Abstract: When a throttle is substantially fully open and startup is not underway, a CVT control unit (20) controls a speed ratio in accordance with a fully open speed change line. When the throttle is substantially fully open and startup is underway, the CVT control unit (20) controls the speed ratio in accordance with a fully open startup speed change line. When the throttle is substantially fully open, startup is underway, and the number of times the primary pulley rotation speed exceeds a belt assurance upper limit value exceeds an assurance frequency number, the CVT control unit (20) controls the speed ratio in accordance with the full throttle speed change line instead of the full throttle startup speed change line, even though the throttle is substantially fully open and vehicle startup is underway.

Abstract: A torque control device is provided to prevent slipping of a belt of a belt type continuously variable transmission. The torque control device calculates a positive input torque inputted from an engine to a primary pulley, and calculates a negative input torque inputted from a drive wheel to the primary pulley based on the positive input torque and a speed ratio of a continuously variable section. The torque control device then restricts an output torque from the engine so that the total torque can be lower than or equal to the torque capacity of the belt when the vehicle is in a running state in which the negative input torque is likely to occur and the total torque which is the sum of the positive input torque and the negative input torque exceeds the torque capacity.

Abstract: A hydraulic pressure control device is provide for a belt type continuously variable transmission that appropriately controls hydraulic pressure supplied to each pulley. The hydraulic pressure control device has a positive input torque calculation section that calculates a positive input torque that is inputted to a primary pulley from an engine; a negative input torque calculation section that calculates a negative input torque based on the calculated speed ratio and the positive input torque; and a hydraulic pressure regulation section that calculates a hydraulic pressure of hydraulic fluid supplied to each pulley depending on the sum of the positive input torque and the negative input torque and controls hydraulic pressure to each the pulley to the calculated hydraulic pressure.

Abstract: When a throttle is substantially fully open and startup is not underway, a CVT control unit (20) controls a speed ratio in accordance with a fully open speed change line. When the throttle is substantially fully open and startup is underway, the CVT control unit (20) controls the speed ratio in accordance with a fully open startup speed change line. When the throttle is substantially fully open, startup is underway, and the number of times the primary pulley rotation speed exceeds a belt assurance upper limit value exceeds an assurance frequency number, the CVT control unit (20) controls the speed ratio in accordance with the full throttle speed change line instead of the full throttle startup speed change line, even though the throttle is substantially fully open and vehicle startup is underway.

Abstract: There is provided an engine torque control apparatus that is comprised of a torque-down amount calculating section to which the throttle valve opening and the engine speed are inputted and which calculates the torque-down amount based on the inputted values, an inertia correction amount calculating section that calculates the correction amount for inertia of each component part (inertia discharged torque), a friction correction amount calculating section that calculates the correction amount for friction generated by a belt CVT (friction discharged torque), a torque-down amount correcting section that corrects the torque-down amount based on the calculated correction amounts, and an engine torque control section that controls engine torque.

Abstract: A clutch engagement control device controls the engagement of a forward clutch (32) and reverse clutch (33) in an automatic transmission connected to an engine (70) in a vehicle. An inhibitor switch (56) outputs a range signal in accordance with a position range of a select lever (51). A manual valve (57) supplies oil pressure selectively to one of the forward clutch (32) and the reverse clutch (33) by changing position in accordance with the position range of the select lever (51). A controller (60) of the clutch engagement control device determines whether an unmatching range condition occurs in which the range of the select lever (51) indicated by the range signal and the range of the manual valve (57) do not match, when the range of the select lever (51) indicated by the range signal is a drive range or reverse range; and suppress an increase in engine rotation speed prior to engagement of the forward clutch or reverse clutch when the unmatching range condition occurs.

Abstract: A clutch engagement control device controls the engagement of a forward clutch (32) and reverse clutch (33) in an automatic transmission connected to an engine (70) in a vehicle. An inhibitor switch (56) outputs a range signal in accordance with a position range of a select lever (51). A manual valve (57) supplies oil pressure selectively to one of the forward clutch (32) and the reverse clutch (33) by changing position in accordance with the position range of the select lever (51). A controller (60) of the clutch engagement control device determines whether an unmatching range condition occurs in which the range of the select lever (51) indicated by the range signal and the range of the manual valve (57) do not match, when the range of the select lever (51) indicated by the range signal is a drive range or reverse range; and suppress an increase in engine rotation speed prior to engagement of the forward clutch or reverse clutch when the unmatching range condition occurs.

Abstract: There is provided an engine torque control apparatus that is comprised of a torque-down amount calculating section to which the throttle valve opening and the engine speed are inputted and which calculates the torque-down amount based on the inputted values, an inertia correction amount calculating section that calculates the correction amount for inertia of each component part (inertia discharged torque), a friction correction amount calculating section that calculates the correction amount for friction generated by a belt CVT (friction discharged torque), a torque-down amount correcting section that corrects the torque-down amount based on the calculated correction amounts, and an engine torque control section that controls engine torque.

Abstract: A CVT has a torque convener (T/C) speed ratio calculation section that determines the speed ratio from the engine speed and the primary pulley speed. The calculation section then calculates the torque ratio from the speed ratio. An input torque estimation section then estimates the input torque input into CVT from the torque ratio and the determined engine output torque. The T/C speed ratio calculation section, having a correction amount calculation section, reduces the speed ratio when the accelerator pedal is depressed to less than Np/Ne. Because the disparity with real value of the speed ratio occurring in the dead time of the respective revolution sensors can be decreased and the input torque properly estimated, slippage between the V belt and the variable pulley is prevented.

Abstract: A lock-up control system for an automatic transmission includes a torque converter and a lock-up clutch. The controller includes a lock-up control section. The lock-up control section includes a first lock-up releasing control section adapted to gradually disengage the lock-up clutch from an engaging state and put the lock-up clutch into a disengaging state when the accelerator pedal movement speed is not lower than a set speed and an initial accelerator pedal depression amount is not smaller than a set accelerator pedal depression amount to establish a driving condition of the vehicle under the engaging state of the lock-up clutch.

Abstract: A lock-up control system for an automatic transmission including a torque converter and a lock-up clutch. The lock-up control system comprises an accelerator pedal depression amount sensor for detecting a depression amount of an accelerator pedal, and a controller. The controller includes an accelerator pedal movement speed calculating section for calculating a movement speed of the accelerator pedal. The controller includes a lock-up control section adapted to disengage the lock-up clutch in a condition in which a driving point of the vehicle is within a lock-up condition releasing region in a set lock-up schedule, and to engage the lock-up clutch in a condition in which the driving point is within a lock-up condition applying region.

Abstract: In a torque converter(T/C) speed ratio calculation section, the speed ratio in a torque converter is determined from the revolution speed of the engine and the revolution speed of the primary pulley. A T/C torque ratio calculation section then calculates the torque ratio from the speed ratio. An input torque estimation section then estimates the input torque input into a continuously variable transmission from the above torque ratio and the engine output torque determined by an engine torque calculation section. The T/C speed ratio calculation Section is provided with a correction amount calculation section and correction is performed such that the speed ratio when the accelerator pedal is depressed is reduced in the direction in which it is less than Np/Ne.

Abstract: A fuel-cut control system for an automobile is equipped with an engine with a fuel-cut device and an automatic transmission with a lock-up torque converter, and includes a step-by-step fuel-recover device which cooperates with the fuel-cut device and is responsive to transition from coasting to acceleration running, for recovering each of engine cylinders from fuel-cut step-by-step, while continuing a locked-up state of the torque converter in its lock-up range during the transit.