Abstract: In a control device for a switched reluctance motor, a voltage drop control is executed in which a voltage dropped to be lower than a voltage applied in a case where the switched reluctance motor is driven in a high-load region is applied to the switched reluctance motor, in a case where the switched reluctance motor is driven in a low-load region. The low-load region is a lower load region than the high-load region.

Abstract: A control device for a vehicle is provided. The control device includes an ECU. The ECU includes a first traveling mode. The first traveling mode includes a second traveling mode, a third traveling mode, and a fourth traveling mode. The ECU is configured to select the second traveling mode if the vehicle speed is in a low vehicle speed range equal to or lower than a predetermined vehicle speed when the ECU selects the first traveling mode, to select the third traveling mode if the vehicle speed is in a high vehicle speed range equal to or higher than the predetermined vehicle speed, and to select the fourth traveling mode if the vehicle speed is in a vehicle speed range between the low vehicle speed range and the high vehicle speed range.

Abstract: An electronic control unit switches a switching circuit such that a switched reluctance motor has a first winding pattern, when, with respect to a boundary dividing a driving range of the switched reluctance motor into two ranges, a torque and a rotational speed of the switched reluctance motor that are determined according to an applied voltage are located in the first range on the low load side. The electronic control unit switches the switching circuit such that the switched reluctance motor has a second winding pattern, when the torque and the rotational speed of the switched reluctance motor are located in a second range different from the first range.

Abstract: A control device for a vehicle is provided. The control device includes an ECU. The ECU includes a first traveling mode. The first traveling mode includes a second traveling mode, a third traveling mode, and a fourth traveling mode. The ECU is configured to select the second traveling mode if the vehicle speed is in a low vehicle speed range equal to or lower than a predetermined vehicle speed when the ECU selects the first traveling mode, to select the third traveling mode if the vehicle speed is in a high vehicle speed range equal to or higher than the predetermined vehicle speed, and to select the fourth traveling mode if the vehicle speed is in a vehicle speed range between the low vehicle speed range and the high vehicle speed range.

Abstract: In a control system and a control method, an electronic control unit is configured to crank an engine by setting a clutch to a half engaged state in a state where operation of the engine is stopped during traveling. The half engaged state is a state where the clutch is engaged with a slip. The electronic control unit is configured to, after a rotation speed of the engine has reached an ignition permission rotation speed or higher, increase a transmitted torque capacity of the clutch to a transmitted torque capacity that satisfies the following conditions i) and ii): i) the transmitted torque capacity is larger than a transmitted torque capacity before the rotation speed of the engine has reached the ignition permission rotation speed; and ii) the transmitted torque capacity allows the clutch to be kept in the half engaged state.

Abstract: In a control device for a switched reluctance motor, a voltage drop control is executed in which a voltage dropped to be lower than a voltage applied in a case where the switched reluctance motor is driven in a high-load region is applied to the switched reluctance motor, in a case where the switched reluctance motor is driven in a low-load region. The low-load region is a lower load region than the high-load region.

Abstract: An electronic control unit switches a switching circuit such that a switched reluctance motor has a first winding pattern, when, with respect to a boundary dividing a driving range of the switched reluctance motor into two ranges, a torque and a rotational speed of the switched reluctance motor that are determined according to an applied voltage are located in the first range on the low load side. The electronic control unit switches the switching circuit such that the switched reluctance motor has a second winding pattern, when the torque and the rotational speed of the switched reluctance motor are located in a second range different from the first range.

Abstract: A gear assembly that can prevent a reduction in power transmission efficiency and a manufacturing method thereof are provided. The gear assembly comprises a first gear and a second gear. The gear assembly is designed in such a manner that first gear tooth and the second gear tooth are contacted properly to each other in a plane of action when operated in a predetermined condition. A rigidity reducing portion is formed on a first base portion to avoid improper contact in the plane of action when the gear assembly is operated in a different condition.

Abstract: A control system of a hybrid vehicle, in which a driving power source for travel includes an engine that is started by cranking, a motor that can control a torque, and a clutch that is coupled with the motor and in which a transmission torque capacity continuously changes depending on a change of a control amount is configured to estimate a torque of the clutch based on the torque that the motor outputs, and change rates of the rotational speed of the motor and the clutch caused by changing the control amount, when the torque that the motor outputs is transmitted by the clutch that is in a slip state by changing the control amount.

Abstract: An intermesh engagement device includes an intermesh engagement mechanism, a moving member, an actuator configured to apply a thrust to a moving member in an engaging direction, a transmission spring configured to transmit the thrust of the actuator from the moving member to a sleeve, a return spring, a stopper, and an electronic control unit configured to control the actuator. The electronic control unit is configured to execute first control for setting the thrust of the actuator to a thrust in a first region, and, when a halfway stopped state has occurred through the first control, execute second control for setting a thrust larger than the thrust in the first control. The first region is a range in which the thrust is larger than an urging force of the return spring and is smaller than the sum of the urging force of the return spring and a maximum urging force of the transmission spring.

Abstract: A vehicle drive device comprising: an engine, a first electric motor, and a second electric motor disposed on a first axis; a first axis output portion outputting power of the first axis; a second axis input portion that is an input portion of a second axis to which power from the first axis output portion is input, the second axis being parallel to the first axis; a second axis output portion outputting power of the second axis; a transmission changing speed between the second axis input portion and the second axis output portion, the transmission being disposed on the second axis; and a third axis input portion that is an input portion of a third axis to which power from the second axis output portion is input, the third axis being parallel to the first axis, the first axis output portion, the second axis input portion, the second axis output portion, and the third axis input portion all being disposed between the first electric motor and the second electric motor in a direction of the first axis, the trans

Abstract: A vehicle includes an engine (2), a rotary machine (MG2), at least one driving wheel (25), a transmission member (11) arranged between the engine (2) and the driving wheel (25), a clutch (CL1) having a first engagement element (32) connected to the transmission member (11) and a second engagement element (33) connected to the rotary machine (MG2), the clutch (CL1) being configured to engage or disengage the first engagement element (32) and the second engagement element (33), and a controller. The controller includes an electronic control unit (40) configured to perform an idling mode after the clutch (CL1) is disengaged while the vehicle is traveling. The idling mode is a mode in which the rotary machine (MG2) rotates in a state where the rotation speed of the second engagement (33) element is lower than the rotation speed of the first engagement element (32).

Abstract: In a control system and a control method, an electronic control unit is configured to crank an engine by setting a clutch to a half engaged state in a state where operation of the engine is stopped during traveling. The half engaged state is a state where the clutch is engaged with a slip. The electronic control unit is configured to, after a rotation speed of the engine has reached an ignition permission rotation speed or higher, increase a transmitted torque capacity of the clutch to a transmitted torque capacity that satisfies the following conditions i) and ii): i) the transmitted torque capacity is larger than a transmitted torque capacity before the rotation speed of the engine has reached the ignition permission rotation speed; and ii) the transmitted torque capacity allows the clutch to be kept in the half engaged state.

Abstract: A control system of a hybrid vehicle, in which a driving power source for travel includes an engine that is started by cranking, a motor that can control a torque, and a clutch that is coupled with the motor and in which a transmission torque capacity continuously changes depending on a change of a control amount is configured to estimate a torque of the clutch based on the torque that the motor outputs, and change rates of the rotational speed of the motor and the clutch caused by changing the control amount, when the torque that the motor outputs is transmitted by the clutch that is in a slip state by changing the control amount.

Abstract: Provided is a hybrid vehicle driving apparatus including: a power transmission mechanism which is connected to an engine and is able to output a rotation of the engine while changing the rotation speed; a differential mechanism which connects the power transmission mechanism and a drive wheel to each other; and a regulation device, wherein the differential mechanism includes a first rotation component which is connected to an output component of the power transmission mechanism, a second rotation component which is connected to a first rotating electric machine, and a third rotation component which is connected to a second rotating electric machine and the drive wheel, and wherein the regulation device switches between a state where a differential operation of the differential mechanism is regulated and a state where the differential operation of the differential mechanism is allowed.

Abstract: A driving device for a hybrid vehicle including a power transmission mechanism (10) that is connected to an engine (1) and transmits a rotation of the engine; a differential mechanism (20) that connects the power transmission mechanism to driving wheels (32); and a switching device (CL1, BK1) that performs speed change of the power transmission mechanism, wherein the differential mechanism includes a first rotary element (24) that is connected to an output element (13) of the power transmission mechanism, a second rotary element (21) that is connected to a first rotating electrical machine (MG1) and a third rotary element (23) that is connected to the second rotating electrical machine (MG2) and the driving wheels, and wherein the rotation of the output element of the power transmission mechanism is limited by the switching device.

Abstract: An intermesh engagement device includes an intermesh engagement mechanism, a moving member, an actuator configured to apply a thrust to a moving member in an engaging direction, a transmission spring configured to transmit the thrust of the actuator from the moving member to a sleeve, a return spring, a stopper, and an electronic control unit configured to control the actuator. The electronic control unit is configured to execute first control for setting the thrust of the actuator to a thrust in a first region, and, when a halfway stopped state has occurred through the first control, execute second control for setting a thrust larger than the thrust in the first control. The first region is a range in which the thrust is larger than an urging force of the return spring and is smaller than the sum of the urging force of the return spring and a maximum urging force of the transmission spring.

Abstract: Provided is a hybrid vehicle driving apparatus including: a power transmission mechanism which is connected to an engine and is able to output a rotation of the engine while changing the rotation speed; a differential mechanism which connects the power transmission mechanism and a drive wheel to each other; and a regulation device, wherein the differential mechanism includes a first rotation component which is connected to an output component of the power transmission mechanism, a second rotation component which is connected to a first rotating electric machine, and a third rotation component which is connected to a second rotating electric machine and the drive wheel, and wherein the regulation device switches between a state where a differential operation of the differential mechanism is regulated and a state where the differential operation of the differential mechanism is allowed.

Abstract: A vehicle drive device comprising: an engine, a first electric motor, and a second electric motor disposed on a first axis; a first axis output portion outputting power of the first axis; a second axis input portion that is an input portion of a second axis to which power from the first axis output portion is input, the second axis being parallel to the first axis; a second axis output portion outputting power of the second axis; a transmission changing speed between the second axis input portion and the second axis output portion, the transmission being disposed on the second axis; and a third axis input portion that is an input portion of a third axis to which power from the second axis output portion is input, the third axis being parallel to the first axis, the first axis output portion, the second axis input portion, the second axis output portion, and the third axis input portion all being disposed between the first electric motor and the second electric motor in a direction of the first axis, the trans

Abstract: A driving device for a hybrid vehicle including a power transmission mechanism (10) that is connected to an engine (1) and transmits a rotation of the engine; a differential mechanism (20) that connects the power transmission mechanism to driving wheels (32); and a switching device (CL1, BK1) that performs speed change of the power transmission mechanism, wherein the differential mechanism includes a first rotary element (24) that is connected to an output element (13) of the power transmission mechanism, a second rotary element (21) that is connected to a first rotating electrical machine (MG1) and a third rotary element (23) that is connected to the second rotating electrical machine (MG2) and the driving wheels, and wherein the rotation of the output element of the power transmission mechanism is limited by the switching device.