Abstract: A downshift control device for an automatic transmission is provided in which the transmission is shifted down by releasing an oil pressure from a first engaging element that has been engaged while applying an oil pressure to a second engaging element that has been released. This downshift control device determines whether a downshift command is generated to shift down the transmission while an accelerator pedal is being depressed, and detects a gear ratio that changes during the pedal-depressed downshift control. First control actuator controls the back pressure of a first accumulator provided in an oil path leading to the first engaging element, and second control actuator controls back pressure of a second accumulator provided in an oil path leading to the second engaging element.

Abstract: A clutch structure for a vehicular power train, includes a clutch disc and a piston moveable along an axis to force the clutch disc. The piston includes a generally cylindrical portion having projections extending axially in circumferentially spaced and parallel relation. The piston has a pressure surface engageable with the clutch disc upon the piston forcing the clutch disc. The piston also has a portion defined by a surface recessed from the pressure surface. The portion is disposed in a radial inner periphery of the cylindrical portion and extends along the axis. A groove is disposed within that portion.

Abstract: A thrust bearing is interposed between a carrier plate and a sun gear. Grooves are formed on a surface of a thrust race of the thrust bearing the surface of the thrust race opposes the carrier plate, so that the grooves connect a space at inner peripheral side of the thrust bearing with a space at outer peripheral side of the thrust bearing. A pinion shaft is formed with a longitudinal hole that opens at an axial end face of the pinion shaft, and with two radial holes that open at an outer peripheral surface of the pinion shaft. These radial holes communicate with the longitudinal hole to constitute the lubricating oil paths. An oil catcher is fixed to the axial end face of the pinion shaft to form a guide oil path, which extends from the vicinity of an outer peripheral surface of the thrust bearing to an aperture portion of the longitudinal hole along an outer surface of the carrier plate and the axial end face of the pinion shaft.

Abstract: A lubricating structure of an automatic transmission is provided which is capable of realizing high lubrication efficiency by allowing lubricating oil to flow efficiently, and of retaining the durability of a member to be lubricated. In the lubricating structure of the automatic transmission, an oil seal line (35) corresponds to a line on which an oil catching member (29) comes into contact with a carrier plate (10), and the oil seal line (35) has a configuration in which the distance in radial directions from an input shaft (21) to each point on the oil seal line (35) is made unequal so that the lubricating oil caught by the oil catching member (29) flows along the oil seal line (35) toward the opening of an oil path (28) on the side opposite to the side on which a pinion is disposed by centrifugal force making rotation on the input shaft (21).

Abstract: An upshift is effected by releasing an engaged first friction element and engaging a released second friction element. The first fiction element operates on a fluid pressure applied thereto through a first passage and the second friction element operates on a fluid pressure applied thereto through a second passage. An accumulator is provided in the first fluid passage. The accumulator has a back pressure port through which a back pressure is applied thereto by the function of a control valve having a first port connected to the back pressure port, a second port connected to a source of back pressure and a third port connected to a drain. The control valve operates, between a first position connecting the first port to second port and a second position connecting the first port to the third port, on first and second working signal pressures applied thereto.

Abstract: A structure of a clutch plate is provided which is capable of retaining its stable quality without any chemical treating agent. In the clutch plate structure, laminar facings (9, 9) are attached to the sides (8, 8) of a metallic core plate (7) with a binding material (10), and a plurality of concaves (11 . . . ) filled with the binding material (10) are formed physically in the sides (8, 8) so that the adhesion area on the side of the core plate (7) becomes larger.

Abstract: A downshift control device for an automatic transmission is provided in which the transmission is shifted down by releasing an oil pressure from a first engaging element that has been engaged while applying an oil pressure to a second engaging element that has been released. This downshift control device includes an applied pressure control actuator for controlling a pressure to be applied to the second engaging element, by supplying a pressurized oil to a back pressure chamber of an accumulator provided in an oil path to the second engaging element, and removing the pressurized oil from the back pressure chamber.

Abstract: An automatic transmission controller which provides smooth shifting of gears and reduces gear shifting-caused shocks during a change in speed. There is provided a control means whereby, when gear shifting of the automatic transmission is decided during a switch-on of an air-conditioning unit, then the air-conditioning unit is kept on at least during the aforesaid gear shifting. Further, the control means selects an air conditioner-on-mode timer table in order to actuate the transmission in a controlled manner, and then to control a rev-up state of the engine speed.

Abstract: A downshift control device for an automatic transmission is provided in which the transmission is shifted down by releasing an oil pressure from a first engaging element that has been engaged while applying an oil pressure to a second engaging element that has been released.

Abstract: A method and system for controlling shift in an automatic transmission that can establish a plurality of gear ratios by selectively supplying a hydraulic pressure for a plurality of frictional engaging elements.

Abstract: When a speed ratio is selected manually by an operator of a vehicle, an upshift command is generated if the engine speed exceeds a predetermined maximum value. Further manual upshifts and downshifts are inhibited for a predetermined time period. The time period is a function of at least one of the current engaged gear ratio, engine throttle position, and the amount of time it takes to upshift the transmission.

Abstract: An upshift control device for an automatic transmission is provided in which the transmission is shifted up by releasing an oil pressure from a first engaging element that has been engaged while applying an oil pressure to a second engaging element that has been released.

Abstract: In a toroidal type continuously variable transmission including a forward/backward switching device with a planetary gear unit, a loading cam device coaxially arranged behind the switching device to receiving a torque from the planetary gear unit, a speed change unit coaxially arranged behind the loading cam device to receive a torque from the loading cam device, and a fixed wall member arranged between the switching device and the loading cam device to rotatably support the planetary gear unit, there is provided a connecting device which directly connect a sun gear of the planetary gear unit with an input part of the loading cam device to achieve a united rotation therebetween.

Abstract: An up-shift control apparatus includes an engine racing detecting means for detecting engine racing during an up-shift and an engine racing preventing means. The up-shift control apparatus is installed to an automatic transmission which executes the up-shift by disengaging a first friction element and by engaging a second friction element. The engine racing preventing means outputs a command signal to a valve actuator to temporally increase an engagement force of the first friction element when the engine racing is detected during the up-shift.

Abstract: A hydraulic engagement apparatus for automatic transmissions includes a high clutch and a reverse clutch disposed adjacent to each other so as not to axially overlap with each other, each clutch including drive plates engaged with an inner surface of a clutch drum. When engaged, the high clutch and the reverse clutch serve to transmit rotation of an input shaft to a high-clutch hub and a reverse-clutch hub, respectively. A high-clutch piston and a reverse-clutch piston are arranged to axially spaced relative to each other, and to be movable with respect to the drive plates of the high clutch and the reverse clutch.

Abstract: A method of assembly for a planetary gear train wherein long front gears of stepped long pinions are applied with markings on the end surfaces of tooth forms, the middle grooves of the second and third stepped long pinions are respectively provided with an assembling pin hole in the position at an angle 180 degrees opposite to said markings, and the long rear gear of the first stepped long pinion is provided with a spot facing on the end surface corresponding to the marking, the process comprising preparing an assembling jig composed of carrier-fixing plates at an angular interval of 120 degrees on the center of a boss portion, a spot-facing plate provided in the direction rotated 15 degrees on the center of the support shaft located between said carrier-fixing plates, and control pins supported on pedestals; assembling the stepped long pinions by inserting the control pins into assembling pin holes so that the markings on the second and third stepped long pinions are pointing to the same direction as that of

Abstract: A lubricating structure of an automatic transmission is provided which is capable of realizing sufficient cooling lubrication with lubricating oil, utilizing a given space efficiently, and avoiding the possibility of an increase in the weight of assembly parts by checking an increase in the number of the assembly parts. The rotational direction of a front planetary gear device (46) and the like is changed by engagement or disengagement of each of multiplate clutch plates (35, 43) of a plurality of multiplate clutch devices (33, 40), and thereby the transmission state of driving force is shifted. A 2-4 brake clutch (33) of the multiplate clutch devices (33, 40) is engaged in two forward gears and is disengaged in a forward gear between the two forward gears. A reverse clutch (40) of the multiplate clutch devices (33, 40) is disposed substantially in the same position as that of the 2-4 brake clutch (33) in the axial direction and outside of the 2-4 brake clutch (33) in the radius direction.

Abstract: An upshift control device for an automatic transmission is provided in which the transmission is shifted up by releasing an oil pressure from a first engaging element that has been engaged while applying an oil pressure to a second engaging element that has been released. This upshift control device includes engine racing detecting means for detecting racing of an engine of the vehicle during upshifting, and engine racing preventive control mans for generating to an actuator of a timing valve a command to temporarily apply a pressure to a back pressure chamber of a first accumulator which is provided in an oil path leading to the first engaging element and from which the pressure has been released, when racing of the engine is detected after the upshift command is generated.

Abstract: An automatic transmission control system is capable of quickly and accurately judging the normal state and faulty state of an input shaft rotation speed sensor and/or an output shaft rotation speed sensor. The system includes an input shaft rotation speed sensor condition judging device for judging whether an input shaft rotation speed sensor detecting a rotation speed NI of an input shaft of the automatic transmission is in a normal or faulty state, an output shaft rotation speed sensor condition judging device for judging whether an output shaft rotation speed sensor detecting a rotation speed No of an output shaft of the automatic transmission is in a normal or faulty state, a multiplying means for multiplying the rotation speed No of the output shaft with a current transmission gear ratio, and comparing and judging means for judging whether the multiplied value is coincident with the rotation speed NI of the input shaft.

Abstract: A load driving control system for an automotive vehicle having a load such as an electric motor for a radiator fan. The load driving control system comprises a microcomputer storing a load driving necessariness decision program by which a decision is made as to whether driving of the load is necessary or not in accordance with the detected vehicle operating condition so as to output one of load driving necessariness and unnecessariness commands. A load driving circuit is provided to provide a driving current in response to the load driving necessariness command, thereby driving the load. Additionally, a load compulsorily driving requirement circuit is provided to compulsorily drive the load when the microcomputer stops outputting each command even though an ignition key switch is turned ON.