Abstract: An upshift control apparatus for use in an automatic transmission having first and second torque transmitting elements operable on fluid pressure between engaged and released conditions for controlling at least the fluid pressure to the second element to an initial value to engage the second element to effect an upshift from a current gear ratio to a higher traget gear ratio while releasing the first element without the use of a one-way clutch to release the first element while synchronizing rotation. Engine racing is detected after an upshift is detected when the detected gear ratio is equal to or greater than a threshold value greater than a gear ratio existing before the upshift. The fluid pressure supplied to the second element is increased to prevent the engine racing when the engine racing is detected at the early stage of the upshift before the inertia phase of the upshift starts.

Abstract: A clutch hub includes a bottom wall, outer cylindrical portion and inner cylindrical portion that extend in the same axial direction from the bottom wall. The outer cylindrical portion has splines for engagement with friction plates on its outer circumferential surface. Splines formed on an outer circumferential surface of the inner cylindrical portion engage with splines formed on an inner circumferential surface of an inner race of a one-way clutch, so that the clutch hub and the inner race are connected with each other. With this arrangement, the clutch hub undergoes almost no radial displacement even if a large clearance exists between an output shaft and a hole of the clutch hub through which the output shaft is inserted.

Abstract: Disclosed herein is a control apparatus for an automatic transmission. The control apparatus comprises an oil pressure control section for controlling engagement transition oil pressure which is supplied to friction engaging elements so that what is changed by a speed-change is changed along a locus of a predetermined target value. Also, the control apparatus comprises an engine torque control section for controlling a quantity of change in engine output torque during a speed-change so that a parameter whose value changes in parallel to a speed changing operation has an optimum change characteristic. The engagement transition oil pressure is corrected based on the quantity of change in the engine output torque in controlling the engagement transition oil pressure, and the quantity of change in the engine output torque is corrected based on the engagement transition oil pressure in controlling the quantity of change in the engine output torque.

Abstract: The internal gear is a bottomed cylindrical component, which has the boss portion fitted over the outer circumferential surface of the shaft, the disk-shaped flange portion extending radially outwardly from the boss portion, and the cylindrical gear body having a tooth portion in its inner circumferential surface and connecting integrally to the outer circumferential part of the flange portion. The flange portion is virtually conical on its outer side surface and tapered from the outer diameter side toward the inner diameter side, i.e., from the gear body toward the boss portion. This construction is thicker at the boss portion side than at the gear body side. Further, the density of the flange portion is almost inversely proportional to the thickness and is lower at the boss portion side than at the gear body side. The cylindrical gear body has a density distribution such that the central part of the gear body is lower in density than the end portions in a tooth trace direction of the teeth portions.

Abstract: In select-shock control apparatus and method for a vehicular automatic transmission, the automatic transmission having a friction element to be released when a range selection from a vehicular running range to a neutral range occurs, a determination is made whether the range selection from the vehicular running range to the neutral range occurs; a transient hydraulic pressure control is performed such that a hydraulic pressure drawn out from the friction element is reduced up to a pressure level such as not to generate a shock which would occur in the vehicle when the range selection occurs, the level of the drawn out hydraulic pressure is maintained for a time duration at an end of which no vehicular running torque is left in the friction element, and, thereafter, an engagement torque developed on the friction element is drawn out at a dash when determining that the range selection from the vehicular running range to the neutral range occurs.

Abstract: A communications device for a control device is provided which includes a signal line communicating with the control device, and a transmitter that transmits a pulse signal including digital information to the control device through the signal line. The transmitter varies a duty ratio of the pulse signal so that the duty ratio corresponds to the logical value 1/0 of the digital information. The control device reads a binary signal from the signal line at a predetermined frequency based on a first processing program, and processes the binary signal according to the first processing program. The control device detects passage of a leading edge of the pulse signal from a change in the received binary signal, and reproduces the digital information based on the binary signal read at a time when a first predetermined time elapses after the passage of the leading edge of the pulse signal is detected. The first predetermined time is set to be intermediate between the varied duty ratios.

Abstract: An engaging device is provided which includes support members having respective splines that face with each other in a radial direction, a plurality of first friction plates that mesh with the spline of one of the support members, a plurality of second friction plates that mesh with the spline of the other support member, the first and second friction plates alternately overlapping with each other in an annular overlap portion of the engaging device, and a hydraulic piston that is held by the one support member to be movable in a direction of an axis of relative rotation of the support members. The hydraulic piston has a plurality of pressing parts that are spaced from each other in a circumferential direction, for pressing the first and second friction plates in an axial direction thereby to given an engaging force to the friction plates.

Abstract: A friction roller is disposed in a full toroid groove formed by an an input disk and an output disk opposing each other, in contact with both the disks tiltably and rotatably. A roller supporting member for rotatably supporting the friction roller through bearings includes a rotary shaft portion having a ball joint at one end thereof, and the ball joint is rotatably held by a race joint and a cover joint formed at one end of a piston rod of a hydraulic cylinder constituting a driving mechanism. A lubricant spraying portion is fromed at the other end of the rotary shaft portion, and a lubricant is supplied to the lubricant spraying portion from a pressure chamber of the hydraulic cylinder through oil paths formed in the piston rod and the rotary shaft portion. The lubricant is sprayed from the lubricant spraying portion onto a contact surface of the friction roller with the disk, and onto the bearings to achieve lubrication and cooling.

Abstract: It is detected on the basis of a change in an engine speed whether an out-of shelf condition in which a gear shft time exceeds a predetermined time is caused or not (step S11), and when the out-of shelf condition is caused, a lapping control processing corresponding to first engaging oil pressure setting means is executed so that a correction value is set to increase a line pressure supplied to each kind of engaging elements of an automatic transmission, and that the correction value is decreased as a gear shft load time elapses. At the same time, a learning control processing corresponding to a second engaging oil pressure setting means is executed (step S17) so that a variation of the engaging oil pressure due to the non-uniformity of engaging elements and the deterioration with age is learned, thereby to enable to automatically act a proper line pressure on each kind of engaging elements when either one of the automatic transmission or a controller which controls the automatic transmission is replaced.

Abstract: In a toroidal type infinitely variable automatic transmission comprising an oil pump mounted on a transmission case, first and second toroidal transmission mechanisms disposed within the case and having input and output disks for transmitting a rotational force through a tiltable friction roller, a forward and backward change-over mechanism positioned between the transmission mechanism and the oil pump and disposed within the case, for changing over between forward and backward operations of the transmission mechanism through a planetary gear mechanism by manipulation of forward and backward clutches, and a supporting wall positioned between the forward and backward change-over mechanism and the transmission mechanism and disposed within the case, for receiving a thrust force exerted towards a transmission mechanism side by the planetary gear mechanism, an extension member is provided on a side portion of the oil pump to extend within the case towards a transmission mechanism side, and the supporting wall is

Abstract: A toroidal-type continuously variable transmission includes two sets of input and output disks, each set including an input disk, an output disk, a power roller, a carrier rotatably supporting the power roller with a tilt and rotation axis of the power roller slanted, and a cylinder device for the carrier. The cylinder device is disposed orthogonal to an axis of rotation of the input and output disks, and a carrier shaft mounted to the carrier along the tilt and rotation axis and a piston rod of the cylinder device are coupled by a joint. The joints of the two sets of input and output disks are connected by a link, and an elastic members are interposed between the link and the two cylinder devices, and an angle of each carrier shaft with respect to the link is made variable by the joint.

Abstract: A hydraulic control device of an automatic transmission is provided wherein three-stage valve bodies are superposed on and fixed to each other with partition plates interposed therebetween, and a pressure regulator valve is mounted in a middle-stage valve body out of the three valve bodies. An inlet oil path that extends from an oil strainer to an inlet port of an oil pump is formed in a lower portion of the valve body. A drain port of the pressure regulator valve communicates with the inlet oil path leading to the inlet port, through a drain hole formed through the partition plate between the middle-stage and lower-stage valve bodies, and a drain hole formed through the low-stage valve body. In this arrangement, the oil drained from the pressure regulator valve is led to the inlet port without passing through the oil strainer, assuring an increased degree of freedom in selecting the position of the pressure regulator valve.

Abstract: A vehicle torque converter for forming a circulation path of an oil and transmitting a rotary torque is provided which includes an impeller, turbine and stator, each having a plurality of blades. Each blade of at least one of the impeller and the turbine has a radially inner half portion, a radially outer half portion, and a boundary fence that extends along the circulation path and separates the radially inner half portion and radially outer half portion from each other.

Abstract: A neutral control device of an automatic transmission of a motor vehicle is provided in which a neutral control condition is satisfied when an accelerator pedal is released while a forward drive range is being selected, and a hydraulic oil pressure applied to a forward drive engaging element that is to be engaged in the forward drive range is controlled using a line pressure as an original pressure, so that the forward drive engaging element has no engaging capacity when the neutral control condition is satisfied.

Abstract: A speed change gear mechanism of an automatic transmission comprising first, second and third planetary gear units each including a sun gear, a ring gear, a single pinion meshed with both the sun gear and the ring gear and a pinion carrier for carrying the pinion. The pinion carrier of the first unit is united with the ring gear of the third unit. The ring gear of the second unit is united with the pinion carrier of the third unit. A first clutch is arranged between the ring gear of the first unit and the ring gear of the second unit. A second clutch or direct connecting member is arranged between the sun gear of the second unit and the sun gear of the third unit. A third clutch is arranged between the sun gear of the third unit and the pinion carrier of the third unit. A first brake is used for stopping rotation of the ring gear of the second unit and the pinion carrier of the third unit which are united. A second brake is used for stopping rotation of the sun gear of the first unit.

Abstract: A planetary gear has a lower hole which communicates with a radial groove formed in a carrier plate formed at a position near the end portion of an outer peripheral surface of a pinion shaft on a radially inner side thereof. In the inside of the pinion shaft, an internal lubricating oil path is formed which makes an inner wall of the lower hole communicate with an axial center portion of the outer peripheral surface of the pinion shaft on a radially outer side thereof. The lower hole is perforated in an oblique direction with respect to the axis line of the pinion shaft so that a bottom portion of the lower hole is positioned nearer to the end portion than an aperture portion of pinion shaft.

Abstract: A fluid pressure control apparatus for use with an automatic transmission having a hydraulic circuit connected to supply a fluid pressure so as to operate selected ones of friction elements in the engaged position and release the fluid pressure so as to operate selected ones of the friction elements in the disengaged positions. The control apparatus controls the fluid pressure to the friction elements according to a shift from a current gear position to a target gear position. The fluid pressure is applied temporarily to disengaged ones of the friction elements so as to exhaust air from the hydraulic circuit.

Abstract: A gasket clamp structure is provided which includes a gasket clamping bolt having a male screw and a coating material that is applied to an outer circumferential surface of a distal end portion of the male screw, a retaining member having a mounting hole, a casing having a thread hole in which a female screw is formed, and a gasket interposed between the retaining member and the casing and having a mounting hole. The gasket clamping bolt is inserted and screwed into the thread hole of the casing through the mounting holes of the retaining member and gasket, so that the gasket is clamped between the casing and the retaining member. A recess is formed in an inlet portion of the thread hole of the casing such that the recess has an inside diameter that is larger than an outside diameter of a thread of the male screw of the gasket clamping bolt.

Abstract: In a planetary gear device of an automatic transmission, including a sun gear, a plurality of pinion gears that engage with the sun gear, a carrier that rotatably supports the pinion gears, a ring gear having inner teeth formed on an inner periphery thereof for engagement with the pinion gears, a spline is formed on an outer periphery of the ring gear over a first portion that extends from one axial end of the ring gear to a given point between the one axial end and the other axial end, such that only the first portion of the spline engages with friction plates of a clutch. The ring gear further has a second portion that extends from the given point to the other axial end, which second portion has a larger thickness that the first portion of the ring gear that extends from the above-indicated one axial end to the given point.

Abstract: An up-shift control apparatus installed to an automatic transmission, where an up-shift is executed by disengaging a first friction element and by engaging a second friction element, includes an A/T control unit for deciding the up-shift, a gear ratio detecting unit for detecting a gear ratio of the automatic transmission, a discharging pressure control actuator, and an up-shift discharging pressure control unit. The up-shift discharging pressure control unit outputs a command to the discharging pressure control actuator to temporally increase the discharging pressure of the first friction element when the detected gear ratio becomes a preset gear ratio indicative of a time just before the end of the inertia phase during an up-shift.