Abstract: An automatic clutch control device comprises a clutch interposed between a prime move and an input shaft of a transmission; a target clutch torque calculation section; a gear change control section; an accelerator pressing-down speed detecting section; a judging section for judging whether or not the accelerator pressing-down speed exceeds at least one predetermined pressing-down speed threshold value; a prime mover rotational speed increasing control section operated when the accelerator pressing-down speed exceeds the threshold value, for disconnecting the input shaft and the prime mover and then for controlling the prime mover rotational speed to increase and come to be equal to the input shaft rotational speed which has been increased by a lower speed gear stage having been established; and a target clutch torque change calculation section for calculating a change amount that changes the target clutch torque in dependence on the magnitude of the accelerator pressing-down speed.

Abstract: A restricting pin is provided so as to be slidable in a moving direction of a front end of a reverse restricting member provided at a select lever for selecting forward and reverse fork shafts switching a shift gear(s), and is biased toward the reverse restricting member. A lockout lever that can be inserted into/detached from between the restricting pin and the front end of the reverse restricting member is biased toward an insertion side by a spring, and at a vehicle speed less than a predetermined vehicle speed. A front end of an advancing operating rod of the actuator contacts and is detached against the force of the spring. At a vehicle speed not less than a predetermined vehicle speed, the front end of the reverse restricting member contacts the inserted lockout lever, thereby preventing the select lever from moving to a reverse select position.

Abstract: When it is determined that a driver requests a deceleration of a vehicle (t1), a motor torque is kept to be zero. A value in the deceleration direction (deceleration torque stabilized value A) at which an engine torque is stabilized after it changes from a value in the acceleration direction to the value in the deceleration direction is predicted. Before the engine torque reaches the deceleration torque stabilized value A, the clutch torque is adjusted to be the deceleration torque stabilized value A. When the engine torque reaches the deceleration torque stabilized value A (t3), the clutch torque is gradually decreased from the deceleration torque stabilized value A, and a regeneration torque is gradually increased from zero. A decreasing slope of a vehicle torque is kept constant over a period (t1 to t3) when the vehicle torque decreases. Therefore, the vehicle can smoothly be decelerated during the deceleration of the vehicle.

Abstract: This manual transmission includes a connection changeover mechanism which changes the state of connection between the output shaft Am of a motor and the output shaft Ao of a transmission in accordance with a gear stage established by a driver's shift lever operation. When a gear stage for low speed travel is established, a power transmission system is established between the shafts Ao and Am, and the motor speed reduction ratio is set to a first speed reduction ratio. When a gear stage for intermediate speed travel is established, a power transmission system is established between the shafts Ao and Am, and the motor speed reduction ratio is set to a second speed reduction ratio. When a gear stage for high speed travel is established, no power transmission system is established between the shafts Ao and Am.

Abstract: A power transmission control device, which is applied to a hybrid-vehicle provided with an internal combustion engine (E/G) and a motor (M/G) as power sources, includes a manual transmission and a friction clutch, When the shift position is in “neutral”, the friction clutch is in an engaged state, an accelerator opening is “0”, and a battery remaining amount SOC is less than a threshold TH, a charge condition is satisfied. When the charge condition is satisfied, charge of a battery by using an E/G torque is carried out. Specifically, the M/G is driven, by using the VG torque, as an electrical power generator, and electric energy acquired by electric power generation by the M/G is used to charge the battery. As a result, for the HV-MT vehicle, by using the internal-combustion-engine torque, the battery for supplying the electric motor with the electric energy can be efficiently charged.

Abstract: A manual transmission including an input shaft Ai receiving power from an internal combustion engine through a clutch, an output shaft Ao receiving power from an electric motor, an EV gear stage for EV travel (different from neutral) in which no power transmission route is established between Ai and Ao, and a plurality of gear stages for HV travel in which a power transmission route is established between Ai and Ao. The movement of a shift lever SL from the neutral position to an EV-gear-stage shift completion position and the movement of the shift lever SL from the neutral position to the EV-gear-stage shift completion position is permitted only in a state in which the clutch pedal CP is depressed to provide an HV-MT vehicle power transmission control apparatus that includes a mechanism requiring a driver to operate a clutch pedal at the time of gear change.

Abstract: An on-demand-type drive state control apparatus for a vehicle is provided. In the case where acceleration slippage occurs at drive wheels (rear wheels) of a vehicle when a drive system is in a two-wheel drive state, the drive system is switched from the two-wheel drive state to a four-wheel drive state. That is, the maximum transmittable torque of a multi-disc clutch mechanism increases from “0” to a predetermined value. In the four-wheel drive state, the maximum transmittable torque decreases stepwise from the present value by a predetermined value every time the vehicle travels over a predetermined distance in a state in which none of the wheels cause acceleration slippages. That is, the clutch drive current supplied to the multi-disc clutch mechanism decreases gradually (stepwise or in a plurality of steps), and the drive torque distributed to the front wheels (rear wheels) decreases (increases) gradually.

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: In an automatic dual-clutch transmission, a lowest speed driven gear, other driven gears and a reverse gear are provided on a first output shaft to be freely rotatable. A 2nd speed driven gear and a highest speed driven gear are provided on a second output shaft to be freely rotatable. Further, the 2nd speed driven gear is provided with a large-diameter gear meshing with a 2nd speed drive gear and a small-diameter gear provided bodily with the large-diameter gear, being fewer in tooth number and smaller in diameter than the large-diameter gear, and meshing with the reverse gear. Thus, the automatic dual-clutch transmission is reduced in diameter by not having an output shaft dedicated to the reverse gear and is able to set the gear ratio for reverse to be large.

Abstract: First and second clutches correspond to systems which include “first gear” and “second gear,” respectively. When the temperature of the first clutch at the time of start of the vehicle is lower than a first temperature, only the first clutch is used as a start clutch for driving the vehicle. When the temperature of the first clutch is not lower than the first temperature but is lower than a second temperature, both the first and second clutches are used as the start clutch. When the temperature of the first clutch is equal to or higher than the second temperature, only the second clutch is used as the start clutch. Thus, the higher the temperature of the first clutch, the smaller the load acting on the first clutch. When the temperature of the second clutch is high, engine torque is reduced, and a warning is issued.

Abstract: A lubricating structure of a rotational shaft oil sealing portion includes a casing, a rotational shaft rotatably retained by the casing, an annular space defined between the casing and the rotational shaft, an annular oil seal retained by the casing at one axial end of the annular space and sealing a clearance between the casing and the rotational shaft, the annular oil seal defining an oil seal chamber at the other axial end of the annular space, an oil supply passage, an oil drain passage, and an oil groove formed at the inner peripheral wall of the casing by cutting away the inner peripheral wall into a crescent shape in a circumferential direction, the oil supply passage communicating with the oil groove at a circumferentially center portion of the oil groove, wherein pressurized lubricating oil is supplied to the oil groove via the oil supply passage.

Abstract: An apparatus comprises a changeover mechanism which is able to change a connection state of an electric motor output shaft to any one from alternatives consisting 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 connection state” in which no transmission path therebetween is provided. The changeover is carried out based on a combination (area) of a vehicle speed V and a required driving torque T. As for the changeover, an (first, second) IN-connection area is more enlarged and the OUT-Connection area and the neutral connection area are more narrowed, as a temperature of a lubricating oil is lower.

Abstract: In a state in which a vehicle travels while an internal-combustion-engine driving torque (Te) is transmitted to drive wheels, the internal-combustion-engine driving torque (Te) and a clutch torque (Tc) are decreased and an electric-motor driving torque (Tm) is increased based on the satisfaction of a shift-up condition (t1). During the time period from the satisfaction of the shift-up condition to time at which the clutch torque (Tc) becomes zero (t1 to t2), a load torque (Ts) of a power generator rotationally driven by an output shaft of the internal combustion engine is generated. In a hybrid vehicle equipped with an AMT, power consumption with the driving of an electric motor when a shift-up action is carried out using the assist of the electric-motor torque can be reduced.

Abstract: A six speed M/T includes four shafts, which are an input shaft A1, a first intermediate shaft A2, a second intermediate shaft A3, and an output shaft A4, those being parallel to one another. A single drive gear G45i is used as both a fourth-speed drive gear and a fifth-speed drive gear. The number of gear teeth of a second final drive gear Gfi2 is greater than that of a first final drive gear Gfi1. A fourth-speed driven gear G4o, a third-speed driven gear G3o, a first-speed driven gear G1o, and a second-speed driven gear G2o are arranged to the shaft A2 in this order from the side close to an engine E/G, and a fifth-speed driven gear G5o, a sixth-speed driven gear G6o, and a reverse driven gear GRo are arranged to the shaft A3 in this order from the side close to the engine E/G.

Abstract: A drive unit for a hybrid vehicle includes an engine mounted on a front portion of a vehicle, a motor mounted on the front portion of the vehicle, a transmission mounted on a rear portion of the vehicle, an auxiliary transmission connected to an output shaft of the engine and to an output shaft of the motor, and a connecting shaft connecting an output shaft of the auxiliary transmission to the transmission, wherein the motor is arranged to be closer to a rear portion of the auxiliary transmission than to a front portion of the auxiliary transmission in a front/rear direction of the vehicle and to be below the connecting shaft.

Abstract: A six speed M/T includes four shafts, which are an input shaft A1, a first intermediate shaft A2, a second intermediate shaft A3, and an output shaft A4, those being parallel to one another. A single drive gear G46i is used as both a fourth-speed drive gear and a sixth-speed drive gear. The number of gear teeth of a second final drive gear Gfi2 is greater than that of a first final drive gear Gfi1. A third-speed driven gear G3o, a fourth-speed driven gear G4o, a first-speed driven gear G1o, and a second-speed driven gear G2o are arranged to the shaft A2 in this order from the side close to an engine E/G, and a fifth-speed driven gear G5o, a sixth-speed driven gear G6o, and a reverse driven gear GRo are arranged to the shaft A3 in this order from the side close to the engine E/G.

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: The clutch control apparatus includes a first reference value setting portion for setting a first engagement amount reference value of the first and the second clutches and to obtain a target transmitting torque by calculating a target inertia torque by multiplying a target rotation speed change rate of the engine at a speed change operation by an inertia of the engine and subtracting the target inertia torque from the current output torque of the engine to be the target transmitting torque of the first and the second clutches and a second reference value setting portion for setting a second engagement amount reference value by correcting the first engagement amount reference value based on the vehicle speed and the turning radius.

Abstract: A hybrid-type power transmission in which an internal combustion engine and an electric rotating machine are used as a source of power for driving an output shaft through a change-speed mechanism. In the hybrid power transmission, the operation of the electric rotating machine is controlled in such a manner that the rotation speed of a rotor-side rotary member is synchronized with the rotation speed of an input-side or output-side rotary member when the rotation speed of the rotor-side rotary member becomes higher in a predetermined difference than the rotation speed of the input-side or output-side rotary member in shifting operation of a sleeve coupled with the rotor-side rotary member.

Abstract: In a state in which a vehicle travels while an internal-combustion-engine driving torque (Te) is transmitted to drive wheels, Te and a clutch torque Tc are decreased and an electric-motor driving torque (Tm) is increased based on the satisfaction of a shift-up condition (t1). Thereafter, based on the fact that Tc becomes zero (t2), a shift-up action is carried out while maintaining Tc to zero and maintaining a state in which Tm is transmitted to the drive wheels (t2 to t3). Then, based on the termination of the shift-up action (t3), Te and Tc are increased and Tm is decreased (t3 to t5). During the time period from the satisfaction of the shift-up condition to time at which Tc becomes zero (t1 to t2), a load torque (Ts) of a power generator rotationally driven by an output shaft of the internal combustion engine is generated.