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).

An apparatus of an automatic transmission includes a control unit controlling engagement and release of engaging mechanisms. One of the engaging mechanisms is a mechanical engaging mechanism which can be switched to a first state and a second state in which rotation of a rotational element in both directions is restricted. In a reverse range, the mechanical engaging mechanism is set in the second state. If a shift range is switched to the reverse range when the mechanical engaging mechanism is in the first state, the control unit starts engagement corresponding to the reverse range after executing preparation processing. If the shift range is switched from the reverse range to a forward range in the preparation processing, the control unit establishes a forward gear range by controlling the engaging mechanisms according to a degree of progress of the preparation processing.

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.

An electric drive axle including a first shaft in driving engagement with an electric motor. A first gear and a second gear are coupled with the first shaft. A second shaft is disposed offset from the first shaft. A third gear is selectively coupled with the second shaft, and the third gear is meshed with the first gear. A fourth gear is selectively coupled with the second shaft, and the fourth gear is meshed with the second gear. A fifth gear is coupled with the second shaft and meshed with a sixth gear coupled with a differential case.

A drive device with a drive unit which has an output shaft and is mechanically connected to a driven shaft of the drive device via a clutch. At least one hydraulic channel and one hydraulic cylinder flow-connected to the hydraulic channel are formed in the output shaft, wherein a hydraulic piston coupled to the clutch for operating the same is displaceably arranged in the hydraulic cylinder.

Provided is an automatic transmission with a compact arrangement that prevents rotation of a hub member, and efficiently supplies lubrication hydraulic oil to the friction plates. The automatic transmission comprises a brake in which a plurality of friction plates are arranged between the hub member and a drum member, wherein a biasing member, an engagement hydraulic pressure chamber, and a disengagement hydraulic pressure chamber are arranged radially inward of the friction plates at positions radially overlapping each other. The hub member comprises: a first hub member comprising a cylindrical portion having a splined region with which the friction plates are spline-engaged, wherein the first hub member s spline-engaged with a transmission casing; and a second hub member formed with a part of a lubrication oil supply passage, wherein the second hub member is fittingly engaged with the transmission casing such that it is connected to a valve body.

A working vehicle includes: a vehicle body provided with a traveling device; a hydraulic pump including a swashplate configured to change an output of the hydraulic pump according to a swashplate angle; a traveling motor including an output shaft having a rotation speed variable according to the output of the hydraulic pump and capable of transmitting power of the output shaft to the traveling device; an angle detector configured to detect the swashplate angle that is an angle of the swashplate; and a swashplate control unit configured to control the swashplate angle on the basis of control information relating to control of the swashplate angle and an actual swashplate angle that is the swashplate angle detected by the angle detector.

An electromagnetic actuator. The electromagnetic armature includes: an armature movable in an axial direction in an armature space; a magnetic coil for generating a magnetic field to move the armature; an operating element motion-coupled to the armature; and a flux-directing part, disposed at an axial end of the magnetic coil, having a recess which extends in the axial direction and in which the operating element is displaceably disposed, the flux-directing part being embodied in two parts. The flux-directing part is embodiment in two parts from a base part facing toward the armature and a top part facing away from the armature. The operating element is mounted, displaceably in the axial direction, in a first bearing point embodied on the top part and in a second bearing point embodied on the base part.

A shaft (W) for a motor vehicle transmission (G) may have axial bore holes positioned within the shaft and configured to guide fluid within the shaft. The shaft may have first, second, and third axial sections (W1, W2, W3), the second axial section being axially between the first and third axial sections. Fluid enters the axial bore holes in the second axial section and exits the axial bore holes in the first and third axial sections. One of the axial bore holes (B2; B1, B1a) is arranged, at least partially, in the first axial section and is radially spaced from an axis of rotation (WA) of the shaft. Another of the axial bore holes (B1RS; B_SE5, B3a) is arranged, at least partially, in the third axial section. The one of the axial bore holes (B2; B1, B1a) is coaxial with the other of the axial bore holes (B1RS; B_SE5, B3a).

The powertrain device for a vehicle includes an engine and an automatic transmission, the automatic transmission includes a plurality of friction fastening elements for selectively switching motive power transmitting paths, a predetermined friction fastening element among the plurality of friction fastening elements is a travel-start friction fastening element performing slip control in a travel start, and the powertrain device includes, between the engine and the automatic transmission, a motive power connection-disconnection clutch which is released at least in an engine start and is fastened earlier than the travel-start friction fastening element in a travel start of the vehicle.