Honda Giken Kogyo Kabushiki Kaisha

Shouji Asatsuke

Tatsuyuki Ohashi

Kazuma Hatakeyama

Takamichi Shimada

Tetsuya Mochizuki

Shoichi Tanizawa

Hideki Wakamatsu

Shinichi Nishio

Kazuo Okada

Takayuki Yamaguchi

Hiromitsu Ishibashi

A compact transmission comprises a first input shaft a second input shaft and a counter shaft which are disposed parallel with one anther. This transmission further comprises at least a set of first speed ratio gear train which are disposed between the first input shaft and the counter shaft at least one first clutching means and which connects and disconnects a first speed ratio drive gear rotationally to and from the first input shaft, respectively, at least a set of second speed ratio gear train and which are disposed between the second input shaft and the counter shaft at least one second clutching means and which connects and disconnects a second speed ratio drive gear to and from the second input shaft, respectively, and a connection gear train which is used for power transmission from the first input shaft to the second input shaft through gears and on an idle shaft that is disposed parallel with the first input shaft.

Parallel shaft transmission

Shift valves are provided to switch oil passage connections to a state in which an oil pressure in one hydraulic clutch of an arbitrary speed transmission train and an oil pressure in a hydraulic clutch of a transmission train which is adjacent thereto as seen in the order of speed are controllable by a pair of linear solenoid valves . Skipped speed change from a predetermined first speed transmission train to a second speed transmission train which is not adjacent to the first speed transmission train is made possible. In concrete, a large-capacity accumulator A is connected to an oil passage L which is in communication with 5th-speed hydraulic clutch C . At the time of skipped speed changing from 5th speed to 3rd speed, shift valves are switched to a state of 3rd-4th speed change. The oil pressures in the hydraulic clutches C , C for 3rd and 4th speed transmission trains, respectively, are made controllable by the linear solenoid valves . While buffering the pressure decrease of the oil pressure in the 5th-speed hydraulic clutch C by the accumulator A , pressure increase control of 3rd-speed clutch C is carried out by one of the linear solenoid valves to thereby skip-downshift from 5th to 3rd speed. The other linear solenoid valve is held at a low-pressure waiting state to prepare itself for the 3rd-4th speed switch-upshifting.

Control apparatus for hydraulically-operated vehicular transmission

An automatic transmission comprises a plurality of clutches which are provided to select power transmission paths, respectively, in a parallel shaft speed change mechanism TM and a plurality of shift valves which are used for controlling the supply and drain of hydraulic pressure to and from these clutches. For this automatic transmission, a control system comprises a forward/reverse selection hydraulic servomechanism 70 and a plurality of solenoid valves which are used for controlling the supply and drain of a line pressure so as to control the actuation of these shift valves and the forward/reverse selection hydraulic servomechanism. The system further comprises a hydraulic switch which detects the hydraulic pressure supplied into the right side oil chamber of the forward/reverse selection hydraulic servomechanism and a hydraulic switch which detects the hydraulic pressure of the SECOND speed clutch whose pressure is generated from the pressure in the right side oil chamber The system determines whether the forward drive range is set correctly or not, based on a result of pressure detection by these hydraulic switches and

Automatic transmission control system

A compact transmission comprises a first input shaft a second input shaft and a counter shaft which are disposed parallel with one anther. This transmission further comprises at least a set of first speed ratio gear train and which are disposed between the first input shaft and the counter shaft at least one first clutching means and which connects and disconnects a first speed ratio drive gear rotationally to and from the first input shaft, respectively, at least a set of second speed ratio gear train and which are disposed between the second input shaft and the counter shaft at least one second clutching means and which connects and disconnects a second speed ratio drive gear to and from the second input shaft, respectively, and a connection gear train which is used for power transmission from the first input shaft to the second input shaft through gears and on an idle shaft that is disposed parallel with the first input shaft.

In a control apparatus for a vehicular automatic transmission having transmission trains of five forward speeds or more, the transmission trains are divided into two groups of a low-speed system made up of relatively low-speed transmission trains and a high-speed system made up of relatively high-speed transmission trains. A main shift valve is provided for selectively supplying pressurized oil supplied from a manual valve through a first oil supply passage to an oil passage for the low-speed system and to an oil passage for the high-speed system. A shift valve unit for the low-speed system, which unit has one or more shift valves for selectively establishing transmission trains belonging to the low-speed system, is interposed in the oil passage for the low-speed system. A shift valve unit for the high-speed system, which unit has one or more shift valves for selectively establishing transmission trains belonging to the high-speed system, is interposed in the oil passage for the high-speed system.

Growing community of inventors

Saitama, Japan

Shouji Asatsuke