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: 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 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: 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.

Abstract: A lockup disengagement control device for an automatic transmission including a torque converter including a lockup clutch, and a lockup control section, the lockup disengagement control device includes: when a brake is operated from a brake OFF to a brake ON during a coast traveling in an engagement state of the lockup clutch, the lockup control section being configured to sense an initial deceleration by the brake ON operation, and to set a lockup release vehicle speed to be higher as an absolute value of the initial deceleration is greater, and when a vehicle speed is sensed to be equal to or smaller than the set lockup release vehicle speed in a middle of a brake deceleration scene by the brake ON operation, the lockup control section being configured to disengage the lockup clutch.

Abstract: The control device is configured to supply an offset current value to disengagement solenoids of disengagement-side friction engaging elements among a plurality of shift solenoids that control respective shift oil pressures applied to the plurality of friction engaging elements, and when a current gear position is a first speed position or a reverse position, decrease a current value to be supplied to at least one of the disengagement solenoids that are supplied with the offset current value to be lower than the offset current value.

Abstract: A continuously variable transmission includes a variator having a belt wound around a pair of pulleys, and a case forming a container chamber for the variator. The pulleys include fixed pulleys and movable pulleys. The belt includes elements stacked to be arranged in an annular form, and rings binding the element stacked. A circumference wall portion of the case is provided with a monitoring hole enabling flank faces of the elements to be monitored.

Abstract: A booster additive concentrate may advantageously contain: (a) an anti-wear mixture of two or more phosphite/phosphate compounds and one or more ether/thioether compounds; (b) an ashless dispersant; (c) a calcium-containing detergent, such as an overbased calcium phenate; (d) ?2 friction modifiers, at least one of which comprises a polyalkylene polyamine succinimide derivative; (e) optionally a corrosion inhibitor; and (f) a lubricating oil basestock. Based on these additive components, the booster additive concentrate may exhibit specific contents of B/Ca/P and may contain minimal or substantially no additional antioxidants. Lubricant compositions can be made from the booster additive concentrates and a fresh/used lubricant oil composition “diluent,” which can rejuvenate the diluent. Such lubricant compositions can have advantageous anti-shudder durability (ASD) lifetimes and other frictional properties.

Abstract: A first multi-plate brake device and a second multi-plate brake device are arranged side by side in a direction of a rotating axis X along an inner peripheral surface of a transmission case. In the second multi-plate brake device, the snap ring is supported by a supporting portion which is formed on the first multi-plate brake device side of the snap ring and protrudes from the inner peripheral surface of the transmission case radially inward to the rotating axis X. The piston retainer of the first multi-plate brake device includes an abutting portion that protrudes to the second multi-plate brake device side and abuts the supporting portion from the opposite side of the snap ring of the second multi-plate brake device. The abutting portion includes a thick portion whose radial thickness on a lower side in a vertical direction is increased as compared to on an upper side in the vertical direction based on a state of mounting the automatic transmission on a vehicle.

Abstract: The lock-up control unit is configured to: in a case where the normal mode is selected, disengage the lock-up clutch when a vehicle speed decreases and reaches a first vehicle speed while the vehicle is traveling in a state where the lock-up clutch is engaged, in a case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a second vehicle speed in a brake operation OFF state while the vehicle is traveling in the state where the lock-up clutch is engaged, in the case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a third vehicle speed in a brake operation ON state while the vehicle is traveling in the state where the lock-up clutch is engaged, and set the third vehicle speed to a vehicle speed lower than the first vehicle speed, and set the second vehicle speed to a vehicle speed higher than the first vehicle speed.