Abstract: A control apparatus for a vehicular drive system including a differential mechanism including an electric motor. The drive system includes a switching clutch and switching brake to switch the transmission mechanism between a continuously-variable shifting state and a step-variable shifting state. A shifting control mechanism changes a manner of controlling shifting action of the transmission mechanism during shifting action of an automatic transmission portion, for reducing a shifting shock, depending upon whether a differential portion is placed in the continuously-variable shifting state in which engine speed is variable due to differential function irrespective of rotating speed of power transmitting member, or the non-continuously-variable shifting state in which the engine speed is more difficult to be variable than in the continuously-variable shifting state.

Abstract: A transmission mechanism including a switching clutch or brake that is switchable between a continuously-variable shifting state and a step-variable shifting state, and has both an advantage of improved fuel economy provided by a transmission, the speed ratio of which is electrically variable, and an advantage of high power transmitting efficiency provided by a gear type power transmitting device constructed for mechanical transmission of power. While a clutch-to-clutch shifting action of an automatic transmission portion is in a tie-up state, a differential portion is placed in a continuously-variable shifting state by switching control, and engine speed is changed under the control of hybrid control, so as to prevent a drop of the engine speed for thereby reducing a shock of the shifting action, unlike in a non-continuously-variable shifting state of the differential portion in which the engine speed is directly influenced by the tie-up state.

Abstract: A control apparatus for a vehicular drive system including a first transmission portion having a differential mechanism operable to distribute an engine output to a first electric motor and a power transmitting member, and a second electric motor disposed in a power transmitting path between the power transmitting member and a drive wheel; and a second transmission portion constituting a part of the power transmitting path.

Abstract: A control apparatus for a vehicular drive system including (a) a differential portion having a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, a second electric motor disposed in a power transmitting path between the power transmitting member and a vehicle drive wheel, and a switching clutch and a switching brake provided in the differential mechanism and operable to limit a differential function of the differential portion, and (b) a step-variable automatic transmission portion constituting a part of the power transmitting path and operable to perform a clutch-to-clutch shifting action by a releasing action of a coupling device and an engaging action of another coupling device, the control apparatus including a step-variable shifting control configured to change an amount of racing of an input speed of the automatic transmission portion during the clutch-to-clutch shifting action, depending upon whether the differential function

Abstract: The invention provides acid addition salts of the compounds represented by formula (1) or (2), or crystals thereof, and processes for preparing the same. The salts or crystals have HGFR inhibitory activity and excellent physical properties (solubility, safety, etc.) and are therefore useful as anti-tumor agents, angiogenesis inhibitors and inhibitors for metastasis for a various types of tumor.

Abstract: A process for preparing a compound represented by the formula (I): comprising reacting a compound represented by the formula (II) or salt thereof: with a compound represented by the formula (III): in the presence of a condensation reagent, wherein R1 represents 1) optionally substituted azetidin-1-yl, 2) optionally substituted pyrrolidin-1-yl, 3) optionally substituted piperidin-1-yl, etc.; R2, R3, R4 and R5 may be the same or different and each represents hydrogen or fluorine; and R6 represents hydrogen or fluorine.

Abstract: A second electric motor is arranged on a first axis on which an output shaft of the engine is arranged, a transmission is arranged on a second axis which is parallel with the first axis, and a clutch is arranged on the first axis to selectively connect and disconnect the second electric motor and the transmission to and from the engine. Power on the first axis is transmitted to an input shaft of the transmission via a power transmitting mechanism.

Abstract: A transmission can be provided which achieves multiple speeds while maintaining good balance of gear ratio steps between gears by having a first clutch which selectively connects a first intermediate output member and a fourth rotating element RE4 together, a second clutch which selectively connects an input shaft and a second rotating element RE2 together, a third clutch which selectively connects the first intermediate output member and a first rotating element RE1 together, a fourth clutch which selectively connects the input shaft and the first rotating element RE1 together, a fifth clutch which selectively connects a second intermediate output member and the first rotating element RE1 together, a first brake which selectively holds the first rotating element RE1 to a transmission case, and a second brake which selectively holds the second rotating element RE2 to the transmission case.

Abstract: At a first forward speed, the oil passage in a relay valve is switched to control the torque capacity of a lock-up clutch using a linear solenoid valve that controls the engagement pressure of a clutch that is engaged at each of fifth to eighth forward speeds. At each of second to eighth forward speeds, the oil passage in another relay valve is switched to control the torque capacity of the lock-up clutch using a linear solenoid valve that controls the engagement pressure of a brake that is engaged at the first forward speed.

Abstract: A control device for a vehicular drive system including a differential portion (11) having a differential mechanism (16) operable to distribute an output of an engine (8) to a first electric motor (M1) and a power transmitting member (18), and a second electric motor (M2) disposed in a power transmitting path between the power transmitting member and a drive wheel (38) of a vehicle, the control device including a differential limiting device (C0, B0) provided in the differential mechanism (16) and operable to limit a differential function of the differential mechanism for thereby limiting a differential function of the differential portion (11), and torque-response control means (84) for controlling a response of a change of an input torque of the differential portion to an operation of a manually operable vehicle accelerating member (45), depending upon whether the differential function of the differential mechanism (16) is limited or not.

Abstract: Engagement, disengagement, and slip of a lock-up clutch can be controlled using two valves that are a lock-up relay valve and a linear solenoid valve. A lock-up control valve employed in a conventional hydraulic control apparatus can be eliminated, which simplifies the configuration, and reduces the size of a hydraulic control apparatus for a torque converter with a lock-up clutch. When the lock-up clutch is engaged, hydraulic pressure output from the linear solenoid valve is supplied to a disengagement-side oil chamber of the torque converter, and a pressure difference between the engagement-side oil chamber and the disengagement-side oil chamber is applied to a spool valve element of the linear solenoid valve. Therefore, the spool valve element is driven such that an electromagnetic force applied from a linear solenoid becomes equal to the pressure difference.

Abstract: A control apparatus/method curbs the degradation of emission gas, for a vehicular driving apparatus including an engine and a second driving power source that assists the engine in the output of driving power. Torque assist is executed by a hybrid controller through the use of a first motor-generator and/or the second motor-generator so that the EGR rate achieved by an EGR device becomes greater than or equal to an EGR rate threshold value (first EGR rate) determined on the basis of the load state of an engine. Therefore, it becomes possible to put the engine in a low load state where the EGR rate, which decreases as the engine shifts to higher load states, is greater than or equal to the EGR rate threshold value.

Abstract: A control apparatus for a shift-position changing mechanism includes a detection unit that is provided on a path along which the operation member with a magnetic member moves, and that detects a change in the magnetic field due to a positional change of the operation member; and a determination unit that determines the shift position corresponding to the operated position of the operation member based on the detected change in the magnetic field and predetermined multiple modes of changes in the magnetic field, which correspond to the respective shift positions. The predetermined modes are set such that, when the detected change in the magnetic field is influenced by a change in the magnetic field due to a factor different from the positional change of the operation member, a likelihood that the determination unit determines that the running shift position, at which a vehicle is able to run, is selected is reduced.

Abstract: A second electric motor is arranged on a first axis on which an output shaft of the engine is arranged, a transmission is arranged on a second axis which is parallel with the first axis, and a clutch is arranged on the first axis to selectively connect and disconnect the second electric motor and the transmission to and from the engine. Power on the first axis is transmitted to an input shaft of the transmission via a power transmitting mechanism.

Abstract: Vehicle-starting-engine-torque restricting means 86 is provided to restrict engine torque TE upon starting of a vehicle with engine 8 used as a vehicle drive power source, so that a required output of first electric motor M1 which generates a reaction force corresponding to the engine torque TE can be made smaller than in the case where the engine torque TE is not restricted. Namely, the vehicle-starting-engine-torque restricting means 86 eliminates a need of increasing the maximum output of the first electric motor M1 to generate the reaction force corresponding to the engine torque TE, making it possible to reduce the required size of the first electric motor M1.

Abstract: A shift-by-wire control system includes a parking lock device that brings an output shaft of an automatic transmission device to a lock state when a range switching unit switches to the P-range. The parking lock device brings the output shaft to a lock-release state when the range switching unit switches to another shift range. An electric motor actuates the range switching unit and the parking lock device in accordance with an instruction of an operator. A manual device transmits manual operation force of the operator to the parking lock device when the electric motor stops. The manual device includes a one-way transmission unit permitting transmission of the manual operation force in a direction toward the lock state, and prohibiting transmission of the manual operation force in a direction toward the lock-release state.

Abstract: A shift-position changing apparatus for an automatic transmission mounted in a vehicle includes a shift-position changing unit that moves a mechanical element using an actuator in response to the operation to change a shift-position to another shift-position instructed by the operation from among a plurality of shift-positions; and a setting member that places the mechanical element within a predetermined range independently of the operating state of the actuator.

Abstract: A control device is provided for a vehicle drive apparatus, which includes a differential mechanism distributing an output of an engine to a first electric motor and an output shaft, and an electric motor provided on the output shaft, for miniaturizing the drive apparatus and/or providing improved fuel economy while preventing switching shocks from occurring in starting or stopping the engine. A switching clutch C0 or switching brake B0 is provided for placing a shifting mechanism 10 in a continuously variable shifting state and a step-variable shifting state, enabling the vehicle drive apparatus to have combined advantages including a fuel economy improving effect of a transmission, enabled to electrically change a speed ratio, and a high transmitting efficiency of a gear type transmitting device enabled to mechanically transmit drive power.

Abstract: A 2-iminoimidazole derivative represented by the formula: {wherein R1, R2 and R3 represent hydrogen, optionally substituted C1-6 alkyl, etc.; R6 represents hydrogen, C1-6 alkyl, C1-6 alkyloxycarbonyl, etc.; Y1 represents a single bond, —CH2—, etc.; Y2 represents a single bond, —CO—, etc.; and Ar represents hydrogen, a group represented by the formula: [wherein R10–R14 represent hydrogen, C1-6 alkyl, hydroxyl, C1-6 alkoxy, etc., and R11 and R12 or R12 and R13 may bond together to form a 5- to 8-membered heterocycle], etc.}or salt thereof.

Abstract: A 2-iminopyrrolidine derivative represented by the formula: {wherein ring B represents a benzene ring, pyridine ring, etc.; R101–R103 represent hydrogen, halogen, C1-6 alkyl, etc.; R5 represents hydrogen, C1-6 alkyl, C1-6 alkoxy-C1-6 alkyl, etc.; R6 represents hydrogen, C1-6 alkyl, C1-6 alkyloxycarbonyl, etc.; Y1 represents a single bond, —CH2—, etc.; Y2 represents a single bond, —CO—, etc.; and Ar represents hydrogen, a group represented by the formula: [wherein R10—R14 represent hydrogen, C1-6 alkyl, hydroxyl, C1-6 alkoxy, etc.; and R11 and R12 or R12 and R13 may bond together to form a 5- to 8-membered heterocyclic ring], etc.}, or a salt thereof.