Abstract: A control device controlling a hybrid vehicle drive apparatus that includes an internal combustion engine, a rotary electric machine drivingly connected to a wheel and a clutch selectively drivingly connecting the internal combustion engine with the rotary electric machine. The control device performs control such that, when a start request of the internal combustion engine is issued in the state in which the clutch is released and combustion of the internal combustion engine is stopped, a rotational speed of the internal combustion engine is raised to a rotational speed of the rotary electric machine by transmitting driving torque of the rotary electric machine to the internal combustion engine by increasing a torque transfer capacity of the clutch, and, after the rotational speed of the internal combustion engine is synchronized with the rotational speed of the rotary electric machine, the combustion of the internal combustion engine is started.

Abstract: In a continuously variable transmission (“CVT”) using a toroidal-race continuously variable ratio device and a planetary gear mechanism, the rotation of the input shaft (12) is directly transmitted to the carrier C of the planetary gear mechanism (61), and rotation resulting from gearing and reversal by the variator (5) is transmitted to the sun gear (S1). When the low clutch L is engaged, the rotation of the ring gear (R3) is transmitted via the reversing gear mechanism (71) to the output shaft (13), and when the high clutch H is engaged, the rotation of the sun gear (S2) is transmitted to the output shaft (13).

Abstract: A control device controlling a hybrid vehicle drive apparatus that includes an internal combustion engine, a rotary electric machine drivingly connected to a wheel and a clutch selectively drivingly connecting the internal combustion engine with the rotary electric machine. The control device performs control such that, when a start request of the internal combustion engine is issued in the state in which the clutch is released and combustion of the internal combustion engine is stopped, a rotational speed of the internal combustion engine is raised to a rotational speed of the rotary electric machine by transmitting driving torque of the rotary electric machine to the internal combustion engine by increasing a torque transfer capacity of the clutch, and, after the rotational speed of the internal combustion engine is synchronized with the rotational speed of the rotary electric machine, the combustion of the internal combustion engine is started.

Abstract: In a continuously variable transmission (“CVT”) using a toroidal-race continuously variable ratio device and a planetary gear mechanism, the rotation of the input shaft (12) is directly transmitted to the carrier C of the planetary gear mechanism (61), and rotation resulting from gearing and reversal by the variator (5) is transmitted to the sun gear (S1). When the low clutch L is engaged, the rotation of the ring gear (R3) is transmitted via the reversing gear mechanism (71) to the output shaft (13), and when the high clutch H is engaged, the rotation of the sun gear (S2) is transmitted to the output shaft (13).

Abstract: Rotation of an input shaft is directly transmitted to a front carrier of a planetary gear mechanism, and rotation, which is speed-changed and reversed by a toroidal-type continuously variable speed change unit, is transmitted to a first sun gear. When a Low clutch is applied, rotation of an output carrier of a simple planetary gear unit is transitted to a counter gear mechanism via a common carrier, and then output at an output shaft. When a High clutch H is applied, rotation of a second sun gear is transmitted to the output shaft. Thus, the pinion shaft is shortened and the service life span of a supporting bearing is increased as compared with a planetary gear mechanism that has a three-step pinion.

Abstract: Rotation of an input shaft is directly transmitted to a front carrier of a planetary gear mechanism, and rotation, which is speed-changed and reversed by a toroidal-type continuously variable speed change unit, is transmitted to a first sun gear. When a Low clutch is applied, rotation of an output carrier of a simple planetary gear unit is transitted to a counter gear mechanism via a common carrier, and then output at an output shaft. When a High clutch H is applied, rotation of a second sun gear is transmitted to the output shaft. Thus, the pinion shaft is shortened and the service life span of a supporting bearing is increased as compared with a planetary gear mechanism that has a three-step pinion.

Abstract: The present invention prevents shift shock and reduces time required to execute the complete speed change operation in the case where a second speed change is commanded while a first speed change operation is still in progress. If a down-shift to a first speed stage is commanded during an up-shift operation from the first to the second speed, the hydraulic pressure in the second speed change operation is controlled in accordance with the state of the first speed change operation at the time of generation of the command for the second speed change. For example, if a down-shift to the first speed stage is commanded during the torque phase of an up-shift operation from first to second speeds, namely, before change in the rotational speed of the input shaft has started, only completion control of the down-shift operation is executed.

Abstract: If a shift to the 3rd speed is decided during the 5th-4th speed shift, in which the hydraulic servo for a second clutch is released by pressure regulation control, a changeover valve is switched by a solenoid valve so that the fluid pressure P.sub.C2 from the pressure regulating valve is conducted to a third clutch hydraulic servo. Thereby, the third clutch hydraulic servo pressure P.sub.C3 stands by at a predetermined engaging pressure P.sub.H and, at the same time, the servo-start of a fourth brake fluid pressure P.sub.B4 is performed by another pressure regulating valve. Meanwhile, the fluid pressure P.sub.C2 is released by an accumulator. After the servo-start ends and the 4th speed is established, the 4-3 speed shift control is performed, thus preventing shift shock and reducing shift duration.

Abstract: A hydraulic pressure control apparatus for an automatic transmission including a microprocessor-based control unit for controlling hydraulic pressure supplied to hydraulic servos of friction engagement elements. The control apparatus calculates a target hydraulic pressure P.sub.TA for a condition at the start of the inertia phase in accordance with the input torque, and a gradient based on the target hydraulic pressure and a predetermined time t.sub.TA. A first up-sweep of hydraulic pressure is performed by the apparatus with the gradient. A relatively gradual gradient .delta.P.sub.TA is set based on a target rotation change rate for the input rotational speed to provide a predetermined change amount when the hydraulic pressure becomes the target hydraulic pressure P.sub.TA. The control apparatus performs a second up-sweep with the gradient .delta.P.sub.TA. When the rotational speed change .DELTA.N of the input rotation becomes a rotation change start-determining rotational speed dN.sub.