Abstract: An oil pump driving control device of a vehicle having a main oil pump (14) that is driven by a motor/generator (4) and produces a pump discharge oil to a first clutch (3), a second clutch (5) and a belt-type continuously variable transmission (6) provided on a driving force transmission line. A hybrid control module (81) is provided in this FF hybrid vehicle. The hybrid control module (81) is configured to perform a control so that during vehicle stop, the lower an ATF oil temperature is, the more the pump driving energy to drive the main oil pump (14) is decreased. With this control, consumption energy during the vehicle stop can be reduced.

Abstract: An FF hybrid vehicle control device having an HEV mode and an EV mode as drive modes is provided with a CVT control unit (84) for determining primary pulley pressure (Ppri) and secondary pulley pressure (Psec) with which a belt (6c) of a belt-type continuously variable transmission (6) will be clamped on the basis of a torque component inputted to the belt-type continuously variable transmission (6) during brake deceleration, and the corrected amount of brake torque which is an inertia torque correction component. The CVT control unit (84) reduces the corrected amount of brake torque during brake deceleration when EV mode is selected to be less than the corrected amount of brake torque during brake deceleration when HEV mode is selected.

Abstract: A controller is provided so as to control, when an electric vehicle (EV) mode is selected, a belt clamping pressure on the basis of discharged oil from a main oil pump which is driven by a motor generator. The controller is provided for a hybrid vehicle and is configured to perform control such that when the vehicle is stopped in the EV mode and a creep cut condition which does not require creep torque from the motor generator is met, a first motor idling rotation speed is set as a motor rotation speed. When the vehicle is stopped in the EV mode and a standby learning control completes learning of a zero-point oil pressure command value, the controller reduces a rotation speed of the motor generator to a second motor idling rotation speed which is lower than the first motor idling rotation speed.

Abstract: An oil pump driving control device of a vehicle having a main oil pump (14) that is driven by a motor/generator (4) and produces a pump discharge oil to a first clutch (3), a second clutch (5) and a belt-type continuously variable transmission (6) provided on a driving force transmission line. A hybrid control module (81) is provided in this FF hybrid vehicle. The hybrid control module (81) is configured to perform a control so that during vehicle stop, the lower an ATF oil temperature is, the more the pump driving energy to drive the main oil pump (14) is decreased. With this control, consumption energy during the vehicle stop can be reduced.

Abstract: It controls, when EV mode is selected, belt clamping pressure on the basis of discharged oil from a main oil pump (14) which is driven by a motor generator (4). This control device for a FF hybrid vehicle is provided with a motor controller (83) that performs control such that when a vehicle is stopped in EV mode and a creep cut condition which does not require creep torque from the motor generator (4) is met, a first motor idling rotation speed Nma1 is set as a motor rotation speed. When the vehicle is stopped in EV mode and a standby learning controlling means completes learning of a zero-point oil pressure command value, the motor controller (83) reduces the rotation speed of the motor generator (4) to a second motor idling rotation speed Nma2 which is lower than the first motor idling rotation speed Nma1.

Abstract: An FF hybrid vehicle control device having an HEV mode and an EV mode as drive modes is provided with a CVT control unit (84) for determining primary pulley pressure (Ppri) and secondary pulley pressure (Psec) with which a belt (6c) of a belt-type continuously variable transmission (6) will be clamped on the basis of a torque component inputted to the belt-type continuously variable transmission (6) during brake deceleration, and the corrected amount of brake torque which is an inertia torque correction component. The CVT control unit (84) reduces the corrected amount of brake torque during brake deceleration when EV mode is selected to be less than the corrected amount of brake torque during brake deceleration when HEV mode is selected.

Abstract: A transmission controller searches a mechanical High, which is a minimum value of a possible speed ratio of the continuously variable transmission (CVT), based on an actual speed ratio, sets a control High lower than the mechanical High by a predetermined amount, and controls a speed ratio of the CVT by setting a minimum value of a speed ratio range of the CVT at the control High.

Abstract: A transmission controller determines whether a shift is a kickdown, and when the shift is determined as the kickdown, the target line pressure is increased to a first target pressure corresponding to an input torque to a continuously variable transmission increased by the kickdown; the transmission controller then determines whether the line pressure has reached the first target pressure, and if determined that the line pressure has reached the first target pressure, the target line pressure is increased to a second target pressure higher than the first target pressure.

Abstract: A target primary pressure and a target secondary pressure are set based on a speed ratio, a target line pressure as a target value of a line pressure is set to be a value obtained by adding an offset amount, as a positive value, to either one having a higher value out of the target primary pressure and the target secondary pressure, in at least a cross-point region as a region where an absolute value of a deviation, obtained by subtracting the target primary pressure from the target secondary pressure, is smaller than a predetermined deviation, and a primary pressure, a secondary pressure, and the line pressure are controlled to be the target primary pressure, the target secondary pressure, and the target line pressure, respectively.

Abstract: A transmission controller searches a mechanical High, which is a minimum value of a possible speed ratio of the continuously variable transmission (CVT), based on an actual speed ratio, sets a control High lower than the mechanical High by a predetermined amount, and controls a speed ratio of the CVT by setting a minimum value of a speed ratio range of the CVT at the control High.

Abstract: A transmission controller determines whether a shift is a kickdown, and when the shift is determined as the kickdown, the target line pressure is increased to a first target pressure corresponding to an input torque to a continuously variable transmission increased by the kickdown; the transmission controller then determines whether the line pressure has reached the first target pressure, and if determined that the line pressure has reached the first target pressure, the target line pressure is increased to a second target pressure higher than the first target pressure.

Abstract: A target primary pressure and a target secondary pressure are set based on a speed ratio, a target line pressure as a target value of a line pressure is set to be a value obtained by adding an offset amount, as a positive value, to either one having a higher value out of the target primary pressure and the target secondary pressure, in at least a cross-point region as a region where an absolute value of a deviation, obtained by subtracting the target primary pressure from the target secondary pressure, is smaller than a predetermined deviation, and a primary pressure, a secondary pressure, and the line pressure are controlled to be the target primary pressure, the target secondary pressure, and the target line pressure, respectively.

Abstract: A control device controls a belt type continuously variable transmission including a belt slip controller and a belt slip control permission determining unit. The device decreases belt friction when an estimated accuracy of a belt slip condition is high and prevents a belt from greatly slipping when an estimated accuracy is low. The device includes primary and secondary pulleys and the belt, and controls a gear ratio based on a running radius of the belt on a pulley by controlling primary and secondary oil pressures. The controller oscillates a secondary oil pressure, estimates the belt slip condition by monitoring a phase difference between oscillation components, and reduces an actual secondary oil pressure to maintain a predetermined belt slip condition. The determining unit permits belt slip control when a torque change speed input to the transmission mechanism is less than a predetermined value.

Abstract: Provided is control device and method for a belt type continuously variable transmission which can reduce drive energy consumption by a decrease in belt friction when the estimated accuracy of belt slip condition is high and which can prevent the belt from greatly slipping during belt slip control when the estimated accuracy of belt slip condition is low. The device includes a primary pulley (42), a secondary pulley (43), and a belt (44) and controls gear ratio based on the running radius of the belt (44) on the pulley by controlling the primary oil pressure and the secondary oil pressure.