Abstract: A malfunction part sensing device for an automatic transmission for a vehicle which is arranged to attain a plurality of shift stages by selectively engaging a plurality of frictional engagement elements, the malfunction part sensing device includes: a shift stage monitoring section configured to monitor the shift stages before and after the shift of the automatic transmission; a malfunction sensing section configured to sense the malfunction mode from a behavior of the vehicle which is generated in accordance with the malfunction; and a malfunction part limiting section configured to limit the one of the frictional engagement elements in which the malfunction is generated, based on the malfunction mode and a shift manner by a combination of the shift stages before and after the shift.

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: 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 control device is provided for a vehicle including a drive source and an automatic transmission having a park lock mechanism for locking an output shaft and an engaging element to be engaged at the start of running. Output rotation of the drive source is input to the automatic transmission. The control device includes a control unit to limit a torque of the drive source until the release of locking by the park lock mechanism is completed in response to an instruction being given to change from a parking range to a travel range. The control unit is configured to limit the torque of the drive source from after the instruction is given to change from the parking range to the travel range until the release of locking by the park lock mechanism is completed.

Abstract: A control device limits a torque of a drive source until the release of locking by a park lock mechanism is completed if an instruction is given to change from a parking range to a travel range.

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 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 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: A malfunction part sensing device for an automatic transmission for a vehicle which is arranged to attain a plurality of shift stages by selectively engaging a plurality of frictional engagement elements, the malfunction part sensing device includes: a shift stage monitoring section configured to monitor the shift stages before and after the shift of the automatic transmission; a malfunction sensing section configured to sense the malfunction mode from a behavior of the vehicle which is generated in accordance with the malfunction; and a malfunction part limiting section configured to limit the one of the frictional engagement elements in which the malfunction is generated, based on the malfunction mode and a shift manner by a combination of the shift stages before and after the shift.

Abstract: A device for controlling a start of a vehicle includes a rotation speed obtaining unit that obtains an actual engine rotation speed of the engine, a target rotation speed computing unit that computes a target rotation speed of the engine in the slip control, a control target value computing unit that computes a control target value, which is a target value for controlling the engine rotation speed to the target rotation speed based on the actual engine rotation speed and the target rotation speed, and an instruction value computing unit that computes an instruction value for the lock-up clutch necessary to control the engine rotation speed to the control target value based on the control target value.

Abstract: A start request detection unit detects a start request for a vehicle. A hydraulic pressure control circuit controls torque transmitted by a lock-up clutch by controlling an engagement force of the lock-up clutch. A rotation speed detection unit detects an output rotation speed of a torque converter. An engagement control unit issues an instruction to the hydraulic pressure control circuit such that the lock-up clutch is placed in slip engagement and is able to transmit the torque when the following conditions are both satisfied: a predetermined time period has elapsed since detection of the start request by the start request detection unit; and the output rotation speed has increased to a predetermined rotation speed or higher.

Abstract: A device for controlling a start of a vehicle includes a rotation speed obtaining unit that obtains an actual engine rotation speed of the engine, a target rotation speed computing unit that computes a target rotation speed of the engine in the slip control, a control target value computing unit that computes a control target value, which is a target value for controlling the engine rotation speed to the target rotation speed based on the actual engine rotation speed and the target rotation speed, and an instruction value computing unit that computes an instruction value for the lock-up clutch necessary to control the engine rotation speed to the control target value based on the control target value.

Abstract: A start request detection unit detects a start request for a vehicle. A hydraulic pressure control circuit controls torque transmitted by a lock-up clutch by controlling an engagement force of the lock-up clutch. A rotation speed detection unit detects an output rotation speed of a torque converter. An engagement control unit issues an instruction to the hydraulic pressure control circuit such that the lock-up clutch is placed in slip engagement and is able to transmit the torque when the following conditions are both satisfied: a predetermined time period has elapsed since detection of the start request by the start request detection unit; and the output rotation speed has increased to a predetermined rotation speed or higher.

Abstract: In an oil pump control apparatus of a vehicle includes a first driving power source for propelling the vehicle, a first oil pump driven by the first driving power source, a second oil pump driven by a second driving power source, and a hydraulically-operated portion supplied with working oil from the first and second pumps, a look-ahead vehicle speed estimation section is provided for estimating, based on a vehicle running condition, a look-ahead vehicle speed, which may occur a given elapsed time later. Also provided is a second-oil-pump control section configured to predict, based on the look-ahead vehicle speed, whether a lack in discharge pressure produced by the first pump from a required hydraulic pressure, and further configured to start up the second pump, when it is predicted that a lack in discharge pressure of the first pump from the required hydraulic pressure occurs.

Abstract: An automatic transmission has a transmission control section performing a control so that a transmission ratio defined as input rpm/output rpm of the automatic transmission becomes a target transmission ratio, a slip control section slip-controlling a frictional engagement element in the automatic transmission so that the input rpm becomes a value obtained by multiplying the output rpm by the target transmission ratio also adding a predetermined slip revolution speed; and an abnormality judgment section judging abnormality in the automatic transmission. When the slip-control is not in progress, if an actual transmission ratio is out of a predetermined range of the target transmission ratio, the abnormality judgment section judges that abnormality occurs. When the slip-control is in progress, if a value obtained by correcting the actual transmission ratio on the basis of the slip revolution speed is out of the predetermined range, the abnormality judgment section judges that abnormality occurs.

Abstract: In an automatic transmission of this invention, a determination as to whether or not a failure has occurred in a friction element is made repeatedly while a vehicle is traveling, and control to specify the failed friction element is begun when a vehicle speed falls to or below a predetermined value for the first time following detection of the failure in the friction element (S1, S3). When the failed friction element has been specified (S4, S13, S15, S24, S26, S35, S37), usable gear positions are determined on the basis of the specified friction element, whereupon shift control is performed using only the usable gear positions (S5, S14, S16, S25, S27, S36, S38, S39).

Abstract: An automatic transmission has a transmission control section performing a control so that a transmission ratio defined as input rpm/output rpm of the automatic transmission becomes a target transmission ratio, a slip control section slip-controlling a frictional engagement element in the automatic transmission so that the input rpm becomes a value obtained by multiplying the output rpm by the target transmission ratio also adding a predetermined slip revolution speed; and an abnormality judgment section judging abnormality in the automatic transmission. When the slip-control is not in progress, if an actual transmission ratio is out of a predetermined range of the target transmission ratio, the abnormality judgment section judges that abnormality occurs. When the slip-control is in progress, if a value obtained by correcting the actual transmission ratio on the basis of the slip revolution speed is out of the predetermined range, the abnormality judgment section judges that abnormality occurs.

Abstract: An automatic transmission of a motor vehicle, comprising a plurality of planetary gear units; a plurality of frictional elements, the frictional elements assuming engaged/disengaged condition upon receiving a ratio change instruction thereby to establish a desired speed of the transmission with the aid of the planetary gear units; a deceleration detecting means that detects a deceleration of the motor vehicle; a gear ratio detecting means that detects an actual gear ratio that is actually established in the transmission; and an interlock judgment means that judges whether or not the transmission is subjected to an interlock, the interlock being a condition wherein upon receiving the ratio change instruction, at least one of the frictional elements is brought into unintended engagement.

Abstract: An automatic transmission includes a planetary gear mechanism, an engagement element group including a particular engagement element having first and second pressure chambers, a pressure control valve to regulate the fluid pressure for the particular engagement element, and a selector valve arranged to connect the second pressure chamber with the pressure control valve at a first valve position, and to disconnect the second pressure chamber from the pressure control valve at a second valve position. A shift control section is configured to command a shift operation from a first gear position, to a second gear position, by controlling the selector valve to the second valve position and to supply the fluid pressure to the first pressure chamber, and to judge the selector valve to be in an abnormal state, in accordance with a parameter in the shift operation.

Abstract: In an oil pump control apparatus of a vehicle includes a first driving power source for propelling the vehicle, a first oil pump driven by the first driving power source, a second oil pump driven by a second driving power source, and a hydraulically-operated portion supplied with working oil from the first and second pumps, a look-ahead vehicle speed estimation section is provided for estimating, based on a vehicle running condition, a look-ahead vehicle speed, which may occur a given elapsed time later. Also provided is a second-oil-pump control section configured to predict, based on the look-ahead vehicle speed, whether a lack in discharge pressure produced by the first pump from a required hydraulic pressure, and further configured to start up the second pump, when it is predicted that a lack in discharge pressure of the first pump from the required hydraulic pressure occurs.