Abstract: In an electromagnetic actuator, an electromagnetic drive section forms a flux path between a plunger and an inner yoke, each member being made of magnetic material, and which drives the plunger in an axial direction through electromagnetic force, an operation section has a dog movable between a connection position where it is connected with a mating part and a release position where it is apart from the mating part in the axial direction, and which restrains movement of the mating part in a circumferential direction when the dog is at the connection position, and a retaining ring is interposed between the plunger and the dog such that relative movement of the dog to the plunger in the circumferential direction is permitted and relative movement of the dog to the plunger in the axial direction is restricted.

Abstract: An object of the present invention is to detect the generation of a drag torque in a locking mechanism, in a hybrid vehicle in which a speed change mode can be changed between a fixed speed change mode and a stepless speed change mode by the action of the locking mechanism. In a hybrid vehicle, a brake mechanism is a wet multiplate brake apparatus and can selectively lock a motor generator. On the other hand, in a case where the drag torque is generated in the brake mechanism, if the motor generator is in a positive rotation state, an actual motor generator torque (first torque) is greater than a torque (less as a reaction torque, second torque) calculated from the operating condition of the hybrid vehicle by the amount of the drag torque. If the motor generator is in a negative rotation state, the first torque is less (greater as the reaction torque) than the second torque. The ECU uses this phenomenon to detect the drag torque.

Abstract: A vehicle drive device includes a rotating electrical machine; and a fluid coupling on one side and coaxial with the electrical machine. A rotor is coupled to a housing of the fluid coupling via a disk-like member. The disk-like member is coaxial with the electrical machine, and includes a main body, and an outer fixing portion. The main body is disk-shaped and between the electrical machine and the fluid coupling. The fluid coupling includes joint fixed to the outer fixing portion. The outer fixing portion has a truncated conical surface, a diameter of which increases from the electrical machine to the fluid coupling. The joint is fixed to the rotary housing where it overlaps the rotary housing viewed in an axial direction, and includes a contact surface contacted by the outer fixing portion. The contact surface does not overlap the electrical machine as viewed perpendicular to the contact surface.

Abstract: A vehicle drive device comprising: an engine; a hydraulic transmission device constituting a portion of a power transmission path between the engine and drive wheels; and an electric motor, the engine and the hydraulic transmission device disposed to rotate around one axial center, the electric motor disposed with a rotation axial center different from the one axial center, the electric motor coupled to an input-side rotating element of the hydraulic transmission device receiving input of a drive force from the engine, the input-side rotating element being rotatable around the one axial center, the electric motor coupled to the input-side rotating element via an electric motor coupling rotating element coupled relatively non-rotatably to the input-side rotating element, a hydraulic pump rotationally driven by the input-side rotating element of the hydraulic transmission device disposed such that a rotor of the hydraulic pump rotates around the one axial center, and a coupling portion of the electric motor cou

Abstract: Disclosed is a vehicle control apparatus that can concurrently achieve an improved drivability and an excellent restart performance of an internal combustion engine. The vehicle control apparatus includes an eco-run system that automatically stops the engine when an automatic stop condition is established and restarts the engine when a restart condition is established, a throttle motor that opens and closes a throttle valve adjusting air amount to be sucked into the engine, and a vehicle speed sensor that detects the vehicle speed. The vehicle control apparatus is adapted to control the throttle motor to enlarge the throttle valve opening degree in response to the higher vehicle speed, according to the vehicle speed information from the vehicle speed sensor (Step S3 to Step S7), when the engine is automatically stopped while the vehicle is travelling (Step S2).

Abstract: In a drive apparatus in which a first motor-generator, a power split device, a shift mechanism, and a second motor-generator are coaxially arranged, a first support wall which is next to the second motor-generator and supports one end of a rotor, and a second support wall that supports the other end of the rotor are provided in a case. A switching portion of the shift mechanism is provided on the first support wall. This kind of structure enables the drive apparatus to be shorter in the axial direction.

Abstract: In a hybrid vehicle having a locking mechanism in which a play elimination process is required in the locking, a torque shock in the play elimination is reduced. In a hybrid vehicle 1 having a locking mechanism 700 which is a cam-lock type engaging apparatus, an ECU 100 performs MG1 locking control. In the control, play is formed between a cam 710 and a clutch plate 720 of the locking mechanism 700. The formed play is gradually reduced such that the torque shock in the play elimination does not occur due to the phase control of the cam 710, on the basis of an initial value of the amount of the play when the clutch plate 720 is bought into contact with a friction part 733 and a play elimination amount G.

Abstract: A vehicle drive includes a speed change mechanism connected to a rotary electric machine; an output member connected to the speed change mechanism and wheels; an engagement device changes a state of engagement between an input member connected to an engine and the speed change mechanism; a hydraulic pump driven by the engine or the rotary electric machine; a first pressure control device that controls pressure supplied from the pump and supplies the pressure to the speed change mechanism; a second, separate hydraulic pressure control device that controls the pressure supplied from the pump and supplies the pressure to the engagement device; and a case that houses the rotary electric machine, speed change mechanism, engagement device, and pump. At least the engagement device is housed in a space formed by the case, and the second hydraulic pressure control device is provided at a part of the case forming the space.

Abstract: A power transmission controlling apparatus of a vehicle includes a clutch capable of connecting/disconnecting power transmission between an engine and a motor/generator, and a torque converter enabling power transmission between the engine or/and the motor/generator and an automatic transmission. When the engine is started by motoring torque with engagement of the clutch during rotation of the motor/generator, the power transmission controlling apparatus sets a torque compensation amount by the motor/generator based on an estimated torque capacity of the clutch, and suppresses torque fluctuations on a power transmission path accompanying engagement of the clutch by power of the motor/generator containing the torque compensation amount. The power transmission controlling apparatus corrects the torque capacity or the torque compensation amount based on input torque of the torque converter.

Abstract: A hybrid drive unit includes a power distribution mechanism for distributing a power from an engine to a first electric motor and to an output shaft; a transmission, which is arranged between the output shaft and a second electric motor in a manner to transmit a torque therebetween, and which is capable of setting an overdrive ratio where a speed of the output shaft is higher than that of a predetermined input element; and an engagement mechanism for connecting the engine selectively with the input element of the transmission, and for setting a speed change ratio of the transmission to the overdrive ratio. The hybrid drive unit is capable of setting an overdrive mode and is easy to be downsized.

Abstract: In a gear shift control device for a vehicle that shifts a transmission having a plurality of gears based on a shift line set in a shift map, an upshift line for shifting to the highest gear, and a downshift line that is located in a high vehicle speed region on the side of a higher vehicle speed than the upshift line are set in the shift map. The downshift line is used when shifting from the highest gear to a prescribed gear that has a larger gear ratio than the highest gear.

Abstract: A power transmission device has a rigid body that includes a contact portion coming into contact with the first or second friction member and that moves the contact portion from a position of contact with the first or second friction member to a position of no contact with the first and second friction members, an elastic body that applies to the rigid body a force moving the contact portion to a position of contact with the first or second friction member, a first pushing mechanism that applies to the rigid body a pressure of liquid moving the contact portion to a position of contact with the first or second friction member, and a second pushing mechanism that applies to the rigid body a pressure of liquid moving the contact portion to a position of no contact with the first and second friction members.

Abstract: A power transmission controlling apparatus of a vehicle includes a clutch capable of connecting/disconnecting power transmission between an engine and a motor/generator, and a torque converter enabling power transmission between the engine or/and the motor/generator and an automatic transmission. When the engine is started by motoring torque with engagement of the clutch during rotation of the motor/generator, the power transmission controlling apparatus sets a torque compensation amount by the motor/generator based on an estimated torque capacity of the clutch, and suppresses torque fluctuations on a power transmission path accompanying engagement of the clutch by power of the motor/generator containing the torque compensation amount. The power transmission controlling apparatus corrects the torque capacity or the torque compensation amount based on input torque of the torque converter.

Abstract: In a drive assembly of the invention, a first catch tank is provided above a casing that keeps lubricating oil accumulated in a bottom thereof for immersion of part of a rotor of a motor MG3 and of part of a differential ring gear of a differential gear. The first catch tank temporarily keeps the lubricating oil scooped up from the bottom of the casing by the rotation of the differential ring gear. The lubricating oil kept in the first catch tank is flowed down by the force of gravity and is fed to peripheral bearings. A second catch tank is arranged to temporarily keep the lubricating oil scooped up from the bottom of the casing by the rotation of the rotor of the motor MG3. The lubricating oil kept in the second catch tank is flowed down by the force of gravity and is fed to peripheral bearings.

Abstract: In a hybrid driving apparatus, a gear mechanism (3) having a first rotating element (7), a second rotating element (4) and a third rotating element (5) is provided, and a first driving power source (2), a second driving power source MG1 and a third driving power source MG2 are linked to the elements of the gear mechanism (3). The speed change ratio of the gear mechanism (3) can be altered. A driven member (18) to which the power output from an output element of the gear mechanism (3) is transmitted is provided. A first power transmission path (9) that connects the second driving power source MG1 to the driven member (18) is provided. A second power transmission path (17) that connects the third driving power source MG2 to the driven member (18) is provided. In this hybrid driving apparatus, at least one of the first power transmission path (9) and the second power transmission path (17) is provided with a transmission (19).

Abstract: A hybrid drive unit that includes an input shaft connected to an engine; an output shaft connected to wheels; a first rotary electric machine; a second rotary electric machine connected to the output shaft; a power distribution device that distributes a rotational driving force of the input shaft to the output shaft and to the first rotary electric machine; a second rotary electric machine fixing device that selectively fixes a rotor of the second rotary electric machine; and a transmission cutoff device capable of cutting off transmission of rotation between the output shaft and the second rotary electric machine at least in a state when the rotor of the second rotary electric machine is fixed.

Abstract: A vehicle drive unit control system. The vehicle includes a prime mover arranged on a power transmission route from a continuously variable transmission to a wheel, a clutch mechanism arranged on a first route from the prime mover to the wheel, and a shift range or shift position can be shifted selectively between a drive range or drive position where a power can be transmitted through the first route and a non-drive range or non-drive position where a power cannot be transmitted through the first route. The control system includes a vehicle speed control demand judging mechanism judging a vehicle speed control demand in case of shifting the shift range or shift position from the non-drive range or non-drive position to the drive range or drive position; and a prime mover controller controlling torque of the prime mover based on the judged vehicle speed control demand.

Abstract: A control system for a drive unit of a hybrid vehicle, which is capable of preventing an uncomfortable feeling, when a vehicle is driven by a power of an electric motor. The control system includes an electric motor, another power unit other than the electric motor, and a transmission, including a speed change inhibiting mechanism for inhibiting a speed change operation of the transmission in case the vehicle is run by a power of the electric motor.

Abstract: A drive unit control system having a continuously variable speed change (CV) unit and a geared speed change (geared) unit to execute a manual speed change to apply responsive engine brake and sufficient braking force. A speed change mode is selected from first and second modes, where a total speed change ratio governed by the speed change ratio of the CV unit and the gear stage of the geared unit is set based on a vehicle running condition, and the total speed change ratio is set based on a signal for applying power source braking, respectively. The system reduces a number of gear stages of the geared unit settable under the second mode. Total speed change ratio is set according to the gear stage of the geared unit, and to the speed change ratio of the CV unit, in case the second mode is selected.

Abstract: A control device of a vehicle includes: power dividing mechanism that has a plurality of rotating elements rotated by torque output and transmitted from an engine and a first motor/generator and switches a transmission mode according to the engaging states of the respective rotating elements; and a clutch that has a first engaging member and a second engaging member having a backlash between them in a rotating direction thereof, and that sets a transmission mode to a fixed transmission ratio mode by engaging the first engaging member connected to one of the rotating elements with the second engaging member, and sets the transmission mode to a continuously variable transmission ratio mode by releasing the engagement. In the control device of a vehicle, the magnitude of the reversed rotating torque is reduced when the direction of rotating torque acting between the first and seconds engaging members.