Transmissions with at least three gearing-arrangements with similar first and second gearing-arrangements that produce a number of transmissions having an eleven forward-speed and two reverse-speed ratios, having ten forward-speed and three reverse-speed ratios, and having five forward-speed and one reverse-speed ratios by selective engagement of three shift-elements in various combinations. Some embodiments include four simple planetary-gearsets and six shift-elements of which two or three are brakes. Another embodiment includes a double-pinion planetary-gearset and six shift-elements of which three are brakes. Other embodiments include three simple planetary-gearsets and five shift-elements of which one or two are brakes.

A three mode continuously variable transmission (CVT) for a motor vehicle includes an optional speed change device connected to a pulley and a belt assembly or other continuously variable unit. The pulley and belt assembly is also connected to a planetary gear set arrangement. The planetary gear set arrangement generally includes two planetary gear sets, two brakes and two clutches. The planetary gear set arrangement is connected to a final drive unit. Engagement of the clutches and brakes provides three modes of operation to the CVT.

A vehicle transmission apparatus having a starting engagement friction element, which has friction plates and a hydraulic servo including a piston that is moved according to a supplied oil pressure to press the friction plates, which is controlled to be engaged when a vehicle is started by using at least a driving force of the internal combustion engine, and which transfers creep torque. A control device capable of receiving an accelerator operation amount signal and capable of outputting a command value that controls the oil pressure. The control device executes temporary increase control of temporarily increasing the command value, when the accelerator operation amount signal is turned on from a state where the accelerator operation amount signal is off and the command value is output so that the starting engagement friction element transfers the creep torque.

A powertrain for a hybrid vehicle may include a complex planetary gear set including four rotation elements having first, second, third, and fourth rotation elements; a motor-generator fixedly connected to the first rotation element of the complex planetary gear set; a first brake configured to selectively connect the second rotation element of the complex planetary gear set to a transmission housing; an input shaft connected to an engine and configured to be selectively connectable to each of the first rotation element and the third rotation element of the complex planetary gear set; and an output shaft connected to the fourth rotation element of the complex planetary gear set.

When a fourth sun gear is held stationary so as to be unrotatable, a Ravigneaux type planetary gear mechanism transfers power, which has been transferred from an input shaft to a third carrier, to a third sun gear and a third ring gear with the speed of the power increased such that the rotational speed of the third sun gear is higher than the rotational speed of the third ring gear. A clutch, which corresponds to the third sun gear which rotates at a higher speed than that of the third ring gear, is disposed between the Ravigneaux type planetary gear mechanism and a second planetary gear disposed in proximity to the Ravigneaux type planetary gear mechanism with respect to a first planetary gear.

A transmission device that includes a first clutch that includes a first clutch drum, a first piston, and a first engagement oil chamber; and a second clutch that includes a second clutch drum fixed to an outer circumferential portion of the first clutch drum, a second piston, and a second engagement oil chamber.

A power transmission apparatus including a transmission, a case that accommodates the transmission, a counter drive gear to which power from the transmission is transmitted, a counter driven gear that meshes with the counter drive gear, and a drive pinion gear that is disposed and spaced apart in an axial direction from the counter driven gear and that rotates together with the counter driven gear, the power transmission apparatus.

The present invention provides a control unit. When the control unit performs shifting from a state in which a first shift speed is established by supplying engagement pressures to both hydraulic oil chambers and engaging a predetermined engagement element to a second shift speed by switching engagement and disengagement states of engagement elements other than the predetermined engagement element (Step S1), the control unit reduces the supply of the engagement pressure to one of the two hydraulic oil chambers to a level lower than that in the state in which the first shift speed is established (Step S3).

A spur-gear planetary gearbox with multiple ratios has a spur-gear gearbox with at least one first idler gear arranged concentrically to a spur-gear shaft, and a spur gear connected to this spur-gear shaft, a planetary gear mechanism with a first planetary gear set and a second planetary gear set and a planetary gear shaft rotatable about a planetary gear mechanism axis. One of the planetary gear sets is arranged concentrically to the planetary gear mechanism axis. A first planetary gear and a second planetary gear arranged concentrically to the planetary gear mechanism axis. A gear box and a plurality of speed changing devices are provided, wherein the first idler gear meshes with the first planetary gear, and the spur gear meshes with the second planetary gear. The planetary gearbox is characterized in that a second idler gear is arranged on the spur-gear shaft and can be selectively connected thereto in a torque-transmitting manner. The first idler gear can be selectively connected to the gear box in a torque-transmitting manner, and a third planetary gear is arranged concentrically to the planetary gear train axis and meshes with the second idler gear.

An automatic transmission is provided, which includes a brake including a fixed-side cylindrical member spline-coupled to a transmission case, a rotation-side cylindrical member coupled to a given rotating member, a plurality of friction plates disposed between the fixed-side cylindrical member and the rotation-side cylindrical member, and including a fixed-side friction plate configured to be spline-engaged with the fixed-side cylindrical member and a rotation-side friction plate configured to be spline-engaged with the rotation-side cylindrical member, and a piston configured to engage the plurality of friction plates. The automatic transmission includes a shock absorbing member disposed between a spline part of the transmission case and a spline part of the fixed-side cylindrical member and configured to absorb impact when the fixed-side cylindrical member rotates relative to the transmission case.