Abstract: A control apparatus for a vehicle is provided. The vehicle includes an engine, a dog clutch and a friction clutch. The dog clutch is configured to transmit power or interrupt transmission of power in a power transmission path that transmits power of the engine to a drive wheel. The dog clutch includes a synchromesh mechanism. The friction clutch is configured to transmit power or interrupt transmission of power in the power transmission path between the engine and the dog clutch. The control apparatus includes: an electronic control unit. The electronic control unit is configured to, when the synchromesh mechanism is operated in order to engage the dog clutch in a state where the vehicle is stopped and the friction clutch is released, increase a rotation speed of the engine as compared to when the synchromesh mechanism is not operated.

Abstract: A controller for a vehicle transmission is disclosed. The controller may include an electronic control unit configured to carry out a change shift for changing a path of the transmission of power between a first transmission path and a second transmission path by engaging a predetermined clutch mechanism. The electronic control unit may also be configured to set a change speed ratio region that defines a range of a speed ratio of the first transmission mechanism such that a rotation speed difference between engagement members of the clutch mechanism, which are engaged with each other in carrying out the change shift, is smaller than or equal to a predetermined value. When a speed ratio outside the change speed ratio region is set in the first transmission mechanism, the change shift is not carried out.

Abstract: When a power transmission path of a power transmission system is set to a second power transmission path, a continuously variable transmission is controlled at a speed ratio (?) that provides a higher vehicle speed in the case where an input shaft angular acceleration (d?i/dt) is small than in the case where the input shaft angular acceleration (d?i/dt) is large. Therefore, it is possible to control the speed ratio (?) of the continuously variable transmission to a speed ratio (?) that reflects an inertial loss (Tli) of the continuously variable transmission. The inertial loss (Tli) changes with the input shaft angular acceleration (d?i/dt). Thus, in a vehicle in which the continuously variable transmission and a gear mechanism are provided in parallel with each other between an input shaft and an output shaft, it is possible to appropriately reduce a loss of the idling continuously variable transmission.

Abstract: An encoder includes a plurality of slit tracks, a point light source, a first light-receiving array, a second light-receiving array, and a third light-receiving array. The plurality of slit tracks respectively comprises a plurality of reflection slits arranged along a measurement direction. The point light source is configured to emit diffusion light to the plurality of slit tracks. The first light-receiving array is configured to receive light reflected by the slit track comprising an incremental pattern. The second light-receiving array is configured to receive light reflected by the slit track comprising an incremental pattern longer in pitch than other incremental patterns. The third light-receiving array is configured to receive light reflected by the slit track comprising an absolute pattern.

Abstract: A vehicle control system and method is applied to a vehicle including: a continuously variable transmission for changing a speed ratio continuously that is disposed between an input shaft and an output shaft; a geared transmission that is disposed parallel to the continuously variable transmission, and that is adapted to establish a speed ratio that cannot be established by the continuously variable transmission; and a friction clutch that is brought into engagement to switch a torque transmission route from a route including the geared transmission to a route including the continuously variable transmission. The vehicle control system is configured to start a speed change operation of the continuously variable transmission before a commencement of clutch-to-clutch shifting between the friction clutches when switching the torque transmission route from the route including the geared transmission to the route including the continuously variable transmission.

Abstract: In engaging (connecting) a dog clutch by operating a synchromesh mechanism, when there occurs an uplock at the time when a first pressing force is caused to act on a hub sleeve, tooth tips of spline teeth of the hub sleeve contact with tooth tips of spline teeth of a synchronizer ring, and these spline teeth cannot be engaged. However, when a second pressing force is caused to act on the hub sleeve, the uplock is easy to be released. In addition, when torque from an engine is caused to act on the hub sleeve, a displacement is caused to occur in a rotation direction between the mutually contacting spline teeth. Thus, the uplock is reliably released.

Abstract: A control apparatus for a power transmission system is provided. The control apparatus includes an electronic control unit. The electronic control unit is configured to, when a discharge flow rate of a mechanical oil pump is smaller than a predetermined flow rate and an electric oil pump is being driven while a vehicle is traveling, determine whether a decrease in the operating hydraulic pressure has occurred. The electronic control unit is configured to, when a first engagement device is controlled from a released state toward an engaged state, control a first control pressure such that the first control pressure in a case where a decrease in a operating hydraulic pressure has occurred is lower than the first control pressure in a case where a decrease in the operating hydraulic pressure does not occur.

Abstract: A clutch mechanism is configured to selectively change between a first power transmission path and a second power transmission path. The first power transmission path is configured to transmit torque to an output shaft via a transmission mechanism. The second power transmission path is configured to transmit the torque to the output shaft via a continuously variable transmission mechanism. An electronic control unit is configured to: (a) selectively change a power transmission path during traveling to one of the first power transmission path and the second power transmission path by controlling the clutch mechanism; and (b) in changing the power transmission path by controlling the clutch mechanism, control an operating point of the internal combustion engine during a change of the power transmission path so that the operating point crosses over an optimum fuel, consumption line of the internal combustion engine.

Abstract: A high-frequency electric wire is provided with a conductor which formed by compressing multiple wire strands, each of which is obtained by coating an outside of a wire rod made of insulating resin with a metal layer, and a sheath provided on the conductor. Each of the wire strands of the conductor is compressed in such a way that a deformation ratio of the wire strand exceeds 0% and is 20% or less. The compression is performed, for example, during bundling and sheathing of the multiple wire strands.

Abstract: A first transmission mechanism provided on a first power transmission path and a second transmission mechanism provided on a second power transmission path are provided in parallel with each other between a driving force source and a drive wheel. A first clutch mechanism transmits power or interrupts transmission of power in the first power transmission path. A dog clutch equipped with a synchromesh mechanism transmits power or interrupts transmission of power in the second power transmission path. An electronic control unit is configured to, when changing from the first transmission path to the second transmission path a state where the vehicle is stopping or is stationary and in a state where power of the driving force source is transmitted via the first transmission mechanism, actuate the first clutch mechanism and the second clutch mechanism such that the first clutch mechanism is released and the second clutch mechanism engages.

Abstract: A controller for a vehicle transmission in which a continuously variable transmission mechanism able to continuously change its speed ratio and a transmission mechanism having a constant speed ratio are provided in parallel between an input shaft and an output shaft. The transmission includes a friction engagement mechanism and an intermeshing engagement mechanism, the intermeshing engagement mechanism being arranged in series with the friction engagement mechanism, the intermeshing engagement mechanism setting the transmission mechanism to a state where torque is transmittable between the input and output shaft, in changing to a state where the intermeshing engagement mechanism is engaged and the transmission mechanism is able to transmit torque to the output shaft, a torque capacity of the friction engagement mechanism is configured to be increased to a torque capacity to such extent that the transmission mechanism rotates without a delay of start of engagement of the intermeshing engagement mechanism.

Abstract: A power transmission system includes a first transmission provided in a first power transmission path, a second transmission provided in a second power transmission path, a first engagement device, a second engagement device, a third engagement device, a fail-safe valve, and an electronic control unit. The third engagement device selectively connects or interrupts one of the first and second power transmission paths. The electronic control unit is configured to, during traveling in a state where the third engagement device is released, output hydraulic pressure commands for simultaneous engagement of the first engagement device and the second engagement device. The electronic control unit is configured to, when it is determined that both the first engagement device and the second engagement device are engaged, prohibit traveling using the one of the first and second power transmission paths which is selectively connected or interrupted by the third engagement device.

Abstract: A nonaqueous electrolyte secondary cell 10 provided by the present invention includes a nonaqueous electrolyte solution, and an electrode unit 50 that includes a positive electrode 64 and a negative electrode 84. The negative electrode 84 includes a negative electrode current collector 82 and a negative electrode mixture layer 86 that contains at least a negative electrode active material and is formed on a surface of the negative electrode current collector 82. A coating film containing at least boron (B) and sodium (Na) is formed on a surface of the negative electrode active material in the negative electrode mixture layer 86, and the ratio A/B is less than 0.1 where A is the amount [?g/cm2] of sodium (Na) and B is the amount [?g/cm2] of boron (B) that are contained in the coating film per unit area of the negative electrode mixture layer 86.

Abstract: A plated fiber that is obtained by applying a metal plating onto a fiber having an elongation percentage which is more than or equal to 1% and less than or equal to 10%. An elongation percentage of the metal plating is higher than the elongation percentage of the fiber. A carbon fiber wherein the surface oxygen amount as a value obtained by dividing an O1S peak intensity measured by X-ray photoelectron spectroscopy by a C1S peak intensity measured by the spectroscopy is more than or equal to 0.097 and less than or equal to 0.138.

Abstract: In one embodiment, an MRI apparatus, includes a static magnetic field magnet configured to generate a static magnetic field, a gradient coil configured to generate a gradient magnetic field, a transmission and reception coil configured to transmit an RF signal and receive a magnetic resonance signal, and processing circuitry. The processing circuitry determines whether or not a prescan for calculating a correction value that corrects a phase error is skippable or reducible based on an imaging condition of a main scan, and executes a scan including at least the main scan in accordance with a result of the determination.

Abstract: When there is a failure in a speed ratio control linear solenoid valve, or the like, a controller for a vehicle power transmission system establishes a state where torque is transmitted via a gear mechanism, and, in this state, determines whether the speed ratio control linear solenoid valve, or the like, has returned to a normal state by comparing a target speed ratio and actual speed ratio of a continuously variable transmission with each other. It is determined whether the speed ratio control linear solenoid valve, or the like, has returned to the normal state by changing the target speed ratio of the belt-type continuously variable transmission and then comparing the target speed ratio with the actual speed ratio. Thus, when the speed ratio control linear solenoid valve, or the like, has returned from a fail-safe state to the normal state, a feeling of strangeness of a driver is suppressed.

Abstract: An encoder includes a plurality of slit tracks, a point light source, a first to third light-receiving arrays. The plurality of slit tracks respectively comprises a plurality of reflection slits. The point light source emits diffusion light to the plurality of slit tracks. The first light-receiving array receives light reflected by the slit track comprising an incremental pattern. The second light-receiving array receives light reflected by the slit track comprising an incremental pattern longer in pitch than other incremental patterns, and is disposed at a position on a side of a direction where the point light source is disposed, than the first light-receiving array, The third light-receiving array receives light reflected by the slit track comprising an absolute pattern, and is disposed at a position on a side of a direction where the point light source is disposed, than the first light-receiving array.

Abstract: An optical module includes: a light source configured to emit diffusion light to tracks; one light receiving array and another light receiving array which are arranged across the light source in a width direction substantially vertical to the measurement direction; a light receiving array arranged between the one light receiving array and the light source, and configured to receive light which is reflected at the tracks having a first incremental pattern; and a light receiving array arranged between the another first light receiving array and the light source, and configured to receive light which is reflected at the tracks having a second incremental pattern which pitch is longer than a pitch of the first incremental pattern.

Abstract: An encoder includes an absolute pattern, a light source, and a plurality of light reception elements. The absolute pattern is disposed in a measurement direction. The light source is configured to emit light to the absolute pattern. The plurality of light reception elements are arranged in the measurement direction and are configured to receive the light emitted from the light source and transmitted through or reflected by the absolute pattern. The plurality of light reception elements include a first light reception element having a shape asymmetrical in the measurement direction.

Abstract: A control system and a control method for a vehicle, the vehicle includes an engine, an input shaft, an output shaft, a continuously variable transmission section, a stepped transmission section and a clutch mechanism, and a control device. The continuously variable transmission section and the stepped transmission section are provided between the input shaft and the output shaft. The clutch mechanism is provided in a torque transmission path between the stepped transmission section and drive wheels. The control device is configured to disengage the clutch mechanism in a case where a vehicle speed is at least equal to a specified value and the engine is stopped.