A controller for a vehicle transmission includes a storage part that stores data and a control part that executes processing by using the data stored in the storage part. The storage part stores a plurality of control processes of the vehicle transmission. The storage part further comprises a table including a start address and an end address of each of a first software program and a second software program as duplicated software programs, and the control unit executes the second software program instead of the first software program if the abnormal address is located between the first address and the end address of the first software program, and no abnormal address is located between the first address and the end address of the second software program.

A pressure control valve includes a spool that strokes to one side in the direction of an axis due to the conduction of current to a coil, a spring that urges the spool to the other side in the axis direction, a control device for controlling the conduction of the current to the coil, a determination unit for determining the start of a foreign substance removing operation by the spool, a command value setting unit for setting a command value for the current conducted to the coil, and a dither current setting unit for setting a dither current superimposed on the command value. When the determination unit determines the start of the foreign substance removing operation, the dither current setting unit changes an oscillation frequency of the dither current to an oscillation frequency lower than the frequency at the current point in time, and the command value setting unit periodically increases and reduces the command value on which the changed oscillation frequency is superimposed.

Disclosed herein is a gear actuator for a double clutch transmission, which includes a power module (100), including odd and even-numbered stage select solenoids and shift motors, a controller directly connected to them, and select levers connected to select rods of the select solenoids, shift modules (200) for transmitting the rotational forces of the shift motors to a control shaft assembly (300), the control shaft assembly (300) for transmitting the operating force of the power module (100) to a shift lug, and a body housing (400) having the power module (100), the shift modules (200), and the control shaft assembly (300) installed therein. Accordingly, the gear actuator can have a more compact structure and be easily assembled by modularization.

In a transmission control device for controlling a transmission, a controller determines failure of a SOL corresponding to a hydraulic primary-pressure actuator. The controller variably controls line command pressure, and in a case where the failure is determined, continuously changes a speed ratio of a variator by variably controlling the line command pressure. The controller variably controls primary command pressure, and in a case where the failure is determined, fixes the primary command pressure to a primary pressure set value. The controller variably controls secondary command pressure, and in a case where the failure is determined, fixes the secondary command pressure to a secondary pressure set value.

A shift-by-wire type control device whose control target is an automatic transmission including a parking lock mechanism, the shift-by-wire type control device includes an electronic control unit that controls the automatic transmission in response to an instruction to select a shift range when selection of the shift range based on an operation on a to-be-operated part is performed.

A vehicle shift-by-wire device includes: a casing in which the shift actuator is disposed; a coupling member; and a connecting/disconnecting member disposed in the casing movably in the shifting direction and movably in a connecting/disconnecting direction crossing the shifting direction, and moved in the shifting direction integrally with the coupling member, wherein when the connecting/disconnecting member is held at an electrically shifting position in the connecting/disconnecting direction, the connecting/disconnecting member is coupled to the shift actuator and is moved in the shifting direction by the shift actuator to switch the shift corresponding position of the shift position switching mechanism via the coupling member, and wherein when the connecting/disconnecting member is moved to a manually shifting position in the connecting/disconnecting direction, the connecting/disconnecting member coupled to the shift actuator is disconnected so that the shift actuator is disabled to switch the shift corresponding position of the shift position switching mechanism.

A vehicle control device for a vehicle with a drive source and an automatic transmission including a friction engaging element for transmitting a driving force of the drive source to drive wheels by being engaged by a hydraulic pressure, wherein the vehicle control device is configured to perform an abnormality diagnosis of a solenoid valve for adjusting a hydraulic pressure to be supplied to the friction engaging element on the basis of a slip amount of the friction engaging element, and prohibit the abnormality diagnosis of the solenoid valve if a hydraulic pressure upstream of the solenoid valve is below a predetermined hydraulic pressure at which the friction engaging element is engaged, the hydraulic pressure upstream of the solenoid being a source hydraulic pressure to be adjusted by the solenoid valve.

A variable speed accelerator includes an electric driving device and a transmission device. The electric driving device includes a constant-speed motor rotating a constant-speed input shaft of the transmission device in a first direction, and a variable-speed motor having a variable-speed rotor connected to a variable-speed input shaft of the transmission device and rotating an output shaft of the transmission device at a maximum rotation rate by rotating the variable-speed rotor at a maximum rotation rate in a second direction. The accelerator includes a power source line connecting the variable-speed motor with a power source so that the variable-speed motor rotates in the second direction, a rotation rate controller, and a bypass line connecting the variable-speed motor with the power source so that the variable-speed motor rotates in the first direction.

A failure judgment device of an automatic transmission includes: a first abnormality judging section configured to judge a power supply fault abnormality or a breaking abnormality of the solenoid, from a selected shift stage and a state of the transmission mechanism, after the detection of the electric abnormality; and a second abnormality judging section configured to judge the power supply abnormality or the breaking abnormality of the solenoid, from the monitor current value when the solenoid valve is switched to an OFF state, after the detection of the electric abnormality, when one of the first abnormality judging section and the second abnormality judging section judges the power supply fault abnormality or the breaking abnormality, the judgement result being outputted.

A shift control method for a vehicle when CAN communication fails is provided to make a transmission control unit communicate with a motor controller via an LIN communication line. The shift control method includes: a failure sensing step of sensing, by the transmission control unit, whether the CAN communication fails; a shift stage sensing step of sensing, by the transmission control unit, whether a target shift stage is changed when the CAN communication failure is sensed as a performance result of the failure sensing step; and a gear engaging step of controlling, by the transmission control unit, the motor controller to drive a gear actuator through an LIN communication line so as to engage a target stage gear when the target shift stage is changed as the performance result of the shift stage sensing step.