Abstract: In order to reduce the amount of time from when signals are sent to solenoid valves 19, 23, 24 for adjusting hydraulic pressures inside hydraulic pressure chambers of various hydraulic devices 7, 8, 14 assembled in a continuously variable transmission device until the hydraulic pressures are actually changed is shortened, the solenoid valves 19, 23, 24 adjust the hydraulic pressures inside hydraulic pressure chambers connected to hydraulic introduction paths where the solenoid valves 19, 23, 24 are provided by adjusting apertures of the solenoid valves 19, 23, 24 set according to duty cycles, and a controller 16 for the solenoid valves 19, 23, 24, when the apertures of solenoid valves 19, 23, 24 are changed beyond specified values to desired apertures, adjusts the apertures beyond the desired apertures to a state where the apertures have been changed a maximum amount, then after a specified amount of time, returns the apertures to the desired apertures.

Abstract: In order to reduce the amount of time from when signals are sent to solenoid valves 19, 23, 24 for adjusting hydraulic pressures inside hydraulic pressure chambers of various hydraulic devices 7, 8, 14 assembled in a continuously variable transmission device until the hydraulic pressures are actually changed is shortened, the solenoid valves 19, 23, 24 adjust the hydraulic pressures inside hydraulic pressure chambers connected to hydraulic introduction paths where the solenoid valves 19, 23, 24 are provided by adjusting apertures of the solenoid valves 19, 23, 24 set according to duty cycles, and a controller 16 for the solenoid valves 19, 23, 24, when the apertures of solenoid valves 19, 23, 24 are changed beyond specified values to desired apertures, adjusts the apertures beyond the desired apertures to a state where the apertures have been changed a maximum amount, then after a specified amount of time, returns the apertures to the desired apertures.

Abstract: The present invention provides a CVT including a transmission mechanism and a planetary gear mechanism which includes a plurality of rotation elements. The transmission mechanism can differentially operate in a predetermined operation mode. The CVT includes a vehicle speed specifying unit for specifying a vehicle speed based on a rotation speed of a rotation member. The unit specifies the vehicle speed from the rotation speed when the rotation speed exceeds a threshold, and specifies the vehicle speed based on a target driving force, a running resistance and a weight of the vehicle when the rotation speed is not more than the threshold.

Abstract: The present invention provides a CVT including a transmission mechanism and a planetary gear mechanism which includes a plurality of rotation elements. The transmission mechanism can differentially operate in a predetermined operation mode. The CVT includes a vehicle speed specifying unit for specifying a vehicle speed based on a rotation speed of a rotation member. The unit specifies the vehicle speed from the rotation speed when the rotation speed exceeds a threshold, and specifies the vehicle speed based on a target driving force, a running resistance and a weight of the vehicle when the rotation speed is not more than the threshold.

Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a step position of a stepping motor 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4 without losing opportunities for learning more than necessary even when the ignition switch is turned OFF during learning of the step position. The controller 11 determines the ON/OFF state of the ignition switch 33, and when it is determined that the ignition switch 33 is in the OFF state, the controller 11 prevents learning control from being executed. The state in which the rpm of the engine 1 is dropping from after the ignition switch 33 is turned OFF is eliminated from being an object of learning control for learning the step position, such that erroneous learning is prevented, while the state in which the rpm of the engine 1 becomes stable after the ignition switch 33 is turned ON is not eliminated.

Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a position of an adjustment member 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4. As conditions for allowing learning of a controller 11 that controls the adjustment member 24, in which the controller 11 adjusts the transmission gear ratio of the toroidal continuously variable transmission 4 to a state in which the rotation speed of an output shaft 14 becomes “0”, learns and saves in memory the position of the adjustment member 24 in this state as the position in which the output shaft 14 is stopped while an input shaft 3 is rotated as is, the controller 11 determining whether or not the engine 1 rpm is unstable, and prohibiting execution of this learning control if the engine 1 rpm is determined as being unstable due to the engine 1 rpm fluctuating greater than the normal amount of fluctuation during idling or the like, are included.

Abstract: Construction of a continuously variable transmission device for a vehicle is achieved that, when a shift lever is shifted to a selection position for a direction opposite the traveling direction at that time, it is capable of preventing the vehicle from continuing to travel at high speed in a direction opposite the direction intended by the operator. When the shift lever is shifted to a selection position of a direction opposite the traveling direction at that time, and the vehicle speed is faster than a specified speed (V1), the connection of a clutch device that transmits power between a continuously variable transmission mechanism and a differential gear mechanism is disconnected, and the drive force from the drive source is prevented from being further transmitted to the wheels.

Abstract: Construction of a continuously variable transmission device for a vehicle is achieved that, when a shift lever is shifted to a selection position for a direction opposite the traveling direction at that time, it is capable of preventing the vehicle from continuing to travel at high speed in a direction opposite the direction intended by the operator. When the shift lever is shifted to a selection position of a direction opposite the traveling direction at that time, and the vehicle speed is faster than a specified speed (V1), the connection of a clutch device that transmits power between a continuously variable transmission mechanism and a differential gear mechanism is disconnected, and the drive force from the drive source is prevented from being further transmitted to the wheels.

Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a position of an adjustment member 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4. As conditions for allowing learning of a controller 11 that controls the adjustment member 24, in which the controller 11 adjusts the transmission gear ratio of the toroidal continuously variable transmission 4 to a state in which the rotation speed of an output shaft 14 becomes “0”, learns and saves in memory the position of the adjustment member 24 in this state as the position in which the output shaft 14 is stopped while an input shaft 3 is rotated as is, the controller 11 determining whether or not the engine 1 rpm is unstable, and prohibiting execution of this learning control if the engine 1 rpm is determined as being unstable due to the engine 1 rpm fluctuating greater than the normal amount of fluctuation during idling or the like, are included.

Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a step position of a stepping motor 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4 without losing opportunities for learning more than necessary even when the ignition switch is turned OFF during learning of the step position. The controller 11 determines the ON/OFF state of the ignition switch 33, and when it is determined that the ignition switch 33 is in the OFF state, the controller 11 prevents learning control from being executed. The state in which the rpm of the engine 1 is dropping from after the ignition switch 33 is turned OFF is eliminated from being an object of learning control for learning the step position, such that erroneous learning is prevented, while the state in which the rpm of the engine 1 becomes stable after the ignition switch 33 is turned ON is not eliminated.

Abstract: A continuously variable transmission apparatus includes: an input shaft, an output shaft, a toroidal continuously variable transmission, a gear-type differential unit including a plurality of gears, and a controller. The controller calculates a torque actually passing through the toroidal continuously variable transmission to obtain a deviation of the torque from a target value and adjusts a transmission ratio of the toroidal continuously variable transmission to eliminate the deviation. The controller stops the adjustment of the transmission ratio when the torque is not stable.

Abstract: The present invention provides a clutch connection method which controls the disconnection/connection of a wet friction clutch on the basis of a duty pulse outputted from an electronic control unit. When the clutch is connected, the electronic control unit initially outputs a start duty (Dst) for largely connecting the clutch as far as the vicinity of a torque point, and, thereafter, outputs, at prescribed time intervals (?t), a gradual connection duty (Dk) for gradually connecting the clutch, and determines a gradual connection duty value on the basis of a clutch input/output side revolution difference ?N. Since the clutch is gradually connected while monitoring the clutch connection state, variations between connection times and connection shock, resulting from individual clutch differences or the like, can be eliminated, whereby it is possible to achieve a stable feel.

Abstract: A gear stage detection device according to the present invention comprises output shaft side pulse generating mechanism (21) for generating a pulse in a number which corresponds to a rotary phase of an output shaft (9) of a transmission (T/M), input shaft side pulse generating mechanism (20) for generating a pulse in a number which corresponds to a rotary phase of an input shaft (8) of the transmission (T/M), and gear stage determining mechanism (16) for determining the current gear stage by inputting the output shaft side pulse and input shaft side pulse generated respectively by the pulse generating mechanism, counting the number of input shaft side pulses generated when a unitary number (25 pls) of output shaft side pulses has been reached, and comparing the counted input shaft side pulse number with the unitary number of input shaft side pulses which is predetermined for each gear stage of the transmission.

Abstract: A continuously variable transmission apparatus includes: an input shaft, an output shaft, a toroidal continuously variable transmission, a gear-type differential unit including a plurality of gears, and a controller. The controller calculates a torque actually passing through the toroidal continuously variable transmission to obtain a deviation of the torque from a target value and adjusts a transmission ratio of the toroidal continuously variable transmission to eliminate the deviation. The controller stops the adjustment of the transmission ratio when the torque is not stable.

Abstract: A controller for an exhaust brake device is provided whereby the braking force of the exhaust brake device can be ensured sufficiently, even at low vehicle speeds. A controller for an exhaust brake device (73) used in combination with a power transmission device comprising a fluid coupling (2) connected to the output shaft (1a) of an engine (E), a clutch (3) interposed between the fluid coupling (2) and a gearbox (T/M), and a lock-up clutch (7) for mechanically disengaging and engaging the fluid coupling (2), is provided, and this controller is provided with an electronic control unit (22) for controlling the engagement and disengagement of the lock-up clutch (7) and the operation of the exhaust brake device (73). The electronic control unit (22) permits operation of the exhaust brake device (73) in the range of engagement of the lock-up clutch (7).

Abstract: It is an object of the present invention to achieve stabilization of clutch transmission torque at the point of half clutch completion during a garage shift upon vehicle start up, and to thereby achieve smooth clutch engagement. In a vehicle power transmission device in which a fluid coupling and a wet friction clutch are provided in series at points on a power transmission path which extends from an engine to a transmission, and which performs engagement/disengagement control of the clutch by varying the pressure of operating fluid used for engagement/disengagement driving the clutch in accordance with duty pulse signals outputted from an electronic control unit, clutch engagement control is begun at the same time as (t1) the transmission is put into gear in a state of clutch disengagement when a vehicle is about to start up from a standstill.

Abstract: A gear stage detection device according to the present invention comprises output shaft side pulse generating means (21) for generating a pulse in a number which corresponds to a rotary phase of an output shaft (9) of a transmission (T/M), input shaft side pulse generating means (20) for generating a pulse in a number which corresponds to a rotary phase of an input shaft (8) of the transmission (T/M), and gear stage determining means (16) for determining the current gear stage by inputting the output shaft side pulse and input shaft side pulse generated respectively by the pulse generating means, counting the number of input shaft side pulses generated when a unitary number (25 pls) of output shaft side pulses has been reached, and comparing the counted input shaft side pulse number with the unitary number of input shaft side pulses which is predetermined for each gear stage of the transmission.

Abstract: The present invention aims to enable the accurate learning of a true torque point in a wet friction clutch (3), prevent the clutch connection shock by absorbing the response delay upon an ordinary clutch connection control, and to successfully combine the time lag and shock. In the present invention, the value (D) itself of the duty ratio of the duty pulse output from the ECU (16) is learned as the torque point (Dm). In a power transmission device of a vehicle having a fluid coupling (2) and the wet friction clutch (3)provided in series between the engine (E) and transmission (T/M), the value (Dm) of the duty ratio at the time when the clutch input side revolution (Nt) decreases to a value lower than the engine revolution (Ne) by a prescribed revolution (Nm) during the process of gradually connecting the clutch 3 is learned as the torque point. Preferably, learning is conducted after the elapse of a prescribed waiting time (&Dgr;t1).

Abstract: It is an object of the present invention to achieve stabilization of clutch transmission torque at the point of half clutch completion during a garage shift upon vehicle start up, and to thereby achieve smooth clutch engagement. In a vehicle power transmission device in which a fluid coupling and a wet friction clutch are provided in series at points on a power transmission path which extends from an engine to a transmission, and which performs engagement/disengagement control of the clutch by varying the pressure of operating fluid used for engagement/disengagement driving the clutch in accordance with duty pulse signals outputted from an electronic control unit, clutch engagement control is begun at the same time as (t1) the transmission is put into gear in a state of clutch disengagement when a vehicle is about to start up from a standstill.

Abstract: A controller for an exhaust brake device is provided whereby the braking force of the exhaust brake device can be ensured sufficiently, even at low vehicle speeds. A controller for an exhaust brake device (73) used in combination with a power transmission device comprising a fluid coupling (2) connected to the output shaft (1a) of an engine (E), a clutch (3) interposed between the fluid coupling (2) and a gearbox (T/M), and a lock-up clutch (7) for mechanically disengaging and engaging the fluid coupling (2), is provided, and this controller is provided with an electronic control unit (22) for controlling the engagement and disengagement of the lock-up clutch (7) and the operation of the exhaust brake device (73). The electronic control unit (22) permits operation of the exhaust brake device (73) in the range of engagement of the lock-up clutch (7).