Aisin Aw Co., Ltd.

Toyota Jidosha Kabushiki Kaisha

Other

Aisin-warner Kabushiki Kaisha

Aisin Aw Kabushiki Kaisha

Aishin Aw Co., Ltd.

Aisan a W Kabushiki Kaisha

Masahiko Ando

Kazumasa Tsukamoto

Yasuo Hojo

Masahiro Hayabuchi

Hidehiro Oba

Akira Fukatsu

Yoshihisa Yamamoto

Atsushi Tabata

Masato Kaigawa

Hiromichi Kimura

Kagenori Fukumura

Yutaka Taga

Nobuaki Takahashi

Koji Noda

Kunihiro Iwatsuki

Seitoku Kubo

Masakatsu Miura

Tetsuo Hamajima

Toshiyuki Mae

Kazuhisa Ozaki

Kazutoshi Nozaki

Kazuyuki Noda

Toshiki Kanada

Takuya Fujimine

Mamoru Niimi

Toshihiro Kano

Motoyuki Sakai

Katsumi Kono

Takao Taniguchi

Yoichi Hayakawa

Fumitomo Yokoyama

Yoshinari Kuwayama

Makoto Hijikata

Masaaki Nishida

Shiro Sakakibara

Shuzo Moroto

Mutsumi Kawamoto

Takashi Ohta

Hideo Tomomatsu

Norimi Asahara

Ryoji Habuchi

Hideki Miyata

Naoyuki Fukaya

Akira Isogai

Nobutada Sugiura

Yasunari Nakamura

Tsuyoshi Mikami

Yuji Kashihara

Hideki Takamatsu

Tomokazu Inagawa

Youichi Hayakawa

Takayuki Kubo

Yasushi Kobiki

Satoshi Yoshida

Masao Saitou

Atsushi Mori

Shinji Kasuga

Hiroyuki Tsukamoto

Masanori Kadotani

Masato Matsubara

Hideyuki Aoki

Toshiya Morishita

Akira Matsuo

Munetaka Torii

Yuji Imanaga

Noritaka Takebayashi

Nobuyuki Takahashi

Hiroshi Niki

Kozo Mandokoro

Yoshiaki Hirota

Toshihiro Yamada

Hideaki Furuta

Takeshi Gotou

Hayato Suzuki

An automatic transmission is configured to achieve at least ten forward speeds and one reverse speeds. This is achieved through the use of two planetary gear sets with a plurality of clutches and brakes configured to operably couple different components of the two planetary gears to achieve different speeds. For example, operation of a first clutch inputs decelerated rotation of a reduction planetary gear to a third sun gear. Operation of a second clutch transmits from an input shaft to a third ring gear, a third clutch inputs decelerated rotation of the reduction planetary gear to the second sun gear, a fourth clutch transmits from the input shaft to the second carrier, a first brake prevents a second sun gear from rotating, a second brake prevents a carrier from rotating, a third brake capable prevents a third ring gear from rotating.

Automatic transmission

A hydraulic power transmission is provided with a frictional engagement element as a lock-up clutch between a hydraulic power transmission chamber, housing a pump impeller and a turbine runner, and a servo oil chamber of the lock-up clutch. A lock-up oil passage that supplies lock-up hydraulic pressure to the servo oil chamber is connected to a hydraulic pressure supply circuit that is used in common with a circulation oil passage that supplies hydraulic pressure for circulation to the hydraulic power transmission chamber. An orifice is disposed in the circulation oil passage. It is thus possible to perform lock-up with different supply pressures. A common oil supply for the lock-up oil passage and the circulation oil passage is provided, for example, by disposing a converting circuit that adapts an oil passage connection to hydraulic transmissions with different types of lock-up clutches.

Hydraulic circuit and hydraulic control unit for hydraulic power transmission

The present invention provides inspection of a transmission with higher precision and in a shorter period of time. Before a finished A/T is inspected, a V/B ASSY and an ECU are inspected together by a V/B tester in a subsidiary line. A solenoid current command value (a characteristic value inherent in the A/T) for a linear solenoid of the V/B ASSY is corrected and written into the ECU through CAN communication. Spring load of a return spring SP and stroke of the piston of a hydraulic servo for a frictional engagement element are measured. Actually measured values or corrected values of the spring load and the stroke are stored. In the final inspection of the A/T a finished-product tester reads the stored characteristic values and transmits them to the ECU integrated with the A/T through CAN communication. The characteristic values are then written into the ECU. The finished-product tester inspects the finished A/T product, using the characteristic values thus written into the ECU.

Power train inspection system, power train inspected by power train inspection system, and control unit for power train

An ECT-ECU includes a circuit that calculates an oil temperature threshold on the basis of a signal input from one of an engine coolant temperature sensor, an engine intake air temperature sensor, and an AT hydraulic fluid temperature sensor if a signal for starting an engine of a vehicle is input thereto from an ignition switch, a circuit that detects an oil temperature on the basis of a signal input from the AT hydraulic fluid temperature sensor at intervals of a predetermined sampling time while the vehicle is running, and a circuit that controls an automatic transmission to prohibit a gear shift from fourth speed to fifth speed if a detected oil temperature is lower than the oil temperature threshold.

Gear-shift control device and gear-shift control method for automatic transmission

A hydraulic control system for an automatic transmission includes a 3-4 shift valve that outputs a source pressure through a first path for shift speeds lower than a fourth shift speed established by directly connecting an input shaft with an output shaft of the automatic transmission, i.e., third shift speed. The hydraulic control system further includes a clutch apply control valve that outputs a source pressure through a second path at a shift speed higher than the fourth shift speed, i.e., fifth speed. The 3-4 shift valve and the clutch apply control valve serve to interrupt supply of the source pressure through the first path and the second path, respectively, in the fourth speed or the lock-up stage.

Hydraulic control system for automatic transmission

An oil pressure control device has bypass drain oil passages that bypass a control valve and that are capable of draining the engaging pressure K from a hydraulic servo of a clutch when releasing the clutch. A drain-prohibiting check ball blocks a drain path between a manual valve and an input port.

Oil pressure control device of automatic transmission

In an oil pressure control device, a clutch apply control valve is provided in an oil passage between a control valve and a linear solenoid valve. The clutch apply control valve is changed between a first position where an input port and an output port are connected so as to supply a control pressure to a control oil chamber, and a second position where another input port and the output port are connected so as to supply the control oil chamber with a D range pressure, instead of the control pressure. Therefore, the clutch apply control valve makes it possible to reliably supply an engaging pressure to a clutch even in the case of a failure of the control valve or the like to ensure good responsiveness of the clutch.

A neutral start switch has a base on which stationary contacts are arranged and a rotor on which movable contacts capable of contacting the stationary contacts are disposed. The stationary contacts include reverse lamp contacts connected to a reverse lamp lighting circuit, position stationary contacts connected to a position signal circuit provided in an electronic control device, and starter stationary contacts connected to a starter motor driving circuit. The contacts are arranged so that contact portions of the movable contacts that contact the reverse lamp stationary contacts are different from contact portions of the movable contacts that contact the other stationary contacts, thereby preventing carbonized powder produced by spark at the time of the closure and opening of the reverse lamp contacts from causing a contact failure of another contact.

Neutral start switch

A shift control system of an automatic transmission sets a predetermined gear stage by applying a first frictional engagement element and releasing a second frictional engagement element. A pressure regulating mechanism regulates an oil pressure to be fed to or drained from the first frictional engagement element. A failure detector detects a failure of an apparatus to participate in the regulation and control of the oil pressure which is to be fed to or drained from at least one of the first and second frictional engagement elements. A gear stage inhibitor inhibits the setting of the predetermined gear stage if the failure is detected by the failure detector.

Shift control system for automatic transmission

A control system for an automatic transmission, in which a first frictional engagement element and a second frictional engagement element are released according to a shift from a running range to a non-running range. The shift from the running range to the non-running range is detected, and the reduction in the oil pressure of the second frictional engagement element is controlled on the basis of the reduction in the oil pressure of the first frictional engagement element when the shift from the running range to the non-running range is detected.

Control system for automatic transmission, including coordinated

An oil temperature responsive hydraulic control system for an automatic transmission includes a hydraulic servo for applying/releasing a frictional engagement element; a pressure regulator valve for regulating oil pressure fed to the hydraulic servo; and a signal pressure oil passage for applying a pressure regulating signal pressure to the pressure regulator valve. A control valve is arranged in the signal pressure oil passage for changing the effective diameter of the signal pressure oil passage responsive to change in oil temperature.

Oil temperature responsive hydraulic control system for an automatic

A control system for use in an automatic transmission which includes a gear shift mechanism having first and second frictional engagement elements for establishing: a first gear stage with the first frictional engagement element being applied and the second frictional engagement element being released; and a second gear stage with the first frictional engagement element being released and the second frictional engagement element being applied. The control system, in turn, includes: a first oil passage for feeding an oil pressure to the first frictional engagement element; a second oil passage for feeding an oil pressure to the second frictional engagement element; and a first valve arranged in the first oil passage for regulating the oil pressure of the first oil passage. At the time of a shift from the first gear stage to the second gear stage, the oil pressure of the first oil passage is regulated by the first valve responsive to the oil pressure of the second oil passage. The control system further includes a second valve arranged in the first oil passage for selectively feeding or shutting off the oil pressure of the first oil passage to and from the first frictional engagement element.

Control system for automatic transmission

A hydraulic control system for an automatic transmission to establish a predetermined stage by applying a first frictional engagement element and releasing a second frictional engagement element, comprising: a first hydraulic servo for actuating the first frictional engagement element; a second hydraulic servo for actuating the second frictional engagement element; change-over means for switching the feed of an oil pressure to the first hydraulic servo; signal pressure generating means for generating a signal pressure; and a pressure regulator valve for regulating the pressure to be fed to the second hydraulic servo. The pressure regulator valve includes: a first valve member having a first pressure receiving area to be fed with the signal pressure in one direction; a second valve member arranged coaxially with the first valve member and adapted to come into abutment against the first valve member in the other direction, the second valve member having a second pressure receiving area to be fed with the oil pressure to the first hydraulic servo in the other direction, when the oil pressure is fed by the change-over means; and bias means so disposed at the side of the second valve member axially opposed to the first valve member as to bias the second valve member into abutment against the first valve member.

A shift control system of an automatic transmission for setting a predetermined gear stage by applying first frictional engagement means and releasing second frictional engagement means, comprising: a pressure regulating mechanism for regulating an oil pressure to be fed to or drained from the first frictional engagement means; a failure detector for detecting a failure of an apparatus to participate in the regulation and control of the oil pressure which is to be fed to or drained from at least one of the first and second frictional engagement means: and a gear stage inhibitor for inhibiting the setting of the predetermined gear stage if the failure is detected by the failure detector.

A hydraulic control system for an automatic transmission includes a regulator valve in a hydraulic circuit for supplying pressure to a servo of a frictional engagement element. The regulator valve has an input port, an output port and a drain port. A valve member of the regulator valve includes a pressure receiving area fed with a feedback pressure from the portion of the hydraulic circuit between the regulator valve and the servo, and another pressure receiving area selectively fed with pressure from a signal pressure source. A further pressure receiving area, having a surface area different from the another pressure receiving area, is constantly fed pressure from the signal pressure source.

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Okazaki, Japan

Masahiko Ando