Abstract: A power train device for a vehicle is provided with a selector valve that is switched between a first state in which oil discharged from an electric oil pump is able to be supplied as a hydraulic fluid to an engagement hydraulic chamber of a vehicle-starting frictional engagement element, and a second state in which the oil is able to be supplied as a lubricating oil to the vehicle-starting frictional engagement element through a first lubricating oil supply circuit, depending on a magnitude of a discharge pressure of a mechanical oil pump.

Abstract: A power train device for a vehicle is provided with a selector valve that is switched between a first state in which oil discharged from an electric oil pump is able to be supplied as a hydraulic fluid to an engagement hydraulic chamber of a vehicle-starting frictional engagement element, and a second state in which the oil is able to be supplied as a lubricating oil to the vehicle-starting frictional engagement element through a first lubricating oil supply circuit, depending on a magnitude of a discharge pressure of a mechanical oil pump.

Abstract: A transmission is provided including a transmission case accommodating a transmission mechanism, a hydraulic controller having a valve body and a valve for controlling the transmission mechanism, the valve body formed with a valve insertion hole into which the valve is inserted, and an oil path communicating with the valve insertion hole, and an oil storage for storing oil. At least one of the valve body and the oil storage is integrally formed with the transmission case.

Abstract: Disclosed herein is a valve body (10) for a hydraulic control system. The valve body (10) has a plurality of valve insertion holes (33, 34) into which a plurality of valves are inserted, respectively, and a plurality of oil passages (69) each communicating with at least one of the valve insertion holes (33, 34). The valve body (10) includes: an insertion hole arrangement member (11) provided with the valve insertion holes (33, 34) of the valve body (10), which are arranged in a concentrated manner; and an oil passage arrangement member (12) placed on the insertion hole arrangement member (11), and provided with the oil passages (69) of the valve body (10), which are arranged in a concentrated manner.

Abstract: An automatic transmission includes a first frictional engagement element (a low clutch 40), a second frictional engagement element (an L/R brake 60), two hydraulic chambers (a gap adjustment chamber 64 and a pressure chamber 65) provided in the second frictional engagement element, a first hydraulic pressure generator 101 (an electric pump 101) generating a hydraulic pressure during an automatic stop of the engine, and a control unit (a control unit 200) controlling the hydraulic pressure in the first and second frictional engagement elements. The control unit supplies the hydraulic pressure generated by the first hydraulic pressure generator to the first frictional engagement element and one of the two hydraulic chambers of the second frictional engagement element when the automatic transmission is in the non-traveling range and the engine has been automatically stopped.

Abstract: A hydraulic control circuit includes: a shift valve configured to be switched between a state of supplying oil pressure to a clearance adjusting chamber of an LR brake and a state of discharging the oil pressure from the clearance adjusting chamber of the LR brake; and a linear SV configured to control the oil pressure supplied to a pressing chamber of the LR brake. The hydraulic control circuit further includes a source pressure oil passage through which oil pressure equal to the oil pressure supplied from the shift valve to the clearance adjusting chamber is supplied to a source pressure port a of the linear SV. By discharging the oil pressure in the clearance adjusting chamber at the time of opening malfunction of the linear SV, the oil pressure in the pressing chamber is also discharged through a drain port of the shift valve.

Abstract: A hydraulic control device of an automatic transmission configured such that: a first gear stage is formed by engagement of an LR brake and a low clutch; a third gear stage by engagement of the low clutch and an R35 brake; and a reverse gear stage by engagement of the LR brake and the R35 brake. The hydraulic control device includes a cut valve configured to be switched between a first state where a source pressure port of a third linear solenoid valve (SV) configured to control an oil pressure supplied to the R35 brake is connected to an oil pressure source and a second state where the pressure is discharged from the port. The cut valve becomes the second state when the third gear stage is shifted to the first gear stage, and the oil pressure supplied to the low clutch is less than a predetermined oil pressure.

Abstract: A transmission is provided including a transmission case accommodating a transmission mechanism, a hydraulic controller having a valve body and a valve for controlling the transmission mechanism, the valve body formed with a valve insertion hole into which the valve is inserted, and an oil path communicating with the valve insertion hole, and an oil storage for storing oil. At least one of the valve body and the oil storage is integrally formed with the transmission case.

Abstract: A hydraulic control circuit includes: a shift valve configured to be switched between a state of supplying oil pressure to a clearance adjusting chamber of an LR brake and a state of discharging the oil pressure from the clearance adjusting chamber of the LR brake; and a linear SV configured to control the oil pressure supplied to a pressing chamber of the LR brake. The hydraulic control circuit further includes a source pressure oil passage through which oil pressure equal to the oil pressure supplied from the shift valve to the clearance adjusting chamber is supplied to a source pressure port a of the linear SV. By discharging the oil pressure in the clearance adjusting chamber at the time of opening malfunction of the linear SV, the oil pressure in the pressing chamber is also discharged through a drain port of the shift valve.

Abstract: A hydraulic control device of an automatic transmission configured such that: a first gear stage is formed by engagement of an LR brake and a low clutch; a third gear stage by engagement of the low clutch and an R35 brake; and a reverse gear stage by engagement of the LR brake and the R35 brake. The hydraulic control device includes a cut valve configured to be switched between a first state where a source pressure port of a third linear solenoid valve (SV) configured to control an oil pressure supplied to the R35 brake is connected to an oil pressure source and a second state where the pressure is discharged from the port. The cut valve becomes the second state when the third gear stage is shifted to the first gear stage, and the oil pressure supplied to the low clutch is less than a predetermined oil pressure.

Abstract: A control method for an automatic transmission in which a starting gear shift stage is attained by fastening a predetermined brake element and a predetermined clutch element includes a step of supplying, when a command, which is for fastening the predetermined brake element and the predetermined clutch element that is to be fastened to input output rotation on an engine side to a transmission mechanism, and which is also for attaining the starting gear shift stage is detected, hydraulic pressure to the clutch element and then fastening the clutch element, and a step of supplying, after the step, the hydraulic pressure to the brake element to start the fastening of the brake element and controlling rotation, which is input to the transmission mechanism, to a target number of rotations. It is possible to satisfactorily attain the starting gear shift stage without a shock while dispensing with a one-way clutch.

Abstract: An automatic transmission includes a first frictional engagement element (a low clutch 40), a second frictional engagement element (an L/R brake 60), two hydraulic chambers (a gap adjustment chamber 64 and a pressure chamber 65) provided in the second frictional engagement element, a first hydraulic pressure generator 101 (an electric pump 101) generating a hydraulic pressure during an automatic stop of the engine, and a control unit (a control unit 200) controlling the hydraulic pressure in the first and second frictional engagement elements. The control unit supplies the hydraulic pressure generated by the first hydraulic pressure generator to the first frictional engagement element and one of the two hydraulic chambers of the second frictional engagement element when the automatic transmission is in the non-traveling range and the engine has been automatically stopped.

Abstract: A housing slidably guides a slider, which is driven in response to selection of a shift range of an automatic transmission. Upper and lateral sides of a movable range of the slider are covered with the housing. Thereby, application of hydraulic fluid and foreign objects to guide rails is limited to limit malfunction of the slider. Furthermore, even when the hydraulic fluid and foreign objects adhere to the guide rails, the hydraulic fluid and foreign objects can be collected at ends of the movable range of the slider and can be expelled to an outside of the housing through open ends of the housing.

Abstract: A control method for an automatic transmission in which a starting gear shift stage is attained by fastening a predetermined brake element and a predetermined clutch element includes a step of supplying, when a command, which is for fastening the predetermined brake element and the predetermined clutch element that is to be fastened to input output rotation on an engine side to a transmission mechanism, and which is also for attaining the starting gear shift stage is detected, hydraulic pressure to the clutch element and then fastening the clutch element, and a step of supplying, after the step, the hydraulic pressure to the brake element to start the fastening of the brake element and controlling rotation, which is input to the transmission mechanism, to a target number of rotations. It is possible to satisfactorily attain the starting gear shift stage without a shock while dispensing with a one-way clutch.

Abstract: A hydraulic control device of an automatic transmission is provided, which includes a hydraulic control circuit with a pressure reducing valve including a first friction element for achieving a first gear position and a second friction element for achieving a second gear position that produces a lower speed than the first gear position. The hydraulic control circuit further includes a switch valve formed with an input port which is inputted with the line pressure in a forward gear position range, and which is switched between a first state where the input port communicates with a first oil path communicating with the first friction element in a failure state of power distribution to the plurality of hydraulic control valves, and a second state where the input port communicates with the second friction element in the same power distribution failure state. The switch valve includes various control ports to control its function.

Abstract: There is provided, in one aspect of the present description, an automatic transmission. In one example, the automatic transmission comprises a transmission case, a valve body which is arranged in the transmission case, a control valve mechanism which controls oil pressures in parts of the automatic transmission and is installed in the valve body, and a solenoid valve which is attached to the valve body and is arranged at a first side of the valve body and in the transmission case. The automatic transmission further comprises an electronic control unit which controls the solenoid valve, is attached to the valve body, and is arranged at a second side of the valve body that is opposite to the first side across the valve body.

Abstract: A hydraulic control device of an automatic transmission is provided, which includes a hydraulic control circuit with a pressure reducing valve including a first friction element for achieving a first gear position and a second friction element for achieving a second gear position that produces a lower speed than the first gear position. The hydraulic control circuit further includes a switch valve formed with an input port which is inputted with the line pressure in a forward gear position range, and which is switched between a first state where the input port communicates with a first oil path communicating with the first friction element in a failure state of power distribution to the plurality of hydraulic control valves, and a second state where the input port communicates with the second friction element in the same power distribution failure state. The switch valve includes various control ports to control its function.

Abstract: A housing slidably guides a slider, which is driven in response to selection of a shift range of an automatic transmission. Upper and lateral sides of a movable range of the slider are covered with the housing. Thereby, application of hydraulic fluid and foreign objects to guide rails is limited to limit malfunction of the slider. Furthermore, even when the hydraulic fluid and foreign objects adhere to the guide rails, the hydraulic fluid and foreign objects can be collected at ends of the movable range of the slider and can be expelled to an outside of the housing through open ends of the housing.

Abstract: There is provided, in one aspect of the present description, an automatic transmission. In one example, the automatic transmission comprises a transmission case, a valve body which is arranged in the transmission case, a control valve mechanism which controls oil pressures in parts of the automatic transmission and is installed in the valve body, and a solenoid valve which is attached to the valve body and is arranged at a first side of the valve body and in the transmission case. The automatic transmission further comprises an electronic control unit which controls the solenoid valve, is attached to the valve body, and is arranged at a second side of the valve body that is opposite to the first side across the valve body.