Abstract: Provided is a range switching device for performing switching among drive, reverse, and neutral ranges of a transmission. The device includes a first switching valve driven by a first actuator and a second switching valve driven by a second actuator. The valves switch an oil channel to transmit the oil pressure from an oil pressure supply source between first state and second states. When the first and second switching valves are in the first and second states respectively, the oil pressure is transmitted to the forward fastening element. When the first and second switching valves are in the second state and first states respectively, the oil pressure is transmitted to the reverse fastening element. When both the valves are in the first or second state, oil pressure transmission to the forward and reverse fastening elements is substantially blocked.

Abstract: A device for controlling an automatic transmission includes: a position detection means for detecting a shift position; a vehicle speed detection means for detecting a vehicle speed; a rotation frequency detection means for detecting an input rotation frequency of the automatic transmission; and a control means for, when the shift position has been switched from a parking position or a neutral position to a driving position, making a determination about switching from stopped-state control to running-state control based on the vehicle speed after a physical amount indicating a state of the automatic transmission becomes equal to or larger than a predetermined value, the stopped-state control being control for a hydraulic pressure supplied to engaging elements based on the input rotation frequency of the automatic transmission, and the running-state control being control for the hydraulic pressure supplied to the engaging elements without using the input rotation frequency of the automatic transmission.

Abstract: A hydraulic control system for a transmission of a motor vehicle includes a source of pressurized hydraulic fluid that communicates with an analog electronic transmission range selection (ETRS) subsystem or a manual valve. The ETRS subsystem includes an ETRS valve, a park servo, a park mechanism, a mode valve, and a plurality of solenoids. The ETRS and manual valve communicate with a clutch actuator subsystem that engages a one-way clutch and six clutches/brakes.

Abstract: A coupling plate of a detent lever is assembled to an oil-pressure control device, wherein a transmission casing is a base for an assembling process. A slider of a range sensor coupled to the coupling plate is assembled to the transmission casing via a sensor body. A spool of a manual valve coupled to the coupling plate is assembled to the transmission casing via a valve body fixed to the sensor body. The coupling plate, the slider and the spool are assembled together, wherein the transmission casing is used as the base for the assembling process. It is not necessary to relatively position the slider and the spool to each other during the assembling process for an oil-pressure control device.

Abstract: A manual valve disconnects a line pressure oil passage and an R position pressure oil passage when a selector is in a D position or an N position and causes the R position pressure oil passage and the line pressure oil passage to communicate when the selector is in an R position. A switching valve is switched to disconnect a low & reverse brake pressure oil passage and the R position pressure oil passage when the selector is in the D position or the N position and a vehicle is driving at a vehicle speed equal to or lower than a predetermined vehicle speed.

Abstract: A hydraulic control system of a continuously variable transmission for a vehicle reduces cost and improves quality reliability by adding switch valve function to a manual valve. The hydraulic control system may control a first brake operated at a first forward speed, a first clutch operated at a second forward speed, and a second brake operated at a reverse speed. The first clutch and the second brake may be operated by operation pressure controlled by a first proportional control solenoid valve and supplied through a manual valve, and the first brake may be operated by operation pressure controlled by a second proportional control solenoid valve, wherein the second proportional control solenoid valve controls hydraulic pressure received from the manual valve to be supplied to the first brake as the operation pressure.

Abstract: A hydraulic control system for an automatic transmission, which includes a brake, used to establish a first gear step and a reverse gear step. The hydraulic control system includes a first solenoid valve, a second solenoid valve and a control valve, which is switched by a hydraulic signal from the second solenoid valve, and that are operated simultaneously to engage the first-gear step and reverse gear step engagement element; and an neutral gear position engagement control unit that activates both solenoid valves when a shift lever is shifted to neutral to engage the brake. Thus, the generation of a shock may be prevented when the shift lever is shifted from the N position to an R position.

Abstract: A control apparatus for an automatic transmission capable of operating in an automatic shift mode in which a speed ratio is automatically selected based on driving conditions of a vehicle, and a manual shift mode in which the speed ratio is changed based on an upshift command and a downshift command by manual operation of a manual operation unit, the control apparatus includes a controller that operates in a jumping shift mode that is included in the manual shift mode and that is composed of a smaller number of shift speeds than a number of shift speeds of the automatic shift mode; wherein the controller performs a downshift from a shift speed of the jumping shift mode at a time when the downshift command is issued by an operation of the manual operation unit based on the shift speed of the jumping shift mode.

Abstract: A method of operating a hybrid transmission includes controlling the transmission according to a drive mode, which includes a continuously variable speed relationship, and controlling the transmission according to a fixed speed relationship mode, which includes a plurality of fixed speed relationships including mechanical gear ratios and virtual gear ratios.

Abstract: A manual valve of a hydraulic pressure control system for an automatic transmission includes: a valve body including a first exhaust passage that includes an exhausting hole and an intake hole that are communicated with a drive range port in a neutral range, such that a transmission fluid, which is supplied from the drive range port when the vehicle is shifted from drive to neutral, is exhausted; and a hydraulic pressure exhaust control unit that is disposed in the exhaust hole so as to control an exhaust amount according to an exhaust pressure.

Abstract: A method of operating a hybrid transmission includes controlling the transmission according to a drive mode, which includes a continuously variable speed ratio, and according to automatic and manual fixed speed relationships modes, which include a plurality of fixed speed relationships including mechanics gear ratios and virtual gear relationships. The method also includes receiving a driver request for transmission operation in one of an Economy or a Sport mode, and operating the transmission in the requested Economy or Sport modes.

Abstract: A manual valve control for a multi-speed vehicle transmission is provided. Electronic and hydraulic components are provided, including trim valve systems that are multiplexed by a shift valve and a manual valve. The trim valves and shift valve are self-diagnosing via a plurality of multiplexed pressure switches. The control enables single and double range shifts among the multiple forward speed ratios, including shifts to and from sixth and higher forward ratios, reverse and neutral. The control also includes a reduced engine load at stop feature. In addition, a power off/limp home feature provides a plurality of failure modes, including a failure mode for sixth and higher forward speed ratios.

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 drive unit for an automatic transmission has a hydraulic circuit changing device for changing a hydraulic circuit so that one of the hydraulic control portions (hydraulic gear change portions) is selectively communicated with an oil pressure source, a position detecting device for continuously detecting a position of one of moving members of the hydraulic circuit changing device and for outputting a detection signal corresponding to the position of the moving member, and a pressure regulating device provided between the hydraulic circuit changing device and the hydraulic control portions for regulating a control pressure to be applied to the hydraulic control portions. In the above drive unit, an electronic control unit calculates a rate of changes in the detection signals from the position detecting device and controls the pressure regulating device in accordance with the rate of the changes in the detection signals.

Abstract: In the case of malfunctioning of an inhibitor switch of an automatic transmission, a current vehicle speed is compared with a maximum vehicle speed of a reverse speed when the current vehicle speed is other than 0. The transmission is then controlled to a target shift-speed determined on the basis of vehicle driving state parameters, when the current vehicle speed is higher than the maximum vehicle speed of the reverse speed.

Abstract: An electronic transmission range selection (ETRS) system for shifting a transmission range of a transmission includes a park servo valve movable between a first position to inhibit a first flow of pressurized fluid and a second position to enable the first flow of pressurized fluid. A hydraulic servo assembly is movable between a first position and a second position based on the first flow of pressurized fluid. An actuator arm is interconnected to the hydraulic servo assembly. When the hydraulic servo assembly moves to the second position the actuator arm shifts the transmission range from a Park position to an Out-of-Park position.

Abstract: A hydraulic control system, in which a powertrain of a 5-speed automatic transmission is controlled using five clutches and three brakes such that fuel consumption is reduced and engine torque is more efficiently utilized. The hydraulic control system includes four pressure control valves, three switching valves, and three fail-safe valves that are controlled by solenoid valves.

Abstract: A pressure regulating valve regulates an original pressure outputted from a manual valve by means of a control pressure generated by a solenoid in a D range and supplies the regulated original pressure to an engaging element. An electronic control unit filters a current signal supplied to the solenoid to generate the control pressure by using a strong filter when a N range is switched to a D range during stoppage of a vehicle so that the control pressure has a gentle rise characteristic, switches the filtering process to a filtering process using a weak filter to rapidly move the pressure regulating valve in a working pressure discharge direction when the N range is switched to the D range during running of the vehicle and returns the filtering process to the filtering process using a strong filter after a predetermined time period. Thereby, occurrence of shock is suppressed when the D range is again selected after the N range is selected during running in the D range.

Abstract: A manual valve for use within the hydraulic control system of Chrysler automatic transmissions. The present manual valve includes flow control structures to vary its standard functions. In a preferred embodiment the manual valve includes a secondary control land, which blocks and redirects hydraulic fluid to an alternate exhaust channel within the present valve when Park gear range is selected. A control orifice meters flow within the alternate exhaust channel and generates a predetermined backpressure to the pressure regulator valve, which provides an increased flow of hydraulic fluid to the torque converter in the Park gear range. This effectively eliminates delayed engagement of the transmission upon shifting into the Drive and Reverse gear ranges. In addition, the present manual valve includes a reverse metering land, which regulates the effect of fluid shock on the reverse servo piston when the Reverse gear range is selected.

Abstract: An automatic shift control is executed in an automatic transmission with 5 shift speeds of range hold type in the highest gear stage of a shift range at the manual shift mode. Upon selection of a shift mode from the automatic shift mode to the manual shift mode, the shift range at the manual shift mode is selected in accordance with the vehicle speed detected at the automatic shift mode. If the vehicle speed is in the low-speed range, the shift range 3 is selected. If the vehicle speed is in the medium-speed range, the shift range 4 is selected. If the vehicle speed is in the high-speed range, the shift range 5 is selected.

Abstract: A manual valve for use within the hydraulic control system of Chrysler automatic transmissions is disclosed. The present invention provides a reconfigured manual valve including flow control structures to vary its standard functions. In a preferred embodiment the present valve includes a secondary control land, which blocks and redirects hydraulic fluid to an alternate exhaust channel within the present valve when Park gear range is selected. A control orifice meters flow within the alternate exhaust channel and generates a predetermined backpressure to the pressure regulator valve, which provides an increased flow of hydraulic fluid to the torque converter in the Park gear range. This effectively eliminates delayed engagement of the transmission upon shifting into the Drive and Reverse gear ranges. In addition, the present manual valve includes a reverse metering land, which regulates the effect of fluid shock on the reverse servo piston when the Reverse gear range is selected.

Abstract: Disclosed is a forward/reverse control system for a continuously variable transmission comprising pressure regulating means for controlling an inputted line pressure according to whether a forward or reverse state is required; a manual valve for selectively supplying and exhausting hydraulic pressure, which is supplied from the pressure regulating means, to and from a forward clutch and a reverse brake; and a check ball unit mounted between a forward hydraulic line and a reverse hydraulic line, which are connected respectively to the forward clutch and the reverse brake, the check ball unit operating to communicate the forward hydraulic line with an accumulator when hydraulic pressure acts on the forward clutch and operating to communicate the reverse hydraulic line with the accumulator when hydraulic pressure acts on the reverse brake.

Abstract: A method for preparing saccharide compositions is disclosed. The method is reiterative and includes the following three steps. (i) A glycosyltransferase capable of transferring a preselected saccharide unit to an acceptor moiety is isolated by contacting the acceptor moiety with a mixture suspected of containing the glycosyltransferase under conditions effective to bind the acceptor moiety and the glycosyltransferase and thereby isolate the glycosyltransferase. The acceptor moiety is a protein, a glycoprotein, a lipid, a glycolipid, or a carbohydrate. (ii) The isolated glycosyltransferase is then used to catalyze the bond between the acceptor moiety and the preselected saccharide unit. (iii) Steps (i) and (ii) are repeated a plurality of times with the intermediate product obtained in the first iteration of the method being used as the acceptor moiety of the second iteration.

Abstract: In a control system for a hybrid drive unit, in accordance with applied/released states of engagement elements, there can be set: a forward running range for a forward run by transmitting an input torque to an output member, a backward running range for a backward run by transmitting an input torque to the output member, and a stop range capable of driving one of the power sources by the other. The control system includes a range switching valve activated in response to the individual set ranges for switching and outputting an initial pressure for applying the engagement elements, to a plurality of passages, and adapted, when the stop range is set, to output the hydraulic pressure to the engagement element for establishing a torque transmission passage from one of the power sources to the other and to block the feed of the initial pressure to the engagement element for establishing, when applied, the torque at the output member.

Abstract: A manual valve body is provided with a first port communicated with a regulator valve via a pressure line, a second port connected to a first pressure control valve and a second fail safe valve so as to supply hydraulic pressure thereto at range “P”, a third port connected to the regulator valve, an N-R control valve, and first and second switch valves so as to supply the hydraulic pressure from the first port thereto at range “R”, a fourth port connected to second and third pressure control valves and the first and second switch valves so as to supply the hydraulic pressure from the first valve thereto at ranges “2”, “3”, and “D”, and a fifth port connected to the first switch valve so as to supply the hydraulic pressure from the first port thereto at range “L”.

Abstract: A changeover valve can be switched to a state in which a normally-open solenoid valve to normally control a control valve for a high speed transmission train controls a control valve for a low speed transmission train. An oil passage to switch the changeover valve this state is connected to an oil passage on an output side of the solenoid valve at a P or R position of a manual valve. When a system failure has occurred while a vehicle is running forward in the D, M position of the manual valve, the high-speed transmission train is established. At the time of the system failure, if the manual valve is switched to the R or P positions the changeover valve is switched to the above-described state. By then switching the manual valve to the D, M position, the low-speed transmission train is established.

Abstract: Disclosed is a forward/reverse control system for a continuously variable transmission comprising pressure regulating means for controlling an inputted line pressure according to whether a forward or reverse state is required; a manual valve for selectively supplying and exhausting hydraulic pressure, which is supplied from the pressure regulating means, to and from a forward clutch and a reverse brake; and a check ball unit mounted between a forward hydraulic line and a reverse hydraulic line, which are connected respectively to the forward clutch and the reverse brake, the check ball unit operating to communicate the forward hydraulic line with an accumulator when hydraulic pressure acts on the forward clutch and operating to communicate the reverse hydraulic line with the accumulator when hydraulic pressure acts on the reverse brake.

Abstract: The present invention is directed to methods and systems for improving the operation of a transmission for an automotive vehicle, and in particular the transmission as installed by the original automobile manufacturer. The methods and systems of the present invention modify the original hydraulic fluid circuits of the automotive transmission provided by the automobile manufacturer to enable the transmission to select first gear at any time, and to enable the transmission to produce quick applies during upshifts and fast releases during downshifts for high performance operation with only minimum ratio sharing or overlap during gear changes. The modification of the original automotive transmission to achieve these goals includes modification of the hydraulic fluid circuits of the factory. installed transmission; by enlarging the size of pre-existing.

Abstract: A changeover valve can be switched to a state in which a second solenoid valve of normally-open type to normally control a second speed-change control valve for a high speed transmission train controls a first speed-change control valve for a low speed transmission train. An oil passage to switch the changeover valve to the state in which the first speed-change control valve is controlled by the second solenoid valve is connected to an oil passage on an output side of the second solenoid valve at a P or R position of a manual valve. When a system failure has occurred while a vehicle is running forward in that D, M position of the manual valve which is a forward running range, the high-speed transmission train is established by a high signal pressure of the second solenoid valve.

Abstract: An automatic gearbox includes a control device for selecting a gearbox driving position, which device includes at least one spool valve via which at least one pressure connection may be connected to at least one consumer, and having at least one shift valve via which at least one pressure connection from at least one pressure supply of the control device may be shifted to the spool valve in order to actuate the spool valve. The control device includes a retaining device via which, if the shift valve should fail, the spool valve may be fixed in at least one control position and the selected gearbox driving position may be retained.

Abstract: A manual valve of a hydraulic pressure control system for an automatic transmission includes a valve body and a valve spool slidably inserted into the valve body, wherein the valve body is provided with a first port communicated with a regulator valve via a pressure line, a second port connected to a first pressure control valve and a second fail safe valve so as to supply hydraulic pressure thereto at range “P”, a third port connected to the regulator valve, an N-R control valve, and first and second switch valves so as to supply the hydraulic pressure from the first port thereto at range “R”, a fourth port connected to second and third pressure control valves and the first and second switch valves so as to supply the hydraulic pressure from the first valve thereto at ranges “2”, “3”, and “D”, and a fifth port connected to the first switch valve so as to supply the hydraulic pressure from the first port thereto at range “L”.

Abstract: A hydraulic control system for 4-speed automatic transmissions in which line pressure, drive pressure, reverse pressure and low pressure are selectively supplied from a manual valve to an underdrive clutch, an overdrive clutch, a low-reverse brake, a reverse clutch, and a second brake to realize four forward speeds and a reverse speed.

Abstract: A manual valve arrangement is provided for an automatic transmission which provides for uninterrupted friction element control even though manual valve porting is being switched. An extra multi-select solenoid combined with porting through the manual valve and dual acting ball check assemblies permits selected friction elements to be controlled from two solenoids simultaneously. The extra multi-select solenoid, which is a normally-open solenoid valve, permits an energy savings logic mode in which the a normally-closed solenoid valve can be de-energized. Output from the extra multi-select solenoid is switched to different clutch elements when the manual valve is moved from the reverse position to the drive position and from the drive position to the second position.

Abstract: Hydraulic pressure regulated by a first pressure control valve is supplied to an electromagnetic changeover valve. The electromagnetic changeover valve changes over the hydraulic pressure between a low & reverse passage communicating with a low & reverse brake and a high clutch passage communicating with a high clutch, thereby a simultaneous engagement of the low & reverse brake and the high clutch can be avoided and further the simplification of the hydraulic control apparatus of an automatic transmission can be realized.

Abstract: A shift control valve has a valve body in which is rotatably disposed a flow directing plate. Pressurized "drive" fluid is supplied to a control passage in the plate. The control passage communicates with a plurality of radial passages extending therefrom. Circumferential and axial passages communicating with the radial passages selectively direct fluid flow, through the valve body, from the control feed passage to friction device control passages to establish the engagement of friction devices. A plurality of exhaust passages control fluid flow for the disengagement of the friction devices. Supplemental axial feed passages are available to supply fluid pressure for the friction devices during selected ratios other than "drive".

Abstract: Hydraulic pressure applied to an LR/B is controlled by a first solenoid valve when a forward-movement range is selected, and is controlled by a second solenoid valve when a backward-movement range is selected. In addition, in the forward-movement range, the second solenoid valve controls hydraulic pressure applied to an OD/C which couples at a different gear position from the LR/B. When both solenoid valves fall into non-excitation states due to the breaking of an electric signal line, the failure of an AT ECU or the like, the output hydraulic pressures of the solenoid valves is held high and low, respectively. Therefore, even in this case, double coupling of the LR/B and the OD/C can be prevented in the forward-movement range as well as a predetermined gear position can be established in each of the forward-movement range and the backward-movement range.

Abstract: A system for controlling engagement of forward drive and reverse drive when a gear selector lever is moved from park or neutral position and for adapting the control on the basis of the slip across the oncoming friction element includes an automatic transmission, gearing friction elements that control the gearing, a valve body containing shift valve solenoids for operating the shift valves and control algorithms executed by a microprocessor, a gear selector lever, a throttle position sensor, shaft speed sensors, and transmission input and output shafts. The clutch pressure increases linearly under the control of a closed-loop system. A control algorithm senses when the closed-loop control is operative and automatically changes the period during which clutch pressure is maintained at a high magnitude prior to engagement so that the resulting gear change is smooth and occurs at maximum speed.

Abstract: A rotary switch, used to select the operating range of an automatic transmission, controls solenoid-operated valves corresponding to the selected range to open and close a connection between a range valve and a control pressure source. The valve has three positions and is centered by one compression spring. One position opens the fluid pressure source to a line that is pressurized to produce forward drive, a second position opens a connection between the fluid pressure source and a line that is pressurized to produce reverse drive, and a third position vents those lines to sump. The spring locates the valve at the center position and makes the valve insensitive to tolerances and spring variations. For example, the range valve will not move until a predetermined control force is applied at either end of the valve spool.

Abstract: A rotary switch, used to select the operating range of an automatic transmission, controls solenoid-operated valves corresponding to the selected range. The valves open and close a connection between a range valve and control pressure source. The range valve includes two spools having three positions. The spools are biased apart by a compression spring located between the spools. One valve position opens the fluid pressure source to a line that is pressurized to produce forward drive, a second position opens a connection between the fluid pressure source and a line that is pressurized to produce reverse drive, and a third position vents those lines to sump. The spring locates the spools at the third position. Control pressure force on opposite ends of each spool forces both spools to the first and second positions in response to the range selected by the vehicle operator.

Abstract: A transmission control method for a vehicle, with which torque starvation does not occur during shifting operation, and wherein shift between drive ranges in forward and reverse respectively is performed by engagement and disengagement of forward and reverse drive clutches as well as engagement and disengagement of at least first and second drive clutches, the first drive clutch to be disengaged is brought into a half-engaged state and the second drive clutch to be engaged is brought into a half-engaged state, and then the first drive clutch in a half-engaged state is fully disengaged and the second drive clutch in a half-engaged state is fully engaged.

Abstract: A transmission has a manual selector valve which is reciprocally and rotatably mounted in a valve body and operable in a conventional "H" shift pattern to permit selection of first through fifth forward drive conditions, a neutral condition and a reverse drive condition in a planetary transmission. The selector valve has a line pressure chamber formed thereon that remains in fluid communication with a line feed passage in the valve body throughout the "H" pattern. This line pressure chamber is selectively alignable with respective clutch and brake apply passages formed in the valve body to control the flow of pressurized oil for the engagement of respective clutches and brakes. A plurality of exhaust chambers formed therein are also selectively connectible with the clutch and brake apply passages to control disengagement of the respective clutches and brakes not required for the selected drive condition.

Abstract: Under a higher speed gear position of the transmission, a control valve can drain a hydraulic pressure of a forward clutch to cause the forward clutch to take a disengaged condition. With this, undesired friction of a forward one-way clutch under such higher speed gear position is suppressed. A fail-safe system is employed for recovering an engaged condition of the forward clutch even when the control valve is stuck at such pressure draining position.

Abstract: A manual valve for an automotive transmission includes a valve spool defining lands having a relatively large diameter and a land having a relatively smaller diameter. Regulated line pressure supplied to the manual valve is selectively connected to and disconnected from passages that are pressurized when the gear selector is moved among a reverse drive range, overdrive range, and several manual ranges. Friction elements, supplied with hydraulic pressure through these passages, are engaged and disengaged to produce the various gear ratios of the transmission. When each friction element is disengaged, it is vented through an exhaust passage extending from the manual valve to a point that is vertically high in relation to the other passages of the circuit.

Abstract: A fail-safe hydraulic control system for an automatic transmission for a vehicle is provided.

Abstract: An internal disconnect mechanism for a planetary gear differential permits operation in either an engaged mode, wherein a driving connection is provided therethrough, and in a disengaged mode, wherein no driving connection is provided. The differential includes a case which is rotatable about an axis having first and second spur gears disposed therein, each adapted to be connected to an output shaft for rotation therewith. A first plurality of planetary gears mounted for rotation within the case mesh with the first spur gear and are axially immovable. A second plurality of planetary gears mounted for rotation within the case mesh with the second spur gear. Unlike the first planetary gears, however, the second planetary gears are axially movable between engaged and disengaged positions. In the engaged position, each of the second planetary gears meshes with a corresponding one of the first planetary gears. Thus, the differential functions in a normal manner.