Abstract: A controller of a power transmission system for a vehicle includes an electronic control unit. When a difference between a secondary pressure set by use of a command pressure of the electromagnetic control valve for the secondary pulley, and an actual pressure obtained by a hydraulic pressure sensor, is larger than a predetermined pressure difference, the electronic control sets a primary pressure and the secondary pressure such that a speed ratio of a continuously variable transmission becomes substantially equal to a maximum value. The electronic control unit determines that there is an abnormality that an output pressure of the electromagnetic control valve for a secondary pulley is low, when the speed ratio is smaller than a predetermined first determination value, and determines that there is an abnormality in the hydraulic pressure sensor, when the speed ratio is larger than a predetermined second determination value.

Abstract: In a control device of a vehicle power transmission device, a first meshing clutch has a drive power source side meshing member coupled to a power transmission member, an auxiliary drive wheel side meshing member coupled to the power transmission member, and an actuator engaging or releasing the drive power source side meshing member and the auxiliary drive wheel side meshing member, and when a rotation speed difference between a rotation speed of the drive power source side meshing member and a rotation speed of the auxiliary drive wheel side meshing member is larger than a predefined value at the time when a first meshing clutch is brought into an engaged state, a clamping pressure on a transmission belt is increased as compared to when a rotation speed difference is equal to or less than a predefined value.

Abstract: A controller of a power transmission system for a vehicle includes an electronic control unit. When a difference between a secondary pressure set by use of a command pressure of the electromagnetic control valve for the secondary pulley, and an actual pressure obtained by a hydraulic pressure sensor, is larger than a predetermined pressure difference, the electronic control sets a primary pressure and the secondary pressure such that a speed ratio of a continuously variable transmission becomes substantially equal to a maximum value. The electronic control unit determines that there is an abnormality that an output pressure of the electromagnetic control valve for a secondary pulley is low, when the speed ratio is smaller than a predetermined first determination value, and determines that there is an abnormality in the hydraulic pressure sensor, when the speed ratio is larger than a predetermined second determination value.

Abstract: In a control device of a vehicle power transmission device, a first meshing clutch has a drive power source side meshing member coupled to a power transmission member, an auxiliary drive wheel side meshing member coupled to the power transmission member, and an actuator engaging or releasing the drive power source side meshing member and the auxiliary drive wheel side meshing member, and when a rotation speed difference between a rotation speed of the drive power source side meshing member and a rotation speed of the auxiliary drive wheel side meshing member is larger than a predefined value at the time when a first meshing clutch is brought into an engaged state, a clamping pressure on a transmission belt is increased as compared to when a rotation speed difference is equal to or less than a predefined value.

Abstract: By shifting a lock-up clutch of a torque converter from a released state into an engaged state on condition that a gear ratio of an input shaft of a CVT to an output shaft of the CVT is decreasing (upshift), a lock-up control at the time of an increase in vehicle speed is performed while the gear ratio is being changed in a stepped manner. Thus, it is possible to synchronize a decrease in engine rotational speed due to shifting with a decrease in engine rotational speed due to lock-up engagement. Hence, lock-up engagement may be performed so that the driver does not recognize a decrease in engine rotational speed due to the lock-up engagement and, as a result, it is possible to prevent driver's uncomfortable feeling.