Abstract: A belt-type continuously variable transmission includes an actual gear ratio calculation unit for calculating an actual gear ratio based on the rotation speed of a drive pulley and the rotation speed of a driven pulley, a reference gear ratio calculation unit for calculating a reference gear ratio by modifying the actual gear ratio based on an input torque and a driven pulley hydraulic pressure, and a condition determination unit for, in a case where the target gear ratio is an overdrive gear ratio, determining that at least part of rings of a belt is missing when the reference gear ratio is greater than or equal to a predetermined gear ratio and a drive pulley hydraulic pressure is greater than or equal to a predetermined hydraulic pressure.

Abstract: A belt-type continuously variable transmission includes an actual gear ratio calculation unit for calculating an actual gear ratio based on the rotation speed of a drive pulley and the rotation speed of a driven pulley, a reference gear ratio calculation unit for calculating a reference gear ratio by modifying the actual gear ratio based on an input torque and a driven pulley hydraulic pressure, and a condition determination unit for, in a case where the target gear ratio is an overdrive gear ratio, determining that at least part of rings of a belt is missing when the reference gear ratio is greater than or equal to a predetermined gear ratio and a drive pulley hydraulic pressure is greater than or equal to a predetermined hydraulic pressure.

Abstract: A control device for a vehicle including an engine, a transmission, a connector/disconnector, and control means, wherein the transmission is configured to change a speed of rotation by drive force of the engine and output the rotation. The connector/disconnector is configured to connect/disconnect transmission of the drive force from the engine to the transmission. The control means controls the engine, the transmission, and the connector/disconnector. In the vehicle control device, in a case where the control means performs idle neutral control by controlling the connector/disconnector to a released state after making the engine return from an idle stop state, the control means makes a determination as to performance of the idle neutral control when it is determined that a rotational speed of the engine is stabilized.

Abstract: A control device includes: a clamping force determination unit that determines a clamping force Fs so that a transmission gear ratio R of a stepless transmission is a target transmission gear ratio; a correction unit that corrects the clamping force Fs determined by the clamping force determination unit, based on an oil temperature TO of a lubricant interposed between each of pulleys and a belt and the transmission gear ratio R; and a clamping force control unit that controls clamping of the pulleys and to be performed with the clamping force Fs corrected by the correction unit.

Abstract: A control device for a vehicle including an engine, a transmission, a connector/disconnector, and control means, wherein the transmission is configured to change a speed of rotation by chive force of the engine and output the rotation. The connector/disconnector is configured to connect/disconnect transmission of the chive force from the engine to the transmission. The control means controls the engine, the transmission, and the connector/disconnector. In the vehicle control device, in a case where the control means performs idle neutral control by controlling the connector/disconnector to a release side after making the engine return from an idle stop state, the control means makes a determination as to performance of the idle neutral control when it is determined that a rotational speed of the engine is stabilized.

Abstract: A control device includes: a clamping force determination unit that determines a clamping force Fs so that a transmission gear ratio R of a stepless transmission is a target transmission gear ratio; a correction unit that corrects the clamping force Fs determined by the clamping force determination unit, based on an oil temperature TO of a lubricant interposed between each of pulleys and a belt and the transmission gear ratio R; and a clamping force control unit that controls clamping of the pulleys and to be performed with the clamping force Fs corrected by the correction unit.

Abstract: A power transmission apparatus includes a continuously variable transmission, a clutch, a drive condition determination device, an input torque calculator, a belt transfer torque calculator, and a clutch transfer torque controller. The continuously variable transmission includes a drive pulley, a driven pulley, and a belt. The clutch transfer torque controller controls a transfer torque of the clutch so that the transfer torque of the clutch is higher than or equal to an input torque calculated by the input torque calculator and is lower than a transfer torque of the belt calculated by the belt transfer torque calculator if it is determined that the vehicle is under a drive condition.

Abstract: There is provided a failure determination system for a continuously variable transmission of a belt type, which is capable of determining failure of control valves for performing speed varying operation, and enhancing maintainability. An ECU controls a transmission ratio of the transmission to a fixation-determining LOW-side range when the vehicle is standing. When the transmission ratio during stoppage of the vehicle is within a stop-time OD-side range if engine torque?OD-time DR-side reference torque and at the same time the transmission ratio<DN-side reference value hold, the ECU determines that the DR solenoid valve is faulty, and if the throttle valve opening?OD-side reference value, the transmission ratio?DN-side reference value, and at the same time a vehicle speed<OD-side reference value hold, the ECU determines that the DN solenoid valve is faulty.

Abstract: There is provided a failure determination system for a continuously variable transmission of a belt type, which is capable of determining failure of control valves for performing speed varying operation, and enhancing maintainability. An ECU controls a transmission ratio of the transmission to a fixation-determining LOW-side range when the vehicle is standing. When the transmission ratio during stoppage of the vehicle is within a stop-time OD-side range if engine torque?OD-time DR-side reference torque and at the same time the transmission ratio<DN-side reference value hold, the ECU determines that the DR solenoid valve is faulty, and if the throttle valve opening?OD-side reference value, the transmission ratio?DN-side reference value, and at the same time a vehicle speed<OD-side reference value hold, the ECU determines that the DN solenoid valve is faulty.

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: 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.