Abstract: A vehicle includes an engine, a continuously variable transmission including an endless belt to output a power from the engine, and a transmission to which the power from the continuously variable transmission is transmitted. If the vehicle travel speed is not smaller than a first threshold value and an accelerator opening degree is not smaller than a second threshold value, a controller determines that the continuously variable transmission is being used in a belt high-load situation. If a travel distance in the belt high-load situation is not smaller than a third threshold value, the controller determines that the endless belt is deteriorated or deterioration thereof is in an advanced stage, and a deterioration message about the endless belt is displayed on a display based on an instruction from the controller. A situation in which a speed changing ratio of the continuously variable transmission is not greater than a fourth threshold value may be determined as the belt high-load situation.

Abstract: A fluid system for a continuously variable transmission includes a first pump, a first actuation unit, a first line section, a second actuation unit, and a second line section. The first pump has a first sub-pump and a second sub-pump. The first actuation unit is assigned to a first disc set of the continuously variable transmission and the second actuation unit is assigned to a second disc set of the continuously variable transmission. The first line section fluidically connects the first pump to the first actuation unit and the second line section fluidically connects the first pump to the second actuation unit. The second sub-pump has a first connection that can be selectively fluidically connected to the first actuation unit via the first line section, or the second sub-pump has a second connection that can be selectively fluidically connected to the second actuation unit via the second line section.

Abstract: A continuously variable transmission has a variator (4) structured to be able to continuously vary a transmission ratio and a control unit (100). The control unit (100) continuously varies a transmission ratio of the variator (4) in a continuously variable shift mode. In a manual mode in which a manual mode switch (36c) is ON, the transmission ratio is maintained. When a shift switch (36a, 36b) is operated by a driver during the manual mode, the control unit (100) performs shift of the variator (4) so as to change an input rotation speed of the variator (4) by a predetermined rotation speed (?N1) regardless of a vehicle speed.

Abstract: A continuously variable transmission is mounted in a vehicle, and includes a primary pulley, a secondary pulley, and a belt, wherein the belt is wound around the primary pulley and the secondary pulley. A control device performs a low speed position return control by a feedback control employing a control input integral component. The low speed position return control is to control a transmission ratio to a final target transmission ratio for lower speed position while the vehicle is decelerating. The control device performs a limiting control in response to a condition that the transmission ratio has reached the final target transmission ratio during the low speed position return control. The limiting control is to limit the control input integral component based on thrust balance between the primary pulley and the secondary pulley so as to maintain the transmission ratio at the final target transmission ratio.

Abstract: A control apparatus for a drive-force transmitting apparatus that includes a transmission having primary and secondary pulleys. The control apparatus calculates a target thrust applied to the secondary pulley such that the target thrust is larger during a vehicle driven state than during a vehicle driving state. The control apparatus sets a first determination threshold of a drive-force related value used to determine whether it is the vehicle driving state or vehicle driven state and a second determination threshold of the drive-force related value used to switch from determination of the driven state to determination of the driving state, such that a difference of the first and second determination thresholds is larger and a range of the drive-force related value in which the driven state is determined is wider, when an automatic running-speed control is executed, than when the automatic running-speed control is not executed.

Abstract: In a transmission control device for controlling a transmission, a controller determines failure of a SOL corresponding to a hydraulic secondary-pressure actuator. The controller variably controls line command pressure, and in a case where the failure is determined, fixes the line command pressure to a line pressure set value. The controller variably controls primary command pressure, and in a case where the failure is determined, continuously changes a speed ratio of a variator by variably controlling the primary command pressure. The controller variably controls secondary command pressure, and in a case where the failure is determined, fixes the secondary command pressure to a secondary pressure set value.

Abstract: In a transmission control device for controlling a transmission, a controller determines failure of a SOL corresponding to a hydraulic primary-pressure actuator. The controller variably controls line command pressure, and in a case where the failure is determined, continuously changes a speed ratio of a variator by variably controlling the line command pressure. The controller variably controls primary command pressure, and in a case where the failure is determined, fixes the primary command pressure to a primary pressure set value. The controller variably controls secondary command pressure, and in a case where the failure is determined, fixes the secondary command pressure to a secondary pressure set value.

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 slip control method and arrangement for a driveline including a continuously variable transmission is described herein. The driveline includes a hydraulic slip arrangement that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the hydraulic slip arrangement prevents the prime mover from stalling.

Abstract: Control device for continuously variable transmission (4) with auxiliary transmission having variator (20); hydraulic pressure control circuit (11) having primary pressure solenoid (11b); and transmission ratio controller (12) controlling the transmission ratio of variator (20) by feedback control. The transmission ratio controller (12) has a high limiter control unit (FIG. 5) that, when receiving a high transmission ratio limiting request, performs a high limiter control that limits the transmission ratio to a High limit line. The transmission ratio controller (12) also has a primary pressure lower limit regulation control unit (FIG. 4) that, when operation of the high limiter control is started during a time period when the transmission ratio is present at a High transmission ratio side with respect to the high limit transmission ratio, regulates a decrease of a primary command pressure to the primary pressure solenoid up to a High limiter-operated final target primary lower limit pressure.

Abstract: A method for a driver assistance system of a vehicle. The vehicle includes a steering wheel which can be moved manually between a first position and a second position. The steering wheel lies at a farther distance from a user sitting in a driver's seat of the vehicle in the second position than in the first position. In the method, a position of the steering wheel is detected and the driver assistance system is set based on the position of the steering wheel. Also disclosed is a method for a driver assistance system in which two operating elements have to be actuated simultaneously to set the driver assistance system. Also disclosed is a combination of the methods and the associated systems.

Abstract: A control device for a continuously variable transmission performs kick-down control for executing downshift if kick-down conditions are satisfied. The device includes an upshift determining unit, an upshift controller, a second-time kick-down determining unit, a second-time kick-down controller, and a second-time kick-down upshift conditions setting unit. The upshift determining unit determines whether upshift conditions are satisfied during kick-down control. The upshift controller sets an upshift amount and executes upshift if the upshift conditions are satisfied. The second-time kick-down determining unit determines whether second-time kick-down conditions are satisfied during kick-down control. The second-time kick-down controller sets a second-time kick-down downshift amount and executes downshift if the second-time kick-down conditions are satisfied.

Abstract: A transmission controller executes synchronization shift of shifting a variator in a direction opposite to a speed ratio change direction of a sub transmission mechanism when shifting a sub transmission mechanism. When a gear position of the sub transmission mechanism is at the second gear position and an output increase request of a power source is made, the transmission controller prohibits the synchronization shift and shifts only the sub transmission mechanism from a second gear position to a first gear position.

Abstract: A control method for a belt-type continuously variable transmission is provided for performing a belt slip control. The method includes oscillating hydraulic pressure and monitoring a phase difference calculated based on a multiplication value of an oscillation component in an actual hydraulic pressure and an oscillation component in an actual variable speed ratio to estimate a belt slip condition. The method further includes controlling hydraulic pressure to maintain a predetermined belt slip condition by reducing the hydraulic pressure to be lower than a hydraulic pressure in a normal control time based on an estimation, and limiting an input torque-change rate in which an input torque to the belt-type continuously variable transmission changes in an increasing direction until the hydraulic pressure rises to a hydraulic pressure in which the input torque is not excessive relative to a belt clamp force.

Abstract: An engine includes a throttle, a drive shaft, a driven shaft, a continuously variable transmission coupling the drive and driven shafts and providing a mechanical advantage therebetween, and a governor that operates the throttle as a function of rotational speed of the driven shaft. The transmission includes a first wheel coupled to the drive shaft, a second wheel coupled to the driven shaft, and a belt coupling the first and second wheels, wherein a working diameter of the second wheel changes as a function of torque acting on the driven shaft, thereby automatically changing the mechanical advantage in response to torque experienced by the driven shaft, and wherein a working diameter of the first wheel changes a function of tension in the belt.

Abstract: A shift control device is mounted on a vehicle and provided with a shift control unit to control a speed ratio of a continuously variable transmission which continuously shifts and allows output of a rotational speed of a driving power source, wherein the shift control unit executes, based on a driving state of the vehicle, a first shift control for suppressing a change of the speed ratio and a second shift control for upshifting the speed ratio to a predetermined speed ratio, and suppresses a change of the speed ratio in the first shift control, followed by shifting the speed ratio to become lower before execution of the second shift control.

Abstract: A belt drive arrangement for an auxiliary unit of a motor vehicle includes, but is not limited to a belt pulley for receiving a drive belt, a shaft of the auxiliary unit that can be driven with the torque of the belt pulley, and a clutch device for the releasable torque transmission between the belt pulley and the shaft of the auxiliary unit. The clutch device includes, but is not limited to an electromagnet and a spring element. The spring element is preloaded in such a manner that the clutch in a currentless state of the electromagnet is closed.

Abstract: There is disclosed a continuously variable ratio transmission assembly (“variator”) comprising a roller which transmits drive between a pair of races, the roller being movable in accordance with changes in variator ratio, a hydraulic actuator which applies a biasing force to the roller, at least one valve connected to the actuator through a hydraulic line to control pressure applied to the actuator and so to control the biasing force, and an electronic control which determines the required biasing force and sets the valve accordingly, wherein the valve setting is additionally dependent upon a rate of flow in the hydraulic line.

Abstract: A vehicle transmission includes a plurality of oncoming clutches that are hydraulically-actuated. A controller is operatively connected to the plurality of oncoming clutches. An algorithm stored on and executable by the controller causes the controller to determine if at least one predefined coast condition is met and identify the plurality of oncoming clutches configured to be engageable during a downshift event from an initial gear ratio to respective other gear ratios. The initial gear ratio is greater than each of the respective other gear ratios. The algorithm causes the controller to generate a first pressure command to at least partially pressurize a first one of the oncoming clutches to a first staging pressure (PS1) if the at least one predefined coast condition is met prior to the downshift event. The first staging pressure (PS1) is defined as a first return spring pressure (PR1) minus a first variable correction factor (CF1).

Abstract: An oil pressure control system of an automatic transmission for a vehicle includes a lock-up clutch, a TC regulator valve, an LC control valve, an LC shift valve, an oil cooler, a control area determination device, a torque transmission capacity calculator, a high load state determination device, and an oil pressure controller. The oil pressure controller is configured to control a TC regulator pressure outputted by a TC regulator valve, so that a torque transmission capacity of a lock-up clutch is greater than a reference torque transmission capacity calculated by the torque transmission capacity calculator, if a control area determined by the control area determination device is a complete engagement area and the high load state determination device determines that an operational state is in a high load state.

Abstract: A tensioning device is provided for a ribbed V-belt of a motor vehicle with at least one tensioning pulley that is directly and functionally connected to the ribbed V-belt and with a controller designed for varying the position and/or configuration of the tensioning pulley in dependence on the instantaneous operating state of at least one belt pulley on a driven side and/or a driving side that is connected to the ribbed V-belt in order to operationally adapt the tension of the ribbed V-belt.

Abstract: Outdoor power equipment includes an engine having a throttle and a drive shaft, a driven shaft, a tool coupled to the driven shaft. The engine further includes a transmission coupling the drive and driven shafts and providing a mechanical advantage therebetween. The transmission automatically changes the mechanical advantage in response to torque experienced by the driven shaft.

Abstract: Disclosed here are inventive systems and methods for a powertrain of an electric vehicle (EV). In some embodiments, said powertrain includes a continuously variable transmission (CVT) coupled to an electric drive motor, wherein a control system is configured to control the CVT and/or the drive motor to optimize various efficiencies associated with the EV and/or its subsystems. In one specific embodiment, the control system is configured to operate the EV in an economy mode. Operating in said mode, the control system simultaneously manages the CVT and the drive motor to optimize the range of the EV. The control system can be configured to manage the current provided to the drive motor, as well as adjust a transmission speed ratio of the CVT. Other modes of operation are also disclosed. The control system can be configured to manage the power to the drive motor and adjust the transmission speed ratio of the CVT taking into account battery voltage, throttle position, and transmission speed ratio, for example.

Abstract: An engine includes a throttle, a drive shaft, a driven shaft, a continuously variable transmission coupling the drive and driven shafts and providing a mechanical advantage therebetween, and a governor that operates the throttle as a function of rotational speed of the driven shaft. The transmission includes a first wheel coupled to the drive shaft, a second wheel coupled to the driven shaft, and a belt coupling the first and second wheels, wherein a working diameter of the second wheel changes as a function of torque acting on the driven shaft, thereby automatically changing the mechanical advantage in response to torque experienced by the driven shaft, and wherein a working diameter of the first wheel changes a function of tension in the belt.

Abstract: A hydraulic control system for an automatic transmission. The hydraulic control system is applied to an automatic transmission adapted to vary a torque capacity of a transmission member by an actuator. The hydraulic control system includes: a discharging device configured to discharge compressible gas entrained in the hydraulic fluid in the actuator; an interrupting device that interrupts power transmission; and a controller configured to determine an entrainment of the compressible gas in the hydraulic fluid, disconnect the power transmission via the interrupting device in a case that an entrained compressible gas is determined, and cause the entrained compressible gas to be removed from the hydraulic fluid by rotating the actuator while interrupting the power transmission.

Abstract: A control apparatus for a continuously variable transmission is capable of continuously changing an output of an internal combustion engine mounted on a vehicle and allowing a transmission mode to be switchable between a continuous transmission mode in which a transmission ratio is set continuously and a stepped transmission mode in which the transmission ratio is set stepwise. A transmission mode selector is configured to change the transmission mode in such a manner that in a case where the stepped transmission mode is selected, when a engine rotation speed reaches a first predetermined rotation speed, then falls below a second predetermined rotation speed which is lower than the first predetermined rotation speed, and further falls below a third predetermined rotation speed, the transmission mode is switched from the stepped transmission mode to the continuous transmission mode.

Abstract: The present invention relates to control system for a vehicle. The control system includes a manually operable control lever, such as a joystick, an actuator, a sensor and a control unit. The control lever sets a state variable of the vehicle. The actuator applies a force to the control lever. The sensor senses a vehicle parameter and transmits a parameter signal to the control unit. The control unit determines a current operating state of the vehicle. The control unit, depending on the present operating state of the vehicle, controls the actuator and causes it to apply a changed, predetermined force to the control lever, in order to make the operator aware of an unsafe operating state.

Abstract: A vehicle and a method for controlling the vehicle are capable of preventing slip of a belt of a continuously variable transmission at an appropriate timing. A control unit included in the vehicle includes a state information obtaining unit that obtains information indicating a state of a torque damping mechanism provided on a torque transmission path between a second pulley of a continuously variable transmission and a drive wheel, and a clamping force changing processing unit that changes the clamping forces of the first pulley of the continuously variable transmission and the second pulley, based on the state of the torque damping mechanism.

Abstract: The present invention is related to a retarding device for a hand held cutting machine having a housing (1) and a drive engine, which drives a transmission including a number of transmission members (3?, 2) and driving a rotational or semi rotational cutting tool. The retarding device includes brake means (12, 17) arranged to be in close relation with the transmission and for actuating a retarding force on a transmission member (2), the brake means being arranged to automatically put a retarding force on said transmission member when the speed of rotation or the torque of rotation of said transmission member falls below a predetermined value.

Abstract: A gear ratio control unit is provided to set a target gear ratio on the basis of an operating condition of the vehicle. The gear ratio control unit controls a drive amount of a step motor such that an actual gear ratio converges with the target gear ratio, and when a deceleration of the vehicle exceeds a predetermined threshold, controls the gear ratio by controlling the drive amount of the step motor such that a predetermined gear ratio is maintained. The gear ratio control unit determines the predetermined threshold on the basis of the actual gear ratio upon detection of an operation of a brake.

Abstract: A continuously variable transmission (CVT) is provided for use on a recreational or utility vehicle. The CVT is electronically controlled by at least one control unit of the vehicle. The CVT includes a primary clutch having a first sheave and a second sheave moveable relative to the first sheave. An actuator controls movement of the second sheave.

Abstract: A method of managing a transmission ratio with an assisted CVT with a governed engine to emulate a hydrostatic transmission and prevent a drivebelt abuse is provided, the method comprising: providing a reference power source rotational speed, using the assisted CVT to transmit rotatable motion between a power source and a drive mechanism, managing a torque of the power source to maintain a substantially even rotational speed upon a power source load variation and modulating a transmission ratio of the assisted CVT to change the rotational speed of the drive mechanism. A system and a vehicle having such a drivebelt abuse preventing mechanism is also provided.

Abstract: A shift control apparatus for a continuously variable transmission includes: a target transmission gear ratio setting section configured to set a target transmission gear ratio with reference to a map based on an accelerator opening degree and a vehicle speed; a shift control section configured to control a shift of the continuously variable transmission based on the target transmission gear ratio; and a downshift restricting section configured to judge whether or not a restriction of the downshift is needed based on at least one of a variation amount of the accelerator opening degree and an accelerator depression speed, and to perform the restriction of the downshift when the downshift restricting section judges that the restriction of the downshift is needed, irrespective of a variation of the accelerator opening degree inputted to the target transmission gear ratio setting section.

Abstract: A control device for a vehicle continuously variable transmission comprises a shift control means for controlling either of or both the speed ratio at the continuously variable transmission mechanism and the gear position at the subtransmission mechanism so as to adjust an overall speed ratio to a final speed ratio and a torque capacity control means for controlling the torque capacity at a disengagement-side frictional engagement element in the subtransmission mechanism so as to sustain a torque capacity value substantially equal to zero in an inertia phase occurring during a process of adjusting the gear position at the subtransmission mechanism from the first gear position to the second gear position when a negative torque is input to the vehicle continuously variable transmission.

Abstract: A drive force control system includes a shifting demand judging means that judges whether or not a torque capacity of the clutch is relatively high, and a condition for changing the speed change ratio of the continuously variable transmission stepwise is satisfied; and a first shifting means that reduces the torque capacity of the clutch before changing the speed change ratio of the continuously variable transmission, to synchronize a rotational speed of the internal combustion engine with an input speed of the continuously variable transmission to be attained after changing the speed change ratio thereof while changing the speed change ratio of the continuously variable transmission, and to increase the torque capacity of the clutch after changing the speed change ratio of the continuously variable transmission, when changing the speed change ratio of the continuously variable transmission stepwise.

Abstract: In an automatic transmission with a speed changer having a plurality of engagement elements and configured to shift the speed changer into a selected one of a plurality of shift stages by switching engaged and disengaged states of the engagement elements, a first rotation sensor is provided for detecting input rotation of the speed changer and a second rotation sensor for detecting output rotation of the speed changer. Also provided is a transmission controller configured to determine whether a change in input torque inputted into the speed changer occurs. The transmission controller is further configured to determine that interlock has occurred in the speed changer, when there is no pulse signal output from the second rotation sensor though, during a vehicle stopped state, the input-torque change has occurred and the pulse signal from the first rotation sensor has been outputted.

Abstract: A generator system includes a prime mover having a drive shaft and a throttle, a driven member having a rotor disposed on a rotor shaft, and a continuously variable transmission pulley system. The transmission pulley system includes a drive pulley coupled to the drive shaft and having a variable drive pulley effective diameter. A driven pulley coupled to the rotor shaft has a variable driven pulley effective diameter responsive to varying torque on the rotor shaft. A belt configured to engage the drive pulley and the driven pulley has a belt tension, wherein the drive pulley effective diameter varies in response to the belt tension.

Abstract: A transmission 20 includes an input shaft 12, an output shaft 13, a primary sheave 23 that rotates together with the input shaft 12, a secondary sheave 24 that rotates together with the output shaft 13, and a belt 25 wound around both the primary sheave 23 and the secondary sheave 24. The transmission 20 includes a motor 22 that shifts a transmission ratio by driving a movable sheave 23a of the primary sheave 23. A control device (ECU 5) of the transmission 20 includes a secondary sheave rotation speed sensor 28 that detects rotation of the belt 25, and a control portion 55 of the ECU 5 performs a sheave position control (normal control of the transmission ratio) after rotation of the belt 25 is detected after starting.

Abstract: In torque down control apparatus and method for an automotive vehicle, an upper limit value of a drive force of a prime mover is reduced to a predetermined value when a predetermined condition is established, the upper limit value of the drive force is increased at a predetermined speed to recover the upper limit value of the drive force from the predetermined value, the recovery is limited when an accelerator opening angle is smaller than a predetermined opening angle than a case where the accelerator opening angle is equal to or larger than the predetermined opening angle during the recovery of the upper limit value of the drive force, and the limitation is relieved when a vehicle speed is equal to or higher than a predetermined vehicle speed than a case where the vehicle speed is lower than the predetermined vehicle speed.

Abstract: A straddle-type vehicle that prevents belt fluttering motion when the vehicle starts. A throttle opening degree sensor that detects an opening degree of a throttle is connected to and outputs to a controller a signal produced when the throttle opening degree switches from a closed state to an open state. When the vehicle starts from a standing state, the controller controls an actuator, according to the signal produced when the throttle opening degree switches from the closed state to the open state, to move a movable flange from a normal position in the standing state in a direction to narrow the groove width of a primary sheave.

Abstract: A speed change control system for industrial vehicle, includes: a speed ratio detecting unit that detects a speed ratio of speeds of an input shaft and of an output shaft of a torque converter; speed changer for operating based on the torque converter speed ratio that shifts up or down a speed stage of a transmission in response to the detected speed ratio; a braking detection unit that detects an operation of a braking device for traveling; and a downshift limit unit that permits a downshift to a 1st speed by the speed changer when a non-operation of the braking device is detected by the braking detection unit and limits a lowest speed stage upon downshift by the speed changer to a 2nd speed when an operation of the braking device is detected.

Abstract: A belt type continuously variable transmission includes a continuously variable shift mechanism having a primary pulley, a secondary pulley and a belt wound around the respective pulleys, a pulley thrust calculation unit that calculates a pulley thrust, which is used to bias the respective pulleys in a direction for reducing the pulley width, so as to include a predetermined margin, a hydraulic control unit that controls an oil pressure supplied to each of the pulleys on the basis of the calculated pulley thrust, and an upshift determination unit that determines whether or not an upshift, during which the speed ratio is reduced, is underway. The pulley thrust calculation unit sets the predetermined margin to be smaller when an upshift is determined to be underway than when an upshift is determined not to be underway.

Abstract: A continuously variable transmission of an engine unit. A driving side pulley is mounted on a crankshaft. A driven side pulley is mounted on a driven shaft. A belt is looped around the driving and driven side pulleys. The continuously variable transmission is housed in a transmission case. The transmission case includes a drive shaft supporting portion supporting an end portion of the crankshaft, a driven shaft supporting portion supporting an end portion of the driven shaft 27, and a support column portion bridged between the drive shaft supporting portion and the driven shaft supporting portion. The engine unit thereby has a simple structure and increaes the strength of supporting a crankshaft and a driven shaft.

Abstract: A hydraulic supply system for a hydraulically-operated automatic transmission includes a primary pump that is driven by an internal combustion engine of a vehicle. An electrically-driven auxiliary pump is provided to supply the system with hydraulic pressure when the primary pump is off or to supplement the primary pump when the primary pump does not deliver sufficient pressure. A discharge line from the auxiliary pump is connected to a control line of the hydraulic supply system and to the hydraulic system supply line under system pressure. Check valves are provided in the respective lines from the auxiliary pump. An additional check valve is provided in a line that extends from the control line to a torque sensing chamber of the automatic transmission.

Abstract: A system and method of dithering speed and/or torque for shifting a transmission of a vehicle having an engine, a reversible, variable displacement hydraulic motor/pump which can be driven by the engine, a hydraulic accumulator supplied by said motor/pump, and at least one reversible hydraulic driving motor for propelling the vehicle supplied with fluid by the hydraulic accumulator and/or by said motor/pump operating as a pump. A transmission unit connects the engine with the variable displacement hydraulic motor/pump during a first mode of operation (city mode) and connects the engine to a vehicle drive wheel during a second mode of operation. The system utilizes stored hydraulic energy to dither the output of the driving motor in order to achieve quick and smooth shifts between city and highway mode, or between various ranges within the city mode.

Abstract: A vehicle and a method for controlling the vehicle are capable of preventing slip of a belt of a continuously variable transmission at an appropriate timing. A control unit included in the vehicle includes a state information obtaining unit that obtains information indicating a state of a torque damping mechanism provided on a torque transmission path between a second pulley of a continuously variable transmission and a drive wheel, and a clamping force changing processing unit that changes the clamping forces of the first pulley of the continuously variable transmission and the second pulley, based on the state of the torque damping mechanism.

Abstract: A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve (17) that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve (19) that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley (21) at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (21); and a first regulator valve (12) and a second regulator valve (13) that regulate the line pressure (Pl). An output pressure (Psf) of the fail-safe valve (19) is supplied to the first and second regulator valves (12 and 13) in a feedback manner as a drive pulley (21) side hydraulic pressure to thereby regulate the line pressure (Pl).

Abstract: A generator system for a portable, residential or small business generator includes an engine, an alternator, a continuously variable transmission pulley system and a governor. The engine includes a drive shaft and a throttle. The alternator includes a rotor disposed on a rotor shaft. The continuously variable transmission pulley system includes a drive pulley coupled to the drive shaft, a driven pulley coupled to the rotor shaft, and a belt configured to engage the drive pulley and the driven pulley. The governor adjusts the engine throttle to control the speed of the engine in response to a speed of the rotor shaft.

Abstract: A straddle type vehicle with a control unit that improves riding comfort and controls the speed change of a continuously variable transmission electronically. Engine output is controlled by an accelerator operating part. The control unit shifts to a kick down mode where a speed change ratio is shifted to be lower than in a normal mode according to operation of a kick down switch separate from the accelerator operating part. A kick down release command is issued according to a state of the vehicle, and kick down mode is released and returned to normal mode.

Abstract: A shift controller for an automatic transmission mechanism is configured such that when the engine is in a driven state in which the engine is driven by a travel inertia force or the like and an accumulated pressure amount of the accumulator is equal to or less than a predetermined threshold, the excessive engine brake force, which is generated due to the accumulation of at least a portion of the hydraulic pressure generated from the mechanical hydraulic pump in the accumulator, is inhibited or reduced by conducting upshifting that relatively decreases the gear ratio of the automatic transmission mechanism. Therefore, the generation of the excessive engine brake force can be inhibited or reduced even when the engine is in the driven state and pressure accumulation is performed.