Abstract: A rotational driving force from an engine E in a fuel-supply termination control is transmitted through a continuously variable transmission CVT, and this transmission of the rotational driving force is controlled by the engagement of a starting clutch 5. In this arrangement, a control system terminates the fuel supply to the engine at the elapse of a predetermined time from the starting of a deceleration of the vehicle. When the control system detects that the throttle of the engine has closed, it reduces the engaging force of the starting clutch 5 to disengage the clutch into a pre-engagement condition. Thereafter, when the fuel supply to the engine is terminated, the engaging force is gradually increased to bring the starting clutch 5 gradually into engagement.

Abstract: A power transmission comprises an engine E with a plurality of cylinders, a belt-type continuously variable transmission CVT, which changes the rotational speed being transmitted from the engine, a control valve CV, which variably sets the line pressure used for controlling the speed change ratio of the transmission, and an electrical control unit ECU, which calculates the torque of the output shaft of the engine when the engine is decelerating in a partial cylinder operation mode. While a vehicle equipped with this power transmission is decelerating with the engine being in a partial cylinder operation mode, the control valve CV sets the line pressure in correspondence to the torque of the engine output shaft calculated by the electrical control unit ECU.

Abstract: A power transmission comprises a continuously variable transmission CVT, which transmits a rotational driving force from an engine E, a starting clutch 5, which variably sets the transmission capacity for the continuously variable transmission CVT, and a control valve CV, which controls the engagement operation of the starting clutch 5. While the engine E is in a partial cylinder operation mode, the control valve CV controls the engagement operation of the starting clutch 5 to attain a predetermined transmission capacity at a rotational speed of the engine that is higher than for a case of the engine in an all cylinder operation mode.

Abstract: A rotational driving force from an engine E in a fuel-supply termination control is transmitted through a continuously variable transmission CVT, and this transmission of the rotational driving force is controlled by the engagement of a starting clutch 5. In this arrangement, a control system terminates the fuel supply to the engine at the elapse of a predetermined time from the starting of a deceleration of the vehicle. When the control system detects that the throttle of the engine has closed, it reduces the engaging force of the starting clutch 5 to disengage the clutch into a pre-engagement condition. Thereafter, when the fuel supply to the engine is terminated, the engaging force is gradually increased to bring the starting clutch 5 gradually into engagement.

Abstract: In a power transmission, which adjusts and transmits the rotational output of an engine by the engagement control of a starting clutch 5, the rotational speed Ne and the suction negative pressure Pb of the engine are measured while the starting clutch is being actuated from a disengaged condition to an engaged condition with the engine being operated under a constant operational condition. An engagement-control value is calculated for the starting clutch when there is a change in the rotational speed and the suction negative pressure being measured, and the engagement-control value calculated is stored as an initial control value for starting an engaging action of the starting clutch. This initial control value is used for controlling the engagement of the starting clutch.

Abstract: A vehicular power-transmission control system transmits the rotational driving forces of an engine E and an electrical motor generator M through a continuously variable transmission CVT to wheels by controlling the speed change ratio of the continuously variable transmission CVT in correspondence to the operational condition of the vehicle. Additionally, the control system corrects the speed change ratio of the transmission in correspondence to the difference between the actual output of the electrical motor generator and the requested output of the electrical motor generator that is set correspondingly to the speed of the vehicle.

Abstract: A power transmission comprises a continuously variable transmission CVT, which transmits a rotational driving force from an engine E, a starting clutch 5, which variably sets the transmission capacity for the continuously variable transmission CVT, and a control valve CV, which controls the engagement operation of the starting clutch 5. While the engine E is in a partial cylinder operation mode, the control valve CV controls the engagement operation of the starting clutch 5 to attain a predetermined transmission capacity at a rotational speed of the engine that is higher than for a case of the engine in an all cylinder operation mode.

Abstract: A power transmission comprises a continuously variable transmission CVT, which transmits a rotational driving force from an engine to wheels, a starting clutch 5, which sets variably the transmission capacity of the continuously variable transmission, and a control valve CV, which controls the engagement actuation of the starting clutch 5. While a vehicle equipped with this power transmission is decelerating, the engagement of the starting clutch is controlled to transmit a rotational driving force from the wheels to the engine. Specifically, the engaging capacity of the starting clutch is controlled to bring the difference between the input and output rotational speeds of the starting clutch into a predetermined range, and the control pressure of the starting clutch that brings this difference in the predetermined range is learned, i.e., stored in memory and renewed, as a control value for the next deceleration of the vehicle.

Abstract: A vehicular power-transmission control system comprises a continuously variable transmission CVT, which transmits the output of an engine E to wheels, a starting clutch 5, which controls the transmission of power in the continuously variable transmission, an electrical motor generator M, which can assist the engine in rotational drive, and a hydraulic pump P, which is connected to the output shaft of the engine. When the vehicle, which has come into a halt with the engine consequently stopped in an idling elimination control, is to be restarted, the power-transmission control system controls the electrical motor generator to rotate the output shaft of the engine, to which fuel supply is not allowed, thereby to drive the pump. Thereafter, when the starting clutch receiving a hydraulic pressure from the hydraulic pump starts its engagement, the power-transmission control system starts the operation of the engine.

Abstract: A power transmission comprises an engine E with a plurality of cylinders, a belt-type continuously variable transmission CVT, which changes the rotational speed being transmitted from the engine, a control valve CV, which variably sets the line pressure used for controlling the speed change ratio of the transmission, and an electrical control unit ECU, which calculates the torque of the output shaft of the engine when the engine is decelerating in a partial cylinder operation mode. While a vehicle equipped with this power transmission is decelerating with the engine being in a partial cylinder operation mode, the control valve CV sets the line pressure in correspondence to the torque of the engine output shaft calculated by the electrical control unit ECU.

Abstract: An engine control apparatus waits to stop the engine of a hybrid vehicle until the vehicle is in a condition to be able to start moving properly.

Abstract: A brake fluid pressure retaining unit for retaining brake fluid pressure within a wheel cylinder after releasing a brake pedal is disclosed. The brake fluid pressure retaining unit includes a brake fluid pressure reduction speed control device for retaining reduction speed of the brake fluid pressure within the wheel cylinder less than that of brake pedal load applied by a driver. The brake fluid pressure reduction speed control device may be formed by a restriction in a brake fluid pressure circuit arranged between a master cylinder at which the brake fluid pressure is generated in accordance with a brake pedal load applied by the driver and the wheel.

Abstract: In an apparatus for controlling a pulley side-pressure of a belt type continuously variable transmission mechanism provided, in series with a starting clutch, in a transmission of a vehicle having a function of stopping engine idling so that an engine is automatically stopped, if the vehicle start-up is controlled from the state of engine stopping in an ordinary way in which the pulley side-pressure is determined by that belt transmission torque corresponding to an output torque of the engine which is obtained by the rotational speed and the negative suction pressure of the engine, the pulley side-pressure becomes excessive by wrong judgement that the engine output torque is large, because the negative suction pressure is small at the beginning of the engine starting. The durability then deteriorates and the specific fuel consumption becomes poor.

Abstract: A driving motor stopping unit for a vehicle, which vehicle allows transmission of driving force from a driving motor to driving wheels irrespective of releasing an accelerator pedal at a certain or lower vehicle speed when a transmission is selected to a driving range, wherein said vehicle is further provided with a driving force decreasing unit which switches the driving force in accordance with depression of a brake pedal such that the driving force is made lower at a depression of the brake pedal than at a release of the brake pedal, and the driving motor is stopped after the driving force is decreased by the driving force decreasing unit.

Abstract: A vehicular transmission including an engine, a continuously variable transmission CVT and a starting clutch. The driving force from the engine is transmitted through the continuously variable transmission CVT with a speed change to a countershaft, and the starting clutch is used to transmit this driving force from the countershaft to wheels of a vehicle. The continuously variable transmission CVT is hydraulically controlled by a control valve CV which receives control signals through a line from an electrical control unit ECU. After the vehicle has decelerated and stopped, and after the engine has stopped by an idling elimination control, the electrical current that controls the control valve CV is adjusted almost to zero.

Abstract: A vehicular transmission comprises an engine E, a continuously variable transmission CVT and a starting clutch 5. The driving force from the engine E is conveyed through the continuously variable transmission CVT with a speed change to a countershaft 2, and the starting clutch 5 is used to convey this driving force from the countershaft 2 to wheels of a vehicle. In this power transmission, when the vehicle is decelerated for a halt, the fuel supply to the engine is terminated to decelerate the vehicle. In addition, the starting clutch 5 is released gradually under a predetermined condition, and then the engine E is stopped to bring the vehicle into a halt.

Abstract: A braking force retaining unit, which retains braking force until driving force for starting a vehicle increases to a certain value such that the braking force continues to act on the vehicle after releasing a brake pedal, wherein said braking force retaining unit having a device for decreasing the braking force in accordance with the increasing driving force.

Abstract: A driving force control unit for a vehicle, which allows transmission of driving force from a driving motor to driving wheels irrespective of releasing an accelerator pedal at a certain or lower vehicle speed when a transmission is selected to a running range, and which switches the magnitude of the driving force while the accelerator pedal is released at a vehicle speed no more than the certain vehicle speed between a greater condition and a smaller condition in accordance with depression of a brake pedal so that the driving force is made lower at a depression of the brake pedal than at a release of the brake pedal, wherein the driving force value in the greater condition at a certain or lower vehicle speed is changed according to the vehicle speed, and the change of the driving force value is characterized in that the driving force value becomes smaller as reaching from the vehicle speed at the maximum driving force value to the certain vehicle speed, and further switching the driving force, before stopping

Abstract: A driving force control unit for a vehicle, which allows transmission of driving force from a driving motor to driving wheels irrespective of releasing an accelerator pedal at a certain or lower vehicle speed when a transmission is set in a driving range, and which switches the magnitude of the driving force while the accelerator pedal is released at vehicle speed no more than the certain vehicle speed between a greater condition and a smaller condition in accordance with depression of the brake pedal so that the driving force is made lower at a depression of the brake pedal than at a release of the brake pedal. In the driving force control unit, the driving force value in said greater condition upon switching from said smaller condition to said greater condition, at a release of the brake pedal during the time the vehicle stops, is increased or decreased according to an inclination angle of the vehicle at the time of stopping.

Abstract: At the time of vehicle start-up from the state of engine stopping, a hydraulic oil pressure in a starting clutch sometimes overshoots beyond a creeping pressure as a result of a rise in the hydraulic oil pressure in the hydraulic circuit, resulting in shocks. A hydraulic oil pressure command value to a linear solenoid valve which controls the starting clutch pressure is made smaller than the creeping pressure until the point of time at which the rise in the hydraulic oil pressure in the hydraulic circuit (=the point of time at which a condition of F2=1 is satisfied). Once a discrimination of a rise in the hydraulic oil pressure has been made, the command value is made higher than the creeping pressure for a predetermined period of time (i.e., for the period of YTM3−YTM3B1), and is thereafter made to the creeping pressure.