Abstract: A lubricant supply system, for a drive apparatus of an electrically operated vehicle having at least one electric machine which outputs power to at least one vehicle wheel via a gear mechanism arrangement, includes an electric machine hydraulic circuit in which a lubricant tank is connected via a suction line to a pressure pump which conveys lubricant to the electric machine via an electric machine supply line, and includes a gear mechanism hydraulic circuit, via which lubricant can be conveyed to the gear mechanism arrangement. The pressure pump is associated as a common pressure pump with both the electric machine hydraulic circuit and the gear mechanism hydraulic circuit so that lubricant during pump operation can be recirculated both in the electric machine hydraulic circuit and in the gear mechanism hydraulic circuit.

Abstract: In some implementations, a controller may monitor, in connection with a fluid pump driven by a motor that is controlled by a variable frequency drive and over a time period, a torque of the motor to obtain torque data, a speed of the motor to obtain speed data, and a pressure of the fluid pump to obtain pressure data. The controller may determine that the fluid pump is associated with a leak of a particular severity level based on the torque data indicating a deviation that satisfies a first threshold, the speed data indicating a deviation that satisfies a second threshold, and the pressure data indicating a deviation that satisfies a third threshold. The controller may perform at least one operation based on the particular severity level of the leak.

Abstract: A speed reducer according to one aspect of the present disclosure includes: an input gear; a plurality of spur gears configured to rotate in mesh with the input gear; one or more eccentric cams formed on each of a plurality of shafts, each of the plurality of shafts being coupled to corresponding one of the plurality of spur gears; and one or more eccentric gears each having a plurality of first through-holes and a plurality of second through-holes, each of the plurality of first through-holes rotatably supporting corresponding one of the one or more eccentric cams, the second through-holes being disposed adjacent to the first through-holes and formed asymmetrically as viewed from a direction of a central axis, and the one or more eccentric gear are configured to rotate eccentrically relative to a rotational axis of the input gear in conjunction with rotation of the one or more eccentric cams.

Abstract: A power system includes an engine; a sensor to determine an engine speed; and a transmission. The transmission includes an input element configured to receive the power from the engine as input torque; an output element configured to provide at least a portion the power from the engine as output torque; and a clutch arrangement to transform the input torque into output torque. The clutch arrangement includes at least one clutch selectively positionable between a fully engaged state, a partially engaged state in which a portion of the input torque is transformed into the output torque, and a fully disengaged state. A controller is coupled to the at least one clutch and configured to generate clutch commands based at least in part on the engine speed to position the at least one clutch into the fully engaged state, the partially engaged state, or the fully disengaged state.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

Abstract: A drive apparatus of a hybrid vehicle including an internal combustion engine, a first motor-generator, a power division mechanism, a second motor-generator and a mode switching unit. The mode switching unit includes a hydraulic pressure source, a planetary gear mechanism, a clutch actuator, a brake actuator, a parking lock actuator, control valves, a failure detecting part and an electronic control unit, A microprocessor of the electronic control unit is configured to perform controlling the control valves so that hydraulic oil is supplied to the clutch actuator, the brake actuator and the parking lock actuator, respectively, when a parking brake is operated in a state that the failure of the third control valve is detected by the failure detecting part.

Abstract: A drivetrain module for a motor vehicle having a clutch with an input area and an output area. A mutual rotational driving of the input area and output area is influenceable by the action of the clutch. The clutch has a clutch housing with a clutch space formed therein. The input area and the output area are arranged at least partially in the clutch space. The clutch space is filled and is closed to be tight against fluid relative to a surrounding area of the clutch space. The clutch has a pressure compensation device for compensation of a pressure difference acting between the clutch space and the surrounding area.

Abstract: A motor vehicle transmission for coupling an electric machine to a drivetrain of an electrically driveable motor vehicle. The motor vehicle transmission includes a planetary transmission for converting a torque that is introducible by the electric machine. An internal gear of the planetary transmission has an input toothed gear for forming a spur gear stage with a drive shaft of the electric machine. A brake immobilizes a sun gear of the planetary transmission with a static housing. A clutch rotationally conjointly connects the sun gear to the internal gear. The brake and the clutch at least partially overlap as viewed in a radial or axial direction. By virtue of the overlap, it is possible for axial and radial structural space, respectively, to be saved, such that a motor vehicle transmission with a small structural space requirement is made possible.

Abstract: An automatic transmission control device is configured to execute a first shifting between a pre-shifting gear position and an intermediate gear position, and a second shifting between the intermediate gear position and a post-shifting gear position such that each of the first and second shiftings is executed by releasing one of engagement devices and engaging one of the engagement devices, and is configured, upon transition from the first shifting to the second transition, to gradually changing an engagement torque of an engagement-maintained engagement device as one of the engagement devices which is engaged upon completion of the first shifting and is maintained in the engaged state during the second shifting, such that the engagement torque of the engagement-maintained engagement device is changed gradually from a required engagement torque required upon completion of the first shifting, to a required engagement torque which is required in the second shifting.

Abstract: An azimuth thruster system includes a pod configured to rotate relative the hull of the ship about an azimuthal axis of the pod, a propeller shaft extending from the pod and being configured to rotate relative to the pod about a central axis of the propeller shaft, an outer shaft disposed at least partially in the pod and configured to be driven by a first primary prime mover, an inner shaft disposed at least partially within the outer shaft and configured to be driven by a second primary prime mover, and a pod gear unit disposed within the pod and coupled to the outer shaft, the inner shaft, and the propeller shaft. The outer and inner shafts are configured to rotate at least one of the pod and the propeller shaft based on directions and magnitudes of the torques generated by the first and second primary prime movers.

Abstract: A method of controlling an automatic transmission mounted on a vehicle having an automatic engine stop mechanism for automatically stopping and restarting an engine, is provided. The transmission includes a piston having first and second surfaces, friction plates, engaging and disengaging hydraulic pressure chambers, a hydraulic pressure control valve for supplying/discharging hydraulic pressure to/from the chambers, first and second oil paths communicating the control valve with the chambers, a pressure reducing valve for preventing pressure of the disengaging chamber from exceeding a given set pressure, a hydraulic pressure supply device for supplying pressure to the control valve in the automatic stop state, and a mechanical oil pump for supplying pressure to the control valve while the engine is driving, the second surface having a larger pressure receiving area than the first surface. The method includes adjusting the set pressure to be lower in the automatic stop state than while driving.

Abstract: Methods for modifying certain prior art automatic transmissions to strengthen the transmission and eliminate a tendency of the transmissions to fail as well as components for doing the same. Some aspects also include kits for modifying a transmission to increase the strength of the transmission. In some examples, the hydraulic system of a General Motor's model number 4L80E transmission is modified so that an overrun clutch is engaged in more modes of operation than the original equipment prior art 4L80E transmission in order to minimize a tendency for an overdrive roller clutch to fail.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft selectively connectable to at least one of the second shaft and the third shaft, and directly connected to the input shaft, a sixth shaft connected to the ninth rotation element, a seventh shaft connected to the tenth rotation element, and an eighth shaft connected to the eleventh rotation element, selectively connectable to the sixth shaft, and directly connected to the output shaft.

Abstract: A compound planetary gear train includes a sun gear, a stationary annulus gear, a first set of planet gears meshing with the stationary annulus gear, a moving annulus gear and a second set of planet gears meshing with the sun gear and the moving annulus gear. The planet gears are biased into contact with the annulus gears.

Abstract: A hydraulic control system for a motor vehicle transmission includes a pressure regulation subsystem and a manual valve assembly in fluid communication with the pressure regulation subsystem. The manual valve assembly is moveable between at least park, neutral, drive, and reverse positions. A default disable valve assembly is in fluid communication with the manual valve assembly, a default disable solenoid valve assembly, and a default select valve assembly. A one-way valve may be provided to permit hydraulic fluid to flow to a second-priority hydraulic circuit when in a default mode of operation. A combined main regulation and priority valve may be provided to pressurize line pressure as a first priority, pressurize the second-priority hydraulic circuit as a second priority, and to feed excess pressure to a decrease-pressure circuit as a third priority.

Abstract: A traction motor of a hybrid electric vehicle drives a primary pump to provide pressurized hydraulic fluid to engage a power flow path of a multi-ratio transmission. To reduce fuel consumption, the motor is maintained at zero speed until a shift lever is moved into a drive position. After a power flow path is established, the motor speed is again reduced to zero until a driver demands torque by pressing an accelerator pedal. While the traction motor is stationary, an auxiliary pump maintains the fluid pressure to keep the transmission power flow path engaged.

Abstract: A multiple speed transmission includes an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. Each of the plurality of planetary gearsets includes a sun gear, a ring gear, and a carrier member with pinion gears. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least eight forward speeds and one reverse speed are achieved by the selective engagement of the plurality of torque-transmitting mechanisms.

Abstract: A flywheel module comprises a coupling unit which has an input shaft and an output shaft. This coupling unit has a first coupling of which a first coupling half can be connected to a combustion engine and a second coupling half can be connected to a continuously variable transmission. The flywheel module further comprises a flywheel unit which has an in/output and is formed by a flywheel and a reduction gear unit connected to the flywheel. This flywheel unit is exclusively connected to the in/output via the coupling unit.

Abstract: A control device for a vehicle drive device includes performing neutral travel control in which disengagement/engagement elements are disengaged with the wheels rotating so the state of a speed change mechanism is controlled into a neutral state where transfer of a drive force between the input member to the engine and the output member to the wheels is not performed, and the wheels are driven by a rotary electric machine drive force; and comparing an operating state value of each of target actuators that control the state of the disengagement/engagement elements, and a determination value so torque from the speed change mechanism to the wheels because of torque transferred by each of the disengagement/engagement elements, falls within an allowable range during neutral travel control, and determines whether the torque transferred from the speed change mechanism to the wheels falls within the allowable range.

Abstract: In a transmission, an inner end portion in a radial direction of a washer abuts on an inner race of a first bearing, and a seal surface provided on an outer end in the radial direction of the washer abuts on an outer race of a second bearing. Therefore, load in an axial direction which acts on a second gear can be supported with a second rotary shaft via the outer race of the second bearing, the washer and the inner race of the first bearing. Additionally, on a side surface at the second bearing side, of the washer, a lubricating oil guide surface is formed, that guides lubricating oil which is supplied from an inside of a second rotary shaft, to a one-way clutch through the second bearing, and therefore, a lubricating effect can be enhanced by efficiently supplying the oil to the second bearing and the clutch.

Abstract: In a method for operating an automatic transmission having multiple frictional-locking shifting elements and at least one positive-locking shifting element, for the representation of a transmission ratio stage, at least three shifting elements are closed. For a shifting process between two specified transmission ratio stages, at least two shifting elements are opened and at least two shifting elements, including at least one positive-locking shifting element and at least one frictional-locking shifting element, are closed. In the chronological sequence of the shifting process, the closing of the positive-locking shifting element takes place only after all frictional-locking shifting elements are closed.

Abstract: Torque shares that express an exchange of torque are set as a constraint condition of an equation of motion of an automatic transmission, so it is suitable to control an exchange of torque between engagement devices, which is difficult in shift control, and it is possible to solve the equation of motion. In other words, it is possible to handle any shift pattern with the use of a predetermined shift model. Furthermore, at the time of a shift in which two elements are released and two elements are engaged, a first shift and a second shift in each of which one element is released and one element is engaged are carried out, so three control operation amounts are used in each of the first shift and the second shift, with the result that it is possible to solve the equation of motion.

Abstract: A transmission includes an electro-hydraulic controller that includes redundancy in the hydraulic circuit that permits single fault failures to be compensated for by changing the flow path of hydraulic fluid to bypass the single fault failure. The redundancy results in the ability of the transmission to maintain full operation in all modes.

Abstract: A continuously variable ratio transmission includes a planetary gear assembly with a sun gear fixed to a driving input shaft, and a driven output shaft connected to a planet carrier. A worm gear assembly includes a worm which is driven by a control motor and worm wheel which drives a ring gear of the planetary gear assembly at a continuously variable speed. The output shaft transmits power to a load while rotating in the same direction as the input shaft. In an embodiment, two worms are driven by the control motor. In another embodiment, the transmission is operable in reverse by only the control motor. In another embodiment, a control gear assembly drives the ring gear and includes parallel axis helical gears.

Abstract: A method for hydraulically charging a fluid circuit in a vehicle includes calculating a fluid volume of the fluid circuit via a controller, and comparing a speed of the vehicle to a calibrated speed threshold. The method also includes calculating a vehicle deceleration rate when the speed of the vehicle is less than the calibrated speed threshold and the fluid volume is less than a calibrated volume threshold. The fluid circuit is then hydraulically charged to a target volume, using a fluid pump, at a hydraulic charging rate that corresponds to the calculated vehicle deceleration rate. A vehicle includes an engine, transmission having a fluid circuit with a fluid pump, and a controller. The controller executes instructions to charge the fluid circuit according to the method noted above. A system includes the transmission and controller.

Abstract: A method of shift control for an automatic transmission of vehicle power train, having a permanent brake between a drive motor and a final drive, in which current vehicle-specific, road-specific and driver-specific operating parameters, topographical data relating to an upcoming stretch of road ahead of the vehicle are determined while driving, and from which a tractive resistance value for the upcoming stretch of road is determined, and control commands for thrust downshifts and/or upshifts are derived and implemented, within the transmission, during a thrust operation depending upon the tractive resistance value. This is achieved in that the maximum permanent braking force curves that are possible for the upcoming stretch of road, in the currently engaged gear, and each adjacent gear is determined based on the current traveling and engine speeds and analyzed to derive control commands for a thrust downshift and/or upshift in relation to the tractive resistance value.

Abstract: In friction engagement device having forward clutch 5 and clutch operation pack 6 controlling engagement/disengagement operation of the forward clutch 5, the clutch operation pack 6 has hydraulic piston 61, engagement pressure piston chamber 62, snap ring 64, diaphragm spring 65 and ball lock mechanism BL. The diaphragm spring 65 provides biasing engagement force to the forward clutch 5 at a clutch side of the hydraulic piston 61. The ball lock mechanism BL restrains movement, in a disengagement direction, of the hydraulic piston 61 at a position where the forward clutch 5 is in an engagement state by the biasing engagement force by exerting ON pressure on the engagement pressure piston chamber 62, and after restraining the movement of the hydraulic piston 61, maintains the restraint of the disengagement direction movement of the hydraulic piston 61 even when the ON pressure of the engagement pressure piston chamber 62 is drawn.

Abstract: A method for managing torque transmitting mechanism actuator output pressure under low supply pressure conditions is provided. The method is executable to control engagement of a torque transmitting mechanism during such conditions.

Abstract: Provided is an electronic circuit unit to be mounted within a casing of an automatic transmission for a vehicle. An electronic circuit body including circuit-side terminals protruding in an outward direction from a main-body, connectors to be connected to the electronic circuit body, a cover, and a base member having a placing face on which the cover, the electronic circuit body and the connectors are placed. The cover is provided with a main-body covering part, fitting-portion covering parts and which cover a fitting-portion of the circuit-side terminals and fitting parts of the wire-side terminals from a side opposing to the placing face, and a restricting part for regulating the detachment of the connectors from the fitting position to the detached position.

Abstract: A dual clutch transmission (500) having a plurality of forward gears and at least one reverse gear (582) where the first gear is operatively engaged by a one-way clutch (594). A pair of actuator control valves (270, 272) is employed to move actuators to engage selective ones of the forward gear sets. A multiplex valve (284) is disposed in fluid communication between the pair of actuator control valves (270, 272) and the actuators associated with the forward gears of the transmission and is adapted to selectively provide fluid communication to the actuators to thereby select the forward gear ratios. A manual valve (185) is operatively connected to the gear shift selector (187) to control the actuator associated with reverse gear (582).

Abstract: Construction of a continuously variable transmission device for a vehicle is achieved that, when a shift lever is shifted to a selection position for a direction opposite the traveling direction at that time, it is capable of preventing the vehicle from continuing to travel at high speed in a direction opposite the direction intended by the operator. When the shift lever is shifted to a selection position of a direction opposite the traveling direction at that time, and the vehicle speed is faster than a specified speed (V1), the connection of a clutch device that transmits power between a continuously variable transmission mechanism and a differential gear mechanism is disconnected, and the drive force from the drive source is prevented from being further transmitted to the wheels.

Abstract: A hydraulic control apparatus for an automatic transmission has a circulating oil supply passage that supplies circulating oil to a starting apparatus, a circulating oil discharge passage that discharges circulating oil from the starting apparatus, and a speed change mechanism oil supply passage that supplies oil to a speed change mechanism. The oil discharged from an oil pump is supplied to the starting apparatus and the speed change mechanism. A first flow rate changing device that can change the flow rate of the circulating oil is arranged in the circulating oil discharge passage. A first flow rate instructing portion output a command to the flow rate changing device to change the flow rate when the amount of oil discharged from the oil pump is low, and reduces the flow rate to the starting apparatus, which enables the hydraulic pressure necessary for shifting to be obtained in the speed change mechanism.

Abstract: A shift by wire control for a multi-speed vehicle transmission is provided. The control includes a shift by wire shift valve in fluid communication with other shift valves and clutch trim valves to provide double blocking features in the neutral range and a reverse range. The shift by wire valve is configured with multiple differential areas to provide failure modes for all forward ranges.

Abstract: A hydraulic control system for an automatic transmission. The hydraulic control system is applied to an automatic transmission adapted to vary a torque capacity of a transmission member by an actuator. The hydraulic control system includes: a discharging device configured to discharge compressible gas entrained in the hydraulic fluid in the actuator; an interrupting device that interrupts power transmission; and a controller configured to determine an entrainment of the compressible gas in the hydraulic fluid, disconnect the power transmission via the interrupting device in a case that an entrained compressible gas is determined, and cause the entrained compressible gas to be removed from the hydraulic fluid by rotating the actuator while interrupting the power transmission.

Abstract: A valve assembly includes a valve body having an input in selective communication with an output, a latching piston disposed within the valve body, a balance spring disposed between the latching piston and the valve body, and a valve piston disposed within the valve body. The input communicates with the output when the valve piston is in a first position and the input does not communicate with the output when the valve piston is in a second position. A diaphragm spring is disposed between the latching piston and the valve piston. A holding spring is disposed between the valve piston and the valve body.

Abstract: A hydraulic control system of an automatic transmission for a hybrid vehicle provides for simplifying structure of a valve body and improving responsiveness as a consequence of directly controlling hydraulic pressure supplied to friction elements. The hydraulic control system may operate first and second clutches and first and second brakes selectively according to each driving mode, and may include: a first proportional control solenoid valve for selectively supplying forward pressure and reverse pressure supplied from a manual valve to the first clutch; a second proportional control solenoid valve for selectively supplying line pressure supplied from a primary regulator valve to the second clutch; a third proportional control solenoid valve for selectively supplying the line pressure supplied from the primary regulator valve to the first brake; and a fourth proportional control solenoid valve for selectively supplying the forward pressure supplied from the manual valve to the second brake.

Abstract: A C1 switching valve 80 establishes a first supply state, in which a C1 solenoid pressure Pslc1 can be supplied to a clutch C1, when a line pressure PL is supplied as a holding pressure, and when a modulator pressure Pmod is supplied as a holding pressure and a B1 solenoid pressure Pslb1 is not supplied. The C1 switching valve 80 establishes a second supply state, in which the line pressure PL can be supplied to the clutch C1, when the modulator pressure Pmod is supplied as a holding pressure and the B1 solenoid pressure Pslb1 is supplied. The C1 switching valve 80 is supplied with the modulator pressure Pmod as a holding pressure when an abnormality occurs in supply of the C1 solenoid pressure Pslc1.

Abstract: An assembly includes a valve body having an inlet in selective communication with an outlet and having an unlatch port, a latching piston disposed within the valve body, a balance spring disposed between the latching piston and the valve body, and a valve piston disposed within the valve body. The inlet communicates with the outlet when the valve piston is in a first position and the inlet does not communicate with the outlet when the valve piston is in a second position. A diaphragm spring is disposed between the latching piston and the valve piston. A holding spring is disposed between the valve piston and the valve body. An unlatching mechanism is in communication with the unlatch port of the valve body.

Abstract: A method of operating at least one form-locking shifting element of an automatic transmission integrated in a drivetrain which comprises an oil pump that can be driven mechanically by an internal combustion engine and an auxiliary oil pump that can be electrically driven, before start-up of the internal combustion engine. The method including the steps of recognizing the start-up of the combustion engine and, when a start-up of the combustion engine is recognized, controlling the electrically driven auxiliary oil pump and the at least one form-locking shifting element such that, directly after the generation of a defined rotational speed difference of the at least one form-locking shifting element by the internal combustion engine, the at least one form-locking shifting element is engaged.

Abstract: A hydraulic control system for a transmission includes a pressure regular subsystem, a transmission range selection control subsystem, and a clutch control subsystem. The pressure regulator subsystem includes a source of pressurized hydraulic fluid for providing a flow of hydraulic fluid. The transmission range selection control subsystem includes a set of four valve assemblies actuated by a pair of solenoids. And the clutch control subsystem provides pressurized hydraulic fluid to a plurality of clutch actuators activated by a plurality of variable force solenoids through a plurality of valve assemblies. The plurality of valve assemblies of the clutch control subsystem are in fluid communication with the transmission range selection control subsystem, and the transmission range selection control subsystem employs the pressurized hydraulic fluid to engage a range selection through the clutch control subsystem.

Abstract: A system for controlling power downshifts of a transmission includes a flare generation module, a flare control module, and a shift control module. The flare generation module generates turbine speed flare by decreasing pressure applied to an off-going clutch of the transmission. The flare control module decreases the turbine speed flare by increasing the pressure applied to the off-going clutch of the transmission. The shift control module increases a pressure applied to an on-coming clutch of the transmission when the turbine speed flare is less than a predetermined amount from a desired turbine speed flare.

Abstract: A fault diagnostic method for an automatic transmission may include monitoring an operating state of a trim system configured to selectively supply clutch engagement pressure and exhaust to at least one clutch control valve, determining an expected operating state of the trim system based on current operating conditions of the transmission, and generating a fault signal if the monitored operating state of the trim system is different from the expected operating state of the trim system.

Abstract: A method of operating a vehicle drive train having a drive machine, a transmission apparatus having a plurality of shift elements and an output drive. The plurality of shift elements are engaged or disengaged in a power flow for achieving different transmission ratios within the transmission apparatus. The output drive is coupled to a transmission output shaft and the drive machine is coupled to a transmission input shaft of the transmission apparatus. Upon a request to interrupt power flow within the transmission apparatus, between the transmission input shaft and the transmission output shaft, a maximum number of shift elements are transferred to and/or held in an engaged operating state, and the remaining portion of the shift elements are transferred to and/or held in a disengaged operating state with the transmission output shaft being rotatable.

Abstract: A hydraulic control system for actuating at least one torque transmitting device in a transmission includes a sump, a pump in communication with the sump, and an accumulator. A first control device and a second control device control the communication of hydraulic fluid between the pump, the accumulator, and the torque transmitting device.

Abstract: A transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque-transmitting devices. Further, a hydraulic fluid control circuit is provided for controlling the operation of the plurality of torque-transmitting devices. The hydraulic fluid control circuit receives pressurized hydraulic fluid from an off-axis hydraulic fluid pump and has a plurality of fluid passages disposed in the transmission house, input member and other coupling members.

Abstract: A hydraulic control system in a transmission includes a source of pressurized hydraulic fluid and a compensator valve in communication with the source of pressurized hydraulic fluid and a torque transmitting device. The compensator valve is operable to allow communication of the hydraulic fluid from the source of pressurized hydraulic fluid to the torque transmitting device to release the torque transmitting device. A regulation valve is in communication with the source of pressurized hydraulic fluid and the torque transmitting device. The regulation valve is moveable between a first position that prevents the hydraulic fluid from communicating with the torque transmitting device and a second position that allows the hydraulic fluid to communicate with the torque transmitting device to engage the torque transmitting device. An override feature is operable to prevent the compensator valve from communicating the hydraulic fluid to the torque transmitting device when the torque transmitting device is engaged.

Abstract: A solenoid pump and associated hydraulic circuitry are intended for use in automatic transmissions capable of engine start stop (ESS) operation. In a first embodiment, a solenoid pump provides pressurized hydraulic fluid to respective inputs of two way check valves. The other inputs are provided with controlled hydraulic fluid from a transmission valve body. The outputs of the check valves are provided to those hydraulically operated torque transmitting devices associated with first gear. The solenoid pump is activated when the transmission is in gear and the engine is stopped to maintain hydraulic pressure in those actuators associated with first gear. A second embodiment provides hydraulic fluid to actuators associated with reverse. A third embodiment includes a solenoid pump and latching solenoid valve both communicating with a hydraulic supply In a fourth embodiment, a solenoid pump provides hydraulic fluid to the exhaust backfill circuits of hydraulic operators in an automatic transmission.

Abstract: An automatic transmission damper mechanism provided between a first hydraulic passage (23) to which an oil (L) is supplied and a second hydraulic passage (24) from which the oil (L) is supplied to a friction element (18) has: a container (8) provided between the first and second hydraulic passages (23, 24); a slide member (11) provided in the container (8) such that it can slide therein; and an elastic member (9) provided between an inner face of the container (8) and the slide member (11). The container (8) has a pressure chamber (28) defined by an inner face of the container (8) and the slide member (11) and communicating with a branch hydraulic passage (25) branching from the first hydraulic passage (23), and the slide member (11) has a communication hole (15) through which the first and second hydraulic passages (23, 24) are placed in communication by the elastic member (9) contracting under the pressure of the oil (L) supplied into the pressure chamber (28) through the branch hydraulic passage (25).

Abstract: A transmission system is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members a plurality of torque transmitting devices, a launch clutch, and a hydraulic circuit. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices may include clutches and brakes.

Abstract: A hydraulic pressure control apparatus includes frictional engagement elements which include a multiple use frictional engagement element applied in common when a first speed stage of the D range, the R range, the P position, and the N range are selected, a first hydraulic pressure supply source for engaging the multiple use frictional engagement element, a second hydraulic pressure supply source for engaging the multiple use frictional engagement element, and a switching mechanism switching a first state where a pressure is supplied from the first hydraulic pressure supply source when the P position or the N range is selected and a second state where the engaging hydraulic pressure is supplied from the second hydraulic pressure supply when the D range or the R range is selected. The switching mechanism switches the first state and the second state in accordance with a level of pressures outputted from a range selector valve.