Abstract: Ground wires are shared between a drive-side pulley solenoid valve and a driven-side pulley solenoid valve. Therefore, when a disconnection or short circuit occurs in the shared portion, a drive-side pulley and a driven-side pulley show substantially the same behavior. As a result, changes in the speed ratio ?cvt of a continuously variable transmission are suppressed and changes in vehicle behavior are also suppressed. Therefore, it is possible to suppress the degradation of drivability during the failure of the solenoid valves involved in power transmission.

Abstract: A hydraulic control device has: a modulator valve using oil pressure from a hydraulic source for adjusting a modulator pressure; driving and driven-side hydraulic actuator control valves controlling hydraulic oil from the source to driving and driven-side hydraulic actuators; a driving-side control oil pressure adjusting electromagnetic valve using the modulator pressure for outputting a control oil pressure controlling the driving-side control valve; and a driven-side control oil pressure adjusting electromagnetic valve for outputting a control oil pressure controlling the driven-side control valve, the hydraulic control device including a failsafe valve switched from a normal to a failure position based on a failure disabling electric control for the driving-side and driven-side electromagnetic valves, the modulator valve making the modulator pressure lower than a value at the normal position based on an output switching pressure generated due to switching the failsafe valve from the normal to the failure p

Abstract: A transfer device that includes a case that houses a transfer mechanism; a strainer that suctions oil stored in a lower portion of the case; a valve body that has a hydraulic supply circuit that supplies a hydraulic pressure to the transfer mechanism and a suction oil path that discharges an extra hydraulic pressure that is extra for the hydraulic supply circuit; a first suction inlet that communicates with one of the suction oil path and the strainer and a second suction inlet that communicates with the other of the suction oil path and the strainer, and a balanced vane pump.

Abstract: Ground wires are shared between a drive-side pulley solenoid valve and a driven-side pulley solenoid valve. Therefore, when a disconnection or short circuit occurs in the shared portion, a drive-side pulley and a driven-side pulley show substantially the same behavior. As a result, changes in the speed ratio ?cvt of a continuously variable transmission are suppressed and changes in vehicle behavior are also suppressed. Therefore, it is possible to suppress the degradation of drivability during the failure of the solenoid valves involved in power transmission.

Abstract: A first transmission mechanism provided on a first power transmission path and a second transmission mechanism provided on a second power transmission path are provided in parallel with each other between a driving force source and a drive wheel. A first clutch mechanism transmits power or interrupts transmission of power in the first power transmission path. A dog clutch equipped with a synchromesh mechanism transmits power or interrupts transmission of power in the second power transmission path. An electronic control unit is configured to, when changing from the first transmission path to the second transmission path a state where the vehicle is stopping or is stationary and in a state where power of the driving force source is transmitted via the first transmission mechanism, actuate the first clutch mechanism and the second clutch mechanism such that the first clutch mechanism is released and the second clutch mechanism engages.

Abstract: When neutral control is started by placing a CVT drive clutch in a semi-engaged state while a vehicle is decelerating in a state where a second power transmission path is established, a clutch mechanism that is semi-engaged in neutral control while the vehicle is decelerating is changed from the CVT drive clutch to a forward clutch before a stop of the vehicle, so it is possible to continue the neutral control until a stop of the vehicle. At a stop of the vehicle, a power transmission path is already changed to a first power transmission path that establishes a gear ratio (EL) higher than a highest gear ratio (?max) that can be established by the second power transmission path. Thus, right after a stop of the vehicle, it is possible to execute idle stop control.

Abstract: In a control device for a vehicle including: a dog clutch mechanism that is disposed in a power transmission path in which a driving force is transmitted from an engine to a wheel and is operated by a hydraulic actuator; and an electric oil pump that supplies hydraulic pressure to the hydraulic actuator, rotation of the engine is stopped in a state in which the dog clutch mechanism is engaged by the hydraulic pressure supplied from the electric oil pump at a time during an engine stop operation, the rotation of the engine is started in the state in which the dog clutch mechanism is engaged by the hydraulic pressure supplied from the electric oil pump at a time during an engine restart operation, hence occurrence of up-lock of the dog clutch mechanism is prevented.

Abstract: A vehicle transmission having a valve body disposed adjacently to and in parallel with a side cover covering a front or rear side or a side surface of a transmission case in a vehicle width direction in a vehicle-mounted state, the side cover connected to the transmission case, in which an electromagnetic valve is included on the side cover side of the valve body, when viewed in a direction horizontal and parallel to mating surfaces of the transmission case and the side cover, a strainer for removing a foreign material in a hydraulic oil is disposed between the side cover and the valve body to overlap with at least a portion of the electromagnetic valve, and the strainer has an inflow portion for allowing the hydraulic oil to flow in disposed vertically above an oil surface.

Abstract: A vehicle includes a continuously variable transmission, a gear mechanism and a controller. The continuously variable transmission and the gear mechanism are provided in parallel with each other between an input shaft and an output shaft. The controller is configured to i) when the vehicle travels in a state where both a first clutch and a third clutch provided on the gear mechanism side are released, gradually increase a hydraulic pressure of the first clutch such that the first clutch is engaged, ii) calculate a command hydraulic pressure for setting the first clutch to a pressure regulating state on the basis of a command hydraulic pressure of the first clutch at a timing at which the amount of change in an output-side rotation speed of the first clutch becomes larger than a predetermined value, and iii) control the first clutch by using the calculated command hydraulic pressure.

Abstract: When neutral control is started by placing a CVT drive clutch in a semi-engaged state while a vehicle is decelerating in a state where a second power transmission path is established, a clutch mechanism that is semi-engaged in neutral control while the vehicle is decelerating is changed from the CVT drive clutch to a forward clutch before a stop of the vehicle, so it is possible to continue the neutral control until a stop of the vehicle. At a stop of the vehicle, a power transmission path is already changed to a first power transmission path that establishes a gear ratio (EL) higher than a highest gear ratio (?max) that can be established by the second power transmission path. Thus, right after a stop of the vehicle, it is possible to execute idle stop control.

Abstract: A hydraulic control device for an automatic transmission where the spool is locked at the first position and the switching pressure can regulate the belt holding force of the primary pulley or the secondary pulley without switching a position of the spool when the engagement pressure is supplied to the second working oil chamber, and the spool is not locked at the first position and the switching pressure can switch the spool to the second position against the urging member when the engagement pressure is not supplied to the second working oil chamber.

Abstract: A hydraulic control device where the engagement pressure which is supplied from the first solenoid valve is supplied to the synchronization mechanism in the case where the signal pressure is not supplied to the switching valve, and the engagement pressure which is supplied from the first solenoid valve is supplied to the engagement element and the source pressure is supplied to the synchronization mechanism as the engagement pressure in the case where the signal pressure is supplied to the switching valve.

Abstract: A check valve provided makes it possible to operate a vane pump smoothly even at the start of the vane pump by maintaining an oil pressure in backpressure oil passages inside the vane pump while the vane pump is stopped. The check valve opens at the point in time when an oil pressure control device, to which a working fluid is supplied from the vane pump, has been filled with the working fluid and the oil pressure in discharge oil passages communicating with the oil pressure control device has risen and exceeded the oil pressure in the backpressure oil passages. Thus, the check valve is prevented from opening and closing repeatedly, so that the durability of the check valve is improved.

Abstract: A vehicle hydraulic device is provided with an electric motor-driven oil pump and a shuttle valve, so that a vane pump operates smoothly, even at the start, with a backpressure applied from the electric motor-driven oil pump to the vanes. Even when the oil pressure of a working fluid discharged from the vane pump exceeds the backpressure inside vane housing grooves, the working fluid flows from a vane pump discharge oil passage to a backpressure oil passage, so that the vanes are not pushed into the housing grooves. Thus, it is possible to reduce the fluctuations in discharge amount of the vane pump due to fluctuations in oil pressure of the vane pump discharge oil passage during operation of the vane pump.

Abstract: A hydraulic control device has: a modulator valve using oil pressure from a hydraulic source for adjusting a modulator pressure; driving and driven-side hydraulic actuator control valves controlling hydraulic oil from the source to driving and driven-side hydraulic actuators; a driving-side control oil pressure adjusting electromagnetic valve using the modulator pressure for outputting a control oil pressure controlling the driving-side control valve; and a driven-side control oil pressure adjusting electromagnetic valve for outputting a control oil pressure controlling the driven-side control valve, the hydraulic control device including a failsafe valve switched from a normal to a failure position based on a failure disabling electric control for the driving-side and driven-side electromagnetic valves, the modulator valve making the modulator pressure lower than a value at the normal position based on an output switching pressure generated due to switching the failsafe valve from the normal to the failure p

Abstract: A first transmission mechanism provided on a first power transmission path and a second transmission mechanism provided on a second power transmission path are provided in parallel with each other between a driving force source and a drive wheel. A first clutch mechanism transmits power or interrupts transmission of power in the first power transmission path. A dog clutch equipped with a synchromesh mechanism transmits power or interrupts transmission of power in the second power transmission path. An electronic control unit is configured to, when changing from the first transmission path to the second transmission path a state where the vehicle is stopping or is stationary and in a state where power of the driving force source is transmitted via the first transmission mechanism, actuate the first clutch mechanism and the second clutch mechanism such that the first clutch mechanism is released and the second clutch mechanism engages.

Abstract: In hydraulic control, an electronic control unit controls controlled hydraulic pressure of a control valve in order to control a hydraulic oil amount in a torque converter and a hydraulic oil pressure of a forward-reverse travel switching mechanism, and the electronic control unit increases the controlled hydraulic pressure when the hydraulic oil amount in the torque converter is insufficient at an engine start or immediately after the engine start in comparison with a case where the hydraulic oil amount in the torque converter is sufficient. The hydraulic control device includes: the torque converter; the forward-reverse travel switching mechanism; the control valve configured to change the hydraulic oil amount in the torque converter and the hydraulic oil pressure of the forward-reverse travel switching mechanism by changing the single controlled hydraulic pressure; and electronic control unit.

Abstract: In hydraulic control, an electronic control unit controls controlled hydraulic pressure of a control valve in order to control a hydraulic oil amount in a torque converter and a hydraulic oil pressure of a forward-reverse travel switching mechanism, and the electronic control unit increases the controlled hydraulic pressure when the hydraulic oil amount in the torque converter is insufficient at an engine start or immediately after the engine start in comparison with a case where the hydraulic oil amount in the torque converter is sufficient. The hydraulic control device includes: the torque converter; the forward-reverse travel switching mechanism; the control valve configured to change the hydraulic oil amount in the torque converter and the hydraulic oil pressure of the forward-reverse travel switching mechanism by changing the single controlled hydraulic pressure; and electronic control unit.