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An apparatus and method determine a state of a power train that includes a power transmission apparatus that is configured to transmit power of a first driving power source to an input side of a second driving power source via a clutch and a transmission, and is capable of changing a torque capacity

An apparatus and method determine a state of a power train that includes a power transmission apparatus that is configured to transmit power of a first driving power source to an input side of a second driving power source via a clutch and a transmission, and is capable of changing a torque capacity of the clutch and a gear ratio of the transmission. The apparatus and method determine a state of the clutch or the transmission based on a revolution speed of the first driving power source and information indicating a state of the second driving power source, e.g., a revolution speed of the input side of the second driving power source.

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An apparatus and method determine a state of a power train that includes a power transmission apparatus that is configured to transmit power of a first driving power source to an input side of a second driving power source via a clutch and a transmission, and is capable of changing a torque capacity

An apparatus and method determine a state of a power train that includes a power transmission apparatus that is configured to transmit power of a first driving power source to an input side of a second driving power source via a clutch and a transmission, and is capable of changing a torque capacity of the clutch and a gear ratio of the transmission. The apparatus and method determine a state of the clutch or the transmission based on a revolution speed of the first driving power source and information indicating a state of the second driving power source, e.g., a revolution speed of the input side of the second driving power source. the first engagement unit comprises a first brake and a first one-way clutch, and the second shift element is stopped from rotating when the first brake or the first one-way clutch is engaged: the first clutch is disposed between the first shift element and the input shaft; the first shift element is connected to a case through the second one-way clutch and a second brake; and the second one-way clutch is locked by engaging the second brake so as to stop rotation of the fourth shift element. 6. The automatic transmission for a vehicle according to claim 5, wherein: the first clutch is disposed between the first shift element and the input shaft, the first shift element is connected to a case through a third brake, and the fourth shift element is stopped from rotating by engaging the first brake and the third brake. 7. The automatic transmission for a vehicle according to claim 5, wherein the first planetary gear unit outputs rotation from the third shift element, at a speed reduced relative to rotational speed of the input shaft, when the second shift element is stopped from rotating by the first engagement unit. 8. The automatic transmission for a vehicle according to claim 7, wherein: the planetary gear set includes four shift elements, the fourth shift element is connected to the third shift element of the first planetary gear unit, and the rotation of the fourth shift element, at least in one direction, is stopped by engagement of the second engagement unit, a fifth shift element is selectively connected to the input shaft by a second clutch, and the rotation of the fifth shift element, at least in one direction, is stopped by engagement of the third engagement unit, a sixth shift element is connected to the output shaft, and a seventh shift element is selectively connected to the input shaft by a third clutch. 9. An automatic transmission for a vehicle comprising: an input shaft and an output shaft; a planetary gear unit; and a planetary gear set having at least four shift elements, said planetary gear unit and said planetary gear set cooperating to provide multistage shifting; wherein the first planetary gear unit comprises: a first shift element which is selectively connected to the input shaft by a first clutch, a second shift element which is stopped from rotating by a first one-way clutch or a first brake; and a third shift element for outputting, to the planetary gear set, rotation at a speed that is reduced relative to rotational speed of said input shaft. 10. The automatic transmission for a vehicle according to claim 9, wherein: the first clutch is disposed between the first shift element and the input shaft, the first shift element is connected to a case through a second one-way clutch and a second brake, and the second one-way clutch is locked by engaging the second brake so as to stop the rotation of a fourth shift element of the transmission which receives the reduced speed rotation from said third shift element. 11. The automatic transmission for a vehicle according to claim 10, wherein: the first shift element is connected to a case through a third brake, and the fourth shift element is stopped from rotating by engaging the first brake and the third brake. 12. The automatic transmission for a vehicle according to claim 9, wherein the first planetary gear unit outputs rotation from the third shift element, at a speed reduced relative to rotational speed of said input shaft, when the second shift element is stopped from rotating by the first one-way clutch or first brake. 13. The automatic transmission for a vehicle according to claim 9, wherein: the planetary gear set includes fourth through seventh shift elements of the transmission, the fourth shift element is integrally connected to the third shift element and is stopped from rotating by engagement of a second engagement unit, the fifth shift element is selectively connected to the input shaft by a secon d clutch, and is stopped from rotating by engagement of a third engagement unit, the sixth shift element is connected to the output shaft, and the seventh shift element is selectively connected to the input shaft by a third clutch. 14. An automatic transmission for a vehicle comprising: an input shaft and an output shaft; a planetary gear unit comprising at least first through third shaft elements of the automatic transmission; and a planetary gear set having at least fourth through seventh shift elements of the automatic transmission, said planetary gear unit and said planetary gear set cooperating to provide multistage shifting; and wherein the first shift element is selectively connected to the input shaft by a first clutch; the second shift element is stopped from rotating by a first engagement unit; and the third shift element outputs, to the planetary gear set, rotation at a speed that is reduced relative to the rotational speed of the input shaft; the fifth shift element is selectively connected to the input shaft by a second clutch, without passing through any of the first through third shift elements; and the seventh shift element is selectively connected to the input shaft by a third clutch without passing through any of the first through third shift elements. 15. The automatic transmission for a vehicle according to claim 14, wherein: the first engagement unit comprises a first brake and a first one-way clutch; the second shift element is connected to a case and stopped from rotating when the first brake or the first one-way clutch is engaged. 16. The automatic transmission for a vehicle according to claim 15, wherein: the first shift element is connected to a case through a second one-way clutch and a second brake; and the second one-way clutch is locked by engaging the second brake so as to stop the rotation of a fourth shift element of the transmission which receives the reduced speed rotation output from said planetary gear unit. 17. The automatic transmission for a vehicle according to claim 15, wherein: the first shift element is also connected to the case through a third brake, and the fourth shift element is stopped from rotating by engagement of the first brake and the third brake. 18. The automatic transmission for a vehicle according to claim 14, wherein: the planetary gear set includes fourth through seventh shift elements of the transmission; the fourth shift element is integral with the third shift element, and is stopped from rotating by a second engagement unit, the fifth shift element is selectively connected to the input shaft by a second clutch, and is stopped from rotating by a third engagement unit, the sixth shift element is connected to the output shaft, and the seventh shift element is selectively connected to the input shaft by a third clutch.