Toyota Jidosha Kabushiki Kaisha

Aisin Aw Co., Ltd.

Toyoda Koki Kabushiki Kaisha

Akiharu Abe

Atsushi Honda

Hirofumi Ota

Atsushi Tabata

Akira Hoshino

Terufumi Miyazaki

Kazutoshi Nozaki

Yasunori Nakawaki

Naoki Moriguchi

Toshiyuki Asada

Masafumi Kinoshita

Toshitake Suzuki

Yasuhiko Higashiyama

Yuji Inoue

Atsushi Kamada

Minoru Todo

Kazuhisa Ozaki

Ryoji Habuchi

Kojiro Kuramochi

Toshihiko Aoki

Takuya Fujimine

Mikio Suzuki

Kazuyuki Noda

Yuichi Seki

Takuya Ishii

Satoshi Suto

Manabu Hasegawa

Nobuhiro Sato

Kazumichi Sasaki

Yasuhiko Higushiyama

Ikuo Okuda

A flow channel switching device provided in an oil circuit to switch the oil flow channel in accordance with the temperature of the oil. The flow channel switching device includes: a thermo-valve case that includes a plurality of flow passages that are communicated outside of the case; and a cylinder that is formed to move in the thermo-valve case and switches the oil flow channel in accordance with the temperature of the oil. The cylinder moves to a predetermined position and is fixed by means of an external member when the fluid at a low temperature is fed into the fluid circuit.

Flow channel switching device

A hydraulic control apparatus for an automatic transmission comprises a linear solenoid valve for outputting a control pressure, a primary regulator valve for regulating a line pressure in accordance with the control pressure, and a secondary regulator valve for regulating a secondary pressure in accordance with the control pressure, the secondary pressure being supplied to a lock-up clutch and a torque converter. A spool of the secondary regulator valve is formed to comprise a large diameter portion and a small diameter portion, thereby eliminating the need for components such as a sleeve, and the line pressure can be input into an oil chamber formed between the large diameter portion and small diameter portion.

Hydraulic control apparatus for automatic transmission

A connection structure for an automatic transmission includes a drum member that includes a base portion, an outer diameter portion that extends from an outer diameter side of the base portion in an axial direction, and a collar portion that extends from an inner diameter side of the base portion in the axial direction; a base member that includes a raised portion, an outer diameter portion that extends from an outer diameter side of the raised portion in the axial direction, a boss portion that extends from an inner diameter side of the raised portion in the axial direction, and a connection portion that extends from an end of the outer diameter portion; and a ring gear of a planetary gear that includes a spline groove and a circular concave groove on an end portion of an inner peripheral face.

Connection structure for automatic transmission

In a hydraulic control apparatus for a vehicular automatic transmission, if it is determined that there is a failure that may cause tie-up in an automatic transmission, communication is provided between a first output port and a first drain port in a switching valve. As a result, a hydraulic frictional engagement device, which should be disengaged when there is a failure, is disengaged. Also, a specific shift speed is achieved by controlling the switching valve. Therefore, it is not necessary to select a shift speed that is achieved on the condition that the hydraulic frictional engagement device, which should be disengaged when there is a failure, is engaged. Thus, it is possible to prevent a shift that may impair driveability when there is a failure that may cause tie-up in the automatic transmission.

Control apparatus for vehicular automatic transmission

With the automatic transmission-for vehicle according to the present embodiment, since multistage transmission of eight forward gear stages can be obtained by means of four sets of planetary gear setsand, four clutches Cthrough Cand three brakes Bi through B, the transmission can be fabricated to be light in weight and made compact, wherein the mountability thereof in a vehicle can be improved. Further, as has been made clear in FIG.(), since speed change in the respective gear stages can be carried out only by a shifting action of any two of the clutches Cthrough Cand brakes Bi through B, the speed change control can be facilitated and it is possible to prevent a shock to the transmission from occurring.

Multistage transmission

An automatic transmission having first and second groups of successive forward-drive positions for outputting a rotary motion a speed of which is higher than the speed of a rotary motion received from an input member, the first group being established by an engaging action of a first input clutch while the second group being established by an engaging action of a second input clutch, or first and second groups of successive forward-drive positions for reducing the speed of the rotary motion received from the input member, the first and second groups being established by an engaging action of a first and second input clutches respectively. The successive operating positions of the first group have respective speed ratios different from those of the second group. The automatic transmission is shiftable to a selected one of the successive operating positions of a selected one of the first and second groups.

Automatic transmission

A control apparatus and control method of an automatic transmission that establishes a plurality of speeds of different speed ratios by selectively engaging and/or releasing a plurality of engagement devices, detects abnormal engagement of at least one of the engagement devices which causes tie-up to occur in the automatic transmission; establishes a predetermined specific speed set in advance in order to prevent tie-up from occurring in the automatic transmission, when abnormal engagement of the at least one of the engagement devices is detected; and places the automatic transmission in a neutral state when an engine speed will exceed a predetermined allowable speed if the predetermined specific speed is established.

Control apparatus and control method of an automatic transmission

At the time of a failure in the second group of engagement devices, the manner of input of oil pressures to a fail-safe valve group is changed via a priority degree switching valve on the basis of the state of engagement of engagement devices of the first group in such a manner that the predetermined degrees of priority for the supply of one of oil pressures PC, PBoutput from linear solenoid valves SL, SLto a corresponding one of a clutch Cand a brake Bvia the fail-safe valve group are changed so as to avoid an event that the fail-safe gear stage established in order to prevent the occurrence of interlock of the automatic transmission involves a downshift of two or more stages from the speed change stage maintained immediately prior to the occurrence of the failure. Therefore, it is possible to prevent the occurrence of an uncomfortable behavior of the vehicle caused by the shift to the fail-safe gear stage.

Control apparatus of vehicular automatic transmission

A transmission can be provided which achieves multiple speeds while maintaining good balance of gear ratio steps between gears by having a first clutch which selectively connects a first intermediate output member and a fourth rotating element REtogether, a second clutch which selectively connects an input shaft and a second rotating element REtogether, a third clutch which selectively connects the first intermediate output member and a first rotating element REtogether, a fourth clutch which selectively connects the input shaft and the first rotating element REtogether, a fifth clutch which selectively connects a second intermediate output member and the first rotating element REtogether, a first brake which selectively holds the first rotating element REto a transmission case, and a second brake which selectively holds the second rotating element REto the transmission case.

Multi-speed transmission for vehicle

At a first forward speed, the oil passage in a relay valve is switched to control the torque capacity of a lock-up clutch using a linear solenoid valve that controls the engagement pressure of a clutch that is engaged at each of fifth to eighth forward speeds. At each of second to eighth forward speeds, the oil passage in another relay valve is switched to control the torque capacity of the lock-up clutch using a linear solenoid valve that controls the engagement pressure of a brake that is engaged at the first forward speed.

Hydraulic control apparatus and hydraulic control method for automatic transmission

The transmission is constructed so that the rotation of the input shaft is outputted to the second transmission portion via the first intermediate output path and the second intermediate output path accelerated and rotated with respect to the first intermediate output path, and the first rotary element is selectively connected to the first driven gear via the first clutch and is selectively connected to the second driven gear via the third clutch, the second rotary element are selectively connected to the first driven gear via the second clutch and are selectively connected to the transmission case operating as a non-rotating member via the first brake, the third rotary element is connected to the output gear, the fourth rotary element is selectively connected to the transmission case via the second brake, and the fifth rotary element is selectively connected to the second driven gear via the fourth clutch.

Planetary gear type multistage transmission for vehicle

Engagement, disengagement, and slip of a lock-up clutch can be controlled using two valves that are a lock-up relay valve and a linear solenoid valve. A lock-up control valve employed in a conventional hydraulic control apparatus can be eliminated, which simplifies the configuration, and reduces the size of a hydraulic control apparatus for a torque converter with a lock-up clutch. When the lock-up clutch is engaged, hydraulic pressure output from the linear solenoid valve is supplied to a disengagement-side oil chamber of the torque converter, and a pressure difference between the engagement-side oil chamber and the disengagement-side oil chamber is applied to a spool valve element of the linear solenoid valve. Therefore, the spool valve element is driven such that an electromagnetic force applied from a linear solenoid becomes equal to the pressure difference.

Hydraulic control apparatus for hydraulic power transmission with lock-up clutch

A shift control apparatus for controlling shifting actions of a step-variable automatic transmission having a plurality of selectable groups of forward-drive positions (e.g., normal-spread group and narrow-spread or wide-spread group) having respective different sets of speed ratios, the automatic transmission having an automatic shifting mode in which the shifting actions take place automatically and a manual shifting mode in which the shifting actions are manually controllable, the shift control apparatus including a drive-position-group selecting portion operable upon switching of a shifting mode of the automatic transmission from the automatic shifting mode to the manual shifting mode, to select one of the selectable groups of forward-drive positions in the manual shifting mode, on the basis of the group which was selected last in the automatic shifting mode.

Shift control apparatus for step-variable automatic transmission

With the automatic transmission-for vehicle according to the present embodiment, since multistage transmission of eight forward gear stages can be obtained by means of four sets of planetary gear setsand, four clutches Cthrough Cand three brakes Bthrough B, the transmission can be fabricated to be light in weight and made compact, wherein the mountability thereof in a vehicle can be improved. Further, as has been made clear in FIG.(), since speed change in the respective gear stages can be carried out only by a shifting action of any two of the clutches Cthrough Cand brakes Bthrough B, the speed change control can be facilitated and it is possible to prevent a shock to the transmission from occurring.

Growing community of inventors

Toyota, Japan

Akiharu Abe