Abstract: It is provided a vehicle shift control apparatus that electrically controls switchover of a shift range of a transmission based on a position signal corresponding to an operational position in a shift operating device, the vehicle shift control apparatus being capable of storing therein a determination result of whether the position signal is normal or abnormal, the shift range being switched based on the position signal acquired when a vehicle electric power supply is turned on if a memory of the determination result is retained when the vehicle electric power supply is turned on, the shift range not being switched based on the position signal acquired when the vehicle electric power supply is turned on if the memory of the determination result is not retained.

Abstract: A control device for a vehicle hydraulic control circuit having a hydraulic switch disposed on a hydraulic control circuit of an automatic transmission, includes: a malfunction detecting portion configured to detect a malfunction of the hydraulic switch; and a malfunction removing portion configured to execute an operation for restoring a contact of the hydraulic switch when a malfunction of the hydraulic switch is detected.

Abstract: An ECU is connected to a multi-system shift sensor detecting a shift lever position in a shift direction associated with detection of the R position, and to a multi-system select sensor detecting a shift lever position in a select direction not associated with detection of the R position. When only one or more, but not all, of sensors in the select sensor are abnormal, the ECU controls the shift range according to the shift position detected based on the remaining proper sensor. When only one or more of sensors in the shift sensor are abnormal, the ECU maintains the current range until an operation of a shift lever is detected, and switches the shift range to the N range at the point of time of detecting an operation of the shift lever.

Abstract: When there is no malfunction in either drive shaft rotational speed detection portion (36) or rotating shaft rotational speed detection portion (44), control of internal combustion engine (22), the power split device (30, MG1), the electric motor (MG2), and the shifting portion (60) is performed while speed ratio in shifting portion (60) is changed and an intermittent operation of internal combustion engine (22) is performed so that a drive power required for drive shaft (32a) is output to shaft (32a). When a malfunction occurs in drive shaft rotational speed detection portion (36) or/and rotating shaft rotational speed detection portion (44), the control is performed while at least one of change in speed ratio, intermittent operation, and output of drive power required for shaft (32a) to shaft (32a) is limited so that a drive power that approximates required drive power as closely as possible is output to drive shaft (32a).

Abstract: A shock caused due to a change in the direction of torque transferred to an output shaft is reduced. There is provided a control device for a powertrain including a drive power source that transfers torque to an output shaft connected to a wheel of a vehicle, and a rotary electric machine that transfers torque to the output shaft via a transmission. When electric power generation performed using the rotary electric machine is restricted, if torque that decelerates the vehicle is transferred from the drive power source to the output shaft, a control is executed so that torque that does not decelerate the vehicle is transferred from the drive power source to the output shaft, and a shift control over the transmission is executed.

Abstract: A hydraulic control apparatus for a transmission includes a line pressure regulating device that enables control in which an oil pressure from an oil pump is regulated so as to attain a line pressure, and that enables control in which the line pressure is switched stepwise between a low pressure state in a lower pressure range and a high pressure state in a higher pressure range; a plurality of hydraulic servos that engage and disengage friction engaging elements using engagement pressures that are based on the line pressure; and a high pressure state detecting device that detects that the line pressure regulating device is outputting the line pressure in the high pressure state.

Abstract: One embodiment of the present invention provides an anomaly detection apparatus for an automatic transmission, the automatic transmission including an electrically-operated oil pump that is rotationally driven by an electric motor, including: a solenoid that is capable of switching a line pressure of a hydraulic control circuit that controls the automatic transmission between a high pressure and a low pressure; and an oil pressure switch that is turned on or off in response to the line pressure, wherein, in response to an oil pressure command value, whether the oil pressure switch is turned on or off according to the oil pressure command value is determined, and the determination and a load state of the electrically-operated oil pump are compared so as to distinctively determine in which of the solenoid and the oil pressure switch, an anomaly has occurred.

Abstract: A control method for a drive apparatus of a hybrid vehicle in which an assist power source is connected to an output member connected to an engine through a torque transmitting member whose torque capacity is changed according to an engagement control amount includes the steps of maintaining a rotational speed of the assist power source at a predetermined rotational speed (step (S02); continuously changing the engagement control amount while maintaining the rotational speed of the assist power source at the predetermined rotational speed (step S04); and leaning a relationship between output torque of the assist power source for maintaining the rotational speed of the assist power source and the engagement control amount when the output torque of the assist power source reaches a predetermined value while the engagement control amount is changed (step S06).

Abstract: A control device of a hybrid vehicle including a motive power distribution mechanism that distributes output of an engine to a first motor-generator and to an output shaft, a second motor-generator that outputs power to the output shaft via a stepped type transmission, and an electricity storage device, and a control method. In an activating operation of the vehicle, a friction engagement device is engaged, and a ready-to-run state is set based on the engagement oil pressure of the friction engagement device detected. It is determined whether the vehicle is in a motor or a non-motor run region. If the vehicle is in the non-motor run region, the original pressure of the friction engagement device is set at a non-working pressure at which a hydraulic switch does not operate, as the engine is started up. After complete explosion of the engine, the original pressure is set at a working pressure at which the switch operates.

Abstract: A control system for hybrid vehicles, in which a second prime mover is connected to an output member to which a power is transmitted from a first prime mover through a transmission in which a torque capacity is varied in accordance with an oil pressure, and which has a first hydraulic pump driven by the first prime mover for establishing an oil pressure to be fed to the transmission, and a second hydraulic pump arranged in parallel with the first hydraulic pump and driven by an electric motor. A torque limiter limits an output torque of the second prime mover temporarily to a predetermined torque which is lower than a maximum output torque, at a starting time of the first prime mover.

Abstract: A control apparatus for a hybrid drive system including a main drive power source, an electric generator, a wheel-side output shaft, a power distributing mechanism for distributing the drive force of the main drive power source to the electric generator, the wheel-side output shaft and an automatic transmission, and an electric motor connected to the wheel-side output shaft through the automatic transmission, the control apparatus including a motor-output limitation control device for implementing an output limitation of the electric motor according to a requirement for the output limitation, and a motor-output limitation inhibiting device to inhibit the output limitation of the electric motor by the motor-output limitation control device, during a shift-up action of the automatic transmission, or a motor-output increasing device to control the electric motor to increase its output so as to offset the output limitation of the electric motor implemented by the motor-output limitation control device according t

Abstract: When there is no malfunction in either drive shaft rotational speed detection portion (36) or rotating shaft rotational speed detection portion (44), control of internal combustion engine (22), the power split device (30, MG1), the electric motor (MG2), and the shifting portion (60) is performed while speed ratio in shifting portion (60) is changed and an intermittent operation of internal combustion engine (22) is performed so that a drive power required for drive shaft (32a) is output to shaft (32a). When a malfunction occurs in drive shaft rotational speed detection portion (36) or/and rotating shaft rotational speed detection portion (44), the control is performed while at least one of change in speed ratio, intermittent operation, and output of drive power required for shaft (32a) to shaft (32a) is limited so that a drive power that approximates required drive power as closely as possible is output to drive shaft (32a).

Abstract: An input shaft rotating speed detector detects an input shaft rotating speed Nin of an automatic transmission based on output signals from a resolver within a predetermined time period ?t1. An output shaft rotating speed detector calculates the number of pulse signals output from an electromagnetic pickup sensor within the predetermined time period ?t1, to detect an output shaft rotating speed Nout of the automatic transmission based on the time length of pulse intervals in the calculated number of pulse signals. With this configuration, the number of pulse signals used for calculating the output shaft rotating speed Nout can be changed, to thereby make a detection period of the output signals from the resolver used for calculating the input shaft rotating speed Nin be consistent with that of the pulse signals used for calculating the output shaft rotating speed Nout.

Abstract: In relation to an automatic transmission which has a plurality of friction engagement devices that are engaged when supplied with oil pressure and which establishes a plurality of speed change steps in accordance with engaged and released states of the friction engagement devices, a control device of a vehicular automatic transmission that switches between the speed change steps in accordance with a predetermined shift rule includes a controller which changes the shift rule to an air discharge-purpose shift rule that is set so as to provide a higher probability of switching to a speed change step that involves engagement of a predetermined friction engagement device of the friction engagement devices than the shift rule in order to discharge air that has intruded in a hydraulic circuit of the predetermined friction engagement device, and which causes switching between the speed change steps in accordance with the air discharge-purpose shift rule.

Abstract: A control method for a hybrid vehicle which includes an engine, a first motor/generator, a second motor/generator, and a manual changing device that changes a driven state of an output member of the engine that depends on a driving state of the engine and a driving state of the second motor/generator, includes the steps of detecting required driving force of the vehicle; detecting required output torque of the second motor/generator based on the required driving force when a change in a rotational speed of the engine is detected; comparing the detected required torque to the maximum permissible torque of the second motor/generator, and increasing a gear ratio when it is determined that the required output torque is greater than the maximum permissible torque.

Abstract: A power output apparatus that suppresses wearing-out of the components of a transmission connected to a drive shaft and a rotating shaft of an electric motor as well as reducing the a shock imparted to the vehicle. The required drive power is output to the drive shaft by appropriately controlling and internal combustion engine, a power split device, the electric motor and a shifting portion. When the rotational speed of the drive shaft can be estimated, the speed ratio in the shifting portion is changed based on either the detected rotational speed of the drive shaft or the estimated rotational speed of the drive shaft and the rotational speed of the rotating shaft. However, when the rotational speed of the drive shaft cannot be estimated, the speed ratio is maintained in the shifting portion.

Abstract: The hybrid vehicle is provided with a power distribution mechanism (20) distributing a power of an internal combustion engine (16) to a wheel side output shaft (6) and a first motor generator (18), and a transmission (14) transmitting a power of a second motor generator (12) to the wheel side output shaft (6). An electronic control unit (30) executes a rotation synchronization control for synchronizing a rotation speed of the second motor generator (12) prior to the gear shift with a rotation speed after the gear shift at a time of gear shift of the transmission (14). In the case that a neutral request for shutting off a power transmission to the wheel side output shaft (6) is executed during an execution of the rotation synchronization control, an execution of the neutral control of shutting off the application of current to the first and second motor generators (18, 12) is inhibited until the execution of the rotation synchronization control is finished.

Abstract: An abnormality determination device and an abnormality determination method of a vehicle that includes a stepped type automatic transmission capable of forming a plurality of speed change steps are provided. The presence/absence of an abnormality of an element related to formation of a predetermined speed change step is determined in a state of the vehicle where the predetermined speed change step is formed. Information about the abnormality determined to be present is then stored. If the information about the abnormality is stored when the vehicle is to newly start to run, the predetermined speed change step where the abnormality stored occurred is established, and the presence/absence of the abnormality of the element related to the formation of the predetermined speed change step is re-determined.

Abstract: The technique of the invention is applied to a motor vehicle where an engine and a first motor are linked to a driveshaft via a planetary gear mechanism, a second motor is linked to the driveshaft via a transmission, and a battery is arranged to receive and transmit electric power from and to the first motor and the second motor. In response to a deviation of the charge-discharge state of the battery from an allowable control range set as an allowable charge state range of the battery during an upshift, gear change control of the invention sets a gearshift condition change flag F1 to 1 (step S360) and sets a value N2 having a smaller absolute value than a value N1 to a target rotation speed change ?Nm2* of the second motor (step S380). The gear change control then sets a hydraulic pressure command Pb1* of a brake B1 included in the transmission to make an actual rotation speed change ?Nm2 of the second motor approach to the target rotation speed change ?Nm2* (step S400).

Abstract: A control apparatus of a hybrid vehicle having a first drive unit, a second drive unit, a HV battery, a shift control element, a battery state detection element, and a shifting-time drive control element. Furthermore, in the control apparatus, a battery balance control element is formed by an engine control element, a first motor control element, a second motor control element and the shifting-time drive control element. If the shift control element determines there is a need for shifting carried out by a stepped transmission, the battery balance control element calculates the amount of increase/decrease in the amount of charge of the HV battery in accordance with the state of the HV battery, and changes the engine operation point on the basis of the calculated amount of increase/decrease in the battery charge, prior to the shifting.