Abstract: A button-type transmission control device includes: a button portion which includes a first area and a second area different from the first area; a hinge disposed under the button portion; and a substrate which is disposed under the hinge. The substrate includes a first terminal placed under the first area and a second terminal placed under the second area. When pressure is applied to the first area, the button portion is inclined such that the first area descends with respect to the hinge, so that the first area contacts the first terminal, and a gear shift position corresponding to the first terminal is selected. When pressure is applied to the second area, the button portion is inclined such that the second area descends with respect to the hinge, so that the second area contacts the second terminal, and a gear shift position corresponding to the second terminal is selected.

Abstract: An input apparatus for a vehicle includes: a knob rotatably disposed in a plate; a driving device allowing the knob to protrude from or move downward into the plate; and a switching mechanism movable disposed to surround an outer circumferential surface of the knob protruding from the plate and disposed along a circumference of the knob moved downward into the plate.

Abstract: A method for operating a dual-clutch transmission with two clutches. During realization of a ratio, a first clutch is closed and a second clutch is open. During a ratio change, the first clutch is opened and the second clutch is closed. During a ratio change within short operating times, a target actuating pressure of the clutch for engagement is set to a fast-charging pressure level and subsequently adjusted to a closing pressure level, while a target actuating pressure of the clutch for disengagement is adjusted to an opening pressure level before setting the closing pressure level of the clutch for engagement. At least during a ratio change, an actual actuating pressure of the clutch for engagement is monitored and the target actuating pressure of the clutch for disengagement is adjusted to the opening pressure level if the actual actuating pressure of the clutch for engagement exceeds a pressure threshold.

Abstract: An output shaft includes a shaft hole with which a shaft is fittable, rotates by torque output from a motor, and outputs torque to the shaft. A magnet holder includes a holder hole with which the shaft is fittable and is rotatable together with the shaft. A magnet is disposed on the magnet holder. An angle sensor is capable of detecting magnetic flux from the magnet and outputs a signal corresponding to a rotation angle of the magnet holder. A play amount between the shaft and the shaft hole is set to a first predetermined value or larger. A play amount between the shaft and the holder hole is set to a second predetermined value or smaller.

Abstract: The subject disclosure relates to a coil module assembly for a bi-directional clutch assembly having at least one active clutch. The coil module assembly includes a housing having an actuator housing portion and a PCB housing portion. An electromagnetic actuator is disposed in the actuator housing portion for effectuating pivotal movement of the active strut from an unlocked position to a locked position in response to an energization of the electromagnetic actuator. An integrated printed circuit board (PCB) is disposed in the PCB housing portion and is in electrical communication with the electromagnetic actuator for selectively energizing the electromagnetic actuator. The housing further includes a thermally decoupled housing portion which is disposed between the actuator housing portion and the PCB housing portion for thermally decoupling, i.e., reducing heat transfer, from the electromagnetic actuator to the PCB during selective energization of the electromagnetic actuator.

Abstract: A shift device includes a knob that is rotated to change a shift position, and an operation mechanism including a motor. At least one of restricting or releasing restriction of rotation of the knob is performed when the motor is driven, further, the shift position of the knob is changed to a specific shift position when the motor is driven. Thus, driving a common motor in the shift device enables at least one of restricting or releasing restriction of rotation of the knob to be performed, and enables the shift position of the knob to be changed to the specific shift position. This enables the configuration of the shift device to be simplified, and enables an increase in the size and an increase in the number of components in the shift device to be suppressed.

Abstract: Disclosed is a shifting execution mechanism for a dual clutch transmission, including a front shell, a rear shell, at least two hydraulic cylinders and at least one connecting sleeve. The at least two hydraulic cylinders are mounted along the same axis, two ends of the hydraulic cylinders are clamped between the front shell and the rear shell. Each hydraulic cylinder is mounted with a shifter, a positioning seat, and two sealing plates. Every two adjacent hydraulic cylinders are connected together through one connecting sleeve. A first hydraulic chamber is defined between the connecting sleeve and the sealing plate located adjacent to the connecting sleeve in each hydraulic cylinder. A second hydraulic chamber is defined between the front shell and the sealing plate located adjacent to the front shell. A third hydraulic chamber is defined between the rear shell and the sealing plate located adjacent to the rear shell.

Abstract: A gear operating mechanism comprises: a power source; an operation shaft driven using the power source and rotatably supported in a rotational direction and an axial direction; members to be operated corresponding to fork parts; an operation engagement piece attached to the operation shaft and configured to move each member to be operated between a reference position and an engagement position; a release engagement pieces attached to the operation shaft and configured to return the members to be operated from the engagement position to the reference position; and a control unit configured to control an operation of the operation shaft is provided, wherein the control unit has a first release mode using the release engagement pieces and a second release mode using the operation engagement piece when the member to be operated is returned from the engagement position to the reference position.

Abstract: A range switching apparatus of a shift-by-wire system has: a main motor; a deceleration mechanism that amplifies torque generated by the main motor; an output shaft that outputs the torque amplified by the deceleration mechanism; an auxiliary motor; and an emergency drive mechanism. The emergency drive mechanism is disposed on the auxiliary motor shaft of the auxiliary motor, and that is connected to or disconnected from the deceleration mechanism by driving of the auxiliary motor. The emergency drive mechanism transfers output of the auxiliary motor to the deceleration mechanism, and rotates the output shaft by being connected to the deceleration mechanism.

Abstract: A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

Abstract: When a malfunction occurs in an A-CPU among multiple CPUs, a retracting traveling control is performed to control a vehicle driving force with a CPU other than the A-CPU. During the retracting traveling control, a shift position is determined with a CPU other than the A-CPU according to an output signal of a shift sensor, and a reduction determination is performed to reduce a shift position, which is to be determined, to be less than a normal state. In this way, the shift position is determined and the retracting traveling is performed even during the retracting traveling control.

Abstract: A rest element extends along a transverse direction from a passenger side to an opposite driver side and has a rest surface, which faces in a vertical direction, for a user's hand. A shift element is arranged at a driver-side end of the rest element and between the rest surface and an opposite lower side of the rest element, for operating a shift-by-wire gear selection controller. The shift element is configured to be movable along the transverse direction between a stowage position and a shift position. The shift element is arranged immovably with respect to a longitudinal direction in the stowage position and is mounted movably unidirectionally or bidirectionally in the shift position.

Abstract: The present invention provides separately adjustable right and left spring centering forces for the gearshift lever of manual automobile transmissions by locating individual coil springs to bear on separate spring biasing members extending from the shift lever ball with a separate spring force adjusting screw for each spring and further provides for relocating the gearshift lever of a non-original transmission with a horizontally keyed offset arm connecting the transmission gearshift stub shaft to the gearshift lever with vertical screw connections loaded in tension rather than bending or shear.

Abstract: A hydraulic operating device for operating actuators in a motor vehicle transmission has at least two actuation cylinders each containing a cylinder housing. An actuation piston is guided therein along a cylinder axis in a longitudinally displaceable manner. Each actuation piston can be hydraulically loaded and is operatively connected to one of the actuators. The actuation cylinders are combined into a unit that can be flange-mounted on one side, via a flange face, to a dividing wall of a transmission housing of the motor vehicle transmission. The cylinder housings are injection molded from plastic integrally with a flange plate that runs transversely to the cylinder axes, the flange face being formed on the flange plate. The cylinder housings protrude beyond the flange plate, at least on the side of the flange face, in the direction of the cylinder axes.

Abstract: A shift range is selected based on a vehicle speed or acceleration of a vehicle and a shift range kept by a drive unit at the time when it is determined that there is a malfunction in shift sensors. Thus, it is possible to avoid a disabled self-propelled state resulting from a change into a neutral range through a fail-safe operation and keep limp home running.

Abstract: A method is provided for balancing clutch wear in a dual clutch transmission. The method involves performing the steps of determining which clutch unit of first and second clutch units is subjected to the most accumulated wear and selecting a gear actuated by the other clutch unit during launch of the vehicle.

Abstract: A shift lever assembly for a vehicle may include a knob disposed above a base, has an accommodation space formed therein, and includes a button type shift device disposed in the accommodation space to perform shifting in response to button operations, wherein a cover opens or closes the accommodation space of the knob, a rod extends downward from the knob and through a hole of the base and having a magnet disposed on a bottom portion thereof, a driving motor includes a rotation shaft connected to the rod and providing a driving force for rotating the knob at the time of driving, a shifting PCB detects a gear by recognizing the magnet and controlling the gear, and shifting is performed by selectively using one of a lever shift mode and a button shift mode.

Abstract: The invention relates to a hydraulic or pneumatic operating device for operating actuators in a motor vehicle transmission. At least two actuation cylinders are provided, each containing a cylinder housing. An actuation piston is guided therein along a cylinder axis in a longitudinally displaceable manner. Each actuation piston can be hydraulically or pneumatically loaded and is operatively connected to one of the actuators. The actuation cylinders are combined into a unit which can be flange-mounted on or in a transmission housing of the motor vehicle transmission. A sensor for detecting the position of a signal element arranged on each actuation piston is associated with each cylinder housing. An electrical interface, which is signal-connected to the sensors, is integrated in the unit, via which interface the sensors can be mutually contacted.

Abstract: A biometric shifter for a vehicle includes a shifter body having an outer surface with a grip portion configured to be gripped by an operator's hand, the shifter body defining a chamber, the grip portion having an opening that communicates with the chamber, a vein reader sensor disposed within the chamber at a first distance from the opening in the grip portion, wherein the first distance is configured to optimize biometric verification of an operator's hand on the grip portion of the shifter body.

Abstract: Disclosed herein is a lever apparatus for an electronic shift system, which is configured for selectively realizing an electronic shift function, an EPB function, and an auto hold function using one lever.

Abstract: An apparatus and a method for controlling and confirming a window are disclosed. An apparatus for controlling and confirming a window position, includes an input dial including a jog dial or a wheel dial and configured to input an input signal in response to a dialing operation by a user, a window configured to be opened or closed by a magnitude of the input signal inputted by the input dial, and a position confirming device configured to inform the user of a current window position in a tactile manner.

Abstract: A hydraulic system for an automatic transmission a valve slide longitudinally adjustable in a valve housing between a first axial position and a second axial position such that a plurality of valve seat pockets are selectively brought into operative connection with each other. A control surface of the valve slide, first and second additional control surface of the valve slide and a spring of a parking brake valve are matched to one another such that the total actuating force applied to the slide valve displaces the slide valve to the first axial position when an actuating pressure of the parking brake unit, a pressure signal at the control surface of the valve slide and an additional pressure signal at the second additional control surface of the valve slide are applied.

Abstract: A pneumatic shifting force assistance device for a manual transmission is provided, comprising a housing structure having a compressed air inlet, ventilation, control rod, and an output unit comprising a working piston defining two pneumatic working chambers. A valve arrangement is provided between the control rod and output unit, bringing about a pneumatic sequential control from the outlet unit to the control rod by acting on the working chambers. The valve arrangement comprises two piston structures, two annular sealing edges, two valve slides which interact with the sealing edges, and two valve seats. At least one piston structure/valve slide pair is paired with a throttle device such that a throttle seal arranged on the output unit interacts with a throttle passage arranged on the corresponding valve slide or piston structure, where the effective cross-sectional area of the throttle passage depends on the position of the component within the throttle passage.

Abstract: A method is provided for preselecting a gear in a multi-clutch transmission of a vehicle upon exiting free-wheeling state, wherein the multi-clutch transmission being operated in a free-wheeling state having a gear of a first set of gears preselected and a first friction clutch being disengaged; the method including the steps of: A) upon determining that at least one predetermined condition for exiting free-wheeling state is met; increasing the rotational speed of the prime mover towards a rotational synchronization speed of the preselected gear; the second friction clutch being in a closed state such that the rotational speed of the input shaft of the second friction clutch increases with the increasing rotational speed of the prime mover; B) disengaging the second friction clutch; C) engaging, at a suitable time point, at least one tooth clutch of the second subset of the tooth clutches corresponding to a gear of the second set of gears such that the gear of the second set of gears becomes preselected.

Abstract: Aspects of the present invention relate to a vehicle control system (1) for controlling a vehicle transfer case (3). The transfer case (3) is operable in a high range and a low range. The vehicle control system (1) is configured to determine an operating range for the transfer case (3) based on a selected vehicle operating mode. A range change signal is output to implement a range change to engage the determined operating range. The present invention also relates to a vehicle (5) and a related method of operating a vehicle control system (1).

Abstract: A dual-clutch transmission has first and second coaxial input shafts, the second shaft extending through the first shaft. The input shafts couple respective countershafts via input constants which have drive input and output wheels. The countershafts are selectively connectable, via spur gear stages that can be engaged by gearshift elements, to an output shaft. Four gear stages engage forward gears and one reverse gear stage engages reverse gears. The second and fourth gear stages are arranged between the first countershaft and the output shaft, and the other gear stages are arranged between the second countershaft and the output shaft. The first input constant has a higher gear ratio than the second input constant. The output of the first input constant is a loose wheel supported on the second countershaft and can couple the first countershaft by a first coupling element. A second coupling element couples the first and second countershafts.

Abstract: In a shift device, a shift locking mechanism drives a motor to perform locking and locking release of rotation of a knob, and an autocorrect mechanism drives the motor to change a shift position of the knob to a P position. Thus, driving of the common motor enables locking and locking release of the rotation of the knob to be performed, and enables a shift position of the knob to be changed to the P position, thereby enabling a simple configuration.

Abstract: A selector lever includes a detent pin that travels along a shaft for being positioned within a detent slot of a detent plate for securing the selector lever in place. A magnetic detent pin alignment mechanism provides feedback to an operator for assisting in maneuvering the selector lever to a predetermined position wherein the detent pin may be positioned within a desired detent slot.

Abstract: A vehicle parking lock device includes an automatic transmission to transmit a drive force from a drive source. The automatic transmission includes a hydraulic actuator and a hydraulic circuit. The hydraulic actuator restricts rotation of a parking gear. The hydraulic circuit includes an accumulator and a line pressure controller. Pressure is accumulated in the accumulator with line pressure. Hydraulic pressure accumulated in the accumulator is supplied to the hydraulic actuator so that the hydraulic actuator is in a parking lock activation position when the drive source has stopped. Pressure in the accumulator is accumulated with the line pressure when the drive source has started. The line pressure controller boosts the line pressure to a level higher than or equal to a pressure necessary to fully fill up the accumulator in a case where a predetermined condition is satisfied after the drive source has started.

Abstract: A computer-implemented method, system, and/or computer program product controls a driving mode of a self-driving vehicle (SDV) when a driver receives a telecommunication message on a telecommunication device. An SDV on-board computer within the SDV detects that the SDV is currently being operated in manual mode by a human driver. The SDV on-board computer detects that a telecommunication device located within the SDV is receiving a telecommunication message. In response to detecting that the telecommunication device within the SDV is receiving the telecommunication message, the SDV on-board computer transfers control of the SDV to the SDV on-board computer in order to place the SDV in autonomous mode, where the SDV is in the autonomous mode when steering, braking, throttle control, and obstacle avoidance by the SDV are all controlled by the SDV on-board computer.

Abstract: At least some implementations of a gear shift control system include first and second drive members, a drivetrain selectively driven by the first and second drive members and a retainer. The drivetrain includes a first input driven by the first drive member, a second input and an output coupled to and selectively driven by both the first input and the second input. The second drive member is coupled to the second input to drive the output through the second input during a second mode of operation to cause a transmission gear shift. The retainer is selectively coupled to the second input and movable between first and second positions to permit movement of the second input during the second mode of operation and prevent such movement during a first mode of operation.

Abstract: A method of controlling an electromechanical interface includes commanding, by a controller, a motor to provide an operating torque on a selector, wherein the operating torque is based on a position of the selector relative to first and second positions, and commanding, by the controller, the motor to provide a detent torque on the selector at approximately the first position and at approximately the second position, wherein the detent torque is only applied over a first time period.

Abstract: A shift apparatus mounted on a vehicle includes: a shift switching member including valley sections according to a shift position; a positioning member provided to establish the shift position in a state of being fitted into any of the valley sections; an actuator for driving the shift switching member; and a driving force transmission mechanism including a driving-side member on an actuator side and a driven-side member on a shift switching member side, and rotating the shift switching member, wherein the driving-side and driven-side members are able to relatively rotate in an engaged state by a predetermined amount of backlash, and a position of a valley bottom of the valley section is configured to be learned, based on a difference between rotational angles on the actuator side and the shift switching member side.

Abstract: The invention is to suppress the increase of axial lengths of each input shaft and each output shaft and increase the number of gear shift stages. A transmission device transmits a driving force of a crankshaft from a first transmission to a drive wheel side through a second transmission. The first transmission is provided with a first countershaft to which the driving force from the crankshaft is transmitted, and a first drive shaft to which the driving force of the first countershaft is transmitted. The second transmission is provided with a second countershaft to which the driving force of the first drive shaft is transmitted, and a second drive shaft to which the driving force of the second countershaft is transmitted and which transmits the driving force to the drive wheel side. The first and second transmissions are disposed side by side in a front/rear direction. Each of the first and second transmissions is set to have a plurality of gear shift stages.

Abstract: A method for operating an automatic transmission includes shifting the automatic transmission to a substitute gear if, after adjusting a first one of at least one positive-locking shift element towards a closed configuration, the first one of the at least one positive-locking shift element occupies an intermediate position. The first one of the at least one positive-locking shift element does not participate in the transmission of power in the substitute gear. A related transmission control device for an automatic transmission is also provided.

Abstract: A gear change lever device for a vehicle transmission with a holder, a gear change lever movably arranged on a holder and comprising a gripping surface, wherein the gear change lever can be moved to pre-determined positions (P, R, N, D), a sensor device, by which the current position of the gear change lever can be detected, an evaluation device coupled to the sensor device for the control of transmission, by means of which in cooperation with the sensor device a change in the gear change lever position can be recognized, and at least one touch sensor coupled to the evaluation device and arranged on the gear change lever in the area of the grip surface, by means of which a human touch of the grip surface can be detected and information about the touch state of the gripping surface can be sent to evaluation device.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, an input shaft, an output shaft disposed in parallel with the input shaft, a first connecting member, a second connecting member, a third connecting member, a fourth connecting member, a fifth connecting member, a sixth connecting member connected to the input shaft selectively, a seventh connecting member engaged with the second connecting member, an eighth connecting member directly connected with the output shaft, and transfer gears connected with the connecting members.

Abstract: A processor-implemented method, system, and/or computer program product control a driving mode of a self-driving vehicle (SDV). One or more processors detect that an SDV is being operated in manual mode by a human driver. The processor(s) determine that the human driver is unqualified to operate the SDV in manual mode, and then transfer control of the SDV to an SDV on-board computer in order to place the SDV in autonomous mode.

Abstract: A gear shifting device, by which an axial shift movement of a shift element into a shift position is triggered through interaction of a shift pin with an associated groove-like shift gate that changes in an axial direction. The shift element features the associated shift gate, while the respective shift pin is arranged in a radially displaceable manner on a transmission component adjacent to the shift element.

Abstract: A control circuit of a motor control apparatus includes a shift range switchover control part for rotationally driving a rotor of the motor to a target position, which corresponds to a target shift range, a wall-hitting control part for rotating the rotor until the driven body hits one of limit positions of a movable range of the driven body at a speed lower than that of the rotor controlled by the shift range switchover control part, and a speed check part for checking whether a rotation speed of the rotor is within a predetermined speed range, when the rotor is rotated by the wall-hitting control part. The wall-hitting control part limits a power supply angular interval to be smaller when the rotation speed of the rotor is within the predetermined speed range than when the rotation speed of the rotor is lower than the predetermined speed range.

Abstract: A device and method for generating electric energy from a wave motion are described. The device comprises a drive train with a power split transmission comprising at least three ports. The drive train is arranged between a movable element and a main electric generator. The device further comprises a variable speed auxiliary electrical machine connected to one of the ports and a control unit for controlling the auxiliary electrical machine. The control unit is adapted for controlling the power distribution in the power split transmission as to realize a one-way rotation of the main electric generator.

Abstract: A method for operating an automatic transmission is provided. The method includes initiating a synchronization of a positive shifting element of the automatic transmission while the automatic transmission is operating at less than a threshold output speed. The method also includes closing a first non-positive shifting element of the automatic transmission and positioning a second non-positive shifting element of the automatic transmission at an engaged configuration of the second non-positive shifting element during the synchronization of the first positive shifting element in order to synchronize the first positive shifting element.

Abstract: An automotive transmission includes a shift lever configured to move in one direction to select a shift stage. a housing formed to enclose one side of the shift lever; and a transmission sensing module positioned inside the housing to sense at least one of the transmission modes or the shift stages which are selected by the shift lever, wherein the transmission sensing module includes, a printed circuit board, at least one component configured to include a connection terminal electrically connected to the printed circuit board and to be operated depending on the selected transmission mode or shift stage, at least one component operated depending on at least one of the selected transmission modes or the shift stages and a cover part configured to be coupled with one surface of the printed circuit board and apply a pressure to the connection terminal to adhere to the printed circuit board.

Abstract: A compound transmission shift mechanism is disclosed. The shift mechanism includes a plurality of gears configured on at least one transmission shaft with at least one synchronizer configured to engage at least two of the plurality of gears. The shift mechanism includes a control system configured to engage and position the synchronizer into alignment with the at least two of the plurality of gears. Additionally, the shift mechanism includes at least one damping assembly configured on the control system and operatively connected to the synchronizer.

Abstract: A vehicle speed change arrangement that can perform automatic speed change using a manual transmission, including shift blocks such that a shift block of a reverse-1st speed, a shift block of 4th speed-5th speed, a shift block of 2nd speed-3rd speed, and a shift block of 6th speed are arranged in this sequence in a select operation direction. The arrangement also includes first to fourth shift levers for shifting the shift blocks, select actuators for selecting the first to fourth shift levers, a first shift actuator for shifting the first or second shift lever, a second shift actuator for shifting the third or fourth shift lever, a gear disengagement determination unit for determining whether a gear is disengaged when the gear engagement or disengagement is made using the first and second shift actuators, and a drive unit for driving the gear engaging shift actuator when gear disengagement is determined.

Abstract: An integrated apparatus for detecting a gear shifting is provide that has a switch and a gear shifting detection controller for detecting a sports mode of a vehicle that are integrally implemented. The apparatus is configured to detect whether the mode is converted in to the sports mode based on a non-contact recognition manner. Therefore, production and assembly processes are simplified for providing the gear shifting detection controller and the switch to a gear shifting detection configuration, thereby reducing production costs, minimizing noise generated when a general gear shifting mode is converted into the sports mode, or the sports mode is converted into the general gear shifting mode. In addition, a lifespan of the switch configured to detect whether the mode is converted into the sports mode is increased.

Abstract: A transmission for transmitting a motive power of an engine includes a counter shaft that receives a motive power from a crank shaft of an engine, a drive shaft that is connected to the crank shaft and configured to output the motive power, a multi-stage gear train that has a plurality of unit gear trains each having a drive gear and a driven gear, a plurality of jaw clutches each of which is movably provided between adjacent ones of the unit gear trains, a plurality of shift forks each of which is coupled to a corresponding one of the plurality of jaw clutches, and a shift cam that moves the plurality of jaw clutches via the plurality of shift forks to select one unit gear train in the multi-stage gear train that is to be used to transmit the motive power from the counter shaft to the drive shaft.

Abstract: The invention relates to an aeronautic engine (1), comprising: a housing (10), made of electrically insulating material, a first metal piece (2, 3), and electrical equipment (30), fixed to the housing (10) and connected to the first metal piece (2, 3) by means of an electrically conductive connection path (16, 18) and a first connecting flange (12, 14) of the housing (10).

Abstract: An electronic auto shift lever, and more particularly, a smart touch type electronic auto shift lever configures a shift operating unit of the auto shift lever. The auto shift lever includes a touch screen and provides a predetermined shift pattern to a user to perform a shift operation by an input through the touch screen, in which the user is allowed to arbitrarily change the shift pattern to provide various shift patterns corresponding to a user's taste, in an auto shift lever of an automatic transmission vehicle.

Abstract: A hydraulic pressure supply system of an automatic transmission for a vehicle may include a low-pressure hydraulic pump, a low-pressure regulator valve, a high-pressure hydraulic pump, a high-pressure regulator valve regulating the high hydraulic pressure supplied from the high-pressure hydraulic pump to be stable hydraulic pressure and supplying the regulated hydraulic pressure to the high pressure portion, a first switch valve disposed between the low-pressure hydraulic pump and the low-pressure regulator valve, and selectively communicating the low-pressure hydraulic pump to the low-pressure regulator valve, a second switch valve selectively opening or closing a first circulating line connecting a downstream of the low-pressure hydraulic pump to an upstream of the high-pressure regulator valve, and a third switch valve selectively opening or closing a second circulating line connecting a downstream of the high-pressure regulator valve to an upstream of the low-pressure regulator valve.