Abstract: An electric device is provided which can reduce risk of malfunction. This electric device is provided with a motor (31), an inverter circuit (30) which has switching elements (S1-S6) and which drives the motor (31), and a charge pump circuit (22) which generates the drive voltage of the switching elements (S1-S6). A discharge circuit (a discharge resistor R and a capacitor C1) is provided between a power line to which a drive voltage (VM) of the motor (31) is supplied and an output terminal (a VGT terminal) of the charge pump circuit (22). Energy of the surge voltage (Vs) generated in a parasitic inductance (Ls) when the switching elements (S4-S6) are turned off is absorbed by the discharge circuit (the discharge resistor R and the capacitor C1).

Abstract: An electric device is provided which can reduce risk of malfunction. This electric device is provided with a motor (31), an inverter circuit (30) which has switching elements (S1-S6) and which drives the motor (31), and a charge pump circuit (22) which generates the drive voltage of the switching elements (S1-S6). A discharge circuit (a discharge resistor R and a capacitor C1) is provided between a power line to which a drive voltage (VM) of the motor (31) is supplied and an output terminal (a VGT terminal) of the charge pump circuit (22). Energy of the surge voltage (Vs) generated in a parasitic inductance (Ls) when the switching elements (S4-S6) are turned off is absorbed by the discharge circuit (the discharge resistor R and the capacitor C1).

Abstract: A control device that includes an electronic control unit that is configured to perform lock-up engagement pressure control for acceleration upon acceleration of a vehicle where vehicle speed is increased by increasing a rotational speed of the internal combustion engine, the lock-up engagement pressure control for acceleration controlling engagement pressure of the lock-up clutch, wherein in the lock-up engagement pressure control for acceleration, when an actual rotational speed of the input has reached greater than or equal to a reference rotational speed, the electronic control unit is configured to start engagement pressure increase control, the reference rotational speed being lower than a target rotational speed of the internal combustion engine, and the engagement pressure increase control increasing the engagement pressure of the lock-up clutch.

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: A control device that includes an electronic control unit that is configured to perform lock-up engagement pressure control for acceleration upon acceleration of a vehicle where vehicle speed is increased by increasing a rotational speed of the internal combustion engine, the lock-up engagement pressure control for acceleration controlling engagement pressure of the lock-up clutch, wherein in the lock-up engagement pressure control for acceleration, when an actual rotational speed of the input has reached greater than or equal to a reference rotational speed, the electronic control unit is configured to start engagement pressure increase control, the reference rotational speed being lower than a target rotational speed of the internal combustion engine, and the engagement pressure increase control increasing the engagement pressure of the lock-up clutch.

Abstract: A control device of a vehicle power transmission device including a first power transmission path transmitting power by engaging a first clutch, a sub-clutch and a second power transmission path transmitting power by engaging a second clutch each disposed between an engine and drive wheels and parallel to each other, the device including a fail-safe valve for preventing simultaneous engagement of the first and second clutches, the fail-safe valve configured to be switched to a fail-safe spool position preventing simultaneous engagement of the first and second clutches by a hydraulic pressure of a hydraulic fluid supplied to the first clutch or an output pressure of a first electromagnetic valve controlling the hydraulic pressure and the hydraulic pressure of the hydraulic fluid supplied to the second clutch or an output pressure of a second electromagnetic valve controlling the hydraulic pressure, the second electromagnetic valve configured to increase the output pressure.

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: A control device of a vehicle power transmission device including a first power transmission path transmitting power by engaging a first clutch, a sub-clutch and a second power transmission path transmitting power by engaging a second clutch each disposed between an engine and drive wheels and parallel to each other, the device including a fail-safe valve for preventing simultaneous engagement of the first and second clutches, the fail-safe valve configured to be switched to a fail-safe spool position preventing simultaneous engagement of the first and second clutches by a hydraulic pressure of a hydraulic fluid supplied to the first clutch or an output pressure of a first electromagnetic valve controlling the hydraulic pressure and the hydraulic pressure of the hydraulic fluid supplied to the second clutch or an output pressure of a second electromagnetic valve controlling the hydraulic pressure, the second electromagnetic valve configured to increase the output pressure.

Abstract: A control apparatus for a vehicle with a continuously variable transmission, having an acceleration requirement determining portion determining operator required acceleration, a first restricted accelerator operation amount setting portion setting an accelerating member restricted operation amount that increases with a running speed increase, when the determining portion has determined required vehicle acceleration, and a shift control portion controlling the transmission speed ratio on the restricted amount basis, the control apparatus having: a second restricted accelerator operation amount setting portion decreasing the restricted amount from a value immediately prior to an accelerating member rapid releasing action determination moment, at a rate lower than an accelerating member operation actual amount decrease rate after the rapid releasing action determination moment, and an upper limit stop processing portion to limit the restricted amount after a determination moment that the operator requires vehicl

Abstract: A hydraulic control system for a vehicle having a continuously variable transmission in which a torque transmitting capacity thereof is changed hydraulically, and an engagement device which is connected to the continuously variable transmission in series and in which a torque transmitting capacity thereof is changed hydraulically. The hydraulic control system comprises a selecting means that selects a command pattern for setting an engagement pressure of the engagement device out of a plurality of patterns when an initial pressure is lower than a steady pressure for a normal running of the vehicle. The selecting means is configured to select the command pattern in such a manner that the torque transmitting capacity of the engagement device does not exceeds the torque transmitting capacity of the continuously variable transmission, based on at least any of conditions of the initial pressure that is lowered to be lower than the steady pressure, and a rotational speed of the continuously variable transmission.

Abstract: A control device of a continuously variable transmission for a vehicle to which power of a drive force source is input through a transmission path connecting/disconnecting device changes a gear ratio of the continuously variable transmission to a lower vehicle speed side during vehicle deceleration when the transmission path connecting/disconnecting device is in a power transmission interrupted state of interrupting power transmission through a power transmission path between the drive force source and the continuously variable transmission, earlier as compared to when the transmission path connecting/disconnecting device is in a power transmittable state enabling the power transmission, and the control device changes a gear ratio of the continuously variable transmission earlier to the lower vehicle speed side when vehicle deceleration is larger, when the transmission path connecting/disconnecting device is in the power transmission interrupted state.

Abstract: A control apparatus for a vehicle with a continuously variable transmission, having an acceleration requirement determining portion determining operator required acceleration, a first restricted accelerator operation amount setting portion setting an accelerating member restricted operation amount that increases with a running speed increase, when the determining portion has determined required vehicle acceleration, and a shift control portion controlling the transmission speed ratio on the restricted amount basis, the control apparatus having: a second restricted accelerator operation amount setting portion decreasing the restricted amount from a value immediately prior to an accelerating member rapid releasing action determination moment, at a rate lower than an accelerating member operation actual amount decrease rate after the rapid releasing action determination moment, and an upper limit stop processing portion to limit the restricted amount after a determination moment that the operator requires vehicl

Abstract: A hydraulic control system for a vehicle having a continuously variable transmission in which a torque transmitting capacity thereof is changed hydraulically, and an engagement device which is connected to the continuously variable transmission in series and in which a torque transmitting capacity thereof is changed hydraulically. The hydraulic control system comprises a selecting means that selects a command pattern for setting an engagement pressure of the engagement device out of a plurality of patterns when an initial pressure is lower than a steady pressure for a normal running of the vehicle. The selecting means is configured to select the command pattern in such a manner that the torque transmitting capacity of the engagement device does not exceeds the torque transmitting capacity of the continuously variable transmission, based on at least any of conditions of the initial pressure that is lowered to be lower than the steady pressure, and a rotational speed of the continuously variable transmission.

Abstract: One control mode is selected from a plurality of control modes each setting a target value of a primary pulley revolution speed NIN and prioritized in a predetermined order. When the control mode is changed, the target value of the primary pulley revolution speed NIN is set so as to vary from the target value set in the control mode before change to the target value set in the control mode after change in accordance with the control mode that is higher in priority among the control modes before and after change. A continuously variable transmission is controlled such that the primary pulley revolution speed NIN reaches the set target value.

Abstract: The first setting value showing holding pressure for a metal belt is set for each of a plurality of control modes A to H. The second setting value changing lagging behind the first setting value is calculated based on the first setting value for each of the plurality of control modes A to H. A target value is set to be equal to or more than the greatest second setting value among a plurality of second setting values. A continuously variable transmission is controlled such that the holding pressure for the metal belt is equal to the set target value.

Abstract: A control device of a continuously variable transmission for a vehicle having a pair of variable pulleys with variable effective diameters of an input-side variable pulley and an output-side variable pulley and a transmission belt wound around between the pair of the variable pulleys, the continuously variable transmission respectively controlling an input-side thrust force in the input-side variable pulley and an output-side thrust force in the output-side variable pulley to set an actual gear ratio to a target gear ratio while preventing a slip of the transmission belt, the continuously variable transmission includes: a hydraulic control circuit capable of accurately controlling one of the input-side variable pulley and the output-side variable pulley in terms of thrust force as compared to the other, in the case that a target thrust force on the one side for assuring belt slip prevention of the both pulleys on the one side is set, based on a target thrust force on the one side, a target thrust force on the

Abstract: A control device of a continuously variable transmission for a vehicle to which power of a drive force source is input through a transmission path connecting/disconnecting device changes a gear ratio of the continuously variable transmission to a lower vehicle speed side during vehicle deceleration when the transmission path connecting/disconnecting device is in a power transmission interrupted state of interrupting power transmission through a power transmission path between the drive force source and the continuously variable transmission, earlier as compared to when the transmission path connecting/disconnecting device is in a power transmittable state enabling the power transmission, and the control device changes a gear ratio of the continuously variable transmission earlier to the lower vehicle speed side when vehicle deceleration is larger, when the transmission path connecting/disconnecting device is in the power transmission interrupted state.

Abstract: A vehicular shift control apparatus configured to control a speed ratio of a belt-type transmission having first and second variable-diameter pulleys, and a transmission belt wound between the first and second variable-diameter pulleys, by controlling hydraulic pressures to be applied to respective hydraulic cylinders of said first and second variable-diameter pulleys, according to respective commanded hydraulic pressure values of the first and second variable-diameter pulleys, such that the speed ratio coincides with a target value, the vehicular shift control apparatus includes a shift control portion configured to be operable, when a first-variable-diameter-pulley hold pressure which permits the speed ratio of said belt-type transmission to be held at the target value in a shift-down action is determined as said commanded hydraulic pressure value of the first variable-diameter pulley, to temporarily reduce said commanded hydraulic pressure value with respect to said first-variable-diameter-pulley hold pres

Abstract: Disclosed is an electronic controller which calculates the variable amounts of the thrust in a primary pulley based on the thrusts of the pulleys, the lower limit thrust and the upper limit thrust in the steps of a target change gear ratio limit routine. The electronic controller calculates the limit transmission speeds based on the variable amounts in the steps, and calculates the guard values for limiting the target change gear ratio based on the limit transmission speeds in the steps. An electronic controller limits the target change gear ratio by the guard values thus calculated, and controls the thrusts of the pulleys by feedback control based on the size of discrepancy of the limited target change gear ratio and the current change gear ratio ?.

Abstract: A control device of a continuously variable transmission for a vehicle has a pair of variable pulleys and a transmission belt, and the control device respectively controls input-side and output-side thrust forces of input-side and output-side variable pulleys to set an actual gear ratio to a target gear ratio, prevents a slip of the transmission belt, and determines a lowest-speed-side gear ratio. When it is determined that a detection value of a rotation speed for calculating the actual gear ratio does not reflect an actual rotation speed, target input-side and output-side thrust forces are set to be target thrust forces for maintaining the lowest-speed-side gear ratio and preventing the slip of the transmission belt, and based on whether the actual gear ratio is already the lowest-speed-side gear ratio, values of the input-side and output-side thrust forces are changed for obtaining the target thrust forces.