Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

Abstract: A power transmission device includes a first power transmission path that is provided between an engine and a driving wheel, and a second power transmission path that is provided between the engine and the driving wheel and that is provided in parallel with the first power transmission path. The first power transmission path includes a first clutch and a secondary clutch that is arranged on the driving wheel side with respect to the first clutch. The second power transmission path includes a continuously variable transmission and a second clutch. The secondary clutch is configured to make a changeover between a first mode and a second mode.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) a first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, is configured to transmit a drive force during a driving state of the vehicle and to cut off transmission of the drive force during a driven state of the vehicle. In a case in which the second drive-force transmitting path is to be established in place of the first drive-force transmitting path, the second engagement device is engaged when the first engagement device is engaged, and the first engagement device is released after an inertia phase is started.

Abstract: A power transmission device for a vehicle includes a first power transmission path that is provided between an engine and a driving wheel, a second power transmission path that is provided in parallel with the first power transmission path, and an electronic control unit. The electronic control unit changes over a secondary clutch to a one-way mode while releasing a first clutch, when a request is made to change over a power transmission path between the engine and the driving wheel from the first power transmission path to the second power transmission path at a time of a predetermined state. The electronic control unit is configured to engage a second clutch when the secondary clutch is changed over to the one-way mode.

Abstract: A vehicle drive-force transmitting apparatus including: a mode switching clutch; a torque converter; a lock-up clutch included in the torque converter; a switching solenoid valve configured to output a switching pressure for switching an operating mode of the mode switching clutch between a one-way mode and a lock mode; and a lock-up clutch control valve configured to switch an operating state of the lock-up clutch between an engaged state and a released state. The mode switching clutch is to be placed in the lock mode when the switching pressure is supplied from the switching solenoid valve to the mode switching clutch. The lock-up clutch control valve is configured to receive the switching pressure supplied from the switching solenoid valve, and to switch the operating state of the lock-up clutch to the released state when the switching pressure is supplied to the lock-up clutch control valve.

Abstract: A vehicle power transmission device includes: an input shaft; an output shaft; a first power transmission path configured to transmit power between the input shaft and the output shaft; and a second power transmission path configured to transmit power between the input shaft and the output shaft. The first power transmission path includes a mode-switching clutch configured to be switched between a one-way mode and a free mode, the one-way mode being a mode in which power acting in a forward rotation direction is transmitted while power acting in a reverse rotation direction is interrupted, and the free mode being a mode in which power acting in the forward rotation direction and power acting in the reverse rotation direction are interrupted. The second power transmission path includes a control clutch configured such that a torque capacity of the control clutch is controllable.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) a first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, is configured to transmit a drive force during a driving state of the vehicle and to cut off transmission of the drive force during a driven state of the vehicle. In a case in which the second drive-force transmitting path is to be established in place of the first drive-force transmitting path, the second engagement device is engaged when the first engagement device is engaged, and the first engagement device is released after an inertia phase is started.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, transmits a drive force during a driving state of the vehicle and cuts off transmission of the drive force during a driven state of the vehicle. When the first engagement device is to be placed into its engaged state during a neutral state of the drive-force transmitting apparatus, the first engagement device is engaged after the second engagement device is engaged, and the second engagement device is released upon completion of the engagement of the first engagement device.

Abstract: A vehicle drive-force transmitting apparatus defines drive-force transmitting paths provided between input and output shafts. The drive-force transmitting paths include a first drive-force transmitting path provided with first and auxiliary engagement devices, such that the auxiliary engagement device is located between the first engagement device and the output shaft in the first drive-force transmitting path. The first drive-force transmitting path is established by engagement of the first engagement device operated by a hydraulic pressure which is controlled by an on-off solenoid valve, such that a drive force is to be transmitted along the first drive-force transmitting path through the first and auxiliary engagement devices when the first drive-force transmitting path is established. The auxiliary engagement device transmits a drive force during a driving state of the vehicle and cuts off transmission of the drive force during a driven state of the vehicle.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The two-way clutch transmits a drive force during a driving state of the vehicle, and cuts off transmission of the drive force during a driven state of the vehicle when the two-way clutch is in its one-way mode. The two-way clutch transmits the drive force during the driving state and during the driven state when the two-way clutch is in its lock mode. An engine torque is increased in a case in which a request for switching the two-way clutch to the one-way mode is made during the driven state in forward running of the vehicle with the two-way clutch being in the lock mode.

Abstract: A power transmission device for a vehicle includes a first power transmission path that is provided between an engine and a driving wheel, a second power transmission path that is provided in parallel with the first power transmission path, and an electronic control unit. The electronic control unit changes over a secondary clutch to a one-way mode while releasing a first clutch, when a request is made to change over a power transmission path between the engine and the driving wheel from the first power transmission path to the second power transmission path at a time of a predetermined state. The electronic control unit is configured to engage a second clutch when the secondary clutch is changed over to the one-way mode.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. In a case in which, during forward running of a vehicle with the two-way clutch being placed in the lock mode, the two-way clutch is not switched from the lock mode to the one-way mode even with a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path, the control apparatus causes the second clutch to be engaged and limits the drive force of the engine.

Abstract: A control apparatus of a power transmission system for a vehicle includes an electronic control unit. When an input rotational speed of an input-side rotary member is lower than an output rotational speed of an output-side rotary member in a two-way clutch, and a shift request to form a shift stage in which the two-way clutch is switched to a lock mode is generated, the electronic control unit switches the two-way clutch to the lock mode, after the input rotational speed of the input-side rotary member is made substantially equal to the output rotational speed of the output-side rotary member.

Abstract: A power transmission device includes a first power transmission path that is provided between an engine and a driving wheel, and a second power transmission path that is provided between the engine and the driving wheel and that is provided in parallel with the first power transmission path. The first power transmission path includes a first clutch and a secondary clutch that is arranged on the driving wheel side with respect to the first clutch. The second power transmission path includes a continuously variable transmission and a second clutch. The secondary clutch is configured to make a changeover between a first mode and a second mode.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

Abstract: In an automatic transmission including a deceleration planetary gear and a hydraulic clutch, the hydraulic clutch includes a clutch drum, a clutch hub, first and second friction engagement plates, a piston, and an engagement oil chamber defining member. The clutch hub is formed by a ring gear and a support member that rotates together with the ring gear. The piston is movably supported by the clutch hub. The piston and the support member define a cancel oil chamber that cancels a centrifugal oil pressure generated in an engagement oil chamber.

Abstract: A planetary carrier assembly is provided for a transmission. The carrier assembly comprises a powder metal carrier member including a carrier plate having a plurality of carrier legs extending from the carrier plate, and a powder metal cover member including a cover plate having a plurality of cover legs extending from the cover plate. The carrier assembly includes a sleeve member defining a plurality of braze material retention features stamped along a perimeter of the sleeve member. In various aspects, the braze material retention features cooperate with the carrier member and the cover member, in an assembled state, to define retention apertures shaped and sized to retain a braze material adjacent the single plane prior to a sintering process. A portion of the carrier member is aligned with both a portion of the cover member and a portion of the sleeve member, and brazed together in a single plane.

Abstract: A Ravigneaux planetary carrier assembly is provided for accommodating pinion gears of an automatic transmission. The carrier assembly comprises a powder metal carrier member including a carrier plate having a plurality of integral carrier legs extending therefrom, and a powder metal cover member including a cover plate having a plurality of integral cover legs extending therefrom. The carrier assembly is arranged such that respective ends of the carrier legs and ends of the cover legs are aligned with and brazed to one another, defining an interior of the carrier assembly configured to house the pinion gears.

Abstract: An automatic transmission 20 includes: a Simpson type complex planetary gear train 25 including single pinion type first and second planetary gears 21 and 22 and single pinion type third and fourth planetary gears 23 and 24; first through fourth clutches C1 to C4; and first and second brakes B1 and B2. A first carrier 21c of the first planetary gear 21 is coupled to an input shaft 20i. A first ring gear 21r of the first planetary gear 21 is selectively connected to an output shaft 20o by the first clutch C1.

Abstract: A Ravigneaux planetary carrier assembly is provided for accommodating pinion gears of an automatic transmission. The carrier assembly comprises a powder metal carrier member including a carrier plate having a plurality of integral carrier legs extending therefrom, and a powder metal cover member including a cover plate having a plurality of integral cover legs extending therefrom. The carrier assembly is arranged such that respective ends of the carrier legs and ends of the cover legs are aligned with and brazed to one another, defining an interior of the carrier assembly configured to house the pinion gears.