In a hydraulic control device and a hydraulic control method of a transmission, in a case that an oil supplying section is supplying a first oil to a continuously variable transmission mechanism, a TCU outputs, to an LC control valve of the oil supplying section, a control signal for giving a command to start supply of a second oil to a torque converter if a pulley pressure detected by a pressure sensor reaches a pressure threshold value.

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.

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 speed change ECU for a CVT sets a target input rotational speed (Nin*) such that the speed ratio of the CVT is varied stepwise a plurality of times consecutively to the downshift side in response to an operation to depress a brake pedal by a driver, and sets the target input rotational speed (Nin*) such that the time interval between consecutive downshifts becomes longer as the number of times of execution of downshifts is increased on the basis of intershifting times (tint(1)), (tint(2)), . . . while downshifts in which the speed ratio is varied stepwise are executed consecutively.

A stepless transmission capable of operating continuously having a supportive rotating element; a plurality of transmission spheres disposed on the supportive rotating element; a plurality of driving rods rotatably connected to the transmission spheres; a power input clamping rotating element; a power output clamping rotating element, wherein the transmission spheres are disposed between the power input clamping rotating element, power output clamping rotating element and supportive rotating element; an accelerating planet gear train; a first decelerating planet gear train; a transmission shaft; a first one-way transmission rotating element connected between the transmission shaft and a carrier of the planet gear train; a second one-way transmission rotating element connected between the carrier of the planet gear train and a first carrier of the first decelerating planet gear train. Therefore, the stepless transmission capable of operating continuously to transmit power instantly and steadily.

In a hydraulic control device and a hydraulic control method of a transmission, in a case that an oil supplying section is supplying a first oil to a continuously variable transmission mechanism, a TCU outputs, to an LC control valve of the oil supplying section, a control signal for giving a command to start supply of a second oil to a torque converter if a pulley pressure detected by a pressure sensor reaches a pressure threshold value.

A vehicle control apparatus includes: a first target driving force calculation unit that calculates a first target driving force based on an accelerator pedal opening; a target speed ratio calculation unit that calculates a target speed ratio of a continuously variable transmission based on the first target driving force; a target torque calculation unit that calculates a target torque of a driving source based on the first target driving force; an air density detection unit that detects air density; and a first correction unit that corrects only the target torque, out of the target speed ratio and the target torque, in accordance with the air density.

A continuously variable transmission, a control system, and a method are provided. The control system and method are configured to learn a desired running pressure to be applied to a clutch that is lower than a pulley clamping pressure and higher than a pressure at which the clutch would slip (a clutch critical pressure), so that the clutch can act as a fuse to avoid pulley slip. A plurality of clutch slip tests are performed, each of which include decreasing pressure supplied to the clutch until a clutch slip occurs. Clutch slip data points are collected at the point of slip and used to determine a gain and an offset, where the gain is a clutch pressure versus clutch torque capacity gain, and the offset is a clutch pressure offset, which is used to determine the clutch critical pressure.

A speed change ECU for a CVT sets a target input rotational speed Nin* such that the speed ratio of the CVT is varied stepwise a plurality of times consecutively to the downshift side in response to an operation to depress a brake pedal by a driver, and sets the target input rotational speed Nin* such that an amount of increase S(1), S(2), . . . in input rotational speed along with a downshift becomes smaller as the number of times of execution of downshifts is increased while downshifts in which the speed ratio is varied stepwise are executed consecutively.

A speed change ECU for a CVT sets a target input rotational speed (Nin*) such that the speed ratio of the CVT is varied stepwise a plurality of times consecutively to the downshift side in response to an operation to depress a brake pedal by a driver, and sets the target input rotational speed (Nin*) such that the time interval between consecutive downshifts becomes longer as the number of times of execution of downshifts is increased on the basis of intershifting times (tint(1)), (tint(2)), . . . while downshifts in which the speed ratio is varied stepwise are executed consecutively.