Abstract: A transmission control device is provided for a hybrid vehicle that ensures gear shift responsiveness corresponding to a driver's request while achieving excellent gear shifting quality when shifting gears under normal conditions. The transmission control device includes a transmission controller that carries out a shift control for switching between gear shift patterns that are established by the multistage gear transmission by a movement of the engagement clutches based on a gear shift request. The transmission controller selects from among a plurality of gear shift patterns that can be established gear shift patterns in which one engagement clutch is present in a power transmission path leading from the power sources to a drive wheel, and designates the selected gear shift patterns as a normal-use gear shift pattern group, which is used for shift control under normal conditions.

Abstract: A transmission control device is provided for a hybrid vehicle that ensures gear shift responsiveness corresponding to a driver's request while achieving excellent gear shifting quality when shifting gears under normal conditions. The transmission control device includes a transmission controller that carries out a shift control for switching between gear shift patterns that are established by the multistage gear transmission by a movement of the engagement clutches based on a gear shift request. The transmission controller selects from among a plurality of gear shift patterns that can be established gear shift patterns in which one engagement clutch is present in a power transmission path leading from the power sources to a drive wheel, and designates the selected gear shift patterns as a normal-use gear shift pattern group, which is used for shift control under normal conditions.

Abstract: A continuously variable transmission (4) comprises an endless torque transmission member (13) looped around a pair of pulleys (11, 12). At least one of the pulleys changes a winding radius of the endless torque transmission member (13) in accordance with an applied pulley thrust. A controller (22) estimates a stretch amount of the endless torque transmission member (13) based on an operating state of the continuously variable transmission (4), sets a slip limit thrust based on the stretch amount, and controls the pulley thrusts based on the slip limit thrust. In this manner, appropriate pulley thrust control in accordance with whether or not the endless torque transmission member (13) stretches is realized.

Abstract: A continuously variable transmission (4) comprises an endless torque transmission member (13) looped around a pair of pulleys (11, 12). At least one of the pulleys changes a winding radius of the endless torque transmission member (13) in accordance with an applied pulley thrust. A controller (22) estimates a stretch amount of the endless torque transmission member (13) based on an operating state of the continuously variable transmission (4), sets a slip limit thrust based on the stretch amount, and controls the pulley thrusts based on the slip limit thrust. In this manner, appropriate pulley thrust control in accordance with whether or not the endless torque transmission member (13) stretches is realized.

Abstract: A continuously variable transmission (4) shifts between a pair of pulleys (11, 12) via an endless torque transmission member (13) mounted on the pair of pulleys (11, 12). A controller (22) executes a feedback-control so that a real speed ratio between the pair of pulleys (11, 12) follows a target speed ratio (S6, S46). The controller (22) determines whether or not a elongation-affected shift condition, under which it is impossible for the real speed ratio to reach the target speed ratio depending on whether or not the endless torque transmission member (13) is elongated, holds (S2, S3, S12, S13), and limits a speed ratio feedback control when the elongation-affected shift condition holds (S4, S24, S34).

Abstract: An inertia torque input into the continuously variable speed change mechanism from the subtransmission mechanism is estimated during the shift in the subtransmission mechanism. During the shift in the subtransmission mechanism, a required oil pressure, which is an oil pressure required to maintain a contact frictional force between the respective pulleys and the wrapped member, is calculated on the basis of an input torque into the continuously variable speed change mechanism and the inertia torque.

Abstract: An inertia torque input into the continuously variable speed change mechanism from the subtransmission mechanism is estimated during the shift in the subtransmission mechanism. During the shift in the subtransmission mechanism, a required oil pressure, which is an oil pressure required to maintain a contact frictional force between the respective pulleys and the wrapped member, is calculated on the basis of an input torque into the continuously variable speed change mechanism and the inertia torque.