Abstract: Provided is a control device for a continuously variable transmission, which is capable of effectively preventing occurrence of surge pressure due to a stroke of a driven pulley being stopped by abutment. The control device for the continuously variable transmission includes a pressure regulating valve regulating an oil pressure of oil supplied from an oil supply source to a cylinder chamber of the driven pulley, a control valve controlling the pressure regulating valve, and a control part controlling the control valve. If the control part determines that a gear ratio of the continuously variable transmission is maximum, as a first condition, when an instructed oil pressure of the control valve for the pressure regulating valve is larger than an oil pressure of oil supplied from the pressure regulating valve to the driven pulley, a control for lowering the instructed oil pressure is performed.

Abstract: A vehicle control device controls a vehicle provided with a transmission having a direct gear and normal gears including an overdrive gear having a lower gear ratio than the direct gear. The device includes a travel segment determination unit which determines a forward travel segment having a different road slope from a current travel segment, a current gear position selection unit that selects a current gear position based on a travel resistance of the vehicle, a forward gear position selection unit that selects a forward gear position based on a travel resistance in the forward travel segment, and a shift control unit that selects whether or not to upshift the transmission based on a situation until the vehicle reaches the forward travel segment, when an upshift to the overdrive gear is newly selected in a case where the current gear position and the forward gear position are the direct gear.

Abstract: A CVT acceleration control method applied to a CVT-mounted vehicle including an accelerator position sensor, a vehicle speed sensor, a driving pulley rotation sensor and a driven pulley rotation sensor that is configured to detect a rotation speed of a driven pulley and to output a corresponding signal, a CVT operation portion and a controller, the CVT acceleration control method, may include determining, by the controller, whether a current vehicle driving state satisfies a predetermined starting control condition, monitoring, by the controller, a current driving pulley rotation speed change, determining, by the controller, whether the current vehicle driving state satisfies a predetermined trigger condition, setting, by the controller, a target driving pulley rotation speed change, and controlling, by the controller, the operation of the CVT operation portion such that the current driving pulley rotation speed change converges to the target driving pulley rotation speed change.

Abstract: A control device for a continuously variable transmission performs feedback control so that an actual transmission control value becomes a target transmission control value. The control device for a continuously variable transmission includes a phase lead compensation unit configured to perform phase lead compensation of the feedback control, a phase delay compensation unit configured to perform phase delay compensation of the feedback control, and a phase compensation on/off determination unit configured to stop the phase delay compensation by the phase delay compensation unit when an unstable traveling state of a vehicle is detected, and to restore the phase delay compensation when a traveling state of the vehicle has changed.

Abstract: A start control device is a start control device that controls start of a vehicle including a clutch that is engaged by the hydraulic pressure supplied from a hydraulic pressure supply source and a start device that starts a vehicle driving source, and includes: a hydraulic pressure control unit that controls so that the hydraulic pressure supply source supplies the hydraulic pressure to the clutch if a start condition for the vehicle is satisfied; and a start device control unit that controls the start device so that the rotation speed of the vehicle driving source reaches the predetermined rotation speed after the clutch is engaged.

Abstract: The present invention improves fuel efficiency of a vehicle and decreases a noise, by decreasing a margin value of a hydraulic pressure supplied to a hydraulic pressure control target and decreasing the hydraulic pressure supplied to the hydraulic pressure control target, when the vehicle is driven automatically. In a hydraulic pressure control device 1 for a vehicle that controls a line pressure or an operation pressure (hydraulic pressure) supplied to a clutch 40 or a transmission 41 (hydraulic pressure control target) provided in the vehicle, the hydraulic pressure control device 1 includes an operation pressure control unit 10 (hydraulic pressure setting device) that sets margin values ?1 and ?2 of the operation pressure (line pressure) supplied to hydraulic circuits 31 and 31 of the clutch 40 or the transmission 41, on the basis of a predetermined driving plan (refer to FIG. 2) in the case of driving the vehicle automatically.

Abstract: A method for controlling a continuously variable transmission is a control method for controlling in/out of oil to/from a primary oil chamber by using an oil pump provided in an oil passage between the primary oil chamber and a secondary oil chamber. The method for controlling the continuously variable transmission includes: a current command value calculation step of calculating a current command value for the oil pump in accordance with an operating state; a current limiting step of limiting the current command value to a lower-limit current at which belt slip does not occur when an oil pressure in the primary oil chamber falls below a lower-limit oil pressure in the primary oil chamber at which the belt slip does not occur; and a pump control step of driving the oil pump by using the current command value to control a piston position of the primary oil chamber.

Abstract: A method for executing regenerative braking of a mild hybrid system may include performing, when a brake is operated while a vehicle having the mild hybrid system is traveling, regenerative braking only in a state in which a wheel torque is greater than a clutch load torque by a threshold, thereby preventing occurrence of an abnormal engine-off state during regenerative braking.

Abstract: A control apparatus for a vehicle that including a drive-force transmitting apparatus and a hydraulic control unit. The drive-force transmitting apparatus defines a drive-force transmitting path through which a drive force is to be transmitted by a continuously-variable transmission mechanism when the drive-force transmitting path is established by engagement of an engagement device. An electromagnetic valve of the hydraulic control unit regulates a hydraulic pressure supplied to the electromagnetic valve via a hydraulic passage, such that the regulated hydraulic pressure is supplied toward the engagement device. An accumulator of the hydraulic control unit is connected to the hydraulic passage, so as to store the hydraulic pressure that flows through the hydraulic passage.

Abstract: A method of operating a vehicle having an engine, a throttle valve and a throttle operator. A continuously variable transmission operatively connected to the engine has a driving pulley, a driven pulley, and a belt operatively connecting therebetween. A ground engaging member is operatively connected to the driven pulley. A piston is operatively connected to the driving pulley for applying a piston force thereto 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 at least one of the throttle operator and throttle valve position, detecting a parking/drive away condition indicative of one of a parking operation and a drive-away operation of the vehicle, and, responsive to the detection, actuating the piston and controlling the piston force based on the at least one of the throttle operator position and the throttle valve position.

Abstract: A vehicle propulsion system includes an oncoming condition sensor that generates an oncoming condition signal, a continuously variable transmission with a variator assembly adapted to transfer torque between a first rotating member and a second rotating member through a flexible continuous device rotatably coupling the first rotating member to the second rotating member, one of the first rotating member and second rotating member including a clamping pulley adapted to controllably adjust a clamping force on the flexible continuous device, and a controller in communication with the oncoming condition sensor and the continuously variable transmission that is programmed to characterize an oncoming condition based upon the oncoming condition signal and to control the clamping pulley to adjust the clamping force based on the characterization of the oncoming condition.

Abstract: Provided are a displacement detection device and a continuously variable transmission which directly detect a position of a movable sheave. An infinitely variable transmission includes: a magnet; a movable sheave which has a concave portion on a circumferential surface; and a sensor provided with Hall elements which are arranged between the magnet and the circumferential surface of the movable sheave, detect, in a rotation direction and a direction orthogonal to the rotation direction, each of changes in magnetic flux densities accompanying the displacement of the movable sheave in the magnetic field which is formed by the magnet and attracted to the concave portion, and output output values according to the magnetic flux densities.

Abstract: A belt slip monitor system and method configured to determine whether a belt coupled to a motor-generator is slipping based on operational states of first and second movable portions of the belt slip monitor, wherein the operational states of the first and second movable portions are dependent upon the tension in the belt.

Abstract: A hydraulic control device that includes a source pressure generating valve that generates a source pressure; a solenoid valve that can supply the engagement pressure based on the source pressure; and a supply pressure switching valve that can be switched between a first state where the supply pressure switching valve can supply the engagement pressure to the second engagement element and a second state where the supply pressure switching valve can supply the source pressure to the second engagement element, the supply pressure switching valve being in the first state when the solenoid valve is operating normally, and being switched to the second state in case of abnormality in the solenoid valve.

Abstract: When a power transmission path of a power transmission system is set to a second power transmission path, a continuously variable transmission is controlled at a speed ratio (?) that provides a higher vehicle speed in the case where an input shaft angular acceleration (d?i/dt) is small than in the case where the input shaft angular acceleration (d?i/dt) is large. Therefore, it is possible to control the speed ratio (?) of the continuously variable transmission to a speed ratio (?) that reflects an inertial loss (Tli) of the continuously variable transmission. The inertial loss (Tli) changes with the input shaft angular acceleration (d?i/dt). Thus, in a vehicle in which the continuously variable transmission and a gear mechanism are provided in parallel with each other between an input shaft and an output shaft, it is possible to appropriately reduce a loss of the idling continuously variable transmission.

Abstract: A vehicle control device includes control means for executing coasting control to disengage a friction engaging element and set a rotation speed of a rotary shaft of a drive source at zero when a predetermined condition is established, the predetermined condition including at least a condition according to which an accelerator pedal is not depressed. The control means starts the coasting control after predicting that an actual speed ratio of a continuously variable transmission will be modifiable to a target speed ratio of the coasting control during the coasting control, even in a case where the accelerator pedal is not depressed but the actual speed ratio has not yet reached the target speed ratio.

Abstract: A dual pressure pump system for a transmission includes a dual pressure pump having a first pump outlet and a second pump outlet, and a pressure regulator valve defining a first chamber in fluid communication with the first pump outlet and a second chamber in fluid communication with the second pump outlet. The pressure regulator valve is configured to selectively connect the first chamber with a first pressure line operating at a first greater-than-zero pressure and to selectively connect the second chamber to a second pressure line operating at a second greater-than-zero pressure.

Abstract: A method of controlling a transmission having a gearbox and a pump operable to circulate a fluid through the gearbox, includes sensing an acceleration of the vehicle, and adjusting an operating state of the pump. The operating state of the pump is adjusted to change the operating state of the pump from an initial operating state, to an adjusted operating state, when the acceleration of the vehicle is greater than an acceleration threshold. When the acceleration of the vehicle decreases from being greater than the acceleration threshold to being below the acceleration threshold, the operating state of the pump is returned to the initial operating state. The operating state of the pump may include a speed of the pump, a control signal representing a fluid flow rate for the current speed of the pump, or a fluid flow circuit for supplying the fluid to the pump.

Abstract: In a hydraulic control device of a belt-type continuously variable transmission that includes: a first hydraulic actuator that is provided in a primary pulley and reduces a width of a belt groove when hydraulic pressure is applied thereto; and a first control valve that regulates predetermined source pressure to be gear-change hydraulic pressure for setting or changing a gear change ratio and outputs the gear-change hydraulic pressure to the first hydraulic actuator, gear change equipment is included that regulates the source pressure to be the gear-change hydraulic pressure so as to regulate the hydraulic pressure of the first hydraulic actuator when the hydraulic pressure of the first hydraulic actuator is rapidly changed to change the width of the belt groove.

Abstract: An abnormality determination device for a continuously variable transmission is provided in which since the abnormality determination device which calculates a compression stiffness of a metal belt from an amplitude ratio between a variable component of the rotational speed of an input shaft and a variable component of the rotational speed of an output shaft, a phase lag that is an indicator of the difference in phase between a variable component of the rotational speed of the input shaft and a variable component of the rotational speed of the output shaft, and a belt pitch radius of a drive pulley or a driven pulley, and determines whether a metal ring has broken by comparing the compression stiffness of the metal belt with a preset reference compression stiffness.

Abstract: A control device for a continuously variable transmission includes a wheel speed difference sensing section configured to sense a wheel speed difference between the driving wheel and the driven wheel from a detection value of the first rotation speed sensor and a detection value of the second rotation speed sensor; and a clamping force increasing section configured to increase a clamping force for sandwiching a belt of the continuously variable transmission by a pulley when the wheel speed difference becomes equal to or greater than a first predetermined value, relative to a case where the wheel speed difference is smaller than the first predetermined value.

Abstract: A vehicle control device calculates a target line pressure based on an instructed torque capacity of a friction engaging element and a belt capacity when the friction engaging element is determined as not engaging. Belt capacity is calculated using an input torque of a continuously variable transmission mechanism. The device calculates torque down in a driving source based on an upper limit line pressure when the calculated target line pressure exceeds such line pressure. A limit torque capacity of the friction engaging element is calculated using the input torque and a belt capacity when the friction engaging element is determined as not engaging. The belt capacity is calculated using an actual line pressure. The device restrains a slip between pulleys and a power transmitting member using the target line pressure, the torque down, and the limit torque capacity when the friction engaging element is determined as not engaging.

Abstract: A belt slip monitor system and method configured to determine whether a belt coupled to a motor-generator is slipping based on operational states of first and second movable portions of the belt slip monitor, wherein the operational states of the first and second movable portions are dependent upon the tension in the belt.

Abstract: When there is a failure in a speed ratio control linear solenoid valve, or the like, a controller for a vehicle power transmission system establishes a state where torque is transmitted via a gear mechanism, and, in this state, determines whether the speed ratio control linear solenoid valve, or the like, has returned to a normal state by comparing a target speed ratio and actual speed ratio of a continuously variable transmission with each other. It is determined whether the speed ratio control linear solenoid valve, or the like, has returned to the normal state by changing the target speed ratio of the belt-type continuously variable transmission and then comparing the target speed ratio with the actual speed ratio. Thus, when the speed ratio control linear solenoid valve, or the like, has returned from a fail-safe state to the normal state, a feeling of strangeness of a driver is suppressed.

Abstract: A method for controlling vehicle regenerative braking includes decreasing regenerative braking, provided a converter clutch is locked, such that regenerative braking torque reaches zero before a converter clutch opens due to vehicle speed reaching a reference speed; decreasing regenerative braking, provided the converter clutch is scheduled to open, such that regenerative braking torque reaches zero before the converter clutch opens due to vehicle speed reaching the reference speed; and braking the vehicle using wheel brakes.

Abstract: A control apparatus for a vehicle provided with an internal combustion engine, an oil pump actuated by the engine for pressurizing operation oil, and a belt-type continuously variable transmission to which the operation oil pressurized by the oil pump is supplied, is provided. Transmission control of the continuously variable transmission is performed by controlling an operation oil pressure supplied to the continuously variable transmission. An idling stop for automatically stopping the engine is performed when a predetermined condition is satisfied. A transmission ratio change history of the continuously variable transmission after an ignition switch of the vehicle is turned on, is stored, and the predetermined condition is satisfied on condition that the transmission ratio change history includes a predetermined transmission ratio change history.

Abstract: A transmission controller determines whether a shift returning to low, changing a speed ratio of a continuously variable transmission to the lowest when a vehicle decelerates, is being performed or not, calculates a primary pressure measured lower limit value at which a belt begins to slip actually, based on a deceleration of the vehicle and the speed ratio of the continuously variable transmission, and sets a lower limit value of a target value of the primary pressure during the shift returning to low as the primary pressure measured lower limit value.

Abstract: To improve the drivability of an automobile at the time of transmission which restricts a torque of an engine, a hybrid automobile is structured which performs transmission control for performing control so that an output restriction is temporarily released in a step of restoring a torque that is reduced once in neutral at the time of transmission during the output restriction by an output restriction control unit and a torque by a motor is added to the torque of the engine.

Abstract: It is provided a control device for a vehicle power transmission device including a shifting portion and an electric motor that provides regeneration via the shifting portion, the control device executing a downshift of the shifting portion if a traveling loss in the vehicle power transmission device after the shift is smaller than a traveling loss in the vehicle power transmission device at a current gear ratio during regenerative traveling, and the traveling loss in the vehicle power transmission device including at least one of a loss in the shifting portion and a loss in the electric motor, the loss in the shifting portion being calculated based on the operating oil temperature of the shifting portion and the loss in the electric motor being calculated based on the temperature of the electric motor.

Abstract: A continuously-variable transmission, which has a first pulley, which has a first fixed pulley and a first mobile pulley, a second pulley, which has a second fixed pulley and a second mobile pulley, and a drive force transmitting member, which is stretched between the first pulley and the second pulley, is provided, and this continuously-variable transmission has an indicated pressure calculation section, which calculates the indicated pressure of the first pulley, a stroke speed calculation section, which calculates the stroke speed of the first mobile pulley, and an oil pressure calculation section, which, when oil is discharged from an oil chamber, calculates the amount of increase of oil pressure in a first pulley oil chamber that increases compared to the indicated pressure due to the channel resistance of the discharge path, based on the channel resistance and the stroke speed, and a correction section, which, when oil is discharged from the first pulley oil chamber, subtracts the amount of increase of

Abstract: In a method for leak testing in an automated electrohydraulic clutch system in a motor vehicle, in which an electromechanical actuator controls the clutch travel of a clutch via a hydraulic piping system, in order that a defective system is detected reliably and rapidly, the leak in the clutch system is detected using a pressure measurement in the electromechanical actuator and compared to a characteristic clutch curve.

Abstract: A method of controlling a pump for a hybrid transmission includes commanding a first line pressure of the transmission and deriving a first torque value—an open-loop torque value—from the first line pressure command, and commanding the pump to operate at the first torque value. The method monitors actual speed of the pump and derives a second torque value—a closed-loop torque value—therefrom. A third torque value is derived from the first and second torque values, and the pump commanded to operate at the third torque value. A first speed value may be derived from the first line pressure command, and the second torque value derived from the difference between the monitored and the first speed values. Deriving the third torque value may include a substantially-linear combination of the first and second torque values.

Abstract: A vehicle control device for controlling a vehicle with an oil pump to be driven by rotation generated by a drive source and transmitted thereto and a continuously variable transmission including a power transmission member mounted between two pulleys includes coast stop control means configured to execute a coast stop control in which the drive source is stopped during vehicle running when a predetermined condition holds, and hydraulic pressure control means configured to execute a pulley pressure control in which a hydraulic pressure supplied to the pulley is increased such that frictional heat generated between the pulley and the power transmission member does not exceed upper limit frictional heat, below which the pulley or the power transmission member is not degraded, when the coast stop control is stopped, the drive source is restarted and the hydraulic pressure is supplied from the oil pump.

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: When estimating a torque ratio, which is the ratio of an actually transmitted torque relative to the maximum transmittable torque of a continuously variable transmission, based on the transmission characteristics for transmitting a given variable component of an input shaft element to an output shaft element via a frictional element, since the torque ratio is estimated from a slip identifier, an indicator for difference in amplitude of a variable component between the two elements, or a phase lag, an indicator for difference in phase of the variable component between the two elements, it is possible to estimate the torque ratio, which is closely related to the power transmission efficiency of the continuously variable transmission, with good precision, thus improving the power transmission efficiency. Moreover, since the torque ratio is estimated from the slip identifier or the phase lag, it is possible to minimize the number of sensors necessary for estimation.

Abstract: The present invention relates to a method and system for automated control of transmission ratio change which balances the requirements for power with energy efficiency. A plurality of sensors detect environmental conditions of a vehicle. An environmental conditions analysis unit analyzes the environmental conditions to determine whether the detected environmental conditions indicate a likelihood of a transmission ratio increase. When the detected environmental conditions indicate the likelihood of the transmission ratio increase, an automatic transmission changes in operation from a normal state to a prepared state. However, after a predetermined amount of time, the automatic transmission changes from the prepared state back to the normal state when there is no user indication that the transmission ratio should be increased.

Abstract: When a rotational speed of a secondary pulley is less than a first reference value, the disclosed electronic control device implements lower limit hydraulic control to adjust the hydraulic pressure of a primary pulley to be at a lower limit hydraulic pressure. When the rotational speed is equal to or exceeds the first reference value, but is less than a second reference value, the electronic control device implements balanced hydraulic control to adjust the hydraulic pressure to be more than the lower limit hydraulic pressure. When the rotational speed is equal to or exceeds the second reference value, the electronic control device implements feedback control to correct the hydraulic pressure on the basis of the size of the difference between a target transmission gear ratio and a transmission gear ratio, calculated on the basis of rotational speeds detected by each rotational speed sensor.

Abstract: A control device controls a belt type continuously variable transmission including a belt slip controller and a belt slip control permission determining unit. The device decreases belt friction when an estimated accuracy of a belt slip condition is high and prevents a belt from greatly slipping when an estimated accuracy is low. The device includes primary and secondary pulleys and the belt, and controls a gear ratio based on a running radius of the belt on a pulley by controlling primary and secondary oil pressures. The controller oscillates a secondary oil pressure, estimates the belt slip condition by monitoring a phase difference between oscillation components, and reduces an actual secondary oil pressure to maintain a predetermined belt slip condition. The determining unit permits belt slip control when a torque change speed input to the transmission mechanism is less than a predetermined value.

Abstract: A control device for a vehicle belt type continuously variable transmission includes primary and secondary pulleys around which a belt is wound so as to generate a belt clamping force according to an input torque by controlling a secondary hydraulic pressure. The device includes a belt slip controller performing belt slip control by oscillating the secondary hydraulic pressure and extracting an oscillation component when a change speed of the input torque is less than a predetermined value. The device further includes a limit determining control unit determining whether to limit acceleration, and an input torque change speed limiter control unit limiting the change speed to less than the predetermined value when the limit determining unit makes a determination to limit acceleration. The belt slip controller permits belt slip control while the input torque change speed limiter control unit limits the change speed to less than the predetermined value.

Abstract: A control device for a belt type continuously variable transmission device includes primary And secondary pulleys and a belt and controls gear ratio based on a running radius of the belt on a pulley by controlling primary and secondary oil pressures. The transmission includes a belt slip control unit and a belt slip control permission determining unit. The belt slip control unit performs such control as to oscillate the secondary oil pressure, estimates a belt slip condition by monitoring the phase difference between an oscillation component included in an actual secondary oil pressure and an oscillation component included in an actual gear ration, and then reduces the actual secondary oil pressure to maintain a predetermined belt slip condition. The belt slip control permission determining unit permits belt slip control when a transmission rate as a change rate of the gear ratio is less than a predetermined value.

Abstract: A control device includes a belt slip controller, a limiting determining control unit, and a transmission speed limiter. The device controls a vehicle belt type continuously variable transmission including a primary pulley and a secondary pulley so as to control a gear ratio by controlling a primary hydraulic pressure and a secondary hydraulic pressure. The controller oscillates the secondary hydraulic pressure, extracts an oscillation component of an actual gear ratio when a transmission speed is less than a predetermined value, and controls the secondary hydraulic pressure based on a phase difference between oscillation components. The determining control unit determines whether to limit acceleration, and the limiter limits a transmission speed to less than the predetermined value when the determining control unit makes a determination to limit the acceleration. The controller permits belt slip control while the limiter limits the transmission speed to less than the predetermined value.

Abstract: A control device controls a belt type continuously variable transmission including a primary pulley, a secondary pulley, and a belt, and controls a gear ratio based on a primary oil pressure and a secondary oil pressure. The control device includes a belt slip controller which oscillates the secondary oil pressure and monitors a phase difference between an oscillation component included in an actual secondary oil pressure and an oscillation component included in an actual gear ratio to estimate a belt slip state. The controller controls the actual secondary oil pressure to decrease based on the estimation to maintain a predetermined belt slip state. An oscillation amplitude setter sets an oscillation amplitude of the secondary hydraulic pressure small when the gear ratio is high compared with when the gear ratio is low, in a case of oscillating the secondary hydraulic pressure in the belt slip control.

Abstract: In a hydraulic control apparatus for a continuously variable transmission that enables gear ratio variation by controlling supply of hydraulic oil to first and second hydraulic actuators, there are provided with first and second oil passages connecting the first and second actuators to a reservoir, a single electric hydraulic pump installed at a common portion thereof, first and second check valves installed in the first and second oil passages for blocking flow of hydraulic oil to the reservoir, first and second bypass passages formed in the first and second oil passages, a control valve installed therebetween, a fourth check valve installed in the first and second bypass passages for blocking flow of hydraulic oil to the hydraulic pump, and a controller for controlling these, thus readily enabling a configuration that reduces the number of electric hydraulic pumps to one and minimizes cost increase.

Abstract: If it is determined that a malfunction has occurred in an electrical hydraulic pump and the hydraulic fluid is not supplied to a high hydraulic pressure supplied portion from the electrical hydraulic pump, the hydraulic fluid is supplied to the high hydraulic pressure supplied portion from a mechanical hydraulic pump that usually supplies the hydraulic fluid to a low hydraulic pressure supplied portion. In this case, the hydraulic pressure that is generated by the mechanical hydraulic pump is increased by increasing the output from the engine that drives the mechanical hydraulic pump.

Abstract: A belt type continuously variable transmission mechanism has a primary pulley, a secondary pulley, and a belt, and a secondary hydraulic pressure controller to determine command secondary hydraulic pressure by feedback control based on the deviation between target secondary hydraulic pressure and actual hydraulic pressure, and control the secondary hydraulic pressure to the secondary pulley. The belt type continuously variable transmission mechanism further includes a belt slip control device to estimate a belt slip condition by monitoring the phase difference between an oscillation component included in the actual secondary hydraulic pressure and an oscillation component included in the actual transmission gear ratio and control the actual secondary hydraulic pressure to decrease based on the estimation so that a predetermined belt slip condition is maintained.

Abstract: Surplus pressure is obtained from a difference between a hydraulic pressure value detected by a hydraulic pressure sensor and a target supplied hydraulic pressure. A determination is made about whether or not a possible hydraulic pressure in a prescribed time will become lower than a minimum required hydraulic pressure based on a current surplus pressure and a changing rate of the surplus pressure. If the possible hydraulic pressure is lower than the minimum required hydraulic pressure, correction is conducted to increase supplied hydraulic pressure. Accordingly, control is conducted so that the regularly required surplus pressure can be reduced to a minimum required amount.

Abstract: A vehicle control device for controlling a vehicle with an oil pump to be driven by rotation generated by a drive source and transmitted thereto and a continuously variable transmission including a power transmission member mounted between two pulleys includes coast stop control means configured to execute a coast stop control in which the drive source is stopped during vehicle running when a predetermined condition holds, and hydraulic pressure control means configured to execute a pulley pressure control in which a hydraulic pressure supplied to the pulley is increased such that frictional heat generated between the pulley and the power transmission member does not exceed upper limit frictional heat, below which the pulley or the power transmission member is not degraded, when the coast stop control is stopped, the drive source is restarted and the hydraulic pressure is supplied from the oil pump.

Abstract: A coast stop vehicle includes a variator which continuously changes a speed ratio by changing a winding diameter of a belt mounted on pulleys, a sub-transmission mechanism connected in series with the variator and shifting discrete gear positions by changing engaged states of a plurality of frictional engagement elements, and a coast stop unit which stops the rotation of the drive power source and releases the engaged frictional engagement element when the coast stop condition holds during travel. The coast stop unit includes a coast stop prohibiting unit which prohibits the coast stop regardless of the coast stop condition when it is predicted at the time of determining whether or not the coast stop condition holds that a belt tightening force of the pulley falls below an engaging force of the frictional engagement element in the engaged state by the execution of the coast stop.

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

Abstract: A motorcycle capable of reducing and minimizing a period of time in which air that is immixed into hydraulic oil due to a vehicle body being inclined in a left-right direction stays in the hydraulic oil, includes an oil pump to feed hydraulic oil to an oil chamber of a primary pulley and an oil chamber of a secondary pulley, and a first control valve. The first control valve includes a discharge port to discharge the hydraulic oil from a first oil passage continuously from the oil pump to the oil chamber. Under normal control, the controller operates the first control valve based on the driving state of the motorcycle. Further, the controller determines whether or not the inclination of the motorcycle exceeds a predetermined threshold, and when the inclination of the motorcycle exceeds the predetermined threshold, the controller operates the first control valve such that the discharge port is prevented from being closed.