Abstract: A parallel axes type transmission including a first idle drive route and a second idle drive route for transmitting the relation of an input shaft to an intermediate shaft. The first idle drive route includes a one-way clutch capable of transmitting the rotation of the input shaft to the intermediate shaft only. The second idle drive route includes wet multiplate clutches for connecting gears rotatably mounted on the intermediate shaft to the intermediate shaft when engaged. Thus, the intermediate shaft is rotated at a first rotational speed through the first idle drive route and at a second rotational speed faster than the first rotational speed through the second idle drive route when the clutch is engaged.

Abstract: In a hydraulic pressure supplying device for a transmission including a first oil pump adapted to be driven by a main shaft of the transmission, at least one second oil pump adapted to be driven by suitable means, and a check valve provided between the discharge side of the first oil pump and the discharge side of the second oil pump to prevent the flow of oil from the first oil pump to the second oil pump, a first filter is provided between the second oil pump and the check valve.

Abstract: A transmission equipped with a continuously variable ratio-change mechanism CVT and a LOW rotational transmission mechanism GT, which are disposed parallel with each other, comprises a forward clutch 65 and a reverse brake 66, which are used to set a power transmission through the continuously variable ratio-change mechanism, a LOW clutch 46, which is used to set a power transmission through the LOW rotational transmission mechanism, and a control unit ECU and a hydraulic control valve HV, which control the engagement of the clutches and the brake. When the transmission is switched from its neutral mode to its in-gear mode, at first, the forward clutch 65 is brought gradually into engagement, and then it is released before the LOW clutch 46 is brought into engagement in a squat control.

Abstract: A parallel axes type automatic transmission including a first input shaft having m or more (m is an integer not less than 2) wet multiplate clutches and drive gears rotatably mounted, a second input shaft having n or more (n is an integer greater than m and not less than 3) wet multiplate clutches and drive gears rotatably mounted, and a third input shaft having m or less wet multiplate clutches and drive gears rotatably mounted. The automatic transmission further includes an output shaft having a fixed final drive gear and a plurality of fixed driven gears. The first, second, and third input shafts are arranged at different levels so that the second input shaft is arranged at the highest level, the first input shaft is arranged at the middle level, and the third input shaft is arranged at the lowest level.

Abstract: In a power transmission system in a vehicle including a continuously variable gear path and a multi-stage gear path, a difference between gear ratios at the start of forward travel and at the start of backward travel is minimized, while using a single-pinion type planetary gear mechanism. The continuously variable gear path includes a forward/backward travel switching mechanism comprising a single-pinion type planetary gear mechanism, and a belt-type continuously variable transmission. A multi-stage gear path comprising gears is set at a gear ratio closer to a LOW side from that of the belt-type continuously variable transmission. Thus, when the forward traveling and the backward traveling are switched over from one to another, it is unnecessary to suddenly change the gear ratio of the belt-type continuously variable transmission, which can contribute to an improvement in durability of belt-type continuously variable transmission.

Abstract: In a power transmission system in a vehicle including a continuously variable gear path and a multi-stage gear path, a difference between gear ratios at the start of forward travel and at the start of backward travel is minimized, while using a single-pinion type planetary gear mechanism. The continuously variable gear path includes a forward/backward travel switching mechanism comprising a single-pinion type planetary gear mechanism, and a belt-type continuously variable transmission. A multi-stage gear path comprising gears is set at a gear ratio closer to a LOW side from that of the belt-type continuously variable transmission. A difference between the gear ratios in the multi-stage gear path and the continuously variable gear path can be minimized by using the multi-stage gear path at the start of forward travel of a vehicle and using the continuously variable gear path at the start of backward travel of the vehicle.

Abstract: A transmission equipped with a continuously variable ratio-change mechanism CVT and a LOW rotational transmission mechanism GT, which are disposed parallel with each other, comprises a forward clutch 65 and a reverse brake 66, which are used to set a power transmission through the continuously variable ratio-change mechanism, a LOW clutch 46, which is used to set a power transmission through the LOW rotational transmission mechanism, and a control unit ECU and a hydraulic control valve HV, which control the engagement of the clutches and the brake. When the transmission is switched from its neutral mode to its in-gear mode, at first, the forward clutch 65 is brought gradually into engagement, and then it is released before the LOW clutch 46 is brought into engagement in a squat control.

Abstract: In a belt type continuously variable transmission, the apertures 55a, 56a of the drain ports of an oil pressure control valve employed for control of hydraulic devices are arranged outside of the circumferential region WB of the range of movement in which the belt can be moved in the pulley axis direction when the pulley groove width is changed during gear change operation, or outside of the circumferential region WP of the region in which the V groove face of the pulley can be arranged when the pulley groove width is changed during gear change operation.

Abstract: Leak oil from a regulator 24 for regulating the pressure of oil supplied to a lubricating system (the lubricating pressure) is supplied to an oil cooler 23. An electromagnetic valve 25 is connected to a pressure controlling and regulating oil chamber 24a of the regulator 24 so that the lubricating pressure can be controlled to be increased or decreased. The lubricating pressure is decreased while an engine is running in a low load state during a high-speed running to thereby increase the volume of oil to be supplied to the oil cooler 23.

Abstract: In a control apparatus for an automotive continuously variable transmission having a forward-reverse selector mechanism in which a gear ratio for reverse is set closer to a speed reducing side than a gear ratio for forward and a belt type continuously variable transmission mechanism, a PH pressure that is outputted from a first regulator valve and a PL pressure that is outputted from a second regulator valve are changeably supplied to one and the other of a hydraulic cylinder of a drive pulley and a hydraulic cylinder of a driven pulley via a shift control valve. A hydraulic pressure supplied to a reversing hydraulic pressure connecting element from a reversing manual valve is inputted into an oil chamber of a first regulator valve so that the PH pressure is increased with the hydraulic pressure so inputted.

Abstract: In a control apparatus for an automotive continuously variable transmission having a forward-reverse selector mechanism in which a gear ratio for reverse is set closer to a speed reducing side than a gear ratio for forward and a belt type continuously variable transmission mechanism, a PH pressure that is outputted from a first regulator valve and a PL pressure that is outputted from a second regulator valve are changeably supplied to one and the other of a hydraulic cylinder of a drive pulley and a hydraulic cylinder of a driven pulley via a shift control valve. A hydraulic pressure supplied to a reversing hydraulic pressure connecting element from a reversing manual valve is inputted into an oil chamber of a first regulator valve so that the PH pressure is increased with the hydraulic pressure so inputted.

Abstract: Leak oil from a regulator 24 for regulating the pressure of oil supplied to a lubricating system (the lubricating pressure) is supplied to an oil cooler 23. An electromagnetic valve 25 is connected to a pressure controlling and regulating oil chamber 24a of the regulator 24 so that the lubricating pressure can be controlled to be increased or decreased. The lubricating pressure is decreased while an engine is running in a low load state during a high-speed running to thereby increase the volume of oil to be supplied to the oil cooler 23.

Abstract: In a belt type continuously variable transmission, the apertures 55a, 56a of the drain ports of an oil pressure control valve employed for control of hydraulic devices are arranged outside of the circumferential region WB of the range of movement in which the belt can be moved in the pulley axis direction when the pulley groove width is changed during gear change operation, or outside of the circumferential region WP of the region in which the V groove face of the pulley can be arranged when the pulley groove width is changed during gear change operation.

Abstract: A lubrication pressure controller comprises a lubrication pressure regulating valve 41, which is provided in a lubrication oil passage 36 directing hydraulic oil to lubricated parts, and a cooler pressure regulating valve 42, which is provided in a discharge oil passage 51b of the lubrication pressure regulating valve 41. The lubrication pressure regulating valve 41 adjusts the pressure in the lubrication oil passage 36, and the cooler pressure regulating valve 42 adjusts the pressure supplied to an oil cooler 55. The hydraulic oil discharged from the cooler pressure regulating valve 42 is returned through a recirculation line 52 to a suction oil passage 31 of a pump. In this construction, an adequate supply of lubrication oil is maintained even if one of the valves experiences locking of a valve spool on an open side.

Abstract: In a chamber R1 which accommodates a transmission device comprising a drive pulley 8, a driven pulley 9 and a belt 10, a cover 51 is provided to cover the lower peripheral portion of the drive pulley 8 along the periphery. The drive pulley is positioned below the driven pulley, and raised portions 52 which are used for the detection of the rotational speed of the drive pulley are provided on the periphery of the drive pulley. The end surface 51bs of the cover facing the inner wall 54 of the pulley chamber is positioned away from the inner wall with a clearance V therebetween. In a vehicular transmission which is constructed in this arrangement, the amount of lubrication oil that flows near to the periphery of the pulley which is positioned lower is comparatively small. Thus, this arrangement restricts agitation of the lubrication oil, which may be caused by the raised portions of the rotating pulley.

Abstract: A housing 2 for a vehicular transmission comprises a first room R1 which accommodates a continuous speed change mechanism and a second room R2 which accommodates a driving force transmission mechanism including a starting mechanism, a reduction train, a differential mechanism, a power supply mechanism for an oil pump, etc. In each room, inlet openings 72 through 74 for oil discharge passages are provided near and above both the sides of an oil pan 26 in the horizontal direction perpendicular to the input and output shafts of the continuous speed change mechanism, to return lubrication oil to the oil pan 26. Also, walls 61 through 65 are provided in the rooms to lead the lubrication oil into the respective inlet openings. In this construction, the lubrication oil returning from each room to the oil pan 26 is stabilized at each room and discharged to the oil pan 26, and thereby the lubrication oil achieves homogeneity in the oil pan 26.

Abstract: An inlet opening 41 for a discharge oil passage 76 is provided in a chamber R1 which accommodates a transmission device comprising a drive pulley 8, a driven pulley 9 and a belt 10. This inlet opening is positioned at a location where the inner wall of the chamber is met by a line drawn tangentially to the pitch circle of the drive pulley whose pitch radius is at a maximum and to that of the driven pulley whose pitch radius is at a minimum . This inlet opening 41 for the discharge oil passage 76 is positioned also at a location where the inner wall is met by a line drawn on the upper side of the pulleys tangent to the peripheries of the drive and driven pulleys 8 and 9. By providing an inlet opening for the discharge oil passage in this arrangement, the lubrication oil which is being thrown from the belt 10 is efficiently discharged through the inlet opening 41 directly to the outside of the chamber. This lubrication oil is then led through the discharge oil passage 76 to the oil pan 26.

Abstract: Line pressure is adjusted by one valve for supplying the pressure to control the engagement of a clutch in normal and abnormal operating conditions. In the normal operating condition, the valve control pressure which is controlled by a starting clutch control valve 41 is used for the control of a clutch pressure control valve 42, so the line pressure from a line 61b is adjusted to control the engagement of the starting clutch 5. If there is a breakdown, two electrically controlled valves 41 and 45 are turned off, and the line pressure is applied through another line 64. As a result, the spool of a shift restriction valve 43 is shifted to the left, so the hydraulic oil is supplied to a pitot flange 51. In this condition, the pressure (correspondent pressure) which corresponds to the rotational speed of the engine is supplied as a signal pressure from a pitot pipe 53 through lines 66 and 67 to the shift restriction valve 43.

Abstract: A detent structure for a hydraulic automatic transmission system, in which a control shaft rotatably supported by a casing of the automatic transmission system carries a detent cam plate integrally attached thereto and radially extending therefrom. The free end of the detent cam plate is provided with a cam profile defining a plurality of depressions corresponding to different shift positions of the automatic transmission system in cooperation with a cam follower urged against the cam profile by a tension coil spring extending across the control shaft and a detent arm carrying the cam follower. Therefore, no extra radial load is applied to the opening of the transmission casing rotatably supporting the control shaft, and, therefore, the force required to rotate the control shaft is not affected by the force urging the cam follower against the cam profile of the detent cam plate securely attached to the control shaft.