Abstract: An operating device (40) for a state-changing element that is an embodiment of the present invention includes a detent mechanism (50) for displacing and positioning displacement members (22, 33) included in a state-changing element (10), an actuator (60) for driving the detent mechanism (50), and a control unit (5) that controls the actuator (60).

Abstract: A control apparatus for a shift-position changing mechanism that changes the shift positions of an automatic transmission mounted in a vehicle using a rotational force of an actuator based on the state of an operation member includes: a detection unit that detects a command to change the shift positions based on a change in the state of the operation member; a control unit that controls the actuator such that the actuator is rotated by a predetermined rotation amount, when a predetermined first condition concerning the state of the vehicle is satisfied in a case the command to change the shift positions is not detected; and a determination unit that determines that a failure has occurred in the shift-position changing mechanism, when a predetermined second condition on the control of the actuator is satisfied.

Abstract: A control apparatus for a range changeover device checks whether an actual range agrees with a target range. If the actual range differs from the target range, the control apparatus performs vehicle driving force restriction control irrespective of a presence/absence of abnormality in a range changeover operation. The control apparatus may restrict an engine output power by closing a throttle valve of the engine to around an idle position, thereby restricting the vehicle driving force.

Abstract: A hydraulic control device for an automatic transmission that includes a fail-safe function to establish a fail-safe traveling state where a predetermined shift speed is established, and a fail-safe stopping state where the primary pressure to all of the hydraulic servos is cut-off when a failure occurs. The hydraulic control device is able to switch between the fail-safe traveling state and the fail-safe stopping state even after a failure occurs, thereby enhancing a limp-mode function.

Abstract: A hydraulic control device for a multi-speed automatic transmission includes friction engagement elements, several hydraulic servos that engage and release the friction engagement elements, solenoid valves for engagement control, and a sorting switch valve that allocates engagement pressure from at least one of the solenoid valves for engagement control to two of the hydraulic servos. The sorting switch is switched between a first position that supplies engagement pressure to one of the two hydraulic servos in at least a Reverse, non-drive range and a specific Forward gear range, and a second position that supplies engagement pressure to the two hydraulic servos in other than the Forward range.

Abstract: A vehicle control apparatus for a vehicle that includes a brake mechanism that produces braking force through the actuation of a first actuator and a shift mechanism that changes the shift position of a transmission through the actuation of a second actuator. The vehicle control apparatus includes: a controller that controls the electric power supplied to the first actuator and that controls the electric power supplied to the second actuator; a first electric power supply unit that supplies electric power to the controller; a second electric power supply unit that supplies electric power to the first actuator; and a third electric power supply unit that supplies electric power to the second actuator.

Abstract: An actuator for a state changeover element that is actuated in a manner interlocking with the tilting of a tilt member is provided. The actuator is equipped with a rotational power generating portion, an output shaft coaxially and integrally rotatably coupled to a tilt spindle of the tilt member to output a rotational power generated by the rotational power generating portion, a casing that covers the actuator and having an opening for exposing one axial end side of the output shaft to an outside. The actuator is further equipped with a rotational angle limiting unit provided between the output shaft and a wall portion of the casing radially facing the output shaft to physically limit a rotational angle of the output shaft. A range changeover device for an automatic transmission equipped with this actuator and a parking device equipped with this actuator are provided.

Abstract: A control apparatus for a shift-position changing mechanism that changes the shift positions of an automatic transmission mounted in a vehicle using a rotational force of an actuator based on the state of an operation member includes: a detection unit that detects a command to change the shift positions based on a change in the state of the operation member; a control unit that controls the actuator such that the actuator is rotated by a predetermined rotation amount, when a predetermined first condition concerning the state of the vehicle is satisfied in a case the command to change the shift positions is not detected; and a determination unit that determines that a failure has occurred in the shift-position changing mechanism, when a predetermined second condition on the control of the actuator is satisfied.

Abstract: A shift-position changing apparatus for an automatic transmission mounted in a vehicle includes a shift-position changing unit that moves a mechanical element using an actuator in response to the operation to change a shift-position to another shift-position instructed by the operation from among a plurality of shift-positions; and a setting member that places the mechanical element within a predetermined range independently of the operating state of the actuator.

Abstract: A shift-by-wire control system includes a parking lock device that brings an output shaft of an automatic transmission device to a lock state when a range switching unit switches to the P-range. The parking lock device brings the output shaft to a lock-release state when the range switching unit switches to another shift range. An electric motor actuates the range switching unit and the parking lock device in accordance with an instruction of an operator. A manual device transmits manual operation force of the operator to the parking lock device when the electric motor stops. The manual device includes a one-way transmission unit permitting transmission of the manual operation force in a direction toward the lock state, and prohibiting transmission of the manual operation force in a direction toward the lock-release state.

Abstract: A shift control apparatus for controlling shifting actions of an automatic transmission including a hydraulically operated frictional coupling device having a hydraulic cylinder which is supplied with a working fluid when the frictional coupling device is engaged, the shift control apparatus including a transient-hydraulic-pressure control device operable to control a transient value of a hydraulic pressure in the hydraulic cylinder according to an electric signal, upon releasing of the frictional coupling device, and an accumulator having a back-pressure chamber a back pressure of which is controllable, and an accumulator chamber connected to the hydraulic cylinder of the frictional coupling device and operable to control a transient value of the hydraulic pressure in the hydraulic cylinder, when the frictional coupling device is engaged with the working fluid being supplied to the hydraulic cylinder, and a back-pressure increasing portion operable to increase the back pressure in the back-pressure chamber o

Abstract: Second and third clutches are axially aligned so that the back side of the second clutch and the front side of the third clutch oppose each other, and a first clutch is positioned radially inward of the second and third clutches. Further, a clutch drum is extended so as to be used in common by the second and third clutches, the second clutch is engaged and disengaged from the axial front side by a second piston of a second oil pressure actuator, and the third clutch is engaged and disengaged from the axial rear side by a third piston of a third oil pressure actuator. The first through third clutches are positioned in a compact manner and can be independently operated.

Abstract: An automatic transmission has a first brake, a third brake and a hydraulic actuator for the third brake substantially axially aligned in sequence from rear to front in a radially outer area of the transmission. In addition, a first planetary gear unit, a first one-way clutch and a second one-way clutch are provided in an axial sequence from rear to front, in a radially inner area of the transmission. In this manner, component members are mounted with good spatial efficiency in both radial and axial dimensions. Furthermore, because a carrier of the first planetary gear is connected to a third brake through the first one-way clutch, the carrier can be reversely rotated by disengaging the third brake, enabling six forward speeds.

Abstract: A shift control apparatus for controlling shifting actions of an automatic transmission including a hydraulically operated frictional coupling device having a hydraulic cylinder which is supplied with a working fluid when the frictional coupling device is engaged, the shift control apparatus including a transient-hydraulic-pressure control device operable to control a transient value of a hydraulic pressure in the hydraulic cylinder according to an electric signal, upon releasing of the frictional coupling device, and an accumulator having a back-pressure chamber a back pressure of which is controllable, and an accumulator chamber connected to the hydraulic cylinder of the frictional coupling device and operable to control a transient value of the hydraulic pressure in the hydraulic cylinder, when the frictional coupling device is engaged with the working fluid being supplied to the hydraulic cylinder, and a back-pressure increasing portion operable to increase the back pressure in the back-pressure chamber o

Abstract: An automatic transmission has a first brake, a third brake and a hydraulic actuator for the third brake substantially axially aligned in sequence from rear to front in a radially outer area of the transmission. In addition, a first planetary gear unit, a first one-way clutch and a second one-way clutch are provided in an axial sequence from rear to front, in a radially inner area of the transmission. In this manner, component members are mounted with good spatial efficiency in both radial and axial dimensions. Furthermore, because a carrier of the first planetary gear is connected to a third brake through the first one-way clutch, the carrier can be reversely rotated by disengaging the third brake, enabling six forward speeds.

Abstract: Second and third clutches are axially aligned so that the back side of the second clutch and the front side of the third clutch oppose each other, and a first clutch is positioned radially inward of the second and third clutches. Further, a clutch drum is extended so as to be used in common by the second and third clutches, the second clutch is engaged and disengaged from the axial front side by a second piston of a second oil pressure actuator, and the third clutch is engaged and disengaged from the axial rear side by a third piston of a third oil pressure actuator. The first through third clutches are positioned in a compact manner and can be independently operated.

Abstract: An apparatus for controlling an automotive vehicle having an engine whose output is controllable independently of an accelerator pedal operation. The apparatus including an engine output increasing device for temporarily increasing the engine output upon a shift-down action of an automatic transmission during vehicle deceleration. An engine output increase amount determining device is provided for determining an amount of increase of the engine output by the engine output increasing device on the basis of a deceleration value of the vehicle and according to a predetermined relationship between the engine output increase amount and the vehicle deceleration value.

Abstract: A shift timing detecting system for detecting the start of a shift of an automatic transmission A in terms of a change in the R.P.M. of a predetermined rotary member after a shift command has been outputted. The shift timing detecting system comprises: a detector for detecting a change in the output R.P.M. of the automatic transmission; an arithmetic processor for arithmetically processing the change in the output R.P.M. with different coefficients to determine two processed values: a comparator for comparing the two processed values: and a shift start decider 5 for deciding the start of the shift on the basis of the result of the comparison. Since the shifting situation can be grasped from the change in the output torque accompanying the start of the shift and the change in the output R.P.M. caused by the former change, the start of the shift can be accurately detected without any time delay.