Abstract: A damper apparatus for a belt element of a belt transmission includes a sliding surface, a bearing receptacle, a first rail half and a second rail half. The sliding surface is arranged to contact a strand of the belt element to dampen the belt element. The bearing receptacle is arranged to align the sliding surface with the strand such that the sliding surface defines a strand travel direction, normal to a transversal direction. The first rail half has a first plunge opening with a first hook lid, and the second rail half has a second plunge opening with a second hook lid. The first rail half and the second rail half are interlockingly connected in contact to each other crosswise to the strand travel direction, and the first hook lid is arranged to plunge into the second plunge opening behind the second hook lid in a gripping manner.

Abstract: An electric pump actuator for a continuously variable transmission includes a gear wheel pump, a first electric motor, a second electric motor, and an electric control unit. The gear wheel pump has a first gear wheel and a second gear wheel meshing with the first gear wheel. The first electric motor is for actuating the first gear wheel, and the second electric motor is for actuating the second gear wheel independent of the first gear wheel. The electronic control unit is arranged to control the first electric motor to transmit a first torque to the first gear wheel, and control the second electric motor to transmit a second torque to the second gear wheel that is set against the first torque in at least one rotation angle range.

Abstract: Disclosed is lateral pressure control of a continuously variable transmission (CVT) with a transmission ratio changed by changing groove widths of a drive pulley and a driven pulley, a drive force from a drive source being transmitted to a wheel. A control part controlling respective lateral pressures of the drive pulley and the driven pulley is provided. The control part sets an increase correction amount of the lateral pressure of the drive pulley to a first lateral pressure increase correction amount if the CVT is not in an in-gear state or a shift position is consistent with a traveling direction of the vehicle, and, sets said amount to a second lateral pressure increase correction amount smaller than the first lateral pressure increase correction amount if the CVT is in the in-gear state and the shift position is not consistent with the traveling direction of the vehicle.

Abstract: A control device for a vehicle having: an engine; and a variator arranged downstream of the engine in a power transmission path connecting the engine and drive wheels, wherein the control device for the vehicle has a controller that executes a low standby control which downshifts the variator by moving a belt of the variator in a vertical direction (radial direction) during stopping of the vehicle. After starting the low standby control, the controller releases an output limit of the engine based on an actual secondary pressure of the variator.

Abstract: A power unit includes a prime mover and a belt continuously variable transmission. The belt continuously variable transmission includes a drive pulley, a driven pulley, a belt wound around the drive pulley and the driven pulley, and a housing forming an accommodation space in which the belt is disposed. The belt continuously variable transmission changes a speed of rotation produced by drive power output from the prime mover. The power unit further includes a temperature sensor configured to detect a temperature of the belt or a temperature corresponding to the temperature of the belt.

Abstract: An all-terrain vehicle including a frame having longitudinally-spaced ends defining a first longitudinal axis, and an engine supported by the frame. The engine includes a crankshaft defining a second longitudinal axis substantially parallel to the first longitudinal axis.

Abstract: A multipurpose vehicle includes an engine, a travel transmission device, a continuously variable transmission device, and a spacer housing capable of becoming attached to and detached from the engine, the continuously variable transmission device, and the travel transmission device. The spacer housing contains an engine output shaft, a transmission device input shaft of the continuously variable transmission device, a first connecting portion connecting the engine output shaft with the transmission device input shaft in an interlocking manner, a transmission device output shaft of the continuously variable transmission device, a transmission input shaft of the travel transmission device, and a second connecting portion connecting the transmission device output shaft with the transmission input shaft in an interlocking manner.

Abstract: A oil supply unit includes an axial body including an axial through hole along an axis and disposed so as to be rotatable around the axis, a pipe member disposed along the axis inside the axial through hole, a support member supporting an axial end of the pipe member, and a partitioning member partitioning a circular space between the axial body and an the pipe member to an axial direction. A first through hole and a second through hole are respectively formed to penetrate the pipe member and the axial body so that an oil supplied to an inside of the pipe member flows to a radial outside of the axial body through the circular space, and the partitioning member includes a tapered portion extending toward a radial inside and the axial direction of the axial body from the inner circumferential surface of the axial body.

Abstract: A hydraulic control device that includes a primary pressure control valve that has a first valve element and that regulates the primary pressure by varying a position of the first valve element in accordance with operation of a first electromagnetic actuator; a secondary pressure control valve that has a second valve element and that regulates the secondary pressure by varying a position of the second valve element in accordance with operation of a second electromagnetic actuator; and a fail-safe valve that varies the position of the first valve element such that the primary pressure is reduced when the first electromagnetic actuator and the second electromagnetic actuator become inoperable.

Abstract: A belt-driven conical pulley transmission includes a first pulley sheave pair arranged on the first shaft, a second pulley sheave pair arranged on the second shaft, a belt means, a first slide rail, and a second slide rail. Each pulley sheave pair includes a first conical pully displaceable along a respective shaft axis and a second conical pulley fixed along the respective axis. The belt means is displaceable in a radial direction along respective contact faces of the pulley sheave pairs from an inner position to an outer position. The belt means includes a traction strand extending through an intermediate space between the first pulley sheave pair and the second pulley sheave pair, and a thrust strand extending through the intermediate space. The first slide rail is guides the traction strand and the second slide rail is designed different from the first slide rail and guides the thrust strand.

Abstract: A transmission controller of a toroidal continuously variable transmission includes a gain setting unit that adjusts a gain of closed-loop control for calculating a target value of a roller position in accordance with a change in a rotation speed of a disc in a first rotation speed range and a second rotation speed range higher than the first rotation speed range. The gain setting unit changes, in the first rotation speed range, the gain so that sensitivity of the closed-loop control decreases with an increase in the rotation speed, and changes, in the second rotation speed range, the gain so that a rate of decrease in the sensitivity of the closed-loop control with the increase in the rotation speed is smaller than that in the first rotation speed range.

Abstract: Systems and methods for regulating oil flow to an engine are described herein. An oil pressure target for the engine is determined based on one or more engine operating parameters. Oil flow to the engine is controlled based on the oil pressure target. Closed-loop feedback of oil pressure of the engine is obtained from at least one sensor during the controlling of the oil flow to the engine. A pressure difference between the oil pressure target and the closed-loop feedback of the oil pressure of the engine is determined. The oil flow to the engine is adjusted based on the pressure difference.

Abstract: The control mode is switched between a first control mode configured to control the speed change pump based on an actual speed ratio being an actual speed ratio of the variator, and a second control mode configured to control the speed change pump based on an actual working pressure being an actual working pressure of the variator. In the first control mode, the actual speed ratio is calculated based on a detected value of a vehicle speed; and the speed change pump is controlled to cause the actual speed ratio to approach the target speed ratio. In the second control mode, the actual working pressure is detected and the speed change pump is controlled to cause the actual working pressure to approach a target working pressure corresponding to the target speed ratio. In a situation or a condition where the detection accuracy of the vehicle speed by the vehicle speed sensor decreases, the control mode is switched from the first control mode to the second control mode.

Abstract: A traveling hydraulic stepless transmission (“HST”), ensures stopping of a vehicle on a slope under high load conditions, maintains stopping the vehicle on flat ground under low load conditions, and enables smooth starting from a stop. The HST includes a neutral check valve (“NCV”) and an internal damping system (“IDS”). The NCV includes a first orifice that opens a first oil passage to a transaxle case when a pressure in the first oil passage is equal to or less than a predetermined pressure, and that connects the second oil passage to the transaxle case when a pressure in a second oil passage is equal to or less than the predetermined pressure. The IDS includes second orifices that connect a high pressure side of the oil passages to the transaxle case when a discharge rate of the hydraulic pump is equal to or less than a predetermined discharge rate.

Abstract: A drivetrain control and a method for controlling a drivetrain where the actual engine torque of the prime mover is taken into account are described herein. Illustrative embodiments include control systems and methods where the ratio set point of the CVT and/or the rate of the CVT ratio change are modified according to the actual engine torque of the prime mover.

Abstract: A control device for a power transmission mechanism, includes: a continuously variable transmission including a primary pulley, a secondary pulley, an oil pump; and a hydraulic control device to control a primary thrust for moving a primary movable sheave of the primary pulley and a secondary thrust for moving a secondary movable sheave of the secondary pulley, so that in a case where a secondary target pressure for generating the secondary thrust is smaller than an oil pump discharge capacity when a maximum gear ratio is requested, a primary target pressure for generating the primary thrust is made smaller than that in a case where the secondary target pressure is larger than an oil pump discharge capacity.

Abstract: An object of the present invention is to provide a continuously variable transmission in which a magnitude relationship between a piston area of a primary pulley and a piston area of a secondary pulley is specified. As means for achieving the object, a continuously variable transmission includes: an electric oil pump disposed in an oil path between a piston oil chamber of a primary pulley and a piston oil chamber of a secondary pulley; and a controlling portion configured to control the entry and exit of oil in the piston oil chamber of the primary pulley by the electric oil pump. A piston area of the primary pulley in the continuously variable transmission is smaller than a piston area of the secondary pulley.

Abstract: A control apparatus for a vehicle including an engine, drive wheels, a drive-force transmitting apparatus, a hydraulic pressure sensor and a pump. The control apparatus makes a determination as to whether a failure occurs in the hydraulic pressure sensor, based on a detected value of a pulley hydraulic pressure by which a primary pulley or a secondary pulley of a continuously-variable transmission mechanism of the drive-force transmitting apparatus is to be operated. The control apparatus makes the determination until a given length of time elapses from a point of time at which the hydraulic pressure sensor becomes ready to detect the pulley hydraulic pressure after initiation of supply of an electric power to at least the hydraulic pressure sensor in an operation stopped state of the engine. The control apparatus does not make the determination after the given length of time elapses from the above-described point of time.

Abstract: A control apparatus for a drive-force transmitting apparatus that includes a transmission having primary and secondary pulleys. When a detection accuracy of rotational speed of the primary and secondary pulley is not assured, the control apparatus sets each of (i) a secondary-thrust calculation thrust ratio value used for calculation of a secondary thrust that is to be applied to the secondary pulley and (ii) a primary-thrust calculation thrust ratio value used for calculation of a primary thrust that is to be applied to the primary pulley, such that each of the secondary-thrust calculation thrust ratio value and the primary-thrust calculation thrust ratio value is dependent on a result of a determination as to whether an actual gear ratio of the transmission is the highest gear ratio and a result of a determination as to whether an input torque inputted to the transmission is lower than a given torque value.

Abstract: A diagnostic system of a vehicle for diagnosing a drive belt of a continuously variable transmission. A diagnostic circuit detects or predicts a fault of the drive belt based on an operating parameter received from a sensor associated with the vehicle during a predetermined diagnostic period.

Abstract: A method of operating a vehicle having an engine, a throttle valve and a throttle operator. A continuously variable transmission is operatively connected to the engine and has a driving pulley, a driven pulley, and a belt operatively connecting therebetween. At least one ground engaging member is operatively connected to the driven pulley and includes at least one of a wheel and a track. A piston is operatively connected to the driving pulley for applying a piston force to the driving pulley when actuated and thereby changing an effective diameter of the driving pulley. A control unit controls actuation of the piston and the piston force. The method includes determining an engine speed, and controlling the piston force based on the engine speed.

Abstract: A diagnostic system of a vehicle for diagnosing a drive belt of a continuously variable transmission. A diagnostic circuit detects or predicts a fault of the drive belt based on an operating parameter received from a sensor associated with the vehicle during a predetermined diagnostic period.

Abstract: A hydraulic control system for a continuously variable transmission (CVT) of a motor vehicle includes a source of pressurized hydraulic fluid that communicates with an electronic transmission range selection (ETRS) subsystem. The ETRS subsystem may include one or more mode valves, a park servo, and a park mechanism. A pressure regulator subsystem is configured to provide a pressurized hydraulic fluid. The ETRS subsystem is in downstream fluid communication with the pressure regulator subsystem and has first and second outputs. The ETRS subsystem has an electronically-activated mode control valve in communication with the mode valve. The mode control valve is operable to move the mode valve between a first position and a second position. The ETRS subsystem is configured to selectively communicate pressurized hydraulic fluid to the forward clutch for the CVT through the first output and to the reverse clutch through the second output.

Abstract: A hydraulic pressure control device for a continuously variable transmission of a vehicle which a continuously variable transmission mechanism; a stepwise variable transmission mechanism; a shift control means, the hydraulic pressure control device includes: the shift control means including a line pressure control section configured to increase the line pressure to be greater than the line pressure before a generation of an oil vibration when the oil vibration is generated in at least one of actual hydraulic pressures of the primary pressure and the secondary pressure, and the line pressure control section being configured to continue the increase of the line pressure until the shift of the stepwise variable transmission mechanism is finished when the stepwise variable transmission is shifted in a state where the line pressure is increased.

Abstract: In a hydraulic control device, when the rotational speed of an electric motor is an appropriate rotational speed, a first spool is in a first position, in which communication between a sixth port and a second port is blocked. When the rotational speed of the electric motor exceeds the appropriate rotational speed, the first spool is in a second position, in which the sixth port and the second port are placed in communication.

Abstract: A continuously-variable transmission (CVT) assembly is employed for transmitting a torque from an external power-source. The CVT includes a variable-diameter input pulley and a variable-diameter output pulley, each having a respective range of adjustment. The CVT also includes a continuous torque-transmitting element extending between the variable-diameter input pulley and the variable-diameter output pulley, and thereby operatively connecting the input pulley to the output pulley. The CVT additionally includes a first elastic element having a first zero stiffness over the range of adjustment of the variable-diameter input pulley and configured to apply a first constant spring clamping force via the input pulley to the continuous torque-transmitting element.

Abstract: A continuously variable transmission has a primary pulley hydraulic chamber, a secondary pulley hydraulic chamber, a first oil passage connected to the secondary pulley hydraulic chamber, a second oil passage connected to the primary pulley hydraulic chamber, the second oil passage branching from the first oil passage, an electric oil pump provided on the second oil passage so as to allow oil to flow into and flow out from the primary pulley hydraulic chamber, and an oil discharge mechanism configured to discharge oil outside the second oil passage, the oil being to be supplied to the primary pulley hydraulic chamber by the electric oil pump.

Abstract: A drive-train of a vehicle which at least includes a drive motor (1) and a transmission (2). The drive-train has at least one torque sensor (6, 6A) which is provided for the purpose of controlling a drive component of the drive-train. The torque sensor (6, 6A) is integrated in a transmission component in order to determine, at the time, the torque applied to the transmission component.

Abstract: A device for controlling a gear ratio of a hydrostatic mechanical power-split transmission comprises an input switch (1) which, when rotated, produces a particular transmission characteristic and, at the same time, limits the maximum pressure. The selected position of the input switch (1) selects a particular maximum pressure curve from a large number of stored maximum pressure curves.

Abstract: A continuously variable transmission (CVT comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley.

Abstract: The invention relates to an online wheel run-out detecting device. The online wheel run-out detecting device includes a frame, a chassis, a lifting cylinder, supports, bearing bases, linear bearings, mounting plates, guide shafts, a lifting shaft, a servo motor, a synchronous pulley, a connecting plate, a synchronous belt, a synchronous pulley, a base, a connecting shaft, a servo motor, a shaft sleeve, a lower end cap, a connecting shaft, a shaft sleeve, and an oil cylinder. The online wheel run-out detecting device can meet requirements of online wheel run-out detection, meanwhile it has the characteristics of simple structure, convenience in manufacturing, stable performance and capability of meeting machining requirements on precision, and can meet requirements of automatic production.

Abstract: A torque detector includes a torque cam, a pulse gear, a rotation pulse detection member, and a torque acquisition member. The torque cam is disposed on a rotating shaft and capable of moving in an axial direction of the rotating shaft according to torque input to the rotating shaft. The pulse gear includes a tooth formed on an outer circumferential surface of the torque cam. The rotation pulse detection member disposed so as to oppose the pulse gear is configured to detect the tooth of the pulse gear in rotation and to output a pulse train. The torque acquisition member is configured to acquire the torque from the pulse train. The tooth extends in the axial direction and a tooth thickness becomes continuously larger or smaller from a first side to a second side in the axial direction.

Abstract: A method and apparatus for controlling a continuously variable transmission (CVT) of a powertrain system includes determining a target clamping pressure and an actual clamping pressure, and determining a proportional correction term and an integral correction term based upon the target clamping pressure and the actual clamping pressure. An adapt correction term is determined based upon the target clamping pressure and a temperature of the CVT. A commanded clamping pressure for controlling the CVT is determined based upon the proportional correction term, the integral correction term and the adapt correction term. A pressure command is employed to drive an actuator of a moveable sheave of a pulley of a variator of the CVT based upon the commanded clamping pressure.

Abstract: A continuously variable transmission clutch sheave cover is a one-piece plastic member having a plurality of snap-fit fasteners located between an outer perimeter and a central opening. The snap-fit fasteners releasably engage features positioned on the face of an outer sheave of a driven clutch assembly.

Abstract: A continuously variable transmission, a control system, and a method is provided for synchronizing a clutch application state change and a continuous upshift in a motor vehicle propulsion system having a continuously variable transmission (CVT). The control system and method are configured to determine whether a continuous upshift of the CVT is impending. The continuous upshift is defined as a pulley ratio change exceeding a predetermined threshold for a predetermined pulley ratio change period. If a continuous upshift is impending, the control system and method are configured to alter a clutch engagement state after a predetermined delay period to synchronize the change in clutch engagement state with an engine speed change.

Abstract: An auxiliary machine-driving device has a first idler roller having an outer peripheral surface biased into contact with the outer peripheral surfaces of a motor/generator roller and an engine roller, a second idler roller having an outer peripheral surface biased into contact with the outer peripheral surfaces of the engine roller and a rotating roller, and a third idler roller having an outer peripheral surface biased into contact with the outer peripheral surfaces of the rotating roller and the motor/generator roller. When the engine starts, the engine is started by transmitting the driving force of the motor/generator to the engine via the motor/generator roller, the first idler roller and the engine roller. After the engine starts, power is generated from the driving force of the engine being transmitted to the motor/generator via the engine roller, the second idler roller, the rotating roller, the third idler roller and the motor/generator roller.

Abstract: A CVTECU includes a secondary-pressure control section and a line-pressure control section that performs a same-pressure control to equalize a line pressure and a secondary pressure with each other if a predetermined start condition is satisfied. The line-pressure control section realizes a same-pressure state between the line pressure and the secondary pressure by lowering the line pressure below a target secondary pressure, and then controls the line pressure such that an actual secondary pressure is brought to the target secondary pressure by hydraulic feedback control while maintaining the same-pressure state. The secondary-pressure control section includes a restriction section that restricts an accumulation of integral term of an integral action for a duration between a time point at which the actual secondary pressure starts to be pushed down and a time point at which the same-pressure state between the line pressure and the secondary pressure is realized.

Abstract: In a hybrid vehicle including an engine, a motor driven by a battery output, and a continuously variable transmission, when acceleration is requested, an ECU executes feeling-of-acceleration producing control for gradually increasing an engine rotation speed from an initial value NEini lower than an optimum rotation speed. With the battery output, the ECU makes up for a shortfall of engine output caused by the feeling-of-acceleration producing control. When starting the feeling-of-acceleration producing control, the ECU calculates a basic initial value NEini_base lower than the optimum rotation speed, and calculates, based on an atmospheric pressure, a lower limit value NEmin that allows the battery output to be maintained to be equal to or lower than prescribed electric power. The ECU selects a larger one of basic initial value NEini_base and lower limit value NEmin as initial value NEini.

Abstract: A transmission damper includes a first cover plate, a flange, a spring, and a shaft. The first cover plate includes a first spring window and is arranged for fixing to a sheave for a continuously variable transmission. The flange is rotatable relative to the first cover plate and includes a second spring window. The spring is disposed in the first and second spring windows. The shaft is fixed to an inner portion of the flange and arranged for connecting to an engine crankshaft. In an example embodiment, the shaft is fixed to the flange by welding. In an example embodiment, the sheave is rotatable relative to the shaft. In an example embodiment, the shaft includes an internal taper for connecting to the engine crankshaft. In an example embodiment, the flange includes a radially extending tab arranged for contacting a portion of the cover plate after a predetermined rotation.

Abstract: A powertrain system including an internal combustion engine rotatably coupled to a variator of a continuously variable transmission (CVT) is described. A method for controlling the CVT includes determining an actual speed ratio, a desired speed ratio and a commanded speed ratio. A total speed ratio change rate is determined based upon the actual speed ratio, the desired speed ratio and the commanded speed ratio, and a commanded speed ratio trajectory is determined based upon the desired speed ratio and the commanded speed ratio. A ratio change coefficient and a force ratio factor are determined based upon the commanded speed ratio trajectory, and a shift force is determined based upon the total speed ratio change rate and the ratio change coefficient. A primary pulley force and a secondary pulley force for the CVT are controlled based upon the shift force and the force ratio factor.

Abstract: A hydraulic pressure supply apparatus for automatic transmission having a first and a second regulator valves 50, 52 that are installed in a first and a second oil passages 46, 48 that connect a hydraulic pump 44 for pumping and discharging hydraulic oil from a reservoir 42 and a plurality of hydraulic actuators and depressurize the hydraulic oil discharged from the pump to pressure required by the hydraulic actuators, a third and a fourth oil passages 56, 58 that convey discharged hydraulic oil to lubrication system 54 and an ejector 60 having a nozzle 60a connected to one of the third and fourth oil passages and an intake 60b connected to the reservoir 42 such that hydraulic oil merged at a diffuser 60c is conveyed to the lubrication system 54 through a fifth oil passage 62, hydraulic energy generated by the hydraulic pump can be effectively utilized in an automatic transmission having the hydraulic actuators and lubrication system.

Abstract: A hydraulic control system for a transmission is provided. The hydraulic control system provides a latching system to retain CVT clutch pressure and/or pulley pressure for one or more CVT torque transmitting mechanisms and/or CVT pulleys in a CVT transmission. Components of the hydraulic control system of the present disclosure may include blow off valves, such as ball check-valves, on the exhaust of the pulley control valves and the exhaust of the CVT clutch control valve(s), and a one-way valve, such as a supply ball check-valve, disposed adjacent to each of the fluid supply inlets of the pulley control valves and the fluid supply inlet of the CVT clutch control valve(s).

Abstract: A continuously variable transmission control system for a vehicle has a continuously variable transmission device having a belt which is bridged over a driving pulley on a motive power source side and a driven pulley on a wheel side, and an electricity-driven actuator that moves a moveable sheave of at least one of the driving pulley and the driven pulley in the axial direction, to change a width between the moveable sheave and a fixed sheave, a control device that controls driving of the electricity-driven actuator, and an acceleration operation detection unit that detects an operation state of an acceleration operation unit. The control device moves the moveable sheave in the axial direction using the electricity-driven actuator so that a reduction ratio of the continuously variable transmission device is reduced as an amount of operation of the acceleration operation unit is increased at least in a predetermined operation amount range.

Abstract: There are provided a continuously variable transmission (CVT) in which a belt (7) is wound around a primary pulley (5) and a secondary pulley (6) to transmit power; a primary pulley rotational speed sensor (13) for detecting a rotational speed of the primary pulley (5); a vehicle stopped state determination means for determining whether a vehicle is in a stopped state; a belt slippage detection means for detecting belt slippage on the basis of a signal of the primary pulley rotational speed sensor (13); and a prohibition means for prohibiting detection of the belt slippage by the belt slippage detection means when a parking range or a neutral range is selected by a shift lever operation by a driver. In the vehicle stopped state during selection of the parking range or the neutral range, the rotational speed of the primary pulley (5) is not basically output, and the belt slippage does not occur.

Abstract: A hydraulically actuated continuously variable transmission (1) with two pulleys (5, 6), a drive belt (4) in frictional contact with these pulleys (5, 6) and a control device that includes at least two pressure chambers (8, 9) that are both associated with one pulley (6) and that are arranged such that a clamping force (Fs) that is exerted on the drive belt (4) by that one pulley (6) during operation of the transmission 1 is determined by the difference between the two pressures (Pline, Pcomp) that are respectively exerted therein and that are respectively actively controlled by a respective pressure control valve (13; 40) of the control device.

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: Provided is a V-belt type continuously variable transmission constructed such as to accommodate in a transmission case a transmission mechanism including: a drive shaft connected to an engine flywheel and provided with a drive pulley; a driven shaft provided with a driven pulley; and a V-belt wound around between the drive pulley and the driven pulley, the V-belt type continuously variable transmission comprising: an air intake chamber for introducing cooling air to surroundings of the drive shaft; and a flywheel cover for covering at least a periphery of the flywheel located in the air intake chamber.

Abstract: A belt-drive continuously variable transmission including a lock mechanism for locking a primary moveable sheave of a primary pulley in a highest transmission ratio position. The lock mechanism includes a fixed side axial groove extending on an outer circumferential surface of a primary fixed sheave shaft, a moveable side axial groove extending on an inner circumferential surface of a primary moveable sheave sleeve, an intervening member disposed between the axial grooves, an axial tapered groove formed as a part of at least one of the axial grooves which is disposed corresponding to a highest transmission ratio, and an intervening member displacement limiting member arranged to limit an amount of displacement of the intervening member relative to the primary fixed sheave shaft along the fixed side axial groove or the moveable side axial groove.

Abstract: A coast stop vehicle for stopping a drive source during vehicle running includes a power transmission means arranged between the drive source and drive wheels, a coast stop control means for executing a coast stop control to stop the drive source when a coast stop condition for stopping the drive source holds during the vehicle running, an electrical oil pump for supplying oil to the power transmission means during the coast stop control, a slip detection means for detecting a slip in the power transmission means during the coast stop control, and an electrical oil pump control means for causing the electrical oil pump to discharge a second discharge pressure higher than a first discharge pressure set before the slip in the power transmission means occurs when the slip occurs in the power transmission means during the coast stop control.

Abstract: A belt-driven continuously variable transmission having a downsized torque cam assembly for creating forward thrust to push a movable sheave toward a fixed sheave. The belt-driven continuously variable transmission is adapted to output a torque while changing a speed ratio continuously by altering an effective diameter position of a driving belt.