Abstract: Two-speed transmission apparatus for electric vehicle comprises a planetary gear mechanism 16, friction brake 28 and friction clutch 26 in coaxial arrangement between input axis 10 and output axis 12, first speed is obtained by fastening the friction brake 28 and one-on-one second speed is obtained by fastening friction clutch 26. The electric actuator 30 to switch first speed and second speed comprises electric motor 32, a torque-thrust converting mechanism 36 and pusher 34. The torque-thrust converting mechanism 36 comprises inside cylindrical screw 40 being rotated by control motor 32 and outside cylindrical nut 42 which is screwed with cylindrical screw 40 and is connected to pusher 34 so as to integrally axis-move. The control motor 32 may include an electromagnetic brake to fasten the friction brake 28 and the friction clutch 26. Thrust of the axial direction may be transmitted by the swing of an arm 316.

Abstract: The two-speed transmission apparatus for an electric vehicle comprises a planetary gear mechanism 16, a friction brake 28 and a friction clutch 26 in a coaxial arrangement between an input axis 10 and an output axis 12, the first speed is obtained by fastening the friction brake 28 and one-on-one the second speed is obtained by fastening the friction clutch 26. The electric actuator 30 to switch the first speed and the second speed comprises an electric motor 32, a torque-thrust converting mechanism 36 and a pusher 34. The torque-thrust converting mechanism 36 comprises an inside cylindrical screw 40 being rotated by the control motor 32 and an outside cylindrical nut 42 which is screwed with the cylindrical screw 40 and is connected to the pusher 34 so as to integrally axis-move. The control motor 32 may include an electromagnetic brake to fasten the friction brake 28 and the friction clutch 26. The thrust of the axial direction may be transmitted by the swing of an arm 316.

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: An automatic power transmission assembled with a torque converter includes a lock-up mechanism for controlling the automatic power transmission with detecting a state of progress of a shifting operation in the automatic power transmission. A driving torque of an engine is temporarily lowered at a timing in the vicinity of completion of the shifting operation.

Abstract: An automatic transmission control unit switches on and off operations for a plurality of solenoids in response to combinations of throttle openings estimated on the basis of an output of a throttle sensor and vehicle speeds estimated on the basis of an output of a vehicle speed sensor to set a proper speed change gear. The automatic control unit sets second gear when a vehicle is stopped to suppress creep during the stoppage of the vehicle, and starts the vehicle with the second gear as it is when the changing rate of the throttle opening is small. When the changing rate of the throttle opening exceeds a predetermined rate in an acceleration state, it is determined that an operator desires powerful acceleration and hence the operation is shifted to first gear. In contrast, when the operator requires a slow start, a second gear start is automatically selected without permitting down-shift to the first gear every time the vehicle is started.

Abstract: A control system for controlling an automotive automatic transmission which comprises a friction element operated by a hydraulic pressure. The control system comprises a first device for judging whether a gear change of the transmission is necessary or not in accordance with the running condition of the vehicle; a second device for lowering the hydraulic pressure when the first device judges a necessity of the gear change; a third device for increasing the hydraulic pressure when a difference between the maximum engine speed appearing after starting of gear change operation and a current engine speed is greater than a predetermined degree; and a fourth device for increasing the hydraulic pressure when a predetermined time passes from the time when the first device has judged the necessity of the gear change irrespective of operation of the third device.