Abstract: A pressure control valve includes a spool that strokes to one side in the direction of an axis due to the conduction of current to a coil, a spring that urges the spool to the other side in the axis direction, a control device for controlling the conduction of the current to the coil, a determination unit for determining the start of a foreign substance removing operation by the spool, a command value setting unit for setting a command value for the current conducted to the coil, and a dither current setting unit for setting a dither current superimposed on the command value. When the determination unit determines the start of the foreign substance removing operation, the dither current setting unit changes an oscillation frequency of the dither current to an oscillation frequency lower than the frequency at the current point in time, and the command value setting unit periodically increases and reduces the command value on which the changed oscillation frequency is superimposed.

Abstract: A controller forms a control device for a vehicle equipped with an automatic transmission including a parking lock module. If a power transmission clutch is engaged erroneously (S2) on the basis of electrical abnormality in a solenoid part while an N range is selected (S1), the controller forcibly turns off the solenoid part to forcibly disengage the power transmission clutch (S3). Further, if a vehicle speed is equal to or less than a predetermined vehicle speed (S4), the controller applies a parking lock using the parking lock module (S5).

Abstract: A transmission controller gives an engagement instruction to a forward clutch so that the forward clutch is engaged when a rotation speed of the engine becomes a target engine rotation speed set on the basis at least of a vehicle speed and a speed ratio of a continuously variable transmission after the engine is started, if a cancellation request for a sailing-stop control is made during execution of the sailing-stop control, and the continuously variable transmission is downshifted before the forward clutch is engaged, if the target engine rotation speed when the cancellation request for the sailing-stop control is made is less than a first predetermined value.

Abstract: A control method of a continuously variable transmission mounted on a vehicle includes performing advance compensation in a speed ratio control system of the continuously variable transmission, and making an advance amount according to a vibration frequency of torsional vibration of an input shaft of the continuously variable transmission which is the advance amount of the advance compensation variable in accordance with an operation state of the vehicle. A feedback gain of speed ratio control of the continuously variable transmission performed in the speed ratio control system is variable in accordance with an operation state of the vehicle. When the advance amount is made variable, the advance amount is made variable in accordance with the feedback gain.

Abstract: A Controller constitutes a control device for a vehicle having an automatic transmission on which a shift-by-wire system is mounted. The controller changes display of an range indicator to N-range display after disengagement determination of an power transmission clutch is made when a shifting operation from a D range to a N range is performed.

Abstract: A hydraulic switch malfunction assessment device includes a solenoid valve disposed in a hydraulic circuit of an automatic transmission and having a characteristic such that a hydraulic pressure supplied to a frictional engagement element changes due to a change in an electric current supplied to the solenoid valve, and a hydraulic switch interposed between the solenoid valve and the frictional engagement element and configured to output an ON signal when the hydraulic pressure is higher than or equal to a threshold value and output an OFF signal when the hydraulic pressure is less than the threshold value. Also provided is a controller configured to control the supplied current to a prescribed current value or less when a predetermined running condition has been met, and then assess a malfunction of the hydraulic switch, based on a state of operation of the solenoid valve and the signal from the hydraulic switch.

Abstract: A vehicle controlling device has a frictional engagement element provided between a drive motor and a driving wheel; a shifting unit capable of selecting a travel range or a non-travel range; first obtaining unit configured to, during selection of the travel range, obtain a first parameter including at least a first motor torque value that is a torque value of the drive motor; second obtaining unit configured to, during selection of the non-travel range, obtain a second parameter including at least a second motor torque value that is a torque value of the drive motor; and operating unit configured to, on the basis of the first and second parameters, calculate a zero point hydraulic pressure command value at which the frictional engagement element starts to generate a torque capacity. It is therefore possible to detect a zero point of a clutch between the drive motor and the driving wheel.

Abstract: An automatic transmission is provided, which includes a variator having a first pulley, a second pulley and a belt wound around the first and second pulleys, a first motor configured to give a pulley thrust force for shifting the variator to the first or second pulley, a second motor configured to cause a belt clamping force to be generated in the variator, and a power transmission mechanism provided between the second motor and the variator, to transmit an output torque of the second motor to the variator. The power transmission mechanism includes a cycloid decelerator configured to decelerate an input torque from the second motor, and transmit the decelerated input torque to the variator.

Abstract: An event is classified as a fault of hardware or a fault of a system or a control system. When the event is classified as the fault of the hardware, the event is expanded into lower events, physical quantities of the event and the lower events are acquired, and it is examined whether the event is expanded properly or not based on relationship between the physical quantity of the event and the physical quantities of the lower events. When the event is classified as the fault of the system or the control system, a block diagram of the system or the control system is created, and the event is expanded into the lower events based on input/output relationship in the block diagram of the system or the control system.

Abstract: An automatic transmission includes a park rod adapted to non-rotatably lock an output shaft of the automatic transmission, an actuator adapted to drive the park rod, and an ATCU adapted to drive the actuator when a setting range of the automatic transmission is set into a P range. In a situation where an accelerator pedal is pressed on a climbing slope, driving force and gradient resistance are balanced, and a vehicle is stopped, the ATCU does not set the setting range of the automatic transmission into the P range even when a shifter is operated into the P range.

Abstract: A control device for automatic transmission of the present invention includes a transmission mechanism and a park lock device. The park lock device has a rod member and a lock mechanism. The lock mechanism restricts movement of the rod member when being in a locked state. If a CPU reset (reset of a CPU constituting an ATCU) occurs, the control device maintains the locked state of the lock mechanism after a return from the CPU reset.

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: The integrated controller calculates the required lubricant flowrate required for lubricating the friction element corresponding to a selected position on the basis of a rotation speed difference in the friction element corresponding to the selected position, and increases the lubricant flowrate supplied to the friction element corresponding to the selected position immediately after switching is made between the forward position and the reverse position and supplies the lubricant flowrate larger than the required lubricant flowrate to the friction element corresponding to the selected position.

Abstract: A displayed rotation speed control apparatus for a hybrid vehicle includes: a displayed rotation speed controller having a display mode in which a target primary rotation speed stepwisely set is displayed as a driving source rotation speed in the rotation speed display device in the simulated stepwise shift mode, when the mode is switched from the EV mode to the HEV mode to initiate a starting of the engine, and when the mode is switched from the continuous shift mode to the simulated stepwise shift mode while an actual engine speed is smaller than a predetermined rotation speed, the displayed rotation speed controller being configured to display a value obtained by retarding the actual engine speed, during a period from the initiation of the starting of the engine to a rotation speed smaller than a predetermined rotation speed.

Abstract: CVT controller has rotation speed sensors detecting driving and driven wheel rotation speed; driving and driven wheel speed difference detection unit detecting wheel speed difference ?vfr; and bad road judgment unit judging that road is bad road when ?vfr is first value ?vfr_br or greater. CVT controller further has first belt clamping force increase unit increasing belt clamping force in case where road is judged to be bad road, as compared with case where road is not judged to be bad road; vibration detection unit detecting vehicle speed vibration fvsp; and second belt clamping force increase unit increasing belt clamping force when ?vfr is second value ?vfr_psec or greater or when fvsp is third value fvsp_psec or greater in case where road is not judged to be bad road, as compared with case where ?vfr is less than ?vfr_psec and case where fvsp is less than fvsp_psec.

Abstract: The present invention is configured such that: in a stopped state of an electric oil pump (M/O/P), control of the electric oil pump (M/O/P) is started such that, when a driver has the intention of demanding drive force, a discharge pressure takes on a target hydraulic pressure (PTh) determined in accordance with the demanded drive force from the driver; and a pressure regulation target value of a line pressure regulation valve (101) is set to a value that is higher than or equal to the target hydraulic pressure (PTh). Thus, it is possible to provide a vehicular hydraulic control device capable of suppressing hunting in line pressure (PL) when the line pressure (PL) is regulated so as to take on the target hydraulic pressure (PTh).

Abstract: A hydraulic control device includes: a mechanical oil pump (O/P) that is driven by a motor/generator (M/G) and that generates a first hydraulic pressure (P1); an electric oil pump (M/O/P) that is driven by a sub-motor (S/M) and that generates a second hydraulic pressure (P2); and a controller (10). When a demanded drive force from a driver is generated while in a low-vehicle-speed region which is lower than a first vehicle speed (V1) at which the output of the mechanical oil pump (O/P) becomes unstable, the controller (10) controls the electric oil pump (M/O/P) such that the second hydraulic pressure (P2) becomes larger than a compensative hydraulic pressure (P?) found by subtracting the first hydraulic pressure (P1) from a necessary hydraulic pressure (Pne) determined in accordance with the demanded drive force.

Abstract: A controller executes a feedback control of a transmission so that an actual speed ratio reaches a target speed ratio. The controller includes first and second phase lead compensators configured to perform phase lead compensation of a feedback primary command pressure, a lead compensation on/off determination unit configured to determine to set on or off the phase lead compensation, and an advance amount filter unit configured to smooth a change of a gain according to on/off determination of the phase lead compensation when the phase lead compensation is on/off-switched.

Abstract: The present invention relates to a control device and a control method for a vehicle in which a lockup clutch is disengaged when a rotation speed of an engine falls below a disengagement rotation speed. The device/method changes a speed ratio of a variator on the basis of a shifting map in which a primary pulley rotation speed on a coast line is set higher than a primary pulley rotation speed on a drive line and sets a target input rotation speed of the variator to a predetermined target input rotation speed higher than the primary pulley rotation speed on the drive line when an operation of an accelerator pedal is performed such that an accelerator pedal opening falls to a first predetermined opening or less. As a result, the present invention can suppress drop of fuel efficiency of the engine caused by disengagement of the lockup clutch which is a friction engagement element.

Abstract: A vehicle control device separately controls driving powers distributed to right and left wheels. The vehicle control device is configured to execute a vehicle posture control for reducing the driving powers transmitted from a driving source to the wheels by a request from a vehicle side. The vehicle control device includes a slip detection unit and a torque control unit. The slip detection unit is configured to detect a slip in the wheels. The torque control unit is configured to determine whether to perform a torque control after an operation of the vehicle posture control according to a detection result of the slip and a state of a transmission. The torque control is a control to control a torque input to the transmission by a request from the transmission side. The torque control unit is configured to execute the torque control on the basis of a determination result.