Abstract: A hydraulic pressure supply apparatus, capable of quickly supplying hydraulic pressure to a power transmission apparatus and extending the service life of an accumulator for supplying hydraulic pressure to the power transmission apparatus, includes an oil pump which uses an internal combustion engine as a motive power source and is connected to the power transmission apparatus via an oil passage, for supplying operating hydraulic pressure to the power transmission apparatus, an accumulator connected to the oil passage and capable of accumulating hydraulic pressure, and a switching valve capable of effecting communication between the accumulator and the oil passage by opening during operation of the engine and cutting off the communication therebetween by closing during automatic stop of the engine. When it is determined that the engine is under manual stop caused by turn-off of an ignition switch of a vehicle, manual stop-time control for opening the switching valve is performed.

Abstract: A hydraulic pressure supply apparatus, which is capable of quickly supplying hydraulic pressure to a power transmission apparatus and extending the service life of an accumulator for supplying hydraulic pressure to the power transmission apparatus. The hydraulic pressure supply apparatus includes an oil pump which uses an internal combustion engine as a motive power source and is connected to the power transmission apparatus via an oil passage, for supplying operating hydraulic pressure to the power transmission apparatus, an accumulator connected to the oil passage and capable of accumulating hydraulic pressure, and a switching valve capable of effecting communication between the accumulator and the oil passage by opening during operation of the engine and cutting off the communication therebetween by closing during automatic stop of the engine.

Abstract: A control apparatus for an automatic transmission mechanism including a continuously variable transmission having a drive pulley, a driven pulley, and a belt extending around the two pulleys. When beginning of the start of a drive source for driving a vehicle has been detected, a first command oil pressure as a command value of a first control oil pressure supplied to a cylinder chamber of the drive pulley is set to a first predetermined oil pressure substantially equal to 0, and a second command oil pressure as a command value of a second control pressure supplied to a cylinder chamber of the driven pulley is set to a second predetermined oil pressure higher than the first predetermined oil pressure. When the detected second control oil pressure has reached a predetermined threshold value, it is determined that filling of the cylinder chamber of the driven pulley has been completed.

Abstract: A control apparatus for an automatic transmission mechanism including a continuously variable transmission having a drive pulley, a driven pulley, and a belt extending around the two pulleys. When beginning of the start of a drive source for driving a vehicle has been detected, a first command oil pressure as a command value of a first control oil pressure supplied to a cylinder chamber of the drive pulley is set to a first predetermined oil pressure substantially equal to 0, and a second command oil pressure as a command value of a second control pressure supplied to a cylinder chamber of the driven pulley is set to a second predetermined oil pressure higher than the first predetermined oil pressure. When the detected second control oil pressure has reached a predetermined threshold value, it is determined that filling of the cylinder chamber of the driven pulley has been completed.

Abstract: A vehicular transmission comprises an electrical control unit ECU, which controls to bring a starting clutch into loose engagement for a predetermined time while a deactivated cylinder mode is being terminated. The electrical control unit also estimates, during this predetermined time, an estimated PB, which is an estimated pressure inside the intake pipe, on the basis of a rotational speed Ne at the output shaft of the engine and of an opening TH at the throttle valve, and it then estimates or calculates the driving torque generated by the engine on the basis of this estimated PB and the rotational speed Ne. From this calculated driving torque, the electrical control unit sets respective pressures to be applied to a drive pulley and a driven pulley, which constitute a continuously variable transmission CVT.

Abstract: A transmission TM comprises a metal V-belt mechanism 20, which is provided between an engine ENG and driving wheels DRW and transmits a rotational driving force from the engine ENG toward the driving wheels DRW with a speed change, and a forward/reverse switching mechanism 30, which includes a planetary gear train and switches the rotational direction between for a forward drive and for a reverse drive and transmits the rotational driving force received from the engine ENG to the metal V-belt mechanism 20. An engine control unit 60 for the transmission TM, while the rotational direction is set for a reverse drive, changes the ratio of the metal V-belt mechanism 20 in the direction where the vehicle speed increases by a predetermined ratio and controls the torque input from the engine ENG such that the torque being transmitted to the driving wheels DRW achieves approximately the same magnitude as that achieved while the rotational direction is set for a forward drive.

Abstract: A transmission TM comprises a metal V-belt mechanism 20, which is provided between an engine ENG and driving wheels DRW and transmits a rotational driving force from the engine ENG toward the driving wheels DRW with a speed change, and a forward/reverse switching mechanism 30, which includes a planetary gear train and switches the rotational direction between for a forward drive and for a reverse drive and transmits the rotational driving force received from the engine ENG to the metal V-belt mechanism 20. An engine control unit 60 for the transmission TM, while the rotational direction is set for a reverse drive, changes the ratio of the metal V-belt mechanism 20 in the direction where the vehicle speed increases by a predetermined ratio and controls the torque input from the engine ENG such that the torque being transmitted to the driving wheels DRW achieves approximately the same magnitude as that achieved while the rotational direction is set for a forward drive.

Abstract: A vehicular transmission comprises an electrical control unit ECU, which controls to bring a starting clutch into loose engagement for a predetermined time while a deactivated cylinder mode is being terminated. The electrical control unit also estimates, during this predetermined time, an estimated PB, which is an estimated pressure inside the intake pipe, on the basis of a rotational speed Ne at the output shaft of the engine and of an opening TH at the throttle valve, and it then estimates or calculates the driving torque generated by the engine on the basis of this estimated PB and the rotational speed Ne. From this calculated driving torque, the electrical control unit sets respective pressures to be applied to a drive pulley and a driven pulley, which constitute a continuously variable transmission CVT.