The present invention realizes a vehicle control device that, even when power characteristics of a power generation device and a power transmission device changes, senses degradation of vehicle components, corrects a drive instruction to the power transmission device, and is thereby capable of stabilizing vehicle behavior over a long term. The present invention, in a predetermined vehicle environment state, measures fluctuation in drive power and acceleration in a transient region by using vehicle behavior sensors 4, performs comparison with a reference fluctuation, and thereby senses degradation of vehicle components. The drive instruction to the transmission 16-side is corrected in accordance with the degradation of vehicle components that is sensed. Thus, it is possible to stabilize vehicle behavior (performance) over a long term even when, during automated driving, the power characteristics of the drive power source and the transmission 16 change due to factors such as time degradation of vehicle components.

A method for performing rotational speed synchronisation of a first transmission component having a first initial rotational speed with a second transmission component having a second initial rotational speed, so that they rotate with the same final rotational speed during a gear switch from an initial driving gear to a final driving gear in a stepped gear transmission for a hybrid electric or electric drive train having an electric traction motor. The method including calculating a total frictional work resulting from performing the total rotational speed synchronisation by means of a mechanical synchroniser of the stepped gear transmission only, and if the calculated total frictional work exceeds a maximal frictional work of the mechanical synchroniser, performing the rotational speed synchronisation by means of both the electric traction motor and the mechanical synchroniser.

A method for performing rotational speed synchronisation of a first transmission component having a first initial rotational speed with a second transmission component having a second initial rotational speed, so that they rotate with the same final rotational speed during a gear switch from an initial driving gear to a final driving gear in a stepped gear transmission for a hybrid electric or electric drive train having an electric traction motor. The method including calculating a total frictional work resulting from performing the total rotational speed synchronisation by means of a mechanical synchroniser of the stepped gear transmission only, and if the calculated total frictional work exceeds a maximal frictional work of the mechanical synchroniser, performing the rotational speed synchronisation by means of both the electric traction motor and the mechanical synchroniser.

Methods and systems are provided for controlling and diagnosing a mechanical vehicle component. In one example, a method may include determining a vehicle speed and a plurality of clutch position settings at a diagnostic controller, and identifying unauthorized conditions based on these determinations. Further, the diagnostic controller may trigger an active fault state of the mechanical vehicle component in order to avoid unauthorized conditions that may lead to unwanted or unanticipated changes in vehicle motion.

A shift drum angle detecting device includes: a first angle sensor configured to output a first sensor output value corresponding to a shaft rotational angle of a first sensor shaft integrally rotating with a shift drum; and a second angle sensor configured to output a second sensor output value corresponding to a shaft rotational angle of a second sensor shaft rotating at an increased speed as a result of a speed increasing mechanism increasing the rotation of the first sensor shaft. A first sensor switching angle where the maximum value and the minimum value of the first sensor output value are switched and a second sensor switching angle where the maximum value and the minimum value of the second sensor output value are switched are set to be different from each other in rotational angle of the shift drum. Such device precisely detects any rotational angle of the shift drum.

Provided is a control device for a continuously variable transmission, which is capable of effectively preventing occurrence of surge pressure due to a stroke of a driven pulley being stopped by abutment. The control device for the continuously variable transmission includes a pressure regulating valve regulating an oil pressure of oil supplied from an oil supply source to a cylinder chamber of the driven pulley, a control valve controlling the pressure regulating valve, and a control part controlling the control valve. If the control part determines that a gear ratio of the continuously variable transmission is maximum, as a first condition, when an instructed oil pressure of the control valve for the pressure regulating valve is larger than an oil pressure of oil supplied from the pressure regulating valve to the driven pulley, a control for lowering the instructed oil pressure is performed.

Provided is a control device for a continuously variable transmission, which is capable of effectively preventing occurrence of surge pressure due to a stroke of a driven pulley being stopped by abutment. The control device for the continuously variable transmission includes a pressure regulating valve regulating an oil pressure of oil supplied from an oil supply source to a cylinder chamber of the driven pulley, a control valve controlling the pressure regulating valve, and a control part controlling the control valve. If the control part determines that a gear ratio of the continuously variable transmission is maximum, as a first condition, when an instructed oil pressure of the control valve for the pressure regulating valve is larger than an oil pressure of oil supplied from the pressure regulating valve to the driven pulley, a control for lowering the instructed oil pressure is performed.

The control method for the continuously variable transmission in the present invention detects a magnitude of an acceleration request, and when the acceleration request exceeds a preset threshold value, the control method controls a transmission ratio by switching from a first shift mode, in which a target transmission ratio is changed steplessly, to a second shift mode, which includes a stepwise change in the target transmission ratio. Then, when executing the second shift mode, a target engine rotation speed is set according to the magnitude of the acceleration request, and a step-down shift, in which the target transmission ratio is lowered stepwise according to the target engine rotation speed, is executed at an acceleration start time, and the target engine rotation speed after executing the step-down shift is retained for a predetermined period.

The control method for the continuously variable transmission in the present invention detects a magnitude of an acceleration request, and when the acceleration request exceeds a preset threshold value, the control method controls a transmission ratio by switching from a first shift mode, in which a target transmission ratio is changed steplessly, to a second shift mode, which includes a stepwise change in the target transmission ratio. Then, when executing the second shift mode, a target engine rotation speed is set according to the magnitude of the acceleration request, and a step-down shift, in which the target transmission ratio is lowered stepwise according to the target engine rotation speed, is executed at an acceleration start time, and the target engine rotation speed after executing the step-down shift is retained for a predetermined period.

In a vehicle including a shift-by-wire (SBW) transmission which may be parked in the neutral gear position of the transmission, method for controlling parking thereof includes determining whether the vehicle is in a situation in which neutral parking is required according to sensor information, when the vehicle is stopped, outputting first information configured to get a confirmation on whether a driver intends to perform the neutral parking from the driver, when the controller concludes that the vehicle is in the situation in which the neutral parking is required and when a park (P) gear position is input or an ignition of the vehicle is turned off, and controlling the SBW transmission to shift to a neutral (N) gear position, when there is an agreement input as a response to the first information.