A shift range control device, mounted on a vehicle for switching a shift range by controlling a driving operation of a motor, includes: feedback controller; a feedback value setting unit; a current sensor; and a current correction unit. The feedback controller performs a feedback control based on an actual angle of the motor and a motor speed as a rotational speed of the motor. The feedback value setting unit sets a feedback value of the motor speed to advance a phase of the motor speed, based on the motor speed. The current sensor detects a motor current which flows through the motor. The current correction unit estimates a temperature of the motor based on the motor current, and corrects a target motor speed which is a target speed of the motor determined based on a request shift range.

A control apparatus of an automatic transmission connected to an internal combustion engine of a vehicle includes a determination unit configured to determine an operation state of a hydraulic oil temperature sensor based on comparison between a threshold and a difference between a hydraulic oil temperature of the automatic transmission and a cooling water temperature of the internal combustion engine. When the operation state of the hydraulic oil temperature sensor is determined as normal by the comparison with the threshold, the determination unit further determines the operation state of the hydraulic oil temperature sensor based on an operation state of an oil pressure sensor determined using the hydraulic oil temperature, an oil pressure of hydraulic oil, and a rotation speed.

A control apparatus of an automatic transmission connected to an internal combustion engine of a vehicle includes a determination unit configured to determine an operation state of a hydraulic oil temperature sensor based on comparison between a threshold and a difference between a hydraulic oil temperature of the automatic transmission and a cooling water temperature of the internal combustion engine. When the operation state of the hydraulic oil temperature sensor is determined as normal by the comparison with the threshold, the determination unit further determines the operation state of the hydraulic oil temperature sensor based on an operation state of an oil pressure sensor determined using the hydraulic oil temperature, an oil pressure of hydraulic oil, and a rotation speed.

A computer is programmed to determine an occupancy status of a vehicle based on received sensor data; and adjust a parameter of a powertrain of the vehicle in response to data indicating a critical condition of the powertrain based on the occupancy status. The parameter may be one of engine speed, cylinder deactivation, transmission-shift time, and shift schedule.

Method for determining a hydraulic fluid parameter of a hydraulic clutch for a transmission of a vehicle, comprising receiving from a sensor a measurement of the hydraulic fluid parameter; receiving a further parameter different from the hydraulic fluid parameter; estimating the hydraulic fluid parameter based on at least the obtained further parameter; and comparing the received sensed hydraulic fluid parameter with the estimated hydraulic fluid parameter.

Method for determining a hydraulic fluid parameter of a hydraulic clutch for a transmission of a vehicle, comprising receiving from a sensor a measurement of the hydraulic fluid parameter; receiving a further parameter different from the hydraulic fluid parameter; estimating the hydraulic fluid parameter based on at least the obtained further parameter; and comparing the received sensed hydraulic fluid parameter with the estimated hydraulic fluid parameter.

An alternator driving apparatus for driving an alternator may include a crank pulley mounted on a crank shaft of an engine, an alternator pulley connected to the crank pulley through a driving belt, an alternator shaft connected between the alternator and the alternator pulley, and a rotation speed varying mechanism configured to vary a rotation speed of the alternator shaft.

An alternator driving apparatus for driving an alternator may include a crank pulley mounted on a crank shaft of an engine, an alternator pulley connected to the crank pulley through a driving belt, an alternator shaft connected between the alternator and the alternator pulley, and a rotation speed varying mechanism configured to vary a rotation speed of the alternator shaft.

A method and system for the cancellation of transmission shift delay as a function of an optimum target temperature is disclosed. Once the pre-selected optimum target is achieved the shift delay is cancelled and the transmission is upshifted. Thus the disclosed inventive concept is based the cancellation of the shift delay on achieving climate control air conditioning comfort targets. Such comfort targets could include one or more of the measured HVAC evaporator temperature, the HVAC discharge temperature, or the in-vehicle cabin temperatures. When a temperature sensor measuring the selected temperature reaches the pre-selected target temperature the shift delay may be cancelled and the transmission may be upshifted, thus maximizing passenger comfort while minimizing fuel consumption. Having the shift delay based upon the achievement of specific measurable comfort targets in the form of target temperatures rather than a set time period allows optimization between cabin comfort and fuel efficiency.

A method and system for the cancellation of transmission shift delay as a function of an optimum target temperature is disclosed. Once the pre-selected optimum target is achieved the shift delay is cancelled and the transmission is upshifted. Thus the disclosed inventive concept is based the cancellation of the shift delay on achieving climate control air conditioning comfort targets. Such comfort targets could include one or more of the measured HVAC evaporator temperature, the HVAC discharge temperature, or the in-vehicle cabin temperatures. When a temperature sensor measuring the selected temperature reaches the pre-selected target temperature the shift delay may be cancelled and the transmission may be upshifted, thus maximizing passenger comfort while minimizing fuel consumption. Having the shift delay based upon the achievement of specific measurable comfort targets in the form of target temperatures rather than a set time period allows optimization between cabin comfort and fuel efficiency.