A range determination device is applied to an automatic transmission provided with an input portion, an output portion, and a range switching mechanism which transmits rotation of the input portion to the output portion, and which is operative to switch the range of the automatic transmission between a forward range and a reverse range, in which directions of transmitting rotation from the input portion to the output portion are different from each other. The range determination device includes a rotational state detection unit which detects a rotational state of a predetermined rotary member included in the range switching mechanism, and a determination unit which determines that the forward range or the reverse range is attained on the basis of the rotational state of the rotary member detected by the rotational state detection unit.

A range determination device is applied to an automatic transmission provided with an input portion, an output portion, and a range switching mechanism which transmits rotation of the input portion to the output portion, and which is operative to switch the range of the automatic transmission between a forward range and a reverse range, in which directions of transmitting rotation from the input portion to the output portion are different from each other. The range determination device includes a rotational state detection unit which detects a rotational state of a predetermined rotary member included in the range switching mechanism, and a determination unit which determines that the forward range or the reverse range is attained on the basis of the rotational state of the rotary member detected by the rotational state detection unit.

A drivetrain control and a method for controlling a drivetrain where the actual engine torque of the prime mover is taken into account are described herein. Illustrative embodiments include control systems and methods where the ratio set point of the CVT and/or the rate of the CVT ratio change are modified according to the actual engine torque of the prime mover.

A control device for an automatic transmission of a vehicle includes a shift control section including; a deceleration state judging section configured to judge whether a deceleration of the vehicle is a gentle deceleration state or a sudden deceleration state, and a downshift control section configured to command a plural stage downshift to downshift from a current shift stage of the automatic shift mechanism to a target shift stage that is lower than the current shift stage by two stages or more when the deceleration state judging section judges the sudden deceleration state.

A control device for an automatic transmission of a vehicle includes a shift control section including; a deceleration state judging section configured to judge whether a deceleration of the vehicle is a gentle deceleration state or a sudden deceleration state, and a downshift control section configured to command a plural stage downshift to downshift from a current shift stage of the automatic shift mechanism to a target shift stage that is lower than the current shift stage by two stages or more when the deceleration state judging section judges the sudden deceleration state.

A system includes a power source to generate power to propel the vehicle, and a speed sensor to detect a current speed. The system also includes a camera to detect image data corresponding to a current roadway, and a GPS sensor to detect location data corresponding to a current location of the vehicle. The system also includes an ECU. The ECU is designed to determine a target vehicle speed based on at least one of the image data or the location data. The ECU is also designed to calculate an energy-efficient acceleration pattern to accelerate the vehicle from the current speed to the target vehicle speed based on a goal to minimize energy usage of the power source. The ECU is also designed to control the power source to accelerate the vehicle from the current speed to the target vehicle speed using the energy-efficient acceleration pattern.

Methods and systems are provided for an electric drivetrain. In one example, the electric drivetrain system includes a first and a second electric motor-generator rotationally coupled to a planetary assembly that is rotationally coupled to a drive axle via an output gear. The system further includes a controller that is configured to, during a first operating condition, operate each of the first and second electric motor-generators in a motor mode or a generator mode and hold the output gear at a zero speed.

Methods and systems are provided for an electric drivetrain. In one example, the electric drivetrain system includes a first and a second electric motor-generator rotationally coupled to a planetary assembly that is rotationally coupled to a drive axle via an output gear. The system further includes a controller that is configured to, during a first operating condition, operate each of the first and second electric motor-generators in a motor mode or a generator mode and hold the output gear at a zero speed.

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).

A control method of a continuously variable transmission includes supplying oil pressure to a line-pressure oil passage and a secondary pulley oil chamber by a source pressure oil pump, controlling a flow of oil into and from a primary pulley oil chamber by an electric oil pump arranged in an oil passage between the primary pulley oil chamber and the secondary pulley oil chamber, and limiting a discharge flowrate of the electric oil pump to an amount smaller than a discharge flowrate of the source pressure oil pump.