Abstract: A drive unit for a vehicle may include a motor, a casing accommodating the motor, an electric pump unit attached to a lower part of the casing and configured to circulate heat medium within the casing and a filter unit attached to the lower part of the casing and configured to filter the heat medium. At least a part of the electric pump unit and at least a part of the filter unit each protrude outside the casing. Outside the casing, the filter unit is adjacent to the electric pump unit from a front in the vehicle.

Abstract: The cooling structure of the in-wheel motor is a cooling structure of an in-wheel motor provided in a wheel of a tire-wheel assembly. The cooling structure of the in-wheel motor includes a rotary electric machine configured to rotate a hub to which a wheel is fixed, a knuckle rotatably supporting the hub, and a plurality of flow paths through which a coolant for cooling the rotary electric machine flows, and a pump configured to circulate the coolant between the rotary electric machine and the knuckle via a plurality of flow paths provided inside the knuckle.

Abstract: A cooling structure of an in-wheel motor includes a rotary electric machine and a knuckle. The rotary electric machine is configured to rotate a hub to which a wheel is fixed. The knuckle rotatably supports the hub and is provided in contact with a stator of the rotary electric machine. Here, the knuckle is provided with one or more cooling fins extending in the axial direction of the tire-wheel assembly.

Abstract: A motor cooling device includes an annular member that rotates with a shaft of a motor, and an oil catch unit that has a groove-shaped cross-section and is disposed along an outer circumference of the annular member, with a groove of the oil catch unit facing an outer circumferential surface of the annular member. The oil catch unit extends toward a backward side in a rotation direction of the annular member so as to form an arc shape, and includes a closure plate that covers the groove at an end in a circumferential direction located on a forward side in the rotation direction, and an oil spout hole that is bored near the closure plate. The annular member includes a protrusion that is provided on the outer circumferential surface of the annular member and that moves toward the closure plate when the annular member rotates with the shaft.

Abstract: An annular rotor-side circumferential wall is provided to stand on an end surface of a rotor. An arc-shaped case-side circumferential wall is provided to stand on an inner wall surface of an end cover facing the end surface of the rotor, in close proximity to the rotor-side circumferential wall. A coolant reservoir for receiving and storing a coolant is formed by the end surface of the rotor, the inner wall surface of the end cover, the rotor-side circumferential wall, and the case-side circumferential wall. A rotor core has a coolant flow passage extending and penetrating in a direction along a rotational axis. The coolant flow passage is arranged to be open with respect to the coolant reservoir. The coolant flowing from the coolant reservoir into the coolant flow passage cools the rotor core from inside.

Abstract: A motor cooling device includes an annular member that rotates with a shaft of a motor, and an oil catch unit that has a groove-shaped cross-section and is disposed along an outer circumference of the annular member, with a groove of the oil catch unit facing an outer circumferential surface of the annular member. The oil catch unit extends toward a backward side in a rotation direction of the annular member so as to form an arc shape, and includes a closure plate that covers the groove at an end in a circumferential direction located on a forward side in the rotation direction, and an oil spout hole that is bored near the closure plate. The annular member includes a protrusion that is provided on the outer circumferential surface of the annular member and that moves toward the closure plate when the annular member rotates with the shaft.

Abstract: An annular rotor-side circumferential wall is provided to stand on an end surface of a rotor. An arc-shaped case-side circumferential wall is provided to stand on an inner wall surface of an end cover facing the end surface of the rotor, in close proximity to the rotor-side circumferential wall. A coolant reservoir for receiving and storing a coolant is formed by the end surface of the rotor, the inner wall surface of the end cover, the rotor-side circumferential wall, and the case-side circumferential wall. A rotor core has a coolant flow passage extending and penetrating in a direction along a rotational axis. The coolant flow passage is arranged to be open with respect to the coolant reservoir. The coolant flowing from the coolant reservoir into the coolant flow passage cools the rotor core from inside.

Abstract: A drain plug includes a main body which has an entirely threaded region and a partially threaded region. An outer circumferential surface of the main body has an external thread, and at least one cutout. Thus, the entirely threaded region is formed on a base end side of the main body. The cutout includes a first part extending from the leading end of the main body in the axial direction of the main body, and a second part extending from the first part in a direction toward the base end of the main body. The second part has an inclined surface, and the inclined surface is connected to the entirely threaded region.

Abstract: A controller including an electronic control unit, the electronic control unit is configured to determine at least one of whether a first absolute value is at least equal to a first threshold and whether a second absolute value is at least equal to a second threshold. When the electronic control unit determines that at least one of the first absolute value and the second absolute value is at least equal to the corresponding threshold, torque capacity of an automatic clutch is controlled such that the automatic clutch is brought into a slipping state. The first absolute value is an absolute value of rotational acceleration of an input shaft of a transmission, and the second absolute value is an absolute value of rotational acceleration of drive wheels.

Abstract: An electronic control unit actuates a clutch by a clutch actuator during traveling of a vehicle when engine torque is lower than a specified threshold. Further, the electronic control unit detects displacement of the clutch, at which a rotational speed difference between an engine speed and an input shaft rotational speed of a transmission becomes a specified rotational speed difference. Furthermore, the electronic control unit corrects the displacement of the clutch when the engine torque is equal to or larger than the specified threshold based on the displacement of the clutch, which is detected. In this way, a torque transmission limit clutch position corresponding to engine torque, at which a vehicle travels less frequently, can appropriately be estimated.

Abstract: A controller including an electronic control unit, the electronic control unit is configured to determine at least one of whether a first absolute value is at least equal to a first threshold and whether a second absolute value is at least equal to a second threshold. When the electronic control unit determines that at least one of the first absolute value and the second absolute value is at least equal to the corresponding threshold, torque capacity of an automatic clutch is controlled such that the automatic clutch is brought into a slipping state. The first absolute value is an absolute value of rotational acceleration of an input shaft of a transmission, and the second absolute value is an absolute value of rotational acceleration of drive wheels.

Abstract: A vehicle differential gear device comprises: a differential case; a side gear rot at ably supported in the differential case; a drive shaft engaged with the side gear as a separate body from the side gear; a disk spring disposed between the differential case and the side gear; and a collision shock-absorbing portion between the side gear and the differential case, the side gear moves in a direction approaching the differential case, the side gear elastically deforms the disk spring, the collision shock-absorbing portion causes a force to act in a direction separating the side gear and the differential case from each other after the disk spring starts deforming.