Abstract: An on-vehicle communication system mounted on a vehicle comprises a first switching device, a second switching device and a third switching device each including a first communication port and a second communication port. The first communication port and the second communication port of the first switching device are respectively connected to the first communication port of the second switching device and the first communication port of the third switching device, and the second communication port of the second switching device and the second communication port of the third switching device are connected to each other. Each of the first switching device, the second switching device and the third switching device measures a reception signal quality for the first communication port of the device itself and a reception signal quality for the second communication port of the device itself.

Abstract: A switching device is a switching device mounted on a vehicle and includes a plurality of communication ports connectable to cables for Ethernet communication, a circuit operated by using power supplied via each of the communication ports, an acquisition unit that acquires a measurement result for noise of the power supplied via each of the communication ports, and a determination unit that performs determination processing for determining whether or not power to be supplied via a corresponding one of the communication ports is to be output to the circuit based on the measurement result for noise acquired by the acquisition unit.

Abstract: A hydraulic unit and an electromagnetic unit are disposed such that a piston rod of the hydraulic unit and a solenoid shaft of the electromagnetic unit are orthogonal to each other. The electromagnetic unit is configured such that an end surface of an expanded diameter portion of a shaft portion of the solenoid shaft on the piston rod side is pressed against an attracting portion of a yoke by the elastic force of a spring when a parking unlocked state is established by a hydraulic pressure.

Abstract: A hydraulic unit and an electromagnetic unit are disposed in directions that are orthogonal to each other. The electromagnetic unit is configured such that a solenoid shaft is held when a coil is energized, and such that movement of the solenoid shaft toward the right side in the drawing is allowed during movement of the piston rod when the coil is not energized. When a hydraulic pressure for a piston is reduced with the coil not energized in a parking unlocked state, switching is performed to a parking locked state with a piston rod moved downward in the drawing while moving the solenoid shaft rightward in the drawing through abutment between a roller of a pin of the piston rod and a distal end portion of the solenoid shaft.

Abstract: A hydraulic unit and an electromagnetic unit are disposed in directions that are orthogonal to each other. In addition, in a parking locked state, a roller of a pin of a piston rod and a lower abutment surface of a distal end portion of a solenoid shaft are in abutment with each other. Further, when a coil is not energized, the solenoid shaft is allowed to be moved rightward in the drawing through abutment between the pin of the piston rod and the distal end portion of the solenoid shaft during movement of the piston rod.

Abstract: A parking device for a vehicle has a parking rod which is movably driven from a position in which a parking gear is engaged to a position in which the engagement of the parking gear is released, a rotational lever which movably drives the parking rod, a drive device which rotationally drives the rotational lever, an elastic member which urges the rotational lever in a direction opposite from a direction in which the rotational lever is rotationally driven, and engagement device having an engaging portion in which the engaging portion is engaged with an engaged portion, in a position where the parking gear is engaged, which is provided at an end surface of the rotational lever which follows the radial direction of rotation.

Abstract: A hydraulic unit and an electromagnetic unit are disposed in directions that are orthogonal to each other. In addition, in a parking locked state, a roller of a pin of a piston rod and a lower abutment surface of a distal end portion of a solenoid shaft are in abutment with each other. Further, when a coil is not energized, the solenoid shaft is allowed to be moved rightward in the drawing through abutment between the pin of the piston rod and the distal end portion of the solenoid shaft during movement of the piston rod.

Abstract: A hydraulic unit and an electromagnetic unit are disposed in directions that are orthogonal to each other. The electromagnetic unit is configured such that a solenoid shaft is held when a coil is energized, and such that movement of the solenoid shaft toward the right side in the drawing is allowed during movement of the piston rod when the coil is not energized. When a hydraulic pressure for a piston is reduced with the coil not energized in a parking unlocked state, switching is performed to a parking locked state with a piston rod moved downward in the drawing while moving the solenoid shaft rightward in the drawing through abutment between a roller of a pin of the piston rod and a distal end portion of the solenoid shaft.

Abstract: A hydraulic unit and an electromagnetic unit are disposed such that a piston rod of the hydraulic unit and a solenoid shaft of the electromagnetic unit are orthogonal to each other. The electromagnetic unit is configured such that an end surface of an expanded diameter portion of a shaft portion of the solenoid shaft on the piston rod side is pressed against an attracting portion of a yoke by the elastic force of a spring when a parking unlocked state is established by a hydraulic pressure.

Abstract: A parking device for a vehicle has a parking rod which is movably driven from a position in which a parking gear is engaged to a position in which the engagement of the parking gear is released, a rotational lever which movably drives the parking rod, a drive device which rotationally drives the rotational lever, an elastic member which urges the rotational lever in a direction opposite from a direction in which the rotational lever is rotationally driven, and engagement device having an engaging portion in which the engaging portion is engaged with an engaged portion, in a position where the parking gear is engaged, which is provided at an end surface of the rotational lever which follows the radial direction of rotation.

Abstract: A hydraulic control apparatus of an automatic transmission having engagement pressure solenoid valves configured to regulate an engagement pressure supplied to a hydraulic servo of a frictional engagement element and to output the engagement pressures from a predetermined number of the engagement pressure solenoid valves to establish respective transmission gear speeds.

Abstract: A hydraulic control apparatus of an automatic transmission having engagement pressure solenoid valves configured to regulate an engagement pressure supplied to a hydraulic servo of a frictional engagement element and to output the engagement pressures from a predetermined number of the engagement pressure solenoid valves to establish respective transmission gear speeds.

Abstract: An oil strainer in which pressure loss by a turbulent flow in a case (10) is reduced as much as possible. The oil strainer has the case (10) having an inflow opening (112) and an outflow opening (122) that are at positions separated from each other, and also has a filter member (20) provided so as to partition the inner space of the case (10) into a space (SI) on the inflow opening (112) side and a space (SO) on the outflow opening (122) side. A guiding surface (13) is provided in the case (10), and the guiding surface (13) has dam-like ribs (113, 123), extends via a position behind the outflow opening (122) when viewed from the inflow opening (112) side, and converges the flow of oil toward the outflow opening (122).

Abstract: An oil strainer in which pressure loss by a turbulent flow in a case (b 10) is reduced as much as possible. The oil strainer has the case (10) having an inflow opening (112) and an outflow opening (122) that are at positions separated from each other, and also has a filter member (20) provided so as to partition the inner space of the case (10) into a space (SI) on the inflow opening (112) side and a space (SO) on the outflow opening (122) side. A guiding surface (13) is provided in the case (10), and the guiding surface (13) has dam-like ribs (113, 123), extends via a position behind the outflow opening (122) when viewed from the inflow opening (112) side, and converges the flow of oil toward the outflow opening (122).

Abstract: A hydraulic controller of an automatic transmission which releases the lockup clutch when it fails. An output port of a solenoid valve is connected to a port of a lockup control valve and a port of a garage shift valve. An output port of a solenoid valve is connected to a port of the lockup control valve and a port of the garage shift valve. At least one of the solenoid valves is freely duty-controlled. A pattern, which enables regular control of the automatic transmission in normal operation and does not allow the lockup clutch to change from its released state to its engaged state, is selected for use from among plural combinations of signal pressures of the solenoid valves.

Abstract: When an SLT pressure of a linear solenoid valve is input into a control oil chamber of a garage shift control valve, and a direct control pressure from the garage shift control valve is output to a clutch or a brake, a hydraulic controller inputs the direct control pressure into a control oil chamber and executes feedback-control. Also, when a range pressure of a clutch modulator valve is output to the clutch or the brake by switching the garage shift valve, the hydraulic controller inputs the range pressure, which is higher than the SLT pressure, into the control oil chamber and fixes the garage shift control valve.

Abstract: When an SLT pressure of a linear solenoid valve is input into a control oil chamber of a garage shift control valve, and a direct control pressure from the garage shift control valve is output to a clutch or a brake, a hydraulic controller inputs the direct control pressure into a control oil chamber and executes feedback-control. Also, when a range pressure of a clutch modulator valve is output to the clutch or the brake by switching the garage shift valve, the hydraulic controller inputs the range pressure, which is higher than the SLT pressure, into the control oil chamber and fixes the garage shift control valve.

Abstract: This invention provides a hydraulic controller of an automatic transmission which releases the lockup clutch when it fails. An output port of a solenoid valve is connected to a port of a lockup control valve and a port of a garage shift valve. An output port of a solenoid valve is connected to a port of the lockup control valve and a port of the garage shift valve. At least one of the solenoid valves is freely duty-controlled. A pattern, which enables regular control of the automatic transmission in normal operation and does not allow the lockup clutch to change from its released state to its engaged state, is selected for use from among plural combinations of signal pressures of the solenoid valves.

Abstract: A hydraulic servo includes a cylinder, a piston and a rod. The piston divides the interior space of the cylinder between a closed hydraulic chamber and a back chamber which has an opening to the interior space of an automatic transmission. The rod is slidably mounted in the piston for relative movement through a predetermined distance. A frictional engagement element is engaged by the rod which is extended from one end of the cylinder by applying a hydraulic pressure to the hydraulic chamber. A passage is provided between the piston and the rod which is opened or closed by the relative movement between the piston and rod so that the hydraulic chamber and the back chamber are connected or disconnected. A valving arrangement (“closer”) closes the passage at the end of the return stroke of the piston toward the hydraulic chamber.

Abstract: A control system for an automatic transmission includes a fluid transmission unit connected to an engine; a clutch; a hydraulic servo; output RPM detector for detecting the output RPM of the fluid transmission unit; oil pressure generator for generating the oil pressure fed to the hydraulic servo; and a control unit. The control unit includes a booster for raising the oil pressure according to preset characteristics; change rate detector for detecting the RPM change rate of the output RPM in a preset range at the application of the clutch; and a corrector for correcting the preset characteristics by comparing the detected RPM change rate and a reference RPM change rate. The change rate detector detects the RPM change rate only when the output RPM at the time of starting the engagement of the clutch is higher by a preset value than the maximum of the output RPM in the preset range.