A method for controlling a line pressure of a hybrid vehicle includes applying, by a controller, a set current corresponding to a target pressure to a first solenoid valve controlling the line pressure, driving, by the controller, a second solenoid valve to open an engine clutch after the applying step, comparing, by the controller, a difference value between a real pressure of the engine clutch sensed by a pressure sensor and the target pressure with a preset pressure after the driving step, and as a result of performing the comparing step, if the difference value is equal to or greater than the preset pressure, controlling, by the controller, an increase of a revolution per minute (RPM) speed of the electric oil pump and an increase of a pressure of the first solenoid valve to be alternately generated.

A method for controlling a line pressure of a hybrid vehicle includes applying, by a controller, a set current corresponding to a target pressure to a first solenoid valve controlling the line pressure, driving, by the controller, a second solenoid valve to open an engine clutch after the applying step, comparing, by the controller, a difference value between a real pressure of the engine clutch sensed by a pressure sensor and the target pressure with a preset pressure after the driving step, and as a result of performing the comparing step, if the difference value is equal to or greater than the preset pressure, controlling, by the controller, an increase of a revolution per minute (RPM) speed of the electric oil pump and an increase of a pressure of the first solenoid valve to be alternately generated.

A hydraulic control apparatus, wherein the first switching valve receives an input of one of the hydraulic pressure from the first electromagnetic valve device and the predetermined hydraulic pressure from the third switching valve, as a switching signal pressure, the first switching valve is switched from the first state to the second state in response to the input of the switching signal pressure, and the first switching valve is held in the second state, and the second switching valve receives an input of one of the hydraulic pressure from the first electromagnetic valve device and the predetermined hydraulic pressure from the third switching valve, as a holding pressure for holding the normal supply state.

A hydraulic control apparatus, wherein the first switching valve receives an input of one of the hydraulic pressure from the first electromagnetic valve device and the predetermined hydraulic pressure from the third switching valve, as a switching signal pressure, the first switching valve is switched from the first state to the second state in response to the input of the switching signal pressure, and the first switching valve is held in the second state, and the second switching valve receives an input of one of the hydraulic pressure from the first electromagnetic valve device and the predetermined hydraulic pressure from the third switching valve, as a holding pressure for holding the normal supply state.

A hydraulic control device that includes a normally closed first solenoid valve, a first check valve, a failsafe valve, and a second check valve, wherein the first movable member of the first check valve is biased to cut off the communication between the first input port and the first drain port in case of the failure in which no current is applied to the first solenoid valve.

A hydraulic control device that includes a normally closed first solenoid valve, a first check valve, a failsafe valve, and a second check valve, wherein the first movable member of the first check valve is biased to cut off the communication between the first input port and the first drain port in case of the failure in which no current is applied to the first solenoid valve.

A control apparatus for a vehicular continuously variable transmission is provided. The control apparatus includes a pair of pulley pressure adjusting valves, a pair of electromagnetic valves, a source pressure adjusting valve and an electronic control unit. The electronic control unit is configured to control the source pressure adjusting valve in such a manner as to lower the source pressure at a time of a fail mode below the source pressure at a time of a non-fail mode, at the time of the fail mode, and control command signals to the pair of the electromagnetic valves such that the command signals temporarily decrease below command signals at the time of the non-fail mode, before cancelling the lowering of the source pressure in making a changeover from the fail mode to the non-fail mode.

A control apparatus for a vehicular continuously variable transmission is provided. The control apparatus includes a pair of pulley pressure adjusting valves, a pair of electromagnetic valves, a source pressure adjusting valve and an electronic control unit. The electronic control unit is configured to control the source pressure adjusting valve in such a manner as to lower the source pressure at a time of a fail mode below the source pressure at a time of a non-fail mode, at the time of the fail mode, and control command signals to the pair of the electromagnetic valves such that the command signals temporarily decrease below command signals at the time of the non-fail mode, before cancelling the lowering of the source pressure in making a changeover from the fail mode to the non-fail mode.

A multipurpose vehicle includes an engine, a fuel supply unit that supplies fuel to the engine, a gear transmission device that changes speed of power from the engine through a shifting operation, a coupling state detection sensor that detects a coupling state of the gear transmission device, a determination unit that determines whether the coupling state is an incomplete coupling state based on a detection signal from the coupling state detection sensor, and a fuel supply control unit that executes a fuel cut to reduce a fuel supply amount of the fuel from the fuel supply unit to the engine to a value less than a reference value, if the determination unit determines that the coupling state is the incomplete coupling state.

An actuator diagnostic apparatus is provided for an electronic control unit of a vehicle. The actuator diagnostic apparatus of the electronic control unit for a vehicle is characterized by containing: a high-side driver which drives an actuator from a high-side; an output voltage sensing unit which senses an output voltage of the high-side driver; a low-side driver which drives the actuator from a low-side; a pull-down switch which pulls down an input voltage of the high-side driver; a shutdown driver which actuates the pull-down switch; and a diagnostic control unit which diagnoses shutdown of the actuator upon receiving an input of the output voltage from the output voltage sensing unit after respectively actuating the high-side driver, the low-side driver, and the shutdown driver in accordance with a shutdown diagnosis order.