Abstract: An electric pump actuator for a continuously variable transmission includes a gear wheel pump, a first electric motor, a second electric motor, and an electric control unit. The gear wheel pump has a first gear wheel and a second gear wheel meshing with the first gear wheel. The first electric motor is for actuating the first gear wheel, and the second electric motor is for actuating the second gear wheel independent of the first gear wheel. The electronic control unit is arranged to control the first electric motor to transmit a first torque to the first gear wheel, and control the second electric motor to transmit a second torque to the second gear wheel that is set against the first torque in at least one rotation angle range.

Abstract: An electric pump actuator for a continuously variable transmission includes a gear wheel pump, a first electric motor, a second electric motor, and an electric control unit. The gear wheel pump has a first gear wheel and a second gear wheel meshing with the first gear wheel. The first electric motor is for actuating the first gear wheel, and the second electric motor is for actuating the second gear wheel independent of the first gear wheel. The electronic control unit is arranged to control the first electric motor to transmit a first torque to the first gear wheel, and control the second electric motor to transmit a second torque to the second gear wheel that is set against the first torque in at least one rotation angle range.

Abstract: An engine and a motor are connected to the drive wheels of a vehicle via an automatic transmission. The drive wheels are driven using one of or both of the motor and the engine depending on the running state. The automatic transmission varies the drive ratio by the discharge pressure of the oil pressure pump. The oil pressure pump is driven by a second motor. When the automatic transmission is varying the drive ratio, the discharge of the oil pressure pump is increased by increasing the rotational speed of the second motor and thus the required oil for varying the drive ratio is maintained.

Abstract: An electronic transmission control system for an automotive vehicle with a belt-type continuously variable automatic transmission comprises a transmission ratio control device including a first motor-driven oil pump supplying working pressure directly to a secondary pulley actuation chamber, and a second motor-driven oil pump supplying working pressure directly to a primary pulley actuation chamber and enabling working oil to come and go between the primary and secondary pulley actuation chambers therethrough. A first control section is provided for controlling the first motor-driven oil pump so that the actual secondary pulley pressure is adjusted to a target working pressure needed to hold a belt capacity of a drive belt, which belt capacity is defined as a capacity required for exerting a grip of the drive belt on primary and secondary pulleys.

Abstract: An electronic transmission control system for an automotive vehicle with a belt-type continuously variable automatic transmission comprises a transmission ratio control device including a first motor-driven oil pump supplying working pressure directly to a secondary pulley actuation chamber, and a second motor-driven oil pump supplying working pressure directly to a primary pulley actuation chamber and enabling working oil to come and go between the primary and secondary pulley actuation chambers therethrough. A first control section is provided for controlling the first motor-driven oil pump with feed-forward compensation for the working pressure supplied to the secondary pulley actuation chamber, based on changes in a flow rate of the working oil coming and going between the primary and secondary pulley actuation chambers, so that the secondary pulley pressure is regulated as a belt capacity holding pressure needed to hold a belt capacity of the drive belt in a first motor-driven pump side.

Abstract: An antilock brake system which decreases a braking pressure to prevent drive wheels from locking is applied to a hybrid vehicle wherein an engine and a motor are connected to the drive wheels via a continuously variable transmission. The rotation torque of a motor is applied to the drive wheels when the braking pressure is reduced due to antilock control so that the engine braking force which acts during braking does not interfere with antilock control.

Abstract: A motor/generator and drive wheel are connected to an engine, and the drive wheel is driven by the engine and motor/generator according to running conditions. A sensor which detects a slip of the drive wheel and a sensor which detects a depression of an accelerator pedal are provided, and the motor/generator is operated as a generator when the accelerator pedal is depressed and the drive wheel has slipped. Further, a spin of the drive wheel is prevented by increasing the rotation resistance of the motor/generator according to the frictional coefficient of the road surface.

Abstract: An engine and generator/motor are connected to the input shaft of a continuously variable transmission, and the output shaft of the continuously variable transmission is connected to drive wheels. A target value of a coasting torque acting on the output shaft during coasting is set according to a vehicle speed. A real coasting torque is estimated from the output torque of the engine and frictional torque of the continuously variable transmission. By making the generator/motor function as a generator or a motor, fluctuation of the engine braking force due to a variation of drive ratio during coasting is suppressed so that the real coasting torque coincides with the target value.

Abstract: In order to improve steering performance and braking performance specifically on a low .mu. road surface during operation of engine braking, there are provided, in a shift control system of a continuously variable transmission, a sensor for determining a wheel deceleration, and a shift controller for changing a shift pattern adequately. When an engine brake range such as a 2 range or an L range is selected, and the wheel deceleration becomes greater than a predetermined deceleration level, the shift controller changes an upshift limit of the engine brake range, to a smaller transmission ratio. By reducing the transmission ratio in this way, the shift control system can reduce an engine braking force applied to the drive wheels and an inertia torque of the transmission against the driving force applied to the drive wheels by the road surface, so that the wheel speed can readily increase to achieve a desirable degree of wheel slip.

Abstract: A hybrid continuously variable transmission includes a clutch which effects a shift from a power train through a gearing mechanism to another power train through a continuously variable transmission mechanism. A duty soleonid is provided to control the supply of hydraulic fluid to and discharge thereof from the above-mentioned clutch under the control of a control unit.

Abstract: A control system for a transmission is disclosed. The control system includes a high clutch and a low clutch. When the high clutch is engaged, the torque transmission path through a V-belt type continuously variable transmission mechanism is established, while when the low clutch is engaged, the torque transmission path through a gearing mechanism is established. The same hydraulic fluid pressure as prevailing in a driver pulley cylinder chamber is admitted to the high clutch directly or via a suitable selector valve (a neutral valve).

Abstract: A power transmission belt adapted for use in a pulley transmission, comprises a plurality of chains which are arranged in parallel with their pins of each chain positioned out of alignment with the pins of the adjacent chain, and a plurality of load blocks surrounding said plurality of chains. The load blocks functions to provide positive interference among vibrations of the chains so that the amplitude of vibration of the whole assembly is reduced.

Abstract: After the throttle opening degree has exceeded a predetermined value, a target value in engine speed that varies in correspondance with the throttle opening degree is modified to vary in a second pattern whereby the continuously variable transmission is shifted to a predetermined reduction ratio and then kept operating at the predetermined reduction ratio so as to allow the engine speed to increase with the variation in vehicle speed, thus providing an increased acceleration feel.

Abstract: The invention provides an apparatus wherein a parameter indicative of the actual position of a shift actuator is reset periodically when the transmission shift to the largest reduction ratio by such operation is prevented when the vehicle speed is greater than a predetermined vehicle speed value, such as 10 km/h.

Abstract: A control device for an automatic transmission comprises an electromagnetic valve that is subject to pulse duty factor control and generates an adjustment pressure variable in a first pattern after a rod of a shift operation mechanism has moved into an overstroke range beyond a maximum reduction ratio position. The adjustment pressure is variable in a second pattern when the rod fails to move into the overstroke range. An adjustment pressure change-over valve is formed integral with the rod and applies the adjustment pressure to a servo actuating pressure regulator valve (i.e., a throttle valve) when the motor vehicle is at a standstill and the engine idles so as to effect a creep torque control. When the motor vehicle starts moving at a speed above a certain vehicle speed, the adjustment pressure change-over valve applies the adjustment pressure to a lock-up control valve, thereby to effect a lock-up control.

Abstract: A transmission belt is disclosed wherein a plurality of push elements are arranged on a carrier such that a difference in radial distance of guide surface between the adjacent two push elements is not greater than a predetermined value in order to keep the push elements into contact with an inner surface of the carrier.

Abstract: In a line pressure control device for a hydraulic control system of an automatic transmission, a vacuum diaphram unit is constructed to apply upon a valve spool of a throttle valve or a regulator valve such a force that reduces with increasing intake manifold vacuum when the intake manifold vacuum is lower than a first predetermined value and such a force that increases with increasing intake manifold vacuum when the intake manifold vacuum is higher than a second predetermined value.

Abstract: A fluid pressure control valve for a hydraulic actuator has a valve body having a valve bore and a fluid port for discharging a fluid toward the hydraulic actuator, and a spool slidably received in the valve bore. The spool has a cylindrical spool section slidably fitted in the valve bore for closing the fluid port and a tapered spool section having a conical shape for opening the fluid port through annular open clearance of a variable area between the concial surface of the spool and the cylindrical surface of the valve bore. Between the cylindrical ad tapered spool sections, there is formed an annular groove or an annular face forming a step for preventing particles of dust suspended in the fluid from being bitten between the tapered spool section and the cylindrical surface of the valve bore by traping the particles.

Abstract: A hydraulic control system is provided wherein a predetermined delay is provided by controlling the flow of fluid from or to frictional element which contributes to shifting into a neutral state within the transmission. With this delay, the engine can sustain rotational speed necessary for restarting upon resumption of fuel supply even after the manual valve is shifted to the neutral state during running condition of an automotive vehicle where the fuel supply to the engine is interrupted.

Abstract: The method features in that the speed at which a shift actuator operates in effecting an upshifting is slower than the speed at which the shift actuator operates in effecting a downshifting.