Abstract: A vehicle transmission device includes an input member coupled to a combustion engine and a rotary electric machine; an output member coupled to wheels; a speed change mechanism with a plurality of friction engagement elements and that provides a plurality of shift speeds; and a control device that controls the speed change mechanism. When a during-regeneration downshift is performed while the rotary electric machine is outputting regenerative torque, the control device sets a target increase capacity, which is a target value of a transfer torque capacity of an engagement-side element to be engaged after an increase, increases the transfer torque capacity of the engagement-side element to the target increase capacity over a predetermined torque capacity increase period, and decreases a transfer torque capacity of a disengagement-side element, which is to be disengaged, over a predetermined torque capacity decrease period that at least partially overlaps the torque capacity increase period.

Abstract: A control device for controlling a transmission configured such that when the speed change mechanism performs switching to a shift speed with a lower speed ratio in a negative torque prediction established state in which predicted input torque is negative, the predicted input torque being a predicted value of input torque input to the input member a predetermined determination reference time later, and being derived on the basis of variations in the input torque, special speed change control is executed in which a disengagement hydraulic pressure is lowered to cause a disengagement element to slip, and the disengagement element is maintained in a slipping state over an entire speed change process, which extends from a time point when the disengagement element starts slipping to a time point when a rotational speed is synchronized with a rotational speed of the input member.

Abstract: A control device for controlling a transmission device configured such that when the speed change mechanism performs switching to a shift speed with a different speed ratio, special speed change control is executed in which a disengagement hydraulic pressure, is lowered to cause a disengagement element to slip, and in which the disengagement element is maintained in a slipping state over an entire speed change process. In the case where slipping of the disengagement element is not detected within a predetermined time after the disengagement hydraulic pressure is lowered at start of the special speed change control, pressure increase correction is performed in which an engagement hydraulic pressure, which is a hydraulic pressure of hydraulic oil for an engagement element that is a friction engagement element to be engaged, is raised until slipping of the disengagement element is detected.

Abstract: A control device includes an input member drivingly coupled to at least one of an internal combustion engine and a rotating electrical machine as driving force sources of a vehicle. When downshifting or upshifting the control device controls the engagement pressure of a direct coupling clutch to a pressure lower than the direct coupling limit engagement pressure during downshifting, when downshifting in a state in which required input torque, which is torque that is required to be transferred to the input member, is set to a positive torque, and the control device controls the engagement pressure of the direct coupling clutch to a pressure equal to or higher than the direct coupling limit engagement pressure during downshifting or upshifting, when performing downshifting in a state in which the required input torque is set to a negative torque, or when performing upshifting regardless of the required input torque.

Abstract: A control apparatus includes a differential speed acquisition unit that acquires a differential speed representing a difference in speed between an input side drivingly connected to the input member of the fluid coupling and an output side drivingly connected to the transmission; a state determination unit that determines a shift speed in the transmission and an operating state of the direct connection clutch based on an accelerator opening and a vehicle speed of a vehicle; and a direct connection control unit that engages, if the differential speed is equal to or less than a predetermined engagement permitting threshold value when the state determination unit determines an upshift of the shift speed and a transition from a disengaged state to an engaged state of the direct connection clutch in a condition in which the accelerator opening is decreasing, the direct connection clutch regardless of an upshift operation of the shift speed.

Abstract: A control device includes a differential rotation obtaining unit; a direct-coupling control unit that decreases the differential rotation speed by increasing an engagement pressure of the direct-coupling clutch at a normal pressure increase rate determined depending on a traveling state of a vehicle so as to change the direct-coupling clutch from a released state to an engaged state; and a pressure increase control unit that changes to a rapid pressure increase rate larger than the normal pressure increase rate for increasing the engagement pressure by the direct-coupling control unit when the differential rotation speed becomes equal to or smaller than a predetermined pressure increase permission threshold in a state that an accelerator opening of the vehicle decreases.

Abstract: A vehicle transmission device includes an input member coupled to a combustion engine and a rotary electric machine; an output member coupled to wheels; a speed change mechanism with a plurality of friction engagement elements and that provides a plurality of shift speeds; and a control device that controls the speed change mechanism. When a during-regeneration downshift is performed while the rotary electric machine is outputting regenerative torque, the control device sets a target increase capacity, which is a target value of a transfer torque capacity of an engagement-side element to be engaged after an increase, increases the transfer torque capacity of the engagement-side element to the target increase capacity over a predetermined torque capacity increase period, and decreases a transfer torque capacity of a disengagement-side element, which is to be disengaged, over a predetermined torque capacity decrease period that at least partially overlaps the torque capacity increase period.

Abstract: A bus bar has a lead portion and a bus bar portion which are integrally shaped. The lead portion is provided in such a shape that branches from the bus bar portion. A part of the lead portion forms a connection part directly electrically connected with a transistor electrode and a diode electrode by a connecting material such as solder. The thickness of the lead portion including the connection part is made smaller than the thickness of the bus bar portion. Accordingly, such an interconnection structure can be provided in which the electrode of the semiconductor device and the bus bar are electrically directly connected with each other and thermal stress at the connection part therebetween can be relieved.

Abstract: A control device for controlling a transmission device configured such that when the speed change mechanism performs switching to a shift speed with a different speed ratio, special speed change control is executed in which a disengagement hydraulic pressure, is lowered to cause a disengagement element to slip, and in which the disengagement element is maintained in a slipping state over an entire speed change process. In the case where slipping of the disengagement element is not detected within a predetermined time after the disengagement hydraulic pressure is lowered at start of the special speed change control, pressure increase correction is performed in which an engagement hydraulic pressure, which is a hydraulic pressure of hydraulic oil for an engagement element that is a friction engagement element to be engaged, is raised until slipping of the disengagement element is detected.

Abstract: A control device for controlling a transmission configured such that when the speed change mechanism performs switching to a shift speed with a lower speed ratio in a negative torque prediction established state in which predicted input torque is negative, the predicted input torque being a predicted value of input torque input to the input member a predetermined determination reference time later, and being derived on the basis of variations in the input torque, special speed change control is executed in which a disengagement hydraulic pressure is lowered to cause a disengagement element to slip, and the disengagement element is maintained in a slipping state over an entire speed change process, which extends from a time point when the disengagement element starts slipping to a time point when a rotational speed is synchronized with a rotational speed of the input member.

Abstract: A control device includes an input member drivingly coupled to at least one of an internal combustion engine and a rotating electrical machine as driving force sources of a vehicle. When downshifting or upshifting the control device controls the engagement pressure of a direct coupling clutch to a pressure lower than the direct coupling limit engagement pressure during downshifting, when downshifting in a state in which required input torque, which is torque that is required to be transferred to the input member, is set to a positive torque, and the control device controls the engagement pressure of the direct coupling clutch to a pressure equal to or higher than the direct coupling limit engagement pressure during downshifting or upshifting, when performing downshifting in a state in which the required input torque is set to a negative torque, or when performing upshifting regardless of the required input torque.

Abstract: A shift speed control that, in the case in which it is determined that reverse jump shifting, which returns to a previous shift speed, has occurred during jump shift control, a load amount determining means determines whether a load amount that is applied to friction engagement elements is within a permitted range. Based on the result of this determination, a multiple control permitting means permits execution of multiple shift control for the reverse jump shifting, and when permitted by the multiple control permitting means, the shift control means executes multiple shift control for reverse jump shifting. In addition, in the case in which the shift control means is not permitted by the multiple control permitting means, the shift control means executes reverse jump shift bypass control, and shifts to a shift speed to be shifted to after temporarily shifting to an intermediate shift speed.

Abstract: A control apparatus includes a differential speed acquisition unit that acquires a differential speed representing a difference in speed between an input side drivingly connected to the input member of the fluid coupling and an output side drivingly connected to the transmission; a state determination unit that determines a shift speed in the transmission and an operating state of the direct connection clutch based on an accelerator opening and a vehicle speed of a vehicle; and a direct connection control unit that engages, if the differential speed is equal to or less than a predetermined engagement permitting threshold value when the state determination unit determines an upshift of the shift speed and a transition from a disengaged state to an engaged state of the direct connection clutch in a condition in which the accelerator opening is decreasing, the direct connection clutch regardless of an upshift operation of the shift speed.

Abstract: A control device includes a differential rotation obtaining unit; a direct-coupling control unit that decreases the differential rotation speed by increasing an engagement pressure of the direct-coupling clutch at a normal pressure increase rate determined depending on a traveling state of a vehicle so as to change the direct-coupling clutch from a released state to an engaged state; and a pressure increase control unit that changes to a rapid pressure increase rate larger than the normal pressure increase rate for increasing the engagement pressure by the direct-coupling control unit when the differential rotation speed becomes equal to or smaller than a predetermined pressure increase permission threshold in a state that an accelerator opening of the vehicle decreases.

Abstract: A bus bar has a lead portion and a bus bar portion which are integrally shaped. The lead portion is provided in such a shape that branches from the bus bar portion. A part of the lead portion forms a connection part directly electrically connected with a transistor electrode and a diode electrode by a connecting material such as solder. The thickness of the lead portion including the connection part is made smaller than the thickness of the bus bar portion. Accordingly, such an interconnection structure can be provided in which the electrode of the semiconductor device and the bus bar are electrically directly connected with each other and thermal stress at the connection part therebetween can be relieved.

Abstract: An engine output controller includes a delay timer which measures the period of time elapsed from a timing of a target hydraulic pressure of a release side hydraulic pressure, and control starts a predetermined period of time after a predetermined amount of torque increase is achieved. The engine output control stores maps of the predetermined periods of time and the amounts of torque increase corresponding to normal shifts, such as 3rd to 2nd and 4th to 3rd, and skip-shifts, such as 4th to 2nd, and selects the map corresponding to the type of downshift.

Abstract: A shift speed control that, in the case in which it is determined that reverse jump shifting, which returns to a previous shift speed, has occurred during jump shift control, a load amount determining means determines whether a load amount that is applied to friction engagement elements is within a permitted range. Based on the result of this determination, a multiple control permitting means permits execution of multiple shift control for the reverse jump shifting, and when permitted by the multiple control permitting means, the shift control means executes multiple shift control for reverse jump shifting. In addition, in the case in which the shift control means is not permitted by the multiple control permitting means, the shift control means executes reverse jump shift bypass control, and shifts to a shift speed to be shifted to after temporarily shifting to an intermediate shift speed.

Abstract: An engine output controller includes a delay timer which measures the period of time elapsed from a timing of a target hydraulic pressure of a release side hydraulic pressure, and control starts a predetermined period of time after a predetermined amount of torque increase is achieved. The engine output control stores maps of the predetermined periods of time and the amounts of torque increase corresponding to normal shifts, such as 3rd to 2nd and 4th to 3rd, and skip-shifts, such as 4th to 2nd, and selects the map corresponding to the type of downshift.