Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Hiroki Asayama

Toru Hashimoto

Hiroki Tamura

Kazuchika Tashima

Kaoru Kondo

Kenichi Nakamori

Minoru Shouichi

Tatsuo Nakamura

Hironobu Sato

Masato Tojo

Kenji Misaki

A clutch control device of a continuously variable transmission is provided with a clutch control part, which controls the engagement state of a clutch. The minimum engaging force, which is capable of maintaining the completely engaged state of the clutch, is predetermined to increase according to an increase in engine torque. The clutch control unit has an engaging force setting part, which sets the target engaging force for the clutch to a higher value than the minimum engaging force by a predetermined value. The clutch control unit controls the engagement state of the clutch so that the actual engaging force for the clutch can be higher than the minimum engaging force by the predetermined value. Therefore, the clutch control device can improve the fuel economy and prevent a shift shock when there is a rapid increase in the engine torque.

Clutch control device and method for use in continuously variable transmission

A line pressure control device for a continuously variable transmission comprises: a target line pressure setting part that sets a target value of a line pressure, which is able to adjust a clamping force applied to a transmission member of the continuously variable transmission; and an engine torque suppressing part that suppresses an engine torque to prevent the transmission member from slipping. When it is impossible to suppress the engine torque and thus a torque non-suppressible flag is set, the target value of the line pressure is corrected to a greater value to prevent the transmission member from slipping. Otherwise, the target value of the line pressure is set to a smaller value. This makes it possible to surely prevent the transmission member from slipping.

Line pressure control device and method for continuously variable transmission

A control system for a continuously variable transmission, in which a responsiveness and a generation of an excessive force in a steady state are compatible. The control system makes a belt slippage prevention and a fuel economy improvement compatible by controlling a CVT with one of two parameter values: the first parameter value which is determined from an engine RPM and an accelerator opening, i.e., a torque information quick in the output timing but poor in the precision and which indicates the engine output torque; and the second parameter value which is determined from a fuel injection rate, i.e., a torque information excellent in the precision but slow in the output timing and which indicates the engine output torque.

Control system and method for continuously variable transmission

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Aichi, Japan

Hiroki Asayama