A working fluid supply device is provided with: a first oil pump and a second oil pump driven by an engine; a third oil pump driven by an electric motor; a first unloading valve configured to shift the second oil pump to a no-load operation state; and a controller configured to control a supply state of working oil to an automatic transmission. The controller sets the supply state to a supply state selected from: a first supply state in which the working oil is supplied only from the first oil pump; a second supply state in which the working oil is supplied from the first oil pump and the third oil pump; a third supply state in which the working oil is supplied from the first oil pump and the second oil pump; and a fourth supply state in which the working oil is supplied from the first oil pump, the second oil pump, and the third oil pump.

A shift range device switches a shift position. The shift range device includes a motor and an energizing unit. The motor functions as a power source for switching the shift position. The energizing unit energizes the motor. The shift range device monitors an abnormal state in which a magnetic field that causes a rotation of a rotor of the motor not to start or a holding magnetic field that stops the rotation generated in the rotor is incapable to be acquired.

A transmission includes an input shaft that couples to a prime mover, twin countershafts and a main shaft having gears coupled thereon, an output shaft that selectively provides a torque output to a driveline, a first shift actuator that selectively couples the input shaft to the main shaft. The transmission includes a second shift actuator that couples the main shaft to the output shaft with a selected reduction ratio, and a controller including a vehicle state circuit that interprets at least one vehicle operating condition, and a neutral enforcement circuit that provides a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

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 vehicle power transmission device includes: a continuously variable transmission including a primary pulley, a secondary pulley, and a transmission belt wound between the primary pulley and the secondary pulley; a belt running clutch of hydraulic type for transmitting power to the continuously variable transmission; and a hydraulic control circuit controlling the continuously variable transmission and the belt running clutch. The hydraulic control circuit includes a fail-safe valve switching a communication destination of an oil supply passage for supplying a hydraulic fluid to the belt running clutch to one of a first oil passage supplied with a control hydraulic pressure and a second oil passage supplied with a hydraulic pressure higher than the control hydraulic pressure, the fail-safe valve connecting the oil supply passage with the second oil passage when the fail-safe valve is switched to a failure position. The second oil passage is provided with an orifice.

A shift range control device includes a drive circuit, a voltage detector, and a controller. The drive circuit includes switching elements, and is shared by a plurality of winding sets. The voltage detector detects terminal voltages of respective phases. The controller controls energization of the winding sets by controlling on and off operations of the switching elements, and controls interruption units each capable of switching between conduction and interruption of power from a power supply to a corresponding winding set. The controller performs disconnection diagnosis based on the terminal voltage during energization of the winding sets in a control state where one of the interruption units is controlled to conduct the power and a remaining interruption unit is controlled to interrupt the power.

A shift range control apparatus controls switching of a shift range by controlling driving of a motor, and includes a signal acquisition unit and a drive control unit. The signal acquisition unit acquires rotation angle signals output from a rotation angle sensor. The rotation angle signals respectively represents three or more phases different from each other. The drive control unit controls the driving of the motor to cause a rotational position of the motor to reach a target rotational position corresponding to a target shift range. The drive control unit changes from an energization pattern in a normal state to an energization pattern and continues the driving of the motor, in response to detecting a fault of the rotation angle signal during the switching of the shift range.

A transmission includes an input shaft that couples to a prime mover, twin countershafts and a main shaft having gears coupled thereon, an output shaft that selectively provides a torque output to a driveline, a first shift actuator that selectively couples the input shaft to the main shaft. The transmission includes a second shift actuator that couples the main shaft to the output shaft with a selected reduction ratio, and a controller including a vehicle state circuit that interprets at least one vehicle operating condition, and a neutral enforcement circuit that provides a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

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.