Abstract: A power transmission control device is used for a hybrid vehicle including an internal combustion engine and a motor (MG) as power sources, and includes a manual transmission and a friction clutch. A torque of the motor (MG torque) is generally adjusted to the smaller one (=MG torque final reference value) of an MG torque reference value determined based on an accelerator opening and an MG torque limit value determined based on a clutch return stroke. Based on satisfaction of a predetermined condition relating to a clutch pedal operation performed by a driver, the MG torque is intentionally adjusted to a value shifted from the MG torque final reference value in place of the MG torque final reference value. As a result, a driving force which is more appropriate or better meets a driver's intention can be obtained.

Abstract: A control apparatus of a hybrid vehicle includes an automatic transmission, a clutch, a motor, a battery, a driving assist control device performing a driving assist control by driving the motor to generate an assist torque, a gear shift assist control device performing a gear shift assist control by driving the motor in response to a decrease of the engine torque caused by the disengagement state of the clutch, an SOC value detection device detecting an SOC value, and a first mode switch device switching an operation mode of the hybrid vehicle from a normal mode in which the driving assist control and the gear shift assist control are performed to a battery power preserving mode in which the driving assist control is prohibited and the gear shift assist control is permitted in a case where the SOC value is equal to or smaller than a first predetermined value.

Abstract: An apparatus, applied to a vehicle having an internal combustion engine and an electric motor as power sources, comprises a changeover mechanism which is able to change a connection state of an electric motor output shaft to any one of “an IN-Connection State” in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, “an OUT-Connection State” in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and “a neutral state” in which no transmission path therebetween is provided. When a changeover condition is satisfied, a period is provided in which a sum Ts of an internal-combustion-engine-side-output-torque Te and an electric-motor-side-output-torque Tm coincides with a required driving torque Tr, and an electric motor torque continues to be zero.

Abstract: A manual transmission including an input shaft Ai to which power is input from an internal combustion engine E/G through a clutch C/T and an output shaft Ao from which power is output to drive wheels. This transmission has a plurality of EV travel gear stages (different from the neutral) in which no power transmission system is established between the input shaft Ai and the output shaft Ao, and a plurality of HV travel gear stages in which a power transmission system is established between the input shaft Ai and the output shaft Ao. This transmission has a connection changeover mechanism which establishes and breaks connection between the output shaft of the electric motor and the output shaft. When an EV travel gear stage is selected, a “connected state” is always realized. When an HV travel gear stage is selected, a “disconnected state” is realized in some cases.

Abstract: A transmission is provided with an engagement member rotationally moved between an engagement position where the engagement member is engaged with a parking gear to restrict the rotation of a drive shaft, and an engagement release position where the engagement member is disengaged from the parking gear to permit the rotation of the drive shaft; a support member provided in a case to be distanced from a rotational axis of the engagement member; and a pair of urging members urging the engagement member in a direction in which the engagement member rotationally moves from the engagement position toward the engagement release position, and supported on the support member respectively at symmetrical positions that are on both sides of the engagement member in a rotational axis direction of the engagement member.

Abstract: This manual transmission includes an input shaft Ai to which power is input from an internal combustion engine E/G through a clutch C/T, an output shaft Ao to which power is input from an electric motor M/G, and a plurality of EV travel gear stages (EV, EV-R) in which no power transmission system is established between the input shaft Ai and the output shaft Ao, and a plurality of HV travel gear stages (2-nd to 5-th) in which a power transmission system is established between the input shaft Ai and the output shaft Ao. On an H-type shift pattern, the shift completion position of the EV travel gear stage for forward travel (EV) is disposed at the forward end of the leftmost shift line, and the shift completion position of the EV travel gear stage for reverse travel (EV-R) is disposed at the rearward end of the rightmost shift line.

Abstract: A power transmission control device is used for a hybrid vehicle including an internal combustion engine and a motor (MG) as power sources, and includes a manual transmission and a friction clutch. A torque of the motor (MG torque) is generally adjusted to the smaller one (=MG torque final reference value) of an MG torque reference value determined based on an accelerator opening and an MG torque limit value determined based on a clutch return stroke. Based on satisfaction of a predetermined condition relating to a clutch pedal operation performed by a driver, the MG torque is intentionally adjusted to a value shifted from the MG torque final reference value in place of the MG torque final reference value. As a result, a driving force which is more appropriate or better meets a driver's intention can be obtained.

Abstract: The manual transmission of this apparatus includes an input shaft Ai to which power is input from an internal combustion engine E/G through a clutch CIT and an output shaft Ao to which power is input from an electric motor M/G. This transmission has a plurality of EV travel gear stages (EV, EV-R) (different from the neutral) in which no power transmission system is established between the input shaft Ai and the output shaft Ao, and a plurality of HV travel gear stages (2-nd to 5-th) in which a power transmission system is established between the input shaft Ai and the output shaft Ao. On an H-type shift pattern, the shift completion position of one EV travel gear stage for forward travel and the shift completion position of one EV travel gear stage for reverse travel are disposed at opposite ends of a common shift line.

Abstract: A vehicular power transmission control apparatus including: a multiple gear ratio transmission including an input shaft receiving power from an engine output shaft and an output shaft outputting power to drive wheels of a vehicle, a clutch mounted between the output shaft of the engine and the input shaft of the transmission, and a control unit controlling a clutch torque and a gear position of the transmission based upon a vehicle driving condition, wherein the control unit controlling the clutch torque such that a revolution speed of the transmission input shaft becomes smaller than a revolution speed of the engine output shaft by a predetermined positive value in a semi-engagement state with a slip, when the vehicle drives with the transmission gear position set to a low speed range including a first gear and a second gear.

Abstract: [Subject] In a hybrid drive power apparatus, loss of drive power caused by drag torque of a friction clutch is decreased to reduce fuel consumption rate.

Abstract: In a hybrid power system, when a change-speed stage selected in one of gear-shift mechanisms for first and second drive trains is switched over to another change-speed stage in the other gear-shift mechanism, deceleration in rotation speed of an engine detected by a rotation speed sensor is compared with a preset upper limit. When the deceleration in rotation speed of the engine exceeds the upper limit, the motor-generator in drive connection with an input shaft of the second drive train is activated as an electric motor to cause load torque canceling or offsetting input torque applied to the input shaft of the other gear-shift mechanism from the engine, and engagement of the change-speed stage in the other gear-shift mechanism is released after the occurrence of the load torque.

Abstract: A transmission includes a controller being provided with a change-speed stage anticipator. The controller adopts a time, which one of the transmission's gear-mechanism selectors requires in shifting a current change-speed stage to another change-speed stage, as a pre-shift time for selecting the latter change-speed stage. The change-speed stage anticipator operates the one of the gear-mechanism selectors while adopting a temporary change-speed stage as a subsequent change-speed stage when the temporary change-speed stage, which is estimated from a state of vehicle after the pre-shift time, the state of vehicle being relevant to each element of an anticipated change-speed stage group that is made up of one or more of the change-speed stages that can be selected by the one of the gear-mechanism selectors being set on one of the transmission's input shafts that is disconnected from a power source, coincides with an anticipated change-speed stage that corresponds to the pre-shift time.

Abstract: This power transmission control device is applied to a hybrid vehicle, includes a manual transmission, a friction clutch, and a speed-reduction-ratio changeover mechanism. The speed-reduction-ratio changeover mechanism can change the speed reduction ratio of a second shaft connected to an output shaft of the manual transmission in relation to a first shaft connected to an output shaft of the vehicle motor. The speed reduction ratio of drive wheels to the output shaft of the vehicle motor is changed by changing the speed reduction ratio of the second shaft in relation to the first shaft. The operation for changing the speed reduction ratio is performed while a driver is operating a clutch pedal. Namely, while the driver is performing some operation, he or she receives a shock generated as a result of speed-reduction-ratio change operation. Accordingly, the driver becomes less likely to sense such a shock.

Abstract: This power transmission control device is applied to a hybrid vehicle which includes an internal combustion engine and a motor (MG) as power sources. The power transmission control device includes a manual transmission and a friction clutch. When a clutch enters a completely disengaged state as a result of operation of a clutch pedal by a driver in a state where MG torque is adjusted to regeneration torque acting in a direction for decelerating the vehicle, the magnitude of the regeneration torque is decreased to “minute value A which is greater than zero,” and then maintained at the minute value A. Much energy generated as a result of regeneration can be stored in a battery (see the area shown by dots) as compared with the case where the regeneration torque is adjusted to zero immediately after the clutch enters the completely disengaged state. Accordingly, energy efficiency (fuel efficiency) is improved.

Abstract: In this power transmission control device, an EV travel mode for traveling by using only an electric-motor driving torque in a state in which a clutch torque is maintained to zero, and an EG travel mode for traveling by using the internal-combustion-engine driving torque in a state in which the clutch torque is adjusted to a value larger than zero are selectively realized depending on a travel state. In a state in which the EV travel mode is selected, when it is determined that a vehicle speed is higher than a predetermined speed Vth, “a gear position to be realized” is changed depending on the travel state of the vehicle, and when it is determined that the vehicle speed is equal to or lower than the predetermined speed Vth, “the gear position to be realized” is maintained to a current gear position independently of the travel state of the vehicle.

Abstract: A reverse arm is pivoted by a driving pin of a reverse fork inserted into a driven hole thereof, and the reverse arm thereby moves an idle gear in an axial direction, whereby the idle gear is engaged with and disengaged from a driving gear and a driven gear of a reverse gear train. The outside diameter of the driving pin is smaller than the width between opposed flat inner side surfaces of the driven hole of the reverse arm; thus, a gap is formed between the driving pin and the inner side surfaces. A jump-over mechanism JO is provided between the reverse arm and a transmission casing for elastically urging the reverse arm outward away from a predetermined intermediate position within the pivoting range of the reverse arm and brings the driving pin in contact with one of the inner side surfaces of the driven hole.

Abstract: A power transmission control device is used for a hybrid vehicle including an internal combustion engine and a motor (MG) as power sources, and includes a manual transmission and a friction clutch. A torque of the motor (MG torque) is generally adjusted to the smaller one (=MG torque final reference value) of an MG torque reference value determined based on an accelerator opening and an MG torque limit value determined based on a clutch return stroke. Based on satisfaction of a predetermined condition relating to a clutch pedal operation performed by a driver, the MG torque is intentionally adjusted to a value shifted from the MG torque final reference value in place of the MG torque final reference value. As a result, a driving force which is more appropriate or better meets a driver's intention can be obtained.

Abstract: A chain-type driving force transmitting apparatus includes a case having a lower space accumulating therein lubricating oil, an input shaft rotatably supported by the case, an output shaft arranged in parallel with the input shaft and rotatably supported by the case, and a chain wound around the input shaft and the output shaft and lifting up the lubricating oil accumulated in the lower space of the case. The chain-type driving force transmitting apparatus further includes a separator positioned adjacent to the chain and dividing the lower space of the case into a first chamber housing the chain and a second chamber. The separator has an inclined portion formed at an upper end of the separator and inclining towards the chain so as to receive the lubricating oil lifted up by the chain, wherein the lubricating oil received by the inclined portion flows into the second chamber.

Abstract: A sleeve stroke SSt of a specific sleeve is gradually increased from “0” (after t1) in a state in which a vehicle is stopped, a transmission is in a neutral state (all sleeve strokes SSt=0 (original position)), a clutch is in a disengaged state (clutch stroke CSt=0 (original position)), and an engine is operating (engine rotational speed NE>0). Upon determination that the sleeve stroke SSt has reached a predetermined value A, at which synchronization operation of a corresponding synchronization mechanism is performed, the sleeve stroke SSt is fixed to the predetermined value A, and an operation of increasing the clutch stroke CSt from “0” in a press engagement direction is started (time t2). An engagement start point CStlearn of the clutch is obtained based on a change in the rotational speed Ni of an input shaft Ai of the transmission after that (time t3).

Abstract: The transmission includes a case, a rotation shaft rotatably supported on the case, a speed change gear rotatably supported on the rotation shaft, fork shaft movable in an axial direction in response to the shift operation, a connecting member for changing over a connection condition of the speed change gear between a connected condition with the rotation shaft and a disconnected condition from the rotation shaft in response to an axial position of the fork shaft, a parking gear fixed to the rotation shaft, a detent member movable between a detent position where the rotation of the parking gear is restricted and a detent released position where the rotation of the parking gear is allowed and a cam member for moving the detent member to the detent position or to the detent released position in response to the axial position of the fork shaft.