Aisin Aw Co., Ltd.

Toyota Jidosha Kabushiki Kaisha

Other

Takuya Fujimine

Kazutoshi Nozaki

Kazuyuki Noda

Minoru Todo

Kazuhisa Ozaki

Masahiko Ando

Masami Kondo

Toshiki Kanada

Akira Fukatsu

Toshihiko Aoki

Atsushi Honda

Akiharu Abe

Tomochika Inagaki

Takuya Ishii

Masafumi Kinoshita

Satoshi Fukuyama

Atsushi Tabata

Akira Hoshino

Hirofumi Ota

Yuji Kashihara

Yousuke Andoh

Nobuhiro Sato

Yousuke Andou

Minoru Toudou

A vehicle automatic transmission includes a planetary gear that reduces a speed of an input rotation of an input shaft and outputs a reduced speed rotation; at least two clutches that are capable of transmitting the reduced speed rotation that passes through the planetary gear; a planetary gear set having at least two rotation elements, wherein each rotation element can transmit the reduced speed rotation transmitted by the clutches; and an input transmitting clutch that is capable of transmitting the input rotation into one of the at least two rotation elements.

Automatic transmission for vehicle

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 vehicular automatic transmission is provided with a reduction planetary gear for reducing and outputting an inputted rotation of an input shaft, first and third clutches for enabling the transmission of a reduced rotation reduced through the reduction planetary gear, a planetary gear unit having second and third sun gears to which the reduced rotation is transmitted by the first and third clutches and a fourth clutch for enabling the transmission of the inputted rotation to the second sun gear. The fourth clutch is linked to the second sun gear of the planetary gear unit via output side members, i.e., a clutch drum and a link member, of the third clutch to commonly use as the output side members. Thereby, the automatic transmission may be compactly built.

Vehicular automatic transmission

A control apparatus for controlling a vehicle automatic transmission including (i) a first coupling device to be engaged for establishing an emergency gear position and (ii) a second coupling device to be released for establishing the emergency gear position. The control apparatus includes: (a) first and second controller valves for controlling the respective first and second coupling devices; and (b) a fail-safe valve having (b-) a first output port connected to a drain port of the first controller valve, (b-) a first input port to which a working fluid is input, (b-) a first drain port for draining the working fluid, (b-) a second output port connected to an input port of the second controller valve, (b-) a second input port to which the working fluid is input, and (b-) a second drain port for draining the working fluid.

Vehicle automatic transmission control apparatus with fail-safe arrangement

A hydraulic control apparatus for use with a vehicle's automatic transmission, the apparatus including a fail-safe switch valve which has an escape-related output port connected to a drain port of a transmission-related solenoid valve corresponding to an escape-related frictional coupling device to establish an escape-related speed step, and additionally has an escape-related input port to which a hydraulic pressure is inputted, and a drain port from which a hydraulic fluid is drained, wherein the fail-safe switch valve is selectively switchable to a normal communication state thereof in which the escape-related output port and the drain port are communicated with each other and the escape-related input port is shut off, and to a fail-related communication state thereof in which the escape-related output port and the escape-related input port are communicated with each other, and the drain port is shut off, so that a hydraulic pressure is supplied from the escape-related output port of the fail-safe switch valve to the drain port of the transmission-related solenoid valve corresponding to the escape-related frictional coupling device.

Hydraulic control apparatus for automatic transmission of vehicle

A hydraulic control apparatus for an automatic transmission including two frictional coupling devices of a first group and a plurality of frictional coupling devices of a second group, the control device including a second-group-engaging switching valve arranged to receive second engaging hydraulic pressures generated to engage the coupling devices of the second group and operable, upon reception of at least one of the second engaging hydraulic pressures, to generate a second-group-engaging pilot hydraulic pressure, and a fail-safe valve to receive at least one of first engaging hydraulic pressures generated to engage the two coupling devices of the first group and operable, upon simultaneous reception of the first engaging hydraulic pressure generated to engage one of the two coupling devices of the first group and the second-group-engaging pilot hydraulic pressure, to prevent application of the first engaging hydraulic pressure to the other of the two coupling devices of the first group.

Hydraulic control device for automatic transmission

In a hydraulic servo for a clutch, a cancel plate is disposed on a second clutch drum that undergoes the same rotation as a second clutch drum provided with a cylinder portion, in such a fashion that the cancel plate is restricted from moving to a side opposite from a return spring in an axial direction. The first clutch drum is disposed, as a separate member, on the second clutch drum. A step portion of the second clutch drum prevents the first clutch drum from moving to a side opposite from the cancel plate. Due to the spring force of the return spring, the oil pressure in the cancel oil chamber and the oil pressure in the operating oil chamber, the force that presses the first clutch drum to the step portion is always greater than the force that presses the first clutch drum to the cancel plate side.

Clutch-purpose hydraulic servo

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.

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Hamamatsu, Japan

Takuya Fujimine