Abstract: A method for operating a motor vehicle drivetrain with at least an automatic transmission and a drive motor. The automatic transmission includes at least five shifting elements to transmit torque and/or power. In each forward and reverse gear a maximum of two shifting elements are disengaged while the remaining shifting elements are engaged. Two consecutive gearshifts are carried out through selection of the five shifting elements. During a first gearshift, implemented as a multiple gearshift, a subsequent second gearshift, implemented as either a single or multiple gearshift, is prepared. During the first gearshift, a first shifting element is disengaged, a second shifting element is engaged, a third shifting element is prepared for disengagement in a subsequent second gearshift and a fourth shifting element is prepared for engagement. Further, during the first gearshift and the subsequent second gearshift, a fifth shifting element is retained in at least a substantially engaged state.

Abstract: A hydraulic control apparatus of an automatic transmission estimates the possibility of there being a demand for a shift into a gear lower than the current gear during a power-off downshift operation. If there is a possibility that there will be a demand for a shift into the next gear during the shift, the hydraulic control apparatus starts an operation for supplying an apply preparation hydraulic pressure in preparation for the shift into that next gear.

Abstract: An automatic transmission is disclosed that includes a clutch pressure control module housing having therein: (1) a plurality of solenoid valves, each of the solenoid valves configured to receive an input of the pressurized hydraulic fluid and to provide a variable output pressure of pressurized hydraulic fluid in response to an electric control signal; (2) means for sensing output pressure from each of the solenoid valves of the plurality of solenoid valves; and (3) electronic control means configured to generate electric control signals to one or more of the solenoid valves of the plurality of solenoid valves in response to (i) a clutch pressure command signal or a solenoid pressure command signal, and (ii) a solenoid output pressure signal from the means for sensing output pressure. The solenoid valves provide hydraulic control signals to clutch hydraulic pressure control valves, which in turn provide hydraulic power to clutch actuators.

Abstract: A control device of a hybrid vehicle including a motive power distribution mechanism that distributes output of an engine to a first motor-generator and to an output shaft, a second motor-generator that outputs power to the output shaft via a stepped type transmission, and an electricity storage device, and a control method. In an activating operation of the vehicle, a friction engagement device is engaged, and a ready-to-run state is set based on the engagement oil pressure of the friction engagement device detected. It is determined whether the vehicle is in a motor or a non-motor run region. If the vehicle is in the non-motor run region, the original pressure of the friction engagement device is set at a non-working pressure at which a hydraulic switch does not operate, as the engine is started up. After complete explosion of the engine, the original pressure is set at a working pressure at which the switch operates.

Abstract: A method for operation of a drivetrain including a drive motor and an automatic transmission having at least five shift elements, of which, at least three shift elements are engaged in each forward and reverse gear and the other shift elements are disengaged. Two successive shifts are accomplished by two overlapped single gear shifts such that a) during the first shift, a first shift element is engaged or disengaged while a second shift element is disengaged or engaged; b) during the first shift, second and third shift elements are prepared for either engagement or disengagement, and c) during the first and the second shifts at least one fourth shift element is kept engaged or nearly engaged.

Abstract: An automatic transmissions control system varies times to start a shift to securing a good response in engagement pressure for an engagement-side frictional element as well as suppressing occurrence of hydraulic pressure vibrations at low temperatures.

Abstract: There is provided a circuit configuration which does not require an additional fail-safe mechanism caused by the addition of a changeover valve in a hydraulic pressure control device for an automatic transmission having a function to directly supply a line pressure and hold (lock) an engaging pressure by combinations of electromagnetic valves and changeover valves. A changeover valve 20 is disposed between an output port 12 and a feedback port 13 of a linear solenoid valve 10 of the hydraulic pressure control device for an automatic transmission.

Abstract: A method for the operation of a drivetrain of a motor vehicle, having an automatic transmission and a drive motor, to improve the shift speed. Successive upshifts or successive downshifts are carried out with overlap during a first upshift or downshift. At least one shift element required for a subsequent second upshift or downshift is prepared during the first upshift or downshift, in progress, when a synchronization point is reached. The subsequent second upshift or downshift are carried out immediately. Two successive upshifts or two successive downshifts are carried out by actuation of four shift elements of the automatic transmission.

Abstract: In a shift control device and a shift control method of a vehicular automatic transmission that performs a coast downshift by engagement switch between a release-side engagement element and an element-side engagement element at a time of deceleration of a vehicle, it is determined whether or not there is a driver's intention to decelerate the vehicle during the coast downshift. If an affirmative determination is made regarding the intention to decelerate the vehicle, the rise of engagement pressure of the engagement-side engagement element is stopped so as to cause the coast downshift not to progress. If a negative determination is made regarding the intention to decelerate the vehicle while the rise of the engagement pressure has been stopped, the engagement pressure of the engagement-side engagement element is raised again so as to cause the coast downshift to progress.

Abstract: A hydraulic control apparatus for an automatic transmission is provided with a solenoid valve that outputs a signal pressure during a failure and does not output a signal pressure during normal operation and a first clutch apply relay valve that switches between a normal position (the right half position) and a fail position (the left half position) based on this signal pressure are provided. During a failure, fail-safe control is carried out by the first clutch apply relay valve switching to the fail position. The first clutch apply relay valve inputs the engagement pressure of the hydraulic servo from the linear solenoid valve when in the normal position, and is locked in the normal position. Thereby, while the first clutch is engaged, the second brake apply control valve can be switched by the signal pressure of the solenoid valve.

Abstract: A modular assembly of a transmission is provided in which a continuously variable transmission module is separable from a planetary transmission module. When connected, the two modules function as a single transmission. The two modules are connectable in multiple orientations relative to each other. A single fluid source can be provided for operation of the two modules.

Abstract: The shift control method for an automatic transmission uses a shift pattern including at least one vehicle-speed-relevant shift line and at least one throttle-opening-relevant shift line for specific gear-shifting depending on a vehicle speed and a throttle opening. The method includes selecting a shift line from the at least one vehicle-speed-relevant shift line and the at least one throttle-opening-relevant shift line, on the basis of a vehicle speed change and a throttle opening change for a predetermined time, and performing a shift control according to the selected shift line.

Abstract: A hydraulic circuit control device that selectively supplies oil to a first oil passage and a second oil passage by an oil pump, the control device includes: an oil passage switching unit adapted to connect the oil pump to either the first oil passage or the second oil passage; a control mode switching unit adapted to switch the control mode of the electric motor to either a torque control mode or a speed control mode; an oil passage selecting unit adapted to select whether to connect the oil pump to the first oil passage or the second oil passage; and a control unit adapted to perform control so that the control mode switching unit switches the control mode to the torque control mode when the first oil passage has been selected, and perform control so that the control mode switching unit switches the control mode to the speed control mode when the second oil passage has been selected.

Abstract: A device for controlling a fluid-actuated, double-action operating cylinder (2) having two cylinder chambers (6, 8) separated from one another by a piston (4). Each cylinder chamber (6, 8) communicates with a respective valve (12, 14) for controlling the flow of fluid in and out of the cylinder chamber (6, 8) and a pressure sensor (40) for detecting the fluid supply pressure. A control unit (20) is connected to the switching valves (12, 14) and the pressure sensor (40). To determine the actual control force of the operating cylinder (2), the pressure sensor (40) is arranged between the cylinder chambers (6, 8) and the control unit (20). The output from the pressure sensor (40) can be processed in the control unit (20) and used for actuating a pressure regulation valve (22) arranged in the pressure line (32).

Abstract: A control apparatus of an automatic transmission includes first, second and third frictional elements, first and second shift control sections issuing a hydraulic pressure command to the first, second and third frictional elements for appointment and release thereof at primary and secondary shifts, a judging section judging a shift from a first speed stage to a third speed stage, and a third shift control section initiating the primary shift when the shift is judged, and initiating the secondary shift before an end of the primary shift while executing the primary shift when a gear ratio reaches a first predetermined gear ratio. the third shift control section compares two pressure command values of the first frictional element, respectively issued by the first and second shift control sections for the primary and secondary shifts, and selects a greater pressure command value, and outputs it to the first frictional element.

Abstract: A hydraulic control apparatus for an automatic transmission which supplies a controlled hydraulic pressure to a engagement element includes a control valve unit including a line pressure input port, an output port for outputting the controlled hydraulic pressure, a spool for selectively opening and closing the line pressure input port and the output port, a spring for biasing the spool in one direction, a feedback hydraulic chamber, a pilot pressure chamber, a pilot pressure control device, a sleeve, a plunger positioned inside of the sleeve, and at least one plunger hydraulic chamber for pushing the plunger when the controlled hydraulic pressure is introduced therein so as to push the spool in a direction against the biasing direction of the spring. The hydraulic control apparatus further includes a switching device provided at a hydraulic passage between the output port and the plunger hydraulic chamber and for selectively establishing a communication therebetween.

Abstract: A hydraulic control device for an automatic transmission includes a first solenoid valve, a second solenoid valve, a third solenoid valve, a preliminary shift speed switching valve, and a hydraulic pressure supply switching valve. A second friction engagement element is engaged at high speed side shift speeds, a low speed that is one of low speed side shift speeds is achieved by engagement of a first friction engagement element and a third friction engagement element, and a high speed that is one of the high speed side shift speeds is achieved by engagement of a second friction engagement element and the third friction engagement element.

Abstract: A hydraulic control system for an automatic transmission includes a planetary gear system having a plurality of clutch elements that alters the torque ratio of the transmission. The hydraulic control system includes a line pressure control device for regulating a variable hydraulic line pressure from a maximum line pressure to a fixed fluid line pressure that is lower than the maximum line pressure when an overdrive clutch is applied in a high gear.

Abstract: An automatic transmission hydraulic pressure control apparatus decreases a hydraulic pressure lower limit value as much as possible without causing a non-operating zone of a solenoid valve to be included in a control region of the solenoid valve due to product variation. First and second determinations are alternately performed to determine if a solenoid command value is in a non-operating zone by alternately changing the solenoid command value to decrease and increase the actual hydraulic pressure in a step-like manner. The solenoid command value of an immediately previous cycle in which the first determining section determined that the solenoid command value was not in the non-operating zone is set as a solenoid command limit value when one of the first and second determining sections has determined that the solenoid command value is in the non-operating zone.

Abstract: A pressure regulator valve is provided having a valve spool slidably disposed within a stepped bore defined by a valve body. A first pressure responsive surface area is defined on the valve spool and is subject to pressurized fluid from a main pressure source. A second pressure responsive surface area is defined on the valve spool and is subject to pressurized fluid from a control source. Additionally, a third pressure responsive surface area is defined on the valve spool and is selectively subject to pressurized fluid from one of the main pressure source and the control source. A sleeve is slidably disposed within the stepped bore, the sleeve being operable to selectively distribute pressurized fluid from one of the main pressure source and the control source to the third pressure responsive surface area to effect a change in pressure gain of the pressure regulator valve.

Abstract: A hydraulic control apparatus includes a switching device that switches between a hydraulic servo of the plurality of hydraulic servos of the first friction engaging element and a hydraulic servo of the plurality of hydraulic servos of the second friction engaging element so as to supply a control pressure from the one pressure regulating solenoid valve to each of the plurality of hydraulic servos, wherein the switching enables a control of an engagement and disengagement of the first friction engaging element and the second friction engagement element using the one pressure regulating solenoid valve.

Abstract: The invention relates to a switching-valve arrangement for a shifting system of an automatic transmission having a first actuator for engaging and releasing gears, at least a second actuator for engaging and releasing gears, a first activatable switching valve, a second activatable switching valve, a first signal element, and a second signal element. By means of the signal elements and switching valves the first and second actuators can be pressurized. In case of failure of one of the signal elements one of the actuators can always be pressurized and even in case of erroneous operation of the first and second signal elements only one of the actuators can be pressurized at the same time.

Abstract: A powertrain has an electrically variable hybrid transmission having an electro-hydraulic control system, plurality of electrical power units, and a plurality of torque transmitting mechanisms selectively engageable by the electro-hydraulic control system to provide four forward speed ranges, a neutral condition, an electric low and high speed mode, and an electrically variable low and high speed mode. Additionally, the electrically variable hybrid transmission provides a parallel reverse mode and a series reverse mode. The present invention provides an improved electro-hydraulic control system having a multiplexed electronic transmission range selection (ETRS) and reverse dog clutch system for an electrically variable hybrid transmission. The multiplexed control system of the present invention allows effective control of both the ETRS system and reverse dog clutch system using only one solenoid valve.

Abstract: Each corresponding one of a plurality of friction arrangements, which is driven in an engaging direction to achieve engagement at time of next gear shift to transmit torque, is selected as a standby friction arrangement that is placed in a standby state for implementing the next gear shift. A standby oil pressure for sliding each corresponding one of the plurality of drive pistons, which drives the corresponding standby friction arrangement, is applied to the corresponding drive piston within a range that does not cause transmission of the torque through the corresponding standby friction arrangement before the next gear shift.

Abstract: A drive train for a motor vehicle includes a coupling device between a drive unit and a transmission for torque or moment transfer between the drive unit and the transmission. The coupling device has at least one coupling arrangement that can be activated by a pressure medium. The transmission can be activated through the use of a pressure medium by way of a dedicated actuator whereby, on the basis of a shared pump arrangement that is or can be driven by the drive unit, (i) the pressure medium can be provided for activation of the coupling arrangement, (ii) the operating medium can be conducted to the coupling device for the purpose of operating under the influence of the operating medium, and (iii) the pressure medium can be provided for activation of the transmission. The pump arrangement includes at least one pump, which can be controlled or adjusted with regard to output pressure and/or with regard to output flow rate.

Abstract: A line-to-lube pressure regulator valve assembly for an automatic transmission including an internal check valve that opens in the Park gear range and at low engine speeds to feed line pressure to the torque converter in response to a substantially lower hydraulic fluid pressure than is required to open the pressure regulator valve in its factory specified operating range. As engine speed increases and sufficient hydraulic fluid pressure is built up within the torque converter charge circuit, the present internal check valve is again closed and the pressure regulator valve assembly opens as it would normally to feed line pressure to the torque converter directly. When the engine is shut off, the present internal check valve is biased to a closed position preventing transmission fluid from draining back through the valve to the transmission sump thereby eliminating the converter drain back problem.

Abstract: A device for the hydraulic control of an automatic transmission, especially a continuously variable automatic transmission. The control system comprises a forward/reverse drive unit (4), which is controlled by way of at least a first and a second shifting component (5, 6). The shifting components (5, 6) are in turn controlled via at least two valves (7, 8, 17, 18, 20, 21), which are pressurized by way of a pressurized medium pump (9). A gear selector device (15) selection is made among at least a forward gear (D), a neutral gear (N) and a reverse gear (R), wherein the selector device (15) possesses a non-mechanical connection to the transmission control system.

Abstract: Methods and systems for improving the operation of a transmission for an automotive vehicle are provided for modifiying the original hydraulic circuits to increase the capacity or holding ability of the low and reverse clutches when the transmission is shifted into manual low gear to slow down a moving vehicle, to provide a quick and smooth apply of the low and reverse clutches when the driver selects manual low when the vehicle is moving at a relatively high road speed, and to permit the connection of two low hydraulic circuits to feed torque converter and cooler/lubrication circuits by application of relatively low fluid pressure to assure that the necessary pressure required to connect the circuits will be properly applied.

Abstract: A regulator valve for controlling the pressure of fluid engaging a torque-transmitting mechanism in a transmission includes a valve body forming a valve bore of a plurality of passages. A spool valve slides within the valve body. A check valve selectively opens and closes one of the passages. A spring is disposed in the valve bore and biases the spool valve in one direction. The spool valve, check valve, spring, valve bore and passages are configured to control the pressure fluid provided to the torque-transmitting mechanism and a linearly increasing pressure until a first predetermined pressure is achieved and then at a second constant predetermined pressure greater than the first predetermined pressure, thus combining gradual clutch engagement during shifting with valve boost necessary for static capacity requirements. A method of controlling engagement of the torque-transmitting mechanism is also provided.

Abstract: A hydraulic control system applicable to a power train of a seven-speed automatic transmission for a vehicle having six friction members. Enhanced overall performance is achieved by minimization of shift shock and an enhancement of fuel consumption as a consequence of achieving precise and effective control.

Abstract: An automatic transmission controller has an electronic control circuit, an electromagnetic valve, and a pressure control valve. The electronic control circuit generates a control current. The electromagnetic valve regulates a command pressure in accordance with the control current. The pressure control valve has a spool and is formed with a spool hole. The spool reciprocates in the spool hole in accordance with the command pressure to regulate a pressure supplied to a friction element of an automatic transmission. In a standby state, when the friction element is in a disengaged state, the electronic control circuit generates an oscillating current as the control current so that the electromagnetic valve generates a standby command pressure that makes the spool reciprocate in a range in which no pressure is supplied to the friction element.

Abstract: A powertrain has an electrically variable hybrid transmission having an electro-hydraulic control system, plurality of electrical power units, and a plurality of torque transmitting mechanisms selectively engageable by the electro-hydraulic control system to provide four forward speed ranges, a neutral condition, an electric low speed mode, an electrically variable low and high speed mode, and two electrical power off drive home modes. The electro-hydraulic control system of the present invention has a multiplexed trim system for an electrically variable hybrid transmission. The multiplexed trim system allows engagement control of four torque transmitting mechanism and individual control of fluid flow to effect cooling of two motor/generators by multiplexing three trim valves with two logic valves.

Abstract: A hydraulic control apparatus of an automatic transmission. The hydraulic control apparatus of the automatic transmission has a hydraulic servo for controlling an engaging state of a clutch C-1 on the basis of supplied oil pressure, a linear solenoid valve for C-1 for outputting signal pressure by adjusting the oil pressure, a control valve for outputting control pressure provided by adjusting line pressure PL on the basis of the signal pressure of the linear solenoid valve for C-1, and a C-1 apply relay valve for inputting, selectively switching and outputting the control pressure and the line pressure PL to the hydraulic servo. An orifice for regulating the flow rate of the oil is arranged in an oil path g for inputting the line pressure PL to this C-1 apply relay valve.

Abstract: A hydraulic control apparatus for use with a vehicle's automatic transmission, the apparatus including a fail-safe switch valve which has an escape-related output port connected to a drain port of a transmission-related solenoid valve corresponding to an escape-related frictional coupling device to establish an escape-related speed step, and additionally has an escape-related input port to which a hydraulic pressure is inputted, and a drain port from which a hydraulic fluid is drained, wherein the fail-safe switch valve is selectively switchable to a normal communication state thereof in which the escape-related output port and the drain port are communicated with each other and the escape-related input port is shut off, and to a fail-related communication state thereof in which the escape-related output port and the escape-related input port are communicated with each other, and the drain port is shut off, so that a hydraulic pressure is supplied from the escape-related output port of the fail-safe switch va

Abstract: An apparatus for compensating the viscous characteristics of a hydraulic medium in a pressure line (10) in which apparatus a pressure nozzle (12) with constant geometry and constant through-flow cross-section is located in the pressure line (10). It is provided according to the invention that in the pressure Line (10) upstream or downstream of the pressure nozzle (12) at least one channel-shaped area (11, 28) is made or situated which, compared to the pressure nozzle (12), has a smaller through-flow cross-section and a larger axial extension and that the control pressure (P_SekV) abutting between the channel-shaped area (11, 28) and the pressure nozzle (12) can be supplied via a control pressure line (13) to a shift valve (14).

Abstract: Whenever a 4 to 3 shift condition is satisfied during a 3 to 4 upshift, 4 to 3 shifting is started before the 3 to 4 shifting is finished. The 4 to 3 shifting is executed according to a predetermined hydraulic control pattern. Therefore, responsiveness in shifting is enhanced.

Abstract: A manual valve is provided between a mechanical oil pump and a clutch of an automatic transmission device for connecting an engine with the automatic transmission device, a first check valve is provided in a passage connecting the mechanical oil pump with the manual valve, and an electric oil pump is provided in parallel with the mechanical oil pump, wherein the electric oil pump is operated during an idling stop of the engine and an output side of the electric oil pump is connected to the passage between the first check valve and the manual valve so that the working fluid from the electric oil pump is supplied to the clutch of the automatic transmission device through the manual valve. Accordingly, the electric oil pump can be made smaller and the supply of the working fluid from the electric oil pump to the clutch can be prevented when it is not necessary.

Abstract: A transmission includes a plurality of fluid passages configured to transmit fluid through the transmission for operating the transmission. A miniature electric motor is operatively connected to a moveable blocker positioned in one of the passages for actuating movement of the blocker between an open position in which fluid is allowed to flow through the passage, and a closed position in which the passage is blocked.

Abstract: An automatic transmission including plural friction engaging elements configures plural shift ranges based on combinations of each friction engaging element being in engaging or disengaging condition and a controlling unit for controlling the friction engaging elements to be in engaging or disengaging condition by controlling a hydraulic pressure applied.

Abstract: A hydraulic control apparatus for switching an operation of a hydraulically operated mechanical apparatus, by selectively operating two frictional engagement elements of a first, a second, a third, and a fifth frictional engagement elements, the hydraulic control apparatus including a first control valve which, in association with an event that respective hydraulic pressures to operate the first and second frictional engagement elements are both produced, drains one of the third and fifth frictional engagement elements and outputs a control hydraulic pressure; and a second control valve which, when at least two hydraulic pressures of (a) the control hydraulic pressure and (b) respective hydraulic pressures to operate the third and fifth frictional engagement elements are supplied to the second control valve, drains the other of the third and fifth frictional engagement elements.

Abstract: A hydraulic control device for an automatic transmission comprises an engagement element pressure control section for controlling an engagement element pressure, engagement elements supplied with the engagement element pressure, and an oil pressure switches provided in oil supply paths of the engagement element pressure. The plural gear positions are achieved by engaging or disengaging the engagement elements. The engagement element pressure control section controls the engagement element pressure with a first gain when the engagement elements are in the shifting state and controls the engagement element pressure with a second gain when the engagement elements are in the engagement state.

Abstract: An automatic transmission includes a plurality of frictional engagement elements for constructing plural shift stages with combinations of engagement and disengagement thereof, a control portion for controlling the engagement and the disengagement of the frictional engagement elements, a switching device switching to a learning mode for learning a precharge time, and a precharge time determination device. The precharge time determination device transits the frictional engagement elements to an engagement side by maintaining the hydraulic pressure for determining the precharge time at a first precharge pressure while maintaining input shaft rotational speed at the learning mode at a vehicle stop state. A first precharge time defined from a start of maintaining the first precharge pressure until variation of an input value assumes significant is obtained. And a second precharge time at a second precharge pressure is obtained to be set for learning by a predetermined formula.

Abstract: A shift hydraulic apparatus and method are provided for a vehicular automatic transmission constituted by a torque converter and a continuously variable transmission. A bypass circuit enables an upstream side hydraulic circuit of the hydraulic circuit to communicate with a downstream side hydraulic circuit. A switching valve enables a switching between a communication state of the bypass circuit and a non-communication state thereof. Through the switching valve, both communication state and the non-communication state of the bypass circuit are controlled.

Abstract: A control apparatus for controlling a shift operation in an automatic transmission includes a disengaging side controlling device for performing a feedback control so as to substantially match a slip amount calculated by a slip amount calculating device with a target slip amount calculated by a target slip amount calculating device when the calculated slip amount is judged to be in excess of the predetermined threshold value by a judging device. The target slip amount varies from a predetermined threshold value to a predetermined target value drawing an ideal trace for restraining a shift shock and is maintained at the predetermined target value. The control apparatus further includes an engaging side controlling device for increasing a torque to be transmitted to an on-coming friction engagement element in association with commencement of the feedback control.

Abstract: A shift control system for an automatic transmission wherein shifting from a first gear ratio to a second gear ratio is carried out by releasing the hydraulic pressure of a first friction engaging element for disengagement thereof and supplying the hydraulic pressure to a second friction engaging element for engagement thereof, the hydraulic pressure to the second friction engaging element being subjected to feedback control, wherein the shift control system includes a sensor for sensing a parameter on a vehicle cruising condition; and an ECU having a part for calculating, in accordance with the sensed parameter, a difference in output-side rotational speed of the fluid coupling before and after the shifting; and a part for setting, when the shifting is carried out with an output of the engine being smaller than a predetermined value, the second hydraulic pressure in accordance with the calculated difference immediately before start of the feedback control.

Abstract: A clutch system for a transmission with one clutch (1) which comprises one disc carrier (3) and one servo mechanism (10) situated within the disc carrier (3) with dynamic pressure balance for actuating the clutch (1) and with a planet carrier of a planetary gear set (26) the spider plate (27) of which abuts in axial direction on a pressure balance space (15) of the dynamic pressure balance of the servo mechanism (10). It is proposed that the spider plate (27) be non-torsionally connected with the disc carrier (3) and be axially fixed via a locking element (31) on the disc carrier (3) in a manner such that the servo mechanism (10) is prestressed against the disc carrier (3) by the axial fixing of the spider plate (27).

Abstract: According to an aspect of the present invention, an automatic transmission includes plural friction engaging elements configures plural shift ranges based on combinations of each friction engaging element being in engaging or disengaging condition, a controlling unit for controlling the friction engaging elements to be in engaging or disengaging condition by controlling a hydraulic pressure applied.

Abstract: A replacement solenoid switch valve assembly for an automatic transmission system is disclosed. The switch valve assembly includes a switch valve member, which acts in conjunction with an interlocking valve disc set. The disc set is configured for reciprocating movement in tandem and also enables axial shifting movement of the discs relative to one another to support the functions of the solenoid switch valve assembly. This is accomplished by providing an axial stem which projects in perpendicular relation from a first disc. A mating hole in the second disc is radially disposed on the stem in sliding engagement thereon effectively interlocking the discs in alignment. In an installation method of the present invention, the tandem disc set is provided in standard size as a drop-in replacement for valve bodies that do not exhibit excessive bore wear and also in an oversize embodiment for valve bodies showing excessive wear.

Abstract: An adaptive shift control method for a geared multiple ratio transmission having friction elements for clutches and brakes to establish and disestablish gear ratio changes wherein at least one ratio change involves engagement of one friction element in synchronism with disengagement of another friction element. Operating parameters are adapted throughout the life of the transmission to reduce synchronous errors by developing and learning pressure and time adjustments for the friction elements.

Abstract: A control system and control method for an automotive vehicle having a multiple-ratio automatic transmission having two gearsets arranged in series relationship for delivering vehicle engine power to vehicle traction wheels, each gearset being controlled using friction elements that establish multiple torque flow paths, each gearset being characterized by at least two ratios, which define an overall transmission ratio, synchronous shifting of the gearsets effecting at least one swap-upshift and at least one swap-downshift in the overall transmission ratio, the control system compensating during a swap-shift progression for dynamic interaction between the gearsets.