The transmission controller is configured to, when the received range position signal indicates that the range position is switched from a travelling range to a neutral range during travelling, output an instruction to disengage all of friction elements that are in an engaged state in the travelling range, output an instruction to at least one friction element before the instruction to disengage all of the friction elements that are in the engaged state in the travelling range is output, confirm a change in a rotation speed of a transmission input shaft after the instruction to disengage is output to the at least one friction element, and when there is no change in the rotation speed, diagnose that the friction element instructed to be disengaged is in an erroneously engaged state in which the friction element is not able to be disengaged.

The transmission controller is configured to, when the received range position signal indicates that the range position is switched from a travelling range to a neutral range during travelling, output an instruction to disengage all of friction elements that are in an engaged state in the travelling range, output an instruction to at least one friction element before the instruction to disengage all of the friction elements that are in the engaged state in the travelling range is output, confirm a change in a rotation speed of a transmission input shaft after the instruction to disengage is output to the at least one friction element, and when there is no change in the rotation speed, diagnose that the friction element instructed to be disengaged is in an erroneously engaged state in which the friction element is not able to be disengaged.

A system and method are presented that measure the temperature of a component in a continuously variable transmission (CVT) system. An infrared temperature sensor is mounted in a thermally insulating sensor housing such that the sensor is located within the interior of a CVT housing and aimed at the component. The component can be a belt in the CVT system or a stationary sheave in one of the two clutches of the CVT system. The sensor housing can have a cup and a stem with the sensor being positioned within that portion of the sensor housing positioned within the interior of the CVT housing. When the stem is in the interior of the CVT housing, a nut can be used to secure the sensor housing to the CVT housing while protecting the infrared sensor from damage. An air temperature sensor in the exhaust port can provide supplemental temperature readings.

A storage device stores a mapping data entry that specifies a mapping and includes data learned through machine learning. A detection value of an oil temperature sensor is an oil temperature detection value. When oil temperature relation data, which is data corresponding to time series data of the oil temperature detection value, is input to the mapping as an input variable, the mapping outputs an output variable that determines whether a frictional engagement element has an anomaly. Processing circuitry executes an obtainment process that obtains the input variable and an anomaly determination process that determines whether the frictional engagement element has an anomaly based on the output variable that is output from the mapping as a result of inputting the input variable obtained in the obtainment process into the mapping.

A belt-slippage diagnostic apparatus for a continuously-variable transmission that includes a primary pulley, a secondary pulley and a belt looped over the primary and secondary pulleys. The belt-slippage diagnostic apparatus includes a slippage determination portion configured to determine occurrence of slippage of the belt on at least one of the primary and secondary pulleys, when a first-order derivative of a gear ratio, which is a ratio of a rotational speed of the primary pulley to a rotational speed of the secondary pulley, is not smaller than a first threshold value and a second-order derivative of the gear ratio is not smaller than a second threshold value.

A control device for a lock-up clutch includes a control unit, an abnormality determination unit, a release control unit and a prohibition unit. The control unit is configured to control an engagement state of a lock-up clutch, and to perform a slip lock-up control by performing a feedback control of an engagement hydraulic pressure to be a first slip amount during coasting. The abnormality determination unit is configured to determine an abnormality when a state continues with a slip amount being equal to or greater than a second slip amount. The release control unit is configured to release the lock-up clutch when the abnormality is determined. The prohibition unit is configured to allow the control unit to raise the engagement hydraulic pressure by a prescribed pressure, and to prohibit determination by the abnormality determination unit, when the transmission ratio is downshifted during coasting while the slip lock-up control is performed.

A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

A system and method are presented that measure the temperature of a component in a continuously variable transmission (CVT) system. An infrared temperature sensor is mounted in a thermally insulating sensor housing such that the sensor is located within the interior of a CVT housing and aimed at the component. The component can be a belt in the CVT system or a stationary sheave in one of the two clutches of the CVT system. The sensor housing can have a cup and a stem with the sensor being positioned within that portion of the sensor housing positioned within the interior of the CVT housing. When the stem is in the interior of the CVT housing, a nut can be used to secure the sensor housing to the CVT housing while protecting the infrared sensor from damage. An air temperature sensor in the exhaust port can provide supplemental temperature readings.

An alternative braking apparatus for a vehicle includes a gear type automatic transmission having at least one clutch and at least one brake for changing the meshing state of gears, and a control unit configured to switch the shift stage of the automatic transmission by controlling the clutch and the brake. The control unit is configured to perform alternative braking that controls the clutch and the brake so that an output shaft of the automatic transmission is braked by a braking force of the brake through the gears when the control unit determines that a braking device of the vehicle cannot normally apply braking forces to wheels despite that the vehicle needs to be braked.

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.