Abstract: A vehicle drive device includes: an oil pump; an oil cooler; a bypass oil passage configured to bypass the oil cooler; a control valve; and a control unit. The control unit keeps the control valve in a first state while a temperature of oil circulated by the oil pump is lower than a predetermined value, and switches the control valve to a second state when the temperature of the oil circulated by the oil pump becomes not lower than the predetermined value while the control valve is in the first state. The control unit changes a voltage command value of an electric motor to a value smaller than a voltage command value corresponding to a required output of the electric motor after elapse of a predetermined period from a time the control valve is switched to the second state.

Abstract: A vehicle drive device includes: an oil pump; an oil cooler; a bypass oil passage configured to bypass the oil cooler; a control valve; and a control unit. The control unit keeps the control valve in a first state while a temperature of oil circulated by the oil pump is lower than a predetermined value, and switches the control valve to a second state when the temperature of the oil circulated by the oil pump becomes not lower than the predetermined value while the control valve is in the first state. The control unit changes a voltage command value of an electric motor to a value smaller than a voltage command value corresponding to a required output of the electric motor after elapse of a predetermined period from a time the control valve is switched to the second state.

Abstract: A vehicle shift control device includes: a parking lock device selectively switched by driving of an electric motor between a lock position restraining rotation of wheels and a non-lock position not restraining the rotation of the wheels; and an electronic control device controlling the electric motor, the vehicle shift control device providing a parking lock switching control of selectively switching the parking lock device between the lock position and the non-locking position in an activated state of the electronic control device, wherein if the electronic control device is switched from the deactivated state to the activated state, the vehicle shift control device provides a wall abutment control of driving the parking lock device with the electric motor to a mechanical displacement end before starting the provision of the parking lock switching control, and if a temperature of the electric motor is lower than a predefined low-temperature determination value, the vehicle shift control device provides an e

Abstract: A power transmission unit for a hybrid vehicle in which a halting member for halting an output shaft of an engine does not elongate an axial length. The vehicle can be driven by another power unit while halting a rotation of the output shaft. One of end portions of the output shaft is connected with a transmission through a torque limiter, and a rotary member is attached to the other end portion of the output shaft to be rotated integrally. A halting member for halting a rotation of the output shaft is fitted onto the rotary member in a manner to overlap at least partially therewith in an axial direction.

Abstract: A vehicle shift control device includes: a parking lock device selectively switched by driving of an electric motor between a lock position restraining rotation of wheels and a non-lock position not restraining the rotation of the wheels; and an electronic control device controlling the electric motor, the vehicle shift control device providing a parking lock switching control of selectively switching the parking lock device between the lock position and the non-locking position in an activated state of the electronic control device, wherein if the electronic control device is switched from the deactivated state to the activated state, the vehicle shift control device provides a wall abutment control of driving the parking lock device with the electric motor to a mechanical displacement end before starting the provision of the parking lock switching control, and if a temperature of the electric motor is lower than a predefined low-temperature determination value, the vehicle shift control device provides an e

Abstract: An operating device (40) for a state-changing element that is an embodiment of the present invention includes a detent mechanism (50) for displacing and positioning displacement members (22, 33) included in a state-changing element (10), an actuator (60) for driving the detent mechanism (50), and a control unit (5) that controls the actuator (60).

Abstract: A shift switching control device of a vehicle including a shift switching mechanism that electrically switches a shift position of an automatic transmission with activation of a step motor based on an operation signal indicative of an operating state of an operating device for switching a shift position of the automatic transmission, wherein if a first shift switching control is provided that is determined in advance as shift position switching control giving higher priority to higher output of the step motor rather than responsiveness of switching of a shift position, the shift switching control device of a vehicle drives the step motor in a one-two-phase excitation mode and sets a rotation speed of the step motor to a predetermined first rotation speed, and wherein if a second shift switching control is provided that is determined in advance as shift position switching control giving higher priority to responsiveness of switching of a shift position rather than higher output of the step motor, the shift swi

Abstract: A range determination apparatus for preventing a shift range from being undefined during speed change states of an automatic transmission with no manual valve. The range determination apparatus includes a gear speed change mechanism and a plurality of friction engagement elements operative to have respective operation states changed between an engagement and a disengagement state. The range determination apparatus is used for automatic transmissions subject to speed changes via a torque transmission path of the gear speed change mechanism changed by the operation states of the friction engagement elements. A real shift range determination is carried out on the basis of the operation states of the friction engagement elements, where a T-ECU is operative to determine a current shift range based on detection results obtained by oil pressure sensors and operation patterns preliminarily memorized when the operation states of the friction engagement elements are not being changed.

Abstract: A control apparatus for an automatic transmission prevents friction engagement elements from being kept in an engagement state in accordance with the traveling state of a vehicle when a shift lever is operated to the position where a neutral range is formed, even if the malfunction of a solenoid valves occurs. If the shift range is switched to an N range, an ECU controls an So3 solenoid valve to enter an energized state, and controls a speed change mechanism to enter a non-transmission state, when the ECU judges that vehicle speed V is smaller than an N range forming method changing threshold Vn. The ECU controls an SL1 linear solenoid valve to enter a de-energized state, and controls the speed change mechanism to enter the non-transmission state, when the ECU judges that the vehicle speed V is no less than the N range forming method changing threshold Vn.

Abstract: A vehicle control apparatus including a brake mechanism that produces braking force through actuation of a first actuator, a shift mechanism that changes the shift position of a transmission through actuation of a second actuator, a controller that controls the electric power supplied to the first actuator and the electric power supplied to the second actuator; a first electric power supply unit that supplies electric power to the controller; a second electric power supply unit that supplies electric power to the first actuator; and a third electric power supply unit that supplies electric power to the second actuator. An actuator control unit controls the electric power supplied to the second actuator from the second electric power supply unit or from the third electric power supply unit when the second actuator is not able to operate using electric power supplied from the first electric power supply unit.

Abstract: A shift-by-wire (SBW) device includes a capacitor, which stores electric power. When an abnormality occurs in a battery or an electric power supply system, an actuator of the SBW device receives electric power from the capacitor and changes a shift range of an automatic transmission to a P range at least once. Furthermore, when a lever of a P range releasing arrangement is operated, the P range of the automatic transmission is released.

Abstract: A vehicle control apparatus including a brake mechanism that produces braking force through actuation of a first actuator, a shift mechanism that changes the shift position of a transmission through actuation of a second actuator, a controller that controls the electric power supplied to the first actuator and the electric power supplied to the second actuator; a first electric power supply unit that supplies electric power to the controller; a second electric power supply unit that supplies electric power to the first actuator; and a third electric power supply unit that supplies electric power to the second actuator. An actuator control unit controls the electric power supplied to the second actuator from the second electric power supply unit or from the third electric power supply unit when the second actuator is not able to operate using electric power supplied from the first electric power supply unit.

Abstract: A shift switching control device of a vehicle including a shift switching mechanism that electrically switches a shift position of an automatic transmission with activation of a step motor based on an operation signal indicative of an operating state of an operating device for switching a shift position of the automatic transmission, wherein if a first shift switching control is provided that is determined in advance as shift position switching control giving higher priority to higher output of the step motor rather than responsiveness of switching of a shift position, the shift switching control device of a vehicle drives the step motor in a one-two-phase excitation mode and sets a rotation speed of the step motor to a predetermined first rotation speed, and wherein if a second shift switching control is provided that is determined in advance as shift position switching control giving higher priority to responsiveness of switching of a shift position rather than higher output of the step motor, the shift swi

Abstract: A hydraulic control device for an automatic transmission that includes a fail-safe function to establish a fail-safe traveling state where a predetermined shift speed is established, and a fail-safe stopping state where the primary pressure to all of the hydraulic servos is cut-off when a failure occurs. The hydraulic control device is able to switch between the fail-safe traveling state and the fail-safe stopping state even after a failure occurs, thereby enhancing a limp-mode function.

Abstract: A vehicle control apparatus for a vehicle that includes a brake mechanism that produces braking force through the actuation of a first actuator and a shift mechanism that changes the shift position of a transmission through the actuation of a second actuator. The vehicle control apparatus includes: a controller that controls the electric power supplied to the first actuator and that controls the electric power supplied to the second actuator; a first electric power supply unit that supplies electric power to the controller; a second electric power supply unit that supplies electric power to the first actuator; and a third electric power supply unit that supplies electric power to the second actuator.

Abstract: A hydraulic control device for a multi-speed automatic transmission includes friction engagement elements, several hydraulic servos that engage and release the friction engagement elements, solenoid valves for engagement control, and a sorting switch valve that allocates engagement pressure from at least one of the solenoid valves for engagement control to two of the hydraulic servos. The sorting switch is switched between a first position that supplies engagement pressure to one of the two hydraulic servos in at least a Reverse, non-drive range and a specific Forward gear range, and a second position that supplies engagement pressure to the two hydraulic servos in other than the Forward range.

Abstract: The present invention provides a control apparatus for an automatic transmission which is capable of preventing friction engagement elements from being kept in an engagement state in accordance with the traveling state of a vehicle when a shift lever is operated to the position where an neutral range is formed, even if the malfunction of one or more solenoid valves occurs. In the case where the shift range is switched to an N range (“YES” in the step S11), an ECU controls an So3 solenoid valve to enter an energized state (step S15), and controls a speed change mechanism to enter a non-transmission state, when the ECU judges that vehicle speed V is smaller than an N range forming method changing threshold Vn (“YES” in step S13).

Abstract: Herein disclosed is a range determination apparatus of a vehicle which can prevent a shift range from being undefined in the speed change states of an automatic transmission with no manual valve.

Abstract: An actuator for a state changeover element that is actuated in a manner interlocking with the tilting of a tilt member is provided. The actuator is equipped with a rotational power generating portion, an output shaft coaxially and integrally rotatably coupled to a tilt spindle of the tilt member to output a rotational power generated by the rotational power generating portion, a casing that covers the actuator and having an opening for exposing one axial end side of the output shaft to an outside. The actuator is further equipped with a rotational angle limiting unit provided between the output shaft and a wall portion of the casing radially facing the output shaft to physically limit a rotational angle of the output shaft. A range changeover device for an automatic transmission equipped with this actuator and a parking device equipped with this actuator are provided.

Abstract: A shift-by-wire control system includes a parking lock device that brings an output shaft of an automatic transmission device to a lock state when a range switching unit switches to the P-range. The parking lock device brings the output shaft to a lock-release state when the range switching unit switches to another shift range. An electric motor actuates the range switching unit and the parking lock device in accordance with an instruction of an operator. A manual device transmits manual operation force of the operator to the parking lock device when the electric motor stops. The manual device includes a one-way transmission unit permitting transmission of the manual operation force in a direction toward the lock state, and prohibiting transmission of the manual operation force in a direction toward the lock-release state.