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.

A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

Some embodiments of the disclosure provide a three-section hydraulic mechanical compound stepless transmission device which utilizes the compounding of a hydraulic speed control circuit and a mechanical circuit. According to an embodiment, a three-section hydraulic mechanical stepless transmission device for a loader includes a casing, a hydraulic speed control circuit, an ahead and astern mechanism, a split-collecting mechanism, a hydraulic section fixed shaft gear transmission system, a first hydraulic mechanical section fixed shaft gear transmission system, a second hydraulic mechanical section fixed shaft gear transmission system, and an output portion. According to another embodiment, the three-section hydraulic mechanical compound stepless transmission device includes a hydraulic circuit which transmits only part of power.

A continuously variable transmission capable of operating in a forward direction or reverse direction may be controlled in the reverse direction by providing an initial skew angle in a first skew direction, followed by a set or sequence of skew angle adjustments in an opposite direction to prevent runaway or other unintended consequences. A continuously variable transmission may include a timing plate to maintain all planets at an angle or within a range of an angle in forward and reverse operations.

A continuously variable transmission capable of operating in a forward direction or reverse direction may be controlled in the reverse direction by providing an initial skew angle in a first skew direction, followed by a set or sequence of skew angle adjustments in an opposite direction to prevent runaway or other unintended consequences. A continuously variable transmission may include a timing plate to maintain all planets at an angle or within a range of an angle in forward and reverse operations.

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.

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.

A controller constitutes a control device for continuously variable transmission for executing a feedback control of a transmission so that an actual speed ratio reaches a target speed ratio. The controller includes a first phase lead compensator and a second phase lead compensator configured to perform phase lead compensation of a feedback primary command pressure, and a peak value frequency determination unit configured to change a peak value frequency according to a speed ratio.

A vehicle failure-factor specifying apparatus includes (a) a peculiarity-presence determining portion configured to determine, based on a pre-failure driving state in a stage prior to occurrence of a certain failure in a vehicle, whether a peculiarity was present or absent in the pre-failure driving state, and (b) a failure-causing-driving state specifying portion configured, when the peculiarity was present in the pre-failure driving state, to determine whether the peculiarity present in the pre-failure driving state of the vehicle is substantially identical with a peculiarity in the pre-failure driving state of other vehicles. The peculiarity-presence determining portion determines whether the peculiarity was present or absent in the pre-failure driving state of the vehicle, depending on whether a frequency distribution of the pre-failure driving state of the vehicle is deviated from a frequency distribution of a non-failure driving state of a plurality of vehicles including the other vehicles in a non-failure case.