fitted into projection ends of the rivets (53), and then projection portions (53-2) of the rivets (53) are crimped.

Abstract: A vehicle control device includes a travel environment recognition device configured to recognize travel environment, a vehicle travel state detection device, and an autonomous/manual driving mode controller. The autonomous/manual driving mode controller includes a learning correction unit configured to store at least one of a plurality of control parameters indicating the vehicle travel state by operation of the driver in the autonomous driving mode, and to correct the control parameter in the autonomous driving mode according to the stored control parameter. When the stored control parameter is the control parameter changed by an operation by the driver midway in passing or after passing, the learning correction unit is configured to correct the control parameter in the autonomous driving mode so that an acceleration level or the deceleration level is increased midway in passing or after passing.

Abstract: A transmission, includes a transmission mechanism configured to shift a rotary power input from a power source; an oil pump configured to discharge an oil to be supplied to the transmission mechanism; a lubricating oil pressure control valve configured to adjust a pressure of the oil discharged from the oil pump and supply the oil to a lubrication target portion of the transmission mechanism; and a cooler configured to cool the oil to be supplied to the lubrication target portion of the transmission mechanism by outside air. The lubricating oil pressure control valve adjusts the pressure of the oil supplied to the lubrication target portion in a manner that the pressure of the oil supplied to the lubrication target portion increases as an outside air temperature decreases.

Abstract: A control device for a vehicle having: an engine; a variator arranged downstream of the engine in a power transmission path connecting the engine and drive wheels; a mechanical oil pump that is driven by the engine and supplies hydraulic pressure to the variator; and an electric oil pump that supplies hydraulic pressure to the variator, wherein the control device for the vehicle has a controller that executes a low standby control which downshifts the variator by moving a belt of the variator in a radial direction during stopping of the vehicle. The controller limits an output of the engine and increases an amount of oil discharged by the electric oil pump when executing the low standby control.

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: A control device for a vehicle having: an engine; and a variator arranged downstream of the engine in a power transmission path connecting the engine and drive wheels, wherein the control device for the vehicle has a controller that executes a low standby control which downshifts the variator by moving a belt of the variator in a vertical direction (radial direction) during stopping of the vehicle. After starting the low standby control, the controller releases an output limit of the engine based on an actual secondary pressure of the variator.

Abstract: The controller starts an output of an engagement instruction of the lockup clutch when a vehicle speed becomes a lockup start vehicle speed under a state where the lockup clutch is disengaged. When the vehicle speed, which is obtained a predetermined time after the output of the engagement instruction is started due to the vehicle speed becoming the lockup start vehicle speed, has reached a predetermined vehicle speed, the controller continues the output of the engagement instruction. When the vehicle speed has not reached the predetermined vehicle speed, the controller stops the output of the engagement instruction and restarts the output of the engagement instruction when the vehicle speed reaches a lockup restart vehicle speed which is set to a vehicle speed higher than the lockup start vehicle speed while the output is stopped.

Abstract: A control device for an automatic transmission in a vehicle with a constant speed travel mode includes: a determination section that determines whether the vehicle is traveling on a slope road; a slope adaptation control section that implements a first transmission shift control if not traveling on a slope road and, if traveling on a slope road, implements a second transmission shift control for selecting a transmission shift position of a lower speed than case of not traveling on a slope road; a delaying section that, upon switching from the second transmission shift control to the first transmission shift control, implements an upshift delay control for performing upshift one by one at a predetermined time interval; and a setting section that, in case of traveling at the constant speed travel mode, sets the time interval shorter in comparison with case of traveling not at the constant speed travel mode.

Abstract: A transmission case having a storage area inside for an assembling member, includes a first opening opening in the storage area; a seating portion provided in the storage area and on which the assembling member inserted from an opening direction of the first opening is to be seated; and a mirror-finished portion allowing an opposite portion of the assembling member facing the seating portion to be visually recognized when the assembling member is being inserted to the first opening from the opening direction.

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: The transmission control unit includes a gear ratio abnormality determination unit and a limp home control unit. The gear ratio abnormality determination unit is configured to determine that a gear ratio is abnormal when, during travelling at a predetermined gear position, a difference between an actual gear ratio, which is calculated based on a transmission input shaft rotation speed and a transmission output shaft rotation speed, and a set gear ratio at the predetermined gear position is equal to or greater than a set value.

Abstract: A park lock mechanism configured to restrict or allow a rotation of a rotating shaft includes a park pole configured to restrict the rotation of the rotating shaft and having a first inclined surface, and a park wedge having a second inclined surface capable of abutting on the first inclined surface and configured to move the park pole to a lock position that restricts the rotation of the rotating shaft, in which the park pole includes a protrusion protruding from a first side surface on a park wedge side in a moving direction of the park wedge, and the protrusion is formed so as to be continuous with the first inclined surface, and has a third inclined surface capable of abutting on the second inclined surface.

Abstract: A side cover of a continuously variable transmission includes a recess portion supporting a bearing and a recess portion supporting a bearing. The recess portions are connected to each other through a lubricant path. An oil path into which a small diameter portion of a pipe-shaped member is inserted and a connection oil path connecting between the oil path and the lubricant path are connected to each other via a boss portion. The side cover includes a circumference wall portion provided with a plurality of bolt holes. The boss portion is disposed at a position between two of the bolt holes adjacent to each other in a circumference direction.