Abstract: A power transmission includes a first brake, a pressure regulating valve, an accumulator, an oil temperature sensor, a second electromagnetic valve allowing supply of working oil to a piston, and a power transmission control device. The power transmission control device includes a memory relating and storing a working oil temperature and a permission time configured to allow release of the accumulator, and a receiver unit receiving a starting request. The accumulator is connected such that the working oil, in which the pressure is accumulated, can be supplied to the first brake and the piston. The power transmission control device sets a permission time corresponding to a temperature of the working oil on the basis of the memory. The working oil, in which the pressure is accumulated, is supplied to the first brake only during the permission time when restart information is received, while a vehicle performs idling stop control.

Abstract: A control apparatus configured to control an automatic transmission to which a driving force of an engine is input includes a detection unit provided in the automatic transmission, and a processing unit configured to generate load information concerning a load on the automatic transmission based on the detection result of the detection unit and transmit the load information to the control apparatus of the engine. The processing unit transmits dummy information that is not based on the detection result of the detection unit as the load information at least on condition that the automatic transmission is in an operation state in which a load on an input shaft is released.

Abstract: In an automatic transmission, the control part controls the engaging mechanisms and recognizes the rotational speed of a drive source and a stop request for the drive source. The automatic transmission changes the rotational speed of the input member to transmission gear ratios by the planetary gear mechanism and the engaging mechanisms so as to freely output the rotation from the output member. The engaging mechanisms include a switching mechanism switchable between a fixed state and a reverse rotation preventing state in which a normal rotation of a corresponding element among the elements of the planetary gear mechanism is allowed and a reverse rotation thereof is prevented. The control part switches the switching mechanism in a state in which the stop request for the drive source is not recognized and the rotational speed of the drive source is equal to or greater than a predetermined value.

Abstract: This invention provides a control apparatus for an automatic transmission, which includes a plurality of engaging mechanisms. The plurality of engaging mechanisms includes a mechanical engaging mechanism configured to function as a brake. The mechanical engaging mechanism can be switched between a first state in which rotation of a rotational element is restricted only in one direction and a second state in which the rotation is restricted in both directions. When switching from the first state to the second state, the control apparatus executes engagement control to set a plurality of hydraulic friction engaging mechanisms in an engaging state. Control to set a predetermined hydraulic friction engaging mechanism in a half-engaging state and brake an output member can be executed in parallel to the engagement control.

Abstract: An automatic transmission of this invention includes a plurality of engaging mechanisms, and the plurality of engaging mechanisms include a mechanical engaging mechanism that functions as a brake. The mechanical engaging mechanism can switch a rotational element between a first state in which rotation is restricted only in one direction and a second state in which rotation is restricted in both directions. When switching from the first state to the second state, engagement control is started in advance for at least one of the plurality of engaging mechanisms to be set in an engaging state.

Abstract: In a vehicular parking lock device, supplying a hydraulic pressure from pressure regulation of a line pressure by a linear solenoid valve to a hydraulic brake via a switching valve operated by a first solenoid valve enables a transmission to carry out a shift change. If desired that a parking lock is not operated when an engine stops, the hydraulic pressure stored under pressure in an accumulator is discharged to a drain oil passage by connecting the linear solenoid valve selectively to the drain oil passage by the first solenoid valve, thereby making it possible to prevent the hydraulic pressure stored under pressure in the accumulator from being supplied to a locking oil chamber at the other end of the hydraulic actuator. The first solenoid valve is used for both controlling the operation of the hydraulic brake and discharge of the hydraulic pressure stored under pressure in the accumulator.

Abstract: In an automatic transmission, the control part controls the engaging mechanisms and recognizes the rotational speed of a drive source and a stop request for the drive source. The automatic transmission changes the rotational speed of the input member to transmission gear ratios by the planetary gear mechanism and the engaging mechanisms so as to freely output the rotation from the output member. The engaging mechanisms include a switching mechanism switchable between a fixed state and a reverse rotation preventing state in which a normal rotation of a corresponding element among the elements of the planetary gear mechanism is allowed and a reverse rotation thereof is prevented. The control part switches the switching mechanism in a state in which the stop request for the drive source is not recognized and the rotational speed of the drive source is equal to or greater than a predetermined value.

Abstract: A parking lock apparatus includes an engaging mechanism, a slider, a hydraulic circuit, and a processor. The engaging mechanism is to prevent a rotation of a rotating body when the engaging mechanism is in a mechanical engagement state. The slider is to switch a state of the engaging mechanism between the mechanical engagement state and a mechanical disengagement state in accordance with a position of the slider. The hydraulic circuit is to change the position of the slider. The processor is configured to increase line pressure in the hydraulic circuit when the engaging mechanism is in the mechanical engagement state.

Abstract: The present invention provides an automatic transmission capable of properly judging faults of a switching mechanism. A control part ECU of the automatic transmission TM has an actual change gear ratio calculating part 10 and a fault judging part 11. Under a condition that the control part ECU has recognized that the first brake device B1 is switched to a reverse rotation preventing state, if the actual change gear ratio is kept to be an actual change gear ratio prior to a reduce of a rotational speed of a drive source ENG when the rotational speed of the drive source ENG is reduced, then the fault judging part 11 judges that a first brake B1 has a fault.

Abstract: Provided is an automatic transmission with which a switching mechanism thereof is hardly damaged even if the hydraulic pressure supplied to a hydraulic pressure control circuit temporarily changes. A control part ECU of the automatic transmission TM switches the first brake B1 to the reverse rotation preventing state when a signal indicating that the slider is at a position corresponding to the reverse rotation preventing state is received while the control unit ECU recognized that it has switched the first brake B1 to the fixed state.

Abstract: Provided is an automatic transmission with which a large impact is hardly applied to the component of the switching mechanism or the switching control circuit when the drive source is re-driven. When a drive source ENG is determined to be in the stopped state, if the position of a slider HC1 does not correspond to the position the control part ECU instructed before the drive source ENG is determined to be in the stopped state, the control part ECU of the automatic transmission TM transmits a signal for switching a two-way clutch TW to a state corresponding to the state of a slider HC1.

Abstract: This invention provides a control apparatus for an automatic transmission, which includes a plurality of engaging mechanisms. The plurality of engaging mechanisms includes a mechanical engaging mechanism configured to function as a brake. The mechanical engaging mechanism can be switched between a first state in which rotation of a rotational element is restricted only in one direction and a second state in which the rotation is restricted in both directions. When switching from the first state to the second state, the control apparatus executes engagement control to set a plurality of hydraulic friction engaging mechanisms in an engaging state. Control to set a predetermined hydraulic friction engaging mechanism in a half-engaging state and brake an output member can be executed in parallel to the engagement control.

Abstract: This invention provides a control apparatus for an automatic transmission, which includes a plurality of engaging mechanisms. The plurality of engaging mechanisms include a mechanical engaging mechanism configured to function as a brake. The mechanical engaging mechanism can be switched between a first state in which rotation of a rotational element is restricted only in one direction and a second state in which the rotation is restricted in both directions. When switching from the first state to the second state, the control apparatus executes engagement control to set a plurality of hydraulic friction engaging mechanisms in an engaging state. In the engagement control, oil pressure supply control changes depending on the vehicle speed.

Abstract: In a vehicular parking lock device, the parking lock is actuated when a line pressure is supplied to a left end of a hydraulic actuator (25) via a second solenoid valve (32A), or a hydraulic pressure of an accumulator (37, 38) is supplied to the left end of the hydraulic actuator (25) via a third solenoid valve (32B), and the parking lock is released when a line pressure is supplied to a right end of the hydraulic actuator (25) via a first solenoid valve (32C, 32D). The second solenoid valve (32A) and the first solenoid valve (32D) also function as a solenoid valve that supplies the hydraulic pressure to a torque converter (40) and a solenoid valve that supplies the hydraulic pressure to a hydraulic brake (41) for shift change, respectively. Thus, it is possible to decrease the total number of solenoid valves, thereby cutting the number of components of a hydraulic circuit (31).

Abstract: In a vehicular parking lock device, supplying a hydraulic pressure from pressure regulation of a line pressure by a linear solenoid valve to a hydraulic brake via a switching valve operated by a first solenoid valve enables a transmission to carry out a shift change. If desired that a parking lock is not operated when an engine stops, the hydraulic pressure stored under pressure in an accumulator is discharged to a drain oil passage by connecting the linear solenoid valve selectively to the drain oil passage by the first solenoid valve, thereby making it possible to prevent the hydraulic pressure stored under pressure in the accumulator from being supplied to a locking oil chamber at the other end of the hydraulic actuator. The first solenoid valve is used for both controlling the operation of the hydraulic brake and discharge of the hydraulic pressure stored under pressure in the accumulator.

Abstract: An automatic transmission of this invention includes a plurality of engaging mechanisms, and the plurality of engaging mechanisms include a mechanical engaging mechanism that functions as a brake. The mechanical engaging mechanism can switch a rotational element between a first state in which rotation is restricted only in one direction and a second state in which rotation is restricted in both directions. When switching from the first state to the second state, engagement control is started in advance for at least one of the plurality of engaging mechanisms to be set in an engaging state.

Abstract: An automatic transmission includes engagement mechanisms whose engagement states among the engagement mechanisms are changeable to achieve each of shift stages of the automatic transmission, a detector, and a determination device. The detector is configured to detect the engagement states of the engagement mechanisms. The determination device is configured to determine that abnormality has occurred in a case where the engagement states detected by the detector do not match a predetermined engagement state.

Abstract: A mechanical engagement mechanism has regulation states out of a first state in which at least one of a plurality of rotating elements is rotatable only in a first direction and a second state in which the at least one of the plurality of rotating elements is not rotatable in both of the first direction and a second direction opposite to the first direction and a reverse gear position is to be established. A non-traveling gear position is to be established in the first state or in the second state. A processor is to switch the regulation states of the mechanical engagement mechanism from the second state to the first state when oil pressure that is detected by an oil pressure sensor becomes lower than a predetermined oil pressure after switching a shift position from the reverse gear position to the non-traveling gear position is detected.

Abstract: A processor is to determine, based on a first revolution speed of a drive source and a second revolution speed of an input shaft, whether or not a load toward a second direction is applied to a mechanical engagement mechanism having regulation states out of a first state in which at least one of plurality of rotating elements is rotatable only in a first direction opposite to the second direction and a second state in which the at least one of the plurality of rotating elements is not rotatable in both of the first direction and the second direction. The processor is to control the first revolution speed when the load toward the second direction is applied to the mechanical engagement mechanism to reduce the load toward the second direction, and to switch the regulation states from the second state to the first state after the first revolution speed is controlled.

Abstract: An automatic transmission controller for controlling an automatic transmission includes a neutral controller which is configured to perform neutral control, a neutral control permission determiner, and an engagement controller. The automatic transmission includes a plurality of planetary gear mechanisms and a plurality of engagement mechanisms. One of the plurality of engagement mechanisms is a mechanical engagement mechanism. The engagement controller is configured to allow rotation of an input shaft of the automatic transmission in a case where the neutral control determiner permits the neutral control and configured to set the plurality of engagement mechanisms including at least the mechanical engagement mechanism so as to fix an output shaft of the automatic transmission to a casing of the automatic transmission in a case where the output shaft of the automatic transmission is rotated by a wheel of a vehicle in a rotational direction such that the vehicle moves backward.