Abstract: A variable displacement torque converter having a pump wheel rotatably driven to generate a flow of fluid, a turbine wheel rotated in response to the flow of fluid delivered from the pump wheel, and a stator wheel rotatably disposed in the flow of fluid from the turbine wheel to the pump wheel, the variable displacement torque converter includes an electric motor rotatably driving the stator wheel for adjusting an output torque to be output from the turbine wheel.

Abstract: A vehicle driving apparatus includes: a torque converter having a pump vane wheel, a turbine vane wheel, and a stator vane wheel, the stator vane wheel rotatably disposed between the turbine vane wheel and the pump vane wheel; an electric motor that drives the stator vane wheel; a 25 first connecting and disconnecting means capable of connecting and disconnecting the electric motor and the stator vane wheel to/from each other; and a second connecting and disconnecting means capable of connecting and disconnecting the electric motor and a output shaft to/from each other.

Abstract: A hydraulic servo for a brake in an automatic transmission has a piston secured against rotation without provision of a protrusion on the piston engaging the transmission casing. The piston of the hydraulic servo has an inner cylindrical surface configured to grasp, along their lengths, return springs compressed between the piston and a return plate to which the return springs are fixed. The return plate is bolted to a bulkhead portion of the transmission case and, thus, the piston member is fixed to the bulkhead portion and thereby prevented from rotating.

Abstract: A hydraulic control system that includes a solenoid valve for supplying a prescribed fluid pressure; and a relay valve for selectively switching a destination of the prescribed fluid pressure between a first destination part and a second destination part. The relay valve has an input port supplied with a normally produced fluid pressure and an output port that selectively communicates with the input port. The hydraulic control system further includes a fluid pressure switch, provided in the output port of the relay valve, that is activated when the input port communicates with the output port to allow the normally produced fluid pressure to be supplied to the output port.

Abstract: A gear train unit with a motor-generator having a first planetary gear mechanism, a second planetary gear mechanism, an input shaft, an output shaft, a first clutch, and a second clutch is disclosed. The first planetary gear mechanism includes a first sun gear, a first ring gear, and a first carrier. The second planetary gear mechanism has a second sun gear, a second ring gear, and a second carrier. The second sun gear is connected to the first sun gear. The input shaft is connected to the second ring gear. The output shaft is connected to both the first ring gear and the second carrier. The first clutch selectively connects and disconnects the first carrier to and from the motor-generator. The second clutch selectively connects and disconnects the first sun gear and the second sun gear to and from the motor-generator.

Abstract: An automatic transmission supplies oil pressure to a hydraulic servo of a second clutch through an oil pressure supply passage extending through a first drum and a second drum, the oil pressure supply passage including a plurality of first oil holes formed in the first drum at equal, circumferential intervals, a plurality of second oil holes formed in the second drum at equal, circumferential intervals, and an annular oil passage formed between the first and second drums and connecting the first oil holes and the second oil holes. The number of first oil holes is different from the number of second oil holes.

Abstract: A compound represented by the formula (1): wherein A, B, R1, L1, R2, L2, L3, Y, L4, R3 and X are the same as defined in the description, a tautomer, prodrug or pharmaceutically acceptable salt of the compound or a solvate thereof.

Abstract: A piston operating a first clutch is disposed between a first drum accommodating the first clutch and a second drum accommodating a second clutch, and an oil reservoir storing lubricating oil that has lubricated the first clutch is provided on an inner cylindrical surface of a skirt portion of the piston. Barriers having different inner diameters are provided to the axial front and rear of the oil reservoir. When the second clutch is disengaged such that the amount of lubricating oil supplied to the oil reservoir increases, the lubricating oil overflows the barrier having the smaller inner diameter, and thus flows to the second clutch.

Abstract: Compounds effective for preventing, treatment or improving diseases against which activation of the thrombopoietin receptor is effective are provided. A compound represented by the formula (I) (wherein R1, R2, R3, L1, L2, X and Y are defined in the description), a tautomer, prodrug or pharmaceutically acceptable salt of the compound or a solvate thereof.

Abstract: The present invention provides an automatic transmission having a main bearing disposed between the inner surface of a boss portion of a first drum and the outer surface of a cylindrical support, for rotatably supporting the first drum. An auxiliary bearing is press-fit into one end of the interior of the boss portion of the first drum and surrounds the cylindrical support with an annular gap therebetween. The auxiliary bearing contacts the cylindrical support only when the first drum tilts relative to the central axis of the transmission, and has a shorter axial length than that of the main bearing.

Abstract: A connection structure for an automatic transmission includes a drum member that includes a base portion, an outer diameter portion that extends from an outer diameter side of the base portion in an axial direction, and a collar portion that extends from an inner diameter side of the base portion in the axial direction; a base member that includes a raised portion, an outer diameter portion that extends from an outer diameter side of the raised portion in the axial direction, a boss portion that extends from an inner diameter side of the raised portion in the axial direction, and a connection portion that extends from an end of the outer diameter portion; and a ring gear of a planetary gear that includes a spline groove and a circular concave groove on an end portion of an inner peripheral face.

Abstract: An automatic transmission includes a case; a speed change mechanism; a torque converter having a lock-up clutch axially arranged and freely slidably toward and away from the input shaft; a thrust bearing interposed between the flange unit and the side face of the sleeve unit on the input shaft side; a ball bearing that includes an outer race, a side face of which contacts the first step portion toward the input shaft side, and a propeller shaft connecting member capable of connecting with a propeller shaft, spline-engaging with the outer periphery of the output shaft, and contacting a side face of an inner race of the ball bearing upon being pressed axially toward the input shaft side by the propeller shaft.

Abstract: The present invention provides compounds useful for prevention, treatment or alleviation of diseases against which activation of the thrombopoietin receptor is effective. A compound represented by the formula (1): wherein A, B, R1, L1, R2, L2, L3, Y, L4, R3 and X are the same as defined in the description, a tautomer, prodrug or pharmaceutically acceptable salt of the compound or a solvate thereof.

Abstract: A compound represented by the formula (I) (wherein R1, R2, R3 and R4 are as defined in the description), a tautomer, prodrug or pharmaceutically acceptable salt of the compound or a solvate thereof.

Abstract: In a hydraulic control apparatus for a vehicular automatic transmission, if it is determined that there is a failure that may cause tie-up in an automatic transmission, communication is provided between a first output port and a first drain port in a switching valve. As a result, a hydraulic frictional engagement device, which should be disengaged when there is a failure, is disengaged. Also, a specific shift speed is achieved by controlling the switching valve. Therefore, it is not necessary to select a shift speed that is achieved on the condition that the hydraulic frictional engagement device, which should be disengaged when there is a failure, is engaged. Thus, it is possible to prevent a shift that may impair driveability when there is a failure that may cause tie-up in the automatic transmission.

Abstract: With the automatic transmission 10-1 for vehicle according to the present embodiment, since multistage transmission of eight forward gear stages can be obtained by means of four sets of planetary gear sets 12, 16, 18 and 20, four clutches C1 through C4 and three brakes Bi through B3, the transmission can be fabricated to be light in weight and made compact, wherein the mountability thereof in a vehicle can be improved. Further, as has been made clear in FIG. 1 (b), since speed change in the respective gear stages can be carried out only by a shifting action of any two of the clutches C1 through C4 and brakes Bi through B3, the speed change control can be facilitated and it is possible to prevent a shock to the transmission from occurring.

Abstract: An automatic transmission having first and second groups of successive forward-drive positions for outputting a rotary motion a speed of which is higher than the speed of a rotary motion received from an input member, the first group being established by an engaging action of a first input clutch while the second group being established by an engaging action of a second input clutch, or first and second groups of successive forward-drive positions for reducing the speed of the rotary motion received from the input member, the first and second groups being established by an engaging action of a first and second input clutches respectively. The successive operating positions of the first group have respective speed ratios different from those of the second group. The automatic transmission is shiftable to a selected one of the successive operating positions of a selected one of the first and second groups.

Abstract: A control apparatus and control method of an automatic transmission that establishes a plurality of speeds of different speed ratios by selectively engaging and/or releasing a plurality of engagement devices, detects abnormal engagement of at least one of the engagement devices which causes tie-up to occur in the automatic transmission; establishes a predetermined specific speed set in advance in order to prevent tie-up from occurring in the automatic transmission, when abnormal engagement of the at least one of the engagement devices is detected; and places the automatic transmission in a neutral state when an engine speed will exceed a predetermined allowable speed if the predetermined specific speed is established.

Abstract: With the automatic transmission 10-1 for vehicle according to the present embodiment, since multistage transmission of eight forward gear stages can be obtained by means of four sets of planetary gear sets 12, 16, 18 and 20, four clutches C1 through C4 and three brakes Bi through B3, the transmission can be fabricated to be light in weight and made compact, wherein the mountability thereof in a vehicle can be improved. Further, as has been made clear in FIG. 1 (b), since speed change in the respective gear stages can be carried out only by a shifting action of any two of the clutches C1 through C4 and brakes Bi through B3, the speed change control can be facilitated and it is possible to prevent a shock to the transmission from occurring.

Abstract: At the time of a failure in the second group of engagement devices, the manner of input of oil pressures to a fail-safe valve group is changed via a priority degree switching valve on the basis of the state of engagement of engagement devices of the first group in such a manner that the predetermined degrees of priority for the supply of one of oil pressures PC4, PB1 output from linear solenoid valves SL4, SL5 to a corresponding one of a clutch C4 and a brake B1 via the fail-safe valve group are changed so as to avoid an event that the fail-safe gear stage established in order to prevent the occurrence of interlock of the automatic transmission involves a downshift of two or more stages from the speed change stage maintained immediately prior to the occurrence of the failure. Therefore, it is possible to prevent the occurrence of an uncomfortable behavior of the vehicle caused by the shift to the fail-safe gear stage.