Abstract: An automatic transmission control apparatus is provided with a brake switch, a brake fluid pressure detecting section, a range position detecting section, a neutral control section and a prohibiting section. The brake switch is configured to output an on-signal when a brake pedal is depressed and otherwise output an off-signal. The brake fluid pressure detecting section is configured to detect a brake fluid pressure corresponding to a brake pedal depression force. The range position detecting section is configured to detect if a traveling range of an automatic transmission is selected.

Abstract: An automatic transmission control apparatus is provided with a brake switch, a brake fluid pressure detecting section, a range position detecting section, a neutral control section and a prohibiting section. The brake switch is configured to output an on-signal when a brake pedal is depressed and otherwise output an off-signal. The brake fluid pressure detecting section is configured to detect a brake fluid pressure corresponding to a brake pedal depression force. The range position detecting section is configured to detect if a traveling range of an automatic transmission is selected.

Abstract: A brake pressure predetermined value (Pa) required to bring a vehicle to a standstill is calculated on the basis of an engine rotation speed (Ne), and when the position of a shift lever (7) is in a driving range and a brake pressure (P) is equal to or greater than the brake pressure predetermined value (Pa) while the vehicle is stationary, neutral control is performed to disengage a forward-reverse switching clutch (4) provided between an engine (1) and a continuously variable transmission (5).

Abstract: A brake pressure predetermined value (Pa) required to bring a vehicle to a standstill while the vehicle is stationary is calculated on the basis of a slope angle (?), and when the position of a shift lever 7 is in a driving range, a vehicle speed (V) is equal to or lower than a predetermined vehicle speed (Va), and a brake pressure (P) is equal to or greater than the brake pressure predetermined value (Pa), neutral control is performed to disengage a forward-reverse switching clutch 4 provided between an engine 1 and a continuously variable transmission 5.

Abstract: A control apparatus for an automatic transmission includes an engine; a torque converter connected with the engine; an oil pump driven by the engine; a starting clutch adapted to be engaged by an engagement pressure produced by the oil pump to transmit propelling power of a vehicle at a start time of the vehicle; and a controller. The controller includes an idle stop control section configured to deactivate the engine when the vehicle is in a stopped state and a predetermined condition is satisfied, and configured to restart the engine when the predetermined condition becomes not to be satisfied.

Abstract: A system for controlling an idle-stop vehicle includes an ECU which carries out idle stop when the idle-stop permission conditions are established, and engine restart and engagement of a forward clutch when the idle-stop release conditions are established after engine stop. The ECU is so programmed as to estimate a heat generation amount of the forward clutch at engine restart after idle stop, permit next idle stop when the heat generation amount is smaller than a first set value, permit next idle stop, after a lapse of a predetermined time, when the heat generation amount is equal to or greater than the first set value and equal to or smaller than a second set value which is greater than the first set value, and prohibit next idle stop when the heat generation amount is greater than the second set value.

Abstract: A hydraulic pressure control system for an automatic transmission is comprised of an engagement element engaged when the vehicle runs and a first engagement control actuator controlling the engagement element by supplying the controlled hydraulic pressure to the engagement element when the vehicle starts running. An effective cross sectional area of the engagement element is set at a minimum area which has an engagement capacity capable of transmitting a maximum torque inputted from the engine when the engagement element receives a maximum pressure controlled by the first engagement control actuator.

Abstract: A control apparatus for an automatic transmission includes an engine; a torque converter connected with the engine; an oil pump driven by the engine; a starting clutch adapted to be engaged by an engagement pressure produced by the oil pump to transmit propelling power of a vehicle at a start time of the vehicle; and a controller. The controller includes an idle stop control section configured to deactivate the engine when the vehicle is in a stopped state and a predetermined condition is satisfied, and configured to restart the engine when the predetermined condition becomes not to be satisfied.

Abstract: A system for controlling an idle-stop vehicle includes an ECU which carries out idle stop when the idle-stop permission conditions are established, and engine restart and engagement of a forward clutch when the idle-stop release conditions are established after engine stop. The ECU is so programmed as to estimate a heat generation amount of the forward clutch at engine restart after idle stop, permit next idle stop when the heat generation amount is smaller than a first set value, permit next idle stop, after a lapse of a predetermined time, when the heat generation amount is equal to or greater than the first set value and equal to or smaller than a second set value which is greater than the first set value, and prohibit next idle stop when the heat generation amount is greater than the second set value.

Abstract: A hydraulic pressure control system for an automatic transmission is comprised of an engagement element engaged when the vehicle runs and a first engagement control actuator controlling the engagement element by supplying the controlled hydraulic pressure to the engagement element when the vehicle starts running. An effective cross sectional area of the engagement element is set at a minimum area which has an engagement capacity capable of transmitting a maximum torque inputted from the engine when the engagement element receives a maximum pressure controlled by the first engagement control actuator.

Abstract: A hydraulic system for an automatic transmission for a vehicle with an engine having idle-stop control includes a bypass passage which allows communication between a first hydraulic passage downstream of a manual valve and a forward engagement element, a first switching valve arranged on the bypass passage to be switched between a communicating state and a non-communicating state, and a first switching device which switches the first switching valve between the communicating state and the non-communicating state. The first switching device switches the first switching valve to the communicating state when the hydraulic pressure is lower than a predetermined pressure.

Abstract: A hydraulic system for an automatic transmission for a vehicle with an engine having idle-stop control includes a bypass passage which allows communication between a first hydraulic passage downstream of a manual valve and a forward engagement element, a first switching valve arranged on the bypass passage to be switched between a communicating state and a non-communicating state, and a first switching device which switches the first switching valve between the communicating state and the non-communicating state. The first switching device switches the first switching valve to the communicating state when the hydraulic pressure is lower than a predetermined pressure.

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.