A park lock system for a vehicle transmission, includes a movable primary carrier, a secondary carrier, a rod, a first biasing member, an engagement carrier, and a first actuator. The movable primary carrier defines a primary internal space. The secondary carrier is located within the primary internal space and is movable relative to the primary carrier. The rod fixedly extends from the secondary carrier and includes a rod portion located outside of the primary internal space. The first biasing member is located within the primary internal space between the secondary carrier and the primary carrier. The engagement carrier is configured to receive the rod portion and includes a terminal portion operably connected to a pawl and a park lock wheel arrangement to lock and unlock the vehicle transmission. The first actuator is configurable in a first state or a second state.

A shift range control device includes a signal receiver, an abnormality monitor, and a drive controller. The signal receiver acquires an encoder signal from an encoder capable of outputting three or more phase encoder signals having different phases. The abnormality monitor monitors an abnormality of the encoder. The drive controller controls drive of a motor by switching an energized phase of a motor winding so that a rotation position of the motor becomes a target rotation position according to a target shift range. When the abnormality of the encoder is detected, the driver controller drives the motor by faulty phase identification control to identify a faulty phase that is a phase in which an abnormality of the encoder signal occurs, and a normal phase in which the encoder signal is normal.

A shift range switching system includes: a motor that includes a motor winding and generates a cogging torque by a permanent magnet; a drive circuit; an output shaft; a shift range switching mechanism that includes a trough providing member with troughs and crests and integrally rotates with the output shaft, an engagement member that fits in one trough corresponding to a shift range, and an urging member that urges the engagement member toward the one trough; and a control unit. The engagement member drops into the one trough with an allowance. When an abnormality occurs in a motor drive system in an ascending action in which the engagement member moves from one trough toward one crest, the shift range switching system reduces an occurrence probability of an intermediate range stop abnormality.

A vehicle control device controls a vehicle control system, which includes a shift range switching system configured to switch a shift range by controlling a drive of a shift actuator, and an electric brake system configured to brake a vehicle by controlling a drive of a brake actuator. The vehicle control device includes a shift control unit and a brake control unit. The shift control unit controls a drive of the shift actuator. The brake control units control a drive of a brake actuator. When the start switch of the vehicle is turned off, the power of the brake control units is turned off after the shift range switching system completes switching to the P range.

A park lock system for a vehicle transmission, includes a movable primary carrier, a secondary carrier, a rod, a first biasing member, an engagement carrier, and a first actuator. The movable primary carrier defines a primary internal space. The secondary carrier is located within the primary internal space and is movable relative to the primary carrier. The rod fixedly extends from the secondary carrier and includes a rod portion located outside of the primary internal space. The first biasing member is located within the primary internal space between the secondary carrier and the primary carrier. The engagement carrier is configured to receive the rod portion and includes a terminal portion operably connected to a pawl and a park lock wheel arrangement to lock and unlock the vehicle transmission. The first actuator is configurable in a first state or a second state.

The invention relates to a hydraulic circuit having a first hydraulically actuable clutch that is closed in a rest state and a second hydraulically actuable clutch that is closed in the rest state, wherein the hydraulic circuit is configured in such a way that a hydraulic medium present in a main pressure line can be loaded with a working pressure by a pressure generating device and/or a pressure accumulator, and the hydraulic medium can be discharged for pressure dissipation via a main return line into the return reservoir. In some embodiments, the hydraulic circuit has a first distributor pressure line and a separate, first collector return line for the hydraulic supply of a first part circuit and at least one separate, second distributor pressure line and at least one separate, second collector return line for the hydraulic supply of a second part circuit, and the first clutch is assigned to the first part circuit and the second clutch is assigned to the second part circuit.

The disclosure provides a power supply controller which includes: a driver having a circuit board and controlling an operation of an electric oil pump; a control unit controlling power supply to the driver; a board temperature sensor detecting a temperature of the circuit board; and an oil temperature sensor detecting a temperature of a working oil of a transmission as an oil temperature. The control unit executes energization prohibition control for prohibiting power supply to the driver when the temperature of the circuit board detected by the board temperature sensor exceeds a predetermined first threshold temperature, and executes cancellation determination for determining whether to cancel the energization prohibition control based on the oil temperature detected by the oil temperature sensor during execution of the energization prohibition control.

A vehicle includes a transmission shiftable by hydraulic pressure, a main oil passage that delivers operating oil, a first oil passage that delivers the operating oil from the main oil passage to the transmission, a first valve that opens/closes the first oil passage, a controller that controls the first valve, a second oil passage that delivers the operating oil from the main oil passage to the transmission, and a manually drivable second valve that opens/closes a section of the first oil passage that is closer to the main oil passage than the first valve and the second oil passage. The second valve is switchable between the automatic control state in which the first oil passage is opened and the second oil passage is closed and the manual control state in which the first oil passage is closed and the second oil passage is opened.

Torque reduction control is executed for temporarily reducing a torque capacity of a reaction engagement device during a transition of a shift. The reaction engagement device is maintained in an engaged state from before the shift to after the shift such that a predetermined rotating element in an automatic transmission bears a reaction caused by progress of the shift resulting from a change of an engaging-side engagement device into an engaged state. Therefore, without delaying a change of the engaging-side engagement device into the engaged state, transmission of torque that is generated as a result of rattling during a transition of a shift is reduced. Thus, in shift control over the automatic transmission, shock at the time of rattling is reduced while a stop of a shift due to a delay in change of the engaging-side engagement device into the engaged state is prevented.

In a power transmission apparatus for a vehicle, in event of detection of an anomaly with a possibility of an ON failure of a lockup hydraulic control valve, a fail safe mode is established by placing a first switching valve and a third switching valve in respective predetermined connection states, and placing a failure switching valve in a predetermined connection state based on an output of the lockup hydraulic control valve, whereby a lockup clutch is held in its released state, and a forward-driving engagement device is engaged by a control pressure of a second hydraulic control valve, for thereby enabling a forward driving of the vehicle. Upon selection of a neutral range in the event of the detection of the anomaly, an output of the lockup hydraulic control valve and an output of the second hydraulic control valve are stopped.