Toyota Jidosha Kabushiki Kaisha

Aisin Aw Co., Ltd.

Other

Kazutoshi Nozaki

Atsushi Honda

Hirofumi Ota

Kazuyuki Noda

Akiharu Abe

Minoru Todo

Takuya Fujimine

Atsushi Tabata

Mikio Iwase

Akira Fukatsu

Kazuhisa Ozaki

Masami Kondo

Masafumi Kinoshita

Yuji Inoue

Masahiko Ando

Atsushi Kamada

Toshiki Kanada

Tetsuya Yamaguchi

Katsuhisa Ishii

Nobuhiro Sato

Kunihiro Iwatsuki

Hideo Tomomatsu

Hiroji Taniguchi

Nobutada Sugiura

Yoshinobu Nozaki

Toshihiko Aoki

Takuya Ishii

Takuya Nakajima

Naoya Okada

Yuuji Kashihara

Tooru Matsubara

Hidehiro Oba

Akira Hoshino

Yuichi Seki

Takayuki Hayashi

Yuji Kashihara

Masato Nakano

Youichi Hayakawa

Yoji Takanami

Tetsuo Hamajima

Keizo Kobayashi

Hiroyuki Tsukamoto

Akio Murasugi

Koji Nagata

Kutsuhisa Ishii

Takeshi Ootsuki

Futomi Hanji

Tomohiro Katada

An automatic transmission includes a case; a speed change mechanism; a torque converter having a lock-up clutch axially arranged and freely slidably toward and away from the input shaft; a thrust bearing interposed between the flange unit and the side face of the sleeve unit on the input shaft side; a ball bearing that includes an outer race, a side face of which contacts the first step portion toward the input shaft side, and a propeller shaft connecting member capable of connecting with a propeller shaft, spline-engaging with the outer periphery of the output shaft, and contacting a side face of an inner race of the ball bearing upon being pressed axially toward the input shaft side by the propeller shaft.

Automatic transmission

A hydraulic servo for a brake in an automatic transmission has a piston secured against rotation without provision of a protrusion on the piston engaging the transmission casing. The piston of the hydraulic servo has an inner cylindrical surface configured to grasp, along their lengths, return springs compressed between the piston and a return plate to which the return springs are fixed. The return plate is bolted to a bulkhead portion of the transmission case and, thus, the piston member is fixed to the bulkhead portion and thereby prevented from rotating.

Hydraulic servo for a brake in an automatic transmission

A hydraulic control system that includes a solenoid valve for supplying a prescribed fluid pressure; and a relay valve for selectively switching a destination of the prescribed fluid pressure between a first destination part and a second destination part. The relay valve has an input port supplied with a normally produced fluid pressure and an output port that selectively communicates with the input port. The hydraulic control system further includes a fluid pressure switch, provided in the output port of the relay valve, that is activated when the input port communicates with the output port to allow the normally produced fluid pressure to be supplied to the output port.

Hydraulic control system for use in a motor vehicle and method for controlling the hydraulic control system

An automatic transmission supplies oil pressure to a hydraulic servo of a second clutch through an oil pressure supply passage extending through a first drum and a second drum, the oil pressure supply passage including a plurality of first oil holes formed in the first drum at equal, circumferential intervals, a plurality of second oil holes formed in the second drum at equal, circumferential intervals, and an annular oil passage formed between the first and second drums and connecting the first oil holes and the second oil holes. The number of first oil holes is different from the number of second oil holes.

Oil pressure supply in an automatic transmission

A hydraulic control apparatus, provided with a manual shift valve that outputs a forward range pressure and a reverse range pressure, and a linear solenoid valve that outputs an engagement pressure to the hydraulic servo that engages during reverse travel when energized, includes a fourth clutch relay valve that is interposed between the linear solenoid valve and the hydraulic servo. The fourth clutch relay valve communicates an engagement pressure of the linear solenoid valve to the hydraulic servo by locking in the normal position when a signal pressure of the solenoid valve is input, and communicates a reverse range pressure to the hydraulic servo by being switched to a fail position by the reverse range pressure during a failure in which the fourth clutch relay valve is de-energized. Thereby, it is possible to establish a reverse speed during a failure in which the solenoid valve is de-energized.

Hydraulic control apparatus for an automatic transmission

A hydraulic control apparatus for an automatic transmission is provided with a solenoid valve that outputs a signal pressure during a failure and does not output a signal pressure during normal operation and a first clutch apply relay valve that switches between a normal position (the right half position) and a fail position (the left half position) based on this signal pressure are provided. During a failure, fail-safe control is carried out by the first clutch apply relay valve switching to the fail position. The first clutch apply relay valve inputs the engagement pressure of the hydraulic servo from the linear solenoid valve when in the normal position, and is locked in the normal position. Thereby, while the first clutch is engaged, the second brake apply control valve can be switched by the signal pressure of the solenoid valve.

A hydraulic control apparatus for a multi-stage automatic transmission includes solenoid valves such as the linear solenoid valves that are formed as normally closed valves. A first clutch apply relay valves that outputs a forward range pressure as a reverse input pressure during an all-solenoid-off mode, and a second clutch apply relay valve that switches between a left half position that inputs a reverse input pressure to a discharge port and a right half position that inputs the reverse pressure to the discharge port are provided. The second clutch apply relay valve is set to the right half position during normal engine startup and locked based on the lock pressure by feeding the line pressure as a lock pressure and is set at the left half position that interrupts the lock pressure after the engine is restarted during all-solenoids-off.

Hydraulic control apparatus for a multi-stage automatic transmission

A piston operating a first clutch is disposed between a first drum accommodating the first clutch and a second drum accommodating a second clutch, and an oil reservoir storing lubricating oil that has lubricated the first clutch is provided on an inner cylindrical surface of a skirt portion of the piston. Barriers having different inner diameters are provided to the axial front and rear of the oil reservoir. When the second clutch is disengaged such that the amount of lubricating oil supplied to the oil reservoir increases, the lubricating oil overflows the barrier having the smaller inner diameter, and thus flows to the second clutch.

Automatic transmission with lubricating structure

The present invention provides an automatic transmission having a main bearing disposed between the inner surface of a boss portion of a first drum and the outer surface of a cylindrical support, for rotatably supporting the first drum. An auxiliary bearing is press-fit into one end of the interior of the boss portion of the first drum and surrounds the cylindrical support with an annular gap therebetween. The auxiliary bearing contacts the cylindrical support only when the first drum tilts relative to the central axis of the transmission, and has a shorter axial length than that of the main bearing.

An automatic transmission is capable of shifting between multiple speeds by engaging and disengaging multiple frictional engagement devices including at least one clutch and one brake, and is capable of switching between a driving range and a non-driving range with operation of a shift lever, wherein a first brake is engaged to fix an intermediate rotary member to a transmission case in a non-driving range such as neutral range. Thus, rotation of a clutch from drag torque can be stopped and shock due to engagement of a brake can be prevented by engagement of the first brake in the non-driving range.

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

A target deceleration of a vehicle is increased or decreased under given conditions and braking force is controlled in accordance with the increased or decreased target deceleration. Upon the increase or decrease in the target deceleration, the rate of change in the target deceleration is variably set.

Deceleration control apparatus and method for a vehicle

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

Growing community of inventors

Aichi-gun, Japan

Kazutoshi Nozaki