Abstract: A wire harness configured to protect the group of lead wires having a large curve such that there is no risk of the binding tape-type protection portion exposing the group of lead wires is provided. The wire harness includes a group of lead wires and a binding tape-type protection portion that covers the group of lead wires. The binding tape-type protection portion is formed by overlapping a binding tape member around the group of lead wires. The binding tape member includes a tape member body that is made of a synthetic resin and is molded such that the cross-sectional shape orthogonal to the lengthwise direction is a four-triangle wave shape, and an adhesive layer formed on one surface of the tape member body.

Abstract: A vehicle switch module includes a sub-network having switches connected thereto and a sub-network controller in operative communication with the sub-network and the switches. Each switch includes a microprocessor programmed to generate switch messages that include address and switch logic state data. The sub-network controller transmits switch queries onto the sub-network to a number of switch addresses to determine a connection status and switch state of switches in the switch module and receives switch messages responsive to the queries from switches at addresses to which the switch queries were transmitted. The received switch messages verify the identity of a switch in the module and provide a switch state for the switch. The sub-network controller interprets the received switch messages and—based on the switch address and switch state data in the messages—controls operation of a vehicle output or load associated with each of the switches.

Abstract: A fuel-saving and energy-saving car controller includes a power supercharge control box (51) electrically connected with a direct-current brushless motor (41) of a power supercharger (40). The power supercharge control box includes a communication module which reads data in the on-board diagnostics (8) and the car computer (7) so as to detect a rotation speed of the engine (20). Thus, the communication module transmits a signal to the single-chip control circuit (1) which drives the motor actuating circuit (42) which controls the direct-current brushless motor to regulate a rotation speed of the air inlet fan (44).

Abstract: A chain of components for transmitting electric power of an aircraft includes an auxiliary power unit (APU), main engines and end consumer systems via power networks and electronic connections controlled by a unit. The APU supplies power to a shaft by a connection to at least one energy converter unit, via a transmission unit, each converter unit comprising only one convertible electromechanical component. The transmission of power is effected by a direct connection to the transmission unit and to the end consumer system. The connection between a converter unit and the APU is provided by connecting the shaft of the APU to the shaft of the starter/generator (SG) via a directional transmission of power operating in one direction only from the shaft of the APU to the shaft of the SG.

Abstract: The vehicle mobile microgrid is a vehicle on-board electrical grid dedicated to supplying all supplemental electrical needs for the vehicle utilizing recovered energy from internal combustion engine heat, vehicle motion and auxiliary electrical power generator, chemical and mechanical storage systems and electrical power from incident light energy. Unlike electrical grids that serve wide population areas, the vehicle on-board electrical grid is not meant to serve electrical demand beyond that utilized by the vehicle. This on-board electrical grid is therefore very small by comparison, and the term microgrid is meant to convey this comparative size. The microgrid utilizes a common-mode bidirectional microgrid to efficiently capture, store and distribute electrical power depending on the vehicle's demand for electrical power.

Abstract: The vehicle body front portion structure includes a pair of framework members, a bumper framework portion and spacer members. The framework members are long in a vehicle front-and-rear direction and are arranged side by side in a vehicle width direction. Front end sides of the framework members are energy-absorbing portions. The bumper framework portion is long in the vehicle width direction and spans between the front ends of the pair of framework members. The bumper framework portion includes protruding portion that protrudes to vehicle width direction outer sides relative to the framework members. Each spacer member includes a first portion extending from a front end portion and a second portion curving inward in the vehicle width direction from the first portion.

Abstract: A rear guard assembly for mounting to a chassis of a motor vehicle. The rear guard assembly can comprise a rearward-facing guard plate and a pair of braces mounted to the rearward-facing guard plate. Each brace can comprise a collapsible shock absorber comprising a first end and a second end, wherein a longitudinal axis is aligned with the first end and the second end. Each brace can comprise a plurality of outwardly-deflecting portions between the first end and the second end, wherein a lateral axis traverses the outwardly-deflecting portions and is oriented perpendicular to the longitudinal axis, and wherein the outwardly-deflecting portions are symmetrical relative to the longitudinal axis and the lateral axis. A spacing block can be positioned intermediate the outwardly-deflecting portions and the rearward-facing guard plate. A support assembly can be connected to each brace and can include fixed arms and pivot arms.

Abstract: A vehicle front structure includes: a pair of right and left front side members extending in the vehicle front-rear direction; load receiving members each projecting from a corresponding one of the front side members outward in the vehicle-width direction, having an outer side surface in the vehicle-width direction, which is tilted inward in the vehicle-width direction from the vehicle front side toward the vehicle rear side; and protruding members each disposed forward of a corresponding one of the load receiving members in the vehicle front-rear direction, each protruding forward in the vehicle front-rear direction, and each having a front end portion and a rear end portion, the rear end portion being fixed at a position at which at least a part of the protruding member overlaps with the corresponding load receiving member in a front view of the vehicle, and the front end portion being a free end.

Abstract: The disclosed apparatus, systems and methods relate to a quick release grill guard further comprising at least one latching system configured for the quick release and pivot of the grill guard away from the vehicle grill face. In certain embodiments, the quick release grill guard further comprises a grill guard coupling portion, a vehicle coupling portion, a latching portion a hinge, a quick release bar; and a clasping member. In certain embodiments, the grill guard coupling portion is capable of being freely pivoted relative to the hinge by actuation of the clasping member by way of the quick release bar. In exemplary embodiments, the quick release bar is in operable communication with multiple latching systems so as to release the grill guard in a plurality of locations simultaneously.

Abstract: A safety arrangement for a vehicle. The safety arrangement has a control unit; one or more sensors, a road detection arrangement; and one or more vehicle safety systems. The control unit processes the signals from the sensors and determines whether the vehicle is travelling over rough terrain, entering a ditch-like feature, or is airborne. The control unit will activate one or more of the vehicle safety systems if it is determined that the vehicle is travelling over rough terrain, entering a ditch-like feature, or is airborne. Signals, or derived quantities, from the sensors are compared against a threshold to determine whether to activate a vehicle safety system. A first threshold level is used if the vehicle has not or is not likely to leave the road, and a second threshold level is used if the vehicle has or is likely to leave the road.

Abstract: A knee protector for a vehicle in which an upper bracket which generates a high reaction force to a knee input load and a lower bracket which generates a reaction force lower than the upper bracket are directly or indirectly attached, in a vertical position, to a vehicle body strength member. At least the upper bracket has a closed cross-section part on at least a part of the upper bracket. An inwardly protruding part which inwardly protrudes is formed in at least one surface of the closed cross-section part.

Abstract: A safety apparatus for a vehicle includes a coupling device to couple an airbag device with a cowl cross bar. The coupling device includes a plurality of mounting brackets coupled with the cowl cross bar while being spaced apart from each other by a predetermined distance, mounting b locks coupled with the mounting brackets, and fitting members protruding from an outer bottom surface of the housing and fitted on the mounting blocks.

Abstract: An inflatable curtain airbag assembly has a tubular rolled or folded curtain airbag, and at least one stiffening member provided at the tubular rolled or folded curtain airbag. The stiffening member is fixed by an adhesive connection, a sewing connection, a welding connection or a melting connection directly to the curtain airbag.

Abstract: An airbag device for motor vehicle, includes: an inflator arranged in an instrument panel in front of a front passenger seat and is capable of ejecting gas; a first airbag connected to the inflator at a base end side thereof and has a gas inflow hole through which gas can be flowed, the first airbag being for the front passenger seat; and a second airbag arranged on the first airbag at a side face portion close to a center in the vehicle width direction, the second airbag being adapted to communicate with the first airbag through first and second communication portions. The first communication portion is arranged proximal to the inflator than the second communication portion arranged proximal to the occupant side end. The first communication portion and the second airbag are communicated via a communication passageway, and the second communication portion and the second airbag are communicated directly.

Abstract: A motor vehicle airbag module having an airbag consisting of an airbag fabric, and an inflation device The airbag having a ventilation area closed by a covering prior to inflation. A restraining strap has one end in the interior of the airbag detachably mounted on a fixed compartment and another end affixed on the covering. On inflation of the airbag before the release of the restraining strap, the strap holds the covering closing the ventilation area. The covering is a three-dimensional element which is connected via at least one partial area of its perimeter to the airbag fabric and that it can be folded such that, on release of the restraining strap, the three-dimensional element is unfolded due to the effect of the gas flowing from the ventilation area into the covering The covering is held in position in a detachable overlap with a part of the airbag.

Abstract: An airbag includes an airbag body formed by joining front and rear panels, an inlet of pressurized fluid, a vent hole communicating inside and outside of the airbag body, a regulation portion regulating discharge of the pressurized fluid from the vent hole and a coupling portion temporarily joining the front and rear panels. The inlet and the vent hole are formed on the rear panel. The regulation portion includes a connecting member, a vent hole cover and a link member. The connecting member regulates a thickness of the airbag body in the inflated state. The vent hole cover covers the vent hole and has one end portion supported by the rear panel and the other end portion joined to the coupling portion. The link member has one end portion joined to the vent hole cover and the other end portion joined to the connecting member.

Abstract: An airbag module for a vehicle is disclosed. The airbag module includes a module housing, a gas generator in response to an impact of the vehicle, and an airbag for expanding with the gas. The airbag and the gas generator are arranged in the module housing. The airbag module includes an actuator member for carrying out a linear movement and for actuating an unlocking mechanism of an engine bonnet or hood of the vehicle. The actuator member in a position of rest is arranged within the module housing and in an activation position is arranged at least in sections outside the housing.

Abstract: A seatbelt retractor is provided that can be formed in a smaller size yet properly operated, and capable of smoothly providing seatbelt tension, and a seatbelt assembly including such a seatbelt retractor.

Abstract: A drive wheel for a belt tensioner is adapted to be coupled to a belt reel and includes an external tooth system including plural teeth distributed along the circumference. The teeth are inclined in a first circumferential direction and/or the teeth have at least one end face facing away from the central axis of the drive wheel and being inclined in a first circumferential direction and/or the clearances between neighboring teeth are not symmetrical with respect to planes defined by radial and axial directions. The teeth have no symmetry with respect to planes extending tangentially relative to the circumferential direction.

Abstract: A pretensioner assembly for motor vehicle belt restraint systems is provided. The pretensioner assembly includes a tube in fluid communication with a gas generator and a driving element disposed therein that travels in a first direction in response to actuation of the gas generator. The tube includes a constriction disposed adjacent an exit of the tube. The constriction allows the driving element to pass but prevents a seal member disposed between the generator and the driving element from passing. The constriction provides backpressure on the seal member causing the seal member to expand radially outward. The system can also include a slug member disposed between the seal member and the driving element.

Abstract: A belt lock is provided with a state sensor for detection of the locking state of a safety belt system, for example in an motor vehicle. The belt lock includes a locking mechanism which is located in a belt lock housing, which is formed from an upper shell and a lower shell, for an inserted belt tongue which has a component which changes its location from a first end position into a second end position when the locking mechanism is actuated. Actuation of the locking mechanism can be monitored by the state sensor. The state sensor is made as an electronic sensor element which is located in the lower shell.

Abstract: The purpose of the present invention is to provide a steering lock device that can prevent improper access to a cylinder lock due to the deformation of a mounting hole formed in a cut-out shape. The steering lock device comprises: a frame (4) that is provided with a cylindrical section (1) open at one end, and that houses a lock body (3) which moves in and out of a steering column as a result of the manipulation of a cylinder lock (2) secured in the cylindrical section (1); and a mounted member (6) that is mounted in a mounting hole (5), one end of which opens to the open end of the cylindrical section (1) and is formed in a cut-out shape. At both side ends of the mounting hole (5), to-be-locked sections (9) are provided that regulate the widthwise deformation of the mounting hole (5) by locking circumferentially with locking sections (8) of an inserted member (7) which is inserted into the cylindrical section (1) within the frame (4).

Abstract: This onboard device measures the received power of radio waves transmitted from a base station while the engine is running and sets a near-out-of-range flag when the level of the received power has become equal to or lower than a near-out-of-range level, which indicates the possibility of going out of range. The onboard device permits a portable terminal device to obtain a new effective period for a key ID when the radio wave environment of a vehicle when the engine is stopped indicates that the vehicle is out of range, and the effective period of the key ID has expired and needs to be renewed, provided that the near-out-of-range flag has been set. Consequently, security can be enhanced during acquisition of update information for the key information with the portable terminal device.

Abstract: An embedded security system for an environment-controlled trailer including a transportation refrigeration unit. The security system includes a plurality of sensors mounted to the trailer and a communication device embedded in the transportation refrigeration unit of the trailer, the communication device being configured to receive data from the plurality of sensors, and to send the received data to a controller being remote from the trailer. The controller is configured to monitor the security status of the trailer and to determine a security risk at the trailer based, at least in part, on the received data.

Abstract: Electromotive auxiliary drive, particularly a wiper drive, with an electric motor and a downstream gear forming an output shaft of the auxiliary drive, presenting at least two gear stages arranged in series in a drive train between the electric motor and the output shaft, of which one first gear stage is designed in the manner of a worm gear consisting of a worm and of a gearwheel or worm wheel interacting with this worm.

Abstract: A windscreen wiper device comprising a wiper blade with a spoiler at a side thereof facing away from the windscreen to be wiped, wherein the wiper device further includes a connecting device having a substantially U-shaped cross-section. Legs of the U-shaped cross-section are connected to the wiper blade on opposite sides thereof. An interior space is left open between the connecting device and the wiper blade for forming a water channel for transporting rain water therethrough.

Abstract: A kit for connecting a wiper blade and multiple types of wiper arms, the kit including a container and a set of connectors located within an interior of the container. The set of connectors includes a first connector having a structure to receive and be connected to at least two different wiper arms that are part of a first class of wiper arms. The set of connectors includes a second connector having a structure to receive and be connected to at least two different wiper arms that are part of a second class of wiper arms. The set of connectors includes a third connector having a structure to receive and be connected to at least two different wiper arms that are part of a third class of wiper arms, wherein the first class, the second class and the third class are different from one another.

Abstract: A portable undercarriage washer for vehicles includes a spray manifold having a feed line with a proximal end and a distal end, a spray tube coupled with the distal end of the feed lines, and a plurality of spaced spray nozzles connected with spaced openings on the spray tube. A protective cover overlies the spray manifold and the spaced spray nozzles. The protective cover has a top surface, a bottom surface, a plurality of spaced openings extending between the top and bottom surfaces, and a recess formed in the bottom surface. The spacing between the spaced openings matches the spacing between the spaced spray nozzles. The protective cover has a height that is greater than or equal to the height of the spaced spray nozzles, and the protective cover has side walls that slope downwardly and outwardly between the top and bottom surfaces of the protective cover.

Abstract: A parking device for a vehicle has a parking rod which is movably driven from a position in which a parking gear is engaged to a position in which the engagement of the parking gear is released, a rotational lever which movably drives the parking rod, a drive device which rotationally drives the rotational lever, an elastic member which urges the rotational lever in a direction opposite from a direction in which the rotational lever is rotationally driven, and engagement device having an engaging portion in which the engaging portion is engaged with an engaged portion, in a position where the parking gear is engaged, which is provided at an end surface of the rotational lever which follows the radial direction of rotation.

Abstract: A patient support apparatus includes a patient support surface, a manually operable brake operatively associated with the patient support surface, a manual brake activation handle or pedal for manually operating the manually operable brake, and an electrically powered actuator. The actuator is mechanically coupled to the manually operable brake and to the manual brake activation handle or pedal, and actuates the manually operable brake and moves the manual brake activation handle or pedal from a first position to a second portion in response to a signal at the patient support apparatus.

Abstract: Provided is an electric parking brake device in which a parking lever is driven by an electric actuator.

Abstract: A method of controlling an electronic parking brake of a vehicle having a dual clutch transmission. The method includes: identifying a slope of an area in which the vehicle is located in order to determine whether the identified slope exceeds a predetermined slope value; determining whether both of two clutches are opened in a safe mode when the identified slope exceeds the predetermined slope value; determining whether the vehicle moves upward in a front direction when both of the two clutches are opened; and operating the electronic parking brake when the vehicle moves upward in the front direction. When the vehicle moves upward in the front direction on the inclined road, the electronic parking brake is automatically operated to prevent the vehicle from slipping in the rear direction. Therefore, the method can effectively improve the safety of the driver and vehicle even when the driver is inept in pedal operation.

Abstract: To determine a triggering criterion for outputting brake signals in a vehicle, at least one object in the vehicle surroundings is sensed, and a determination is made as to whether the vehicle is on a collision course with the object. When a collision course is determined, an avoidance criterion, which is satisfied if an avoidance maneuver is not available, is checked. When the avoidance criterion is met, a braking criterion is checked. The object is classified into at least a first or a second class as a function of its properties, and the avoidance maneuver is determined as a function of such classification such that, in the case of a first class, a first avoidance trajectory is determined, and, in the case of a second class, a second trajectory, different from the first, is determined. The triggering criterion for brake signal output is satisfied when the avoidance and braking criteria are satisfied.

Abstract: An electrically actuated braking system for an aircraft. The system includes: an electro-mechanical brake actuator (EMAbrake) proximate a wheel of the aircraft, the EMAbrake including a motor; an electro-mechanical actuator controller (EMAC) including a motor controller for generating a drive signal for the EMAbrake; a braking control unit (BCU) for generating a braking force command signal for the EMAC during a normal mode of operation; and an emergency braking control unit (eBCU) for generating a braking force command signal for the EMAC during an emergency operating mode. The eBCU is disposed together with the EMAC in a common line replaceable unit (LRU).

Abstract: A controller. The controller includes a processor and a non-transitory computer readable medium. The processor is configured to receive the speed of a first driven wheel from a wheel speed sensor and the speed of a drive shaft from a drive shaft sensor. The non-transistory computer readable medium includes program instructions executed by the processor for determining a speed of a second driven wheel based on a plurality of detected speeds of the first driven wheel and detected speeds of the drive shaft over time.

Abstract: A braking system for a machine includes a first valve assembly having a first electronically actuated proportional valve, and a second valve assembly having a second electronically actuated proportional valve. The braking system includes a first pressure sensor and a second pressure sensor disposed downstream of the first and second valve assemblies, respectively. The first and second pressure sensors are configured to determine a first pressure and a second pressure of a braking fluid from the first and second valve assembly. The braking system also includes a controller configured to receive a signal indicative of the first pressure and the second pressure of the braking fluid and compare the first pressure and the second pressure. The controller is configured to selectively actuate at least one of the first electronically actuated proportional valve and the second electronically actuated proportional valve to substantially equalize the first pressure and the second pressure.

Abstract: A brake fluid pressure control unit for a vehicle comprises: a hydraulic block that includes a housing containing an internal channel for a first system and an internal channel for a second system, which individually allow communication with a wheel cylinder for a first wheel and a wheel cylinder for a second wheel respectively, and also containing a detected hydraulic pressure inlet hole leading to a pressure receiving part of a pressure sensor. A first hole included in the internal channel for the first system and a second hole included in the internal channel for the second system can selectively be connected to the detected hydraulic pressure inlet hole by machining such that the depth of either the first hole or the second hole is made greater than the other.

Abstract: A motor vehicle braking system and method operable in a brake-by-wire mode and independently of the driver, with a master brake cylinder (2) operated by a brake pedal (1) having a piston (15, 16) and a pressure chamber (17, 18), connected with a brake circuit (I, II) and wheel brakes (8,9, 10, 11). An electrically controllable pressure supplying device (5) operates the wheel brakes; and a simulation device (3) with at least one elastic element (33), provides an acceptable brake pedal feel in the brake-by-wire mode. The simulation device (3) has a simulator chamber (29) connected, or is hydraulically connected, through a first hydraulic connection (54) to the pressure chamber (17) and which has an electrically actuated isolation valve (28) with a pressure means reservoir (4) under atmospheric pressure. A media separator device (47) is arranged in the connection (46) between the simulator chamber (29) and the isolation valve (28).

Abstract: A vehicle brake booster includes a brake input member configured to receive a braking input force and a booster housing divided into a first chamber adjacent the brake input member and a second chamber remote from the brake input member. A poppet valve includes a poppet valve body and a poppet seal, the poppet valve operable to maintain separation between pressure and vacuum during assisted braking and further being operable to enable evacuation of the air from the first chamber through one or more side ports of the poppet valve body upon release of the braking input force and completion of the assisted braking A restrictor element provides a predetermined release speed for the booster. The one or more side ports define a total flow resistance of the poppet valve body which is less than an effective total flow resistance of the poppet valve body set by the restrictor element.

Abstract: A motor vehicle includes a first and a second set of two separate hydraulic braking circuits. Each of the two braking circuits of each of the first and second set includes a valve assembly for modulating a braking pressure in the two separate hydraulic braking circuits. A valve unit is arranged downstream of a brake booster and is switchable in response to a malfunction of one or both of the two braking circuits of the first set from a first position in which it connects the valve assembly of the two separate hydraulic braking circuits of the first set to the brake booster, into a second position in which it connects the valve assembly of the two separate hydraulic braking circuits of the second set to the brake booster.

Abstract: An electronic brake system may be capable of performing braking operation according to a pedal effort of a driver even when the brake system operates abnormally as well as simplifying a configuration thereof by minimizing the number of valves for controlling a flow of oil pressure and precisely controlling pressure therein.

Abstract: A main piston bushing for a service valve portion of a brake control valve includes a cylindrical sidewall defining a central passageway extending longitudinally through the main piston bushing, the central passageway being surrounded by an internal surface of the cylindrical sidewall. The central passageway is configured to receive the main piston assembly of the service valve portion. The internal surface of the cylindrical sidewall includes a first ramp and a second ramp defined therein, the first ramp and the second ramp being configured to engage a portion of the main piston assembly of the service valve portion to restrain movement of the main piston assembly.

Abstract: A hydraulic unit for a vehicle brake apparatus having a master cylinder and a wheel cylinder includes a housing formed with a pipe line connecting between the master cylinder and the wheel cylinder, a pump disposed in the housing for sucking and discharging a brake fluid to boost pressure of the brake fluid, and a reservoir piston disposed in a hole formed in the housing so as to be movable slidably back and forth, the reservoir piston partitioning a reservoir chamber within the hole for temporarily storing the brake fluid discharged from the wheel cylinder. The hydraulic unit further includes a cover disposed in the hole to close one end on an atmospheric side of the hole, the cover being formed with a fluid reservoir chamber for storing the brake fluid leaking from the pump.

Abstract: Systems and methods for assisted direct start control are provided. An example method varies engine torque, forward clutch engagement pressure, and wheel brake pressure during a vehicle launch responsive to longitudinal vehicle grade to improve launch performance.

Abstract: A vehicle control apparatus assists a braking operation by using negative pressure in a negative pressure chamber generated by rotation of an internal combustion engine, automatically stops or restarts the engine if a first or second condition is satisfied, respectively. The apparatus determines whether a braking operation is performed, detects the rotational speed of the engine and the negative pressure in the negative pressure chamber using a negative pressure sensor. When a state has continued over a predetermined time while no braking operation has been detected, and the rotational speed has been over a threshold, the apparatus temporarily determine whether the sensor is abnormal, based on the negative pressure. When the sensor has been temporarily determined abnormal for a predetermined number of times, the abnormality is certainly determined to inhibit automatic stopping of the engine. The predetermined time may be changed depending whether the state has continued.

Abstract: A drive control system is for a hybrid vehicle. The drive control system includes a power split mechanism, a brake mechanism, a first motor, an output member, a second motor and an electronic control unit. The electronic control unit is configured to obtain a temperature of the power split mechanism based on a first time that is a duration of a motor driven state, allow the motor driven state when the obtained temperature obtained by the electronic control unit is lower than a predetermined upper limit temperature, and inhibit the motor driven state when the obtained temperature is higher than or equal to the upper limit temperature.

Abstract: A hybrid vehicle includes an engine coupled to a planetary gearset and an electric motor configured to provide motor torque directly to a torque transfer set. An overdrive clutch is configured to, when engaged, bypass at least a portion of engine torque to an overdrive shaft directly connected to the torque transfer set. This allows the engine to also provide torque directly to the torque transfer set along with the motor in an overdrive mode of operation. At least one controller is programmed to control the motor and/or the engine based on an estimated amount of torque transferred through the overdrive clutch.

Abstract: A hybrid vehicle includes: an engine; a driving motor/generator connected to an output shaft of the engine; a connection unit disposed between the engine and the driving motor/generator to separate the engine from the driving motor/generator when the engine is stopped and to connect the engine to the driving motor/generator when the engine is operated; a manual transmission connected to the driving motor/generator, for directly varying gear ratio without using an engine clutch according to a driving speed and a torque generated by the driving motor/generator and/or the engine; a position sensor for detecting a position of a manual gearshift lever; and a central control unit connected to the engine, the driving motor/generator, the connection unit, and the manual transmission.

Abstract: In a control apparatus of the present invention, when a predetermined engagement condition is satisfied while an internal combustion engine is operated, first a rotating speed control which makes a first MG output a torque so that a rotating speed of the first MG becomes zero is executed, and subsequently an engagement control which switches a state of a lock mechanism to an engagement state is executed when an engagement switching condition is satisfied during execution of the rotating speed control. When a temperature of a first inverter of the first MG becomes equal to or higher than an engagement prohibition temperature which is lower than a working upper limit temperature during the execution of the rotating speed control, the execution of the engagement control is prohibited.

Abstract: A drive apparatus for a vehicle includes an engine, an MG, a first rotary shaft, a second rotary shaft, a transmission disposed between the first rotating shaft and the second rotary shaft, a driving wheel, a first clutch capable of interrupting power transmission between the engine and the first rotary shaft, a second clutch capable of interrupting power transmission between the MG and the first rotary shaft, and an ECU for controlling the engine, the MG, the transmission, the first clutch and the second clutch. The ECU releases the second clutch as a rotation speed of the first rotary shaft becomes higher than a threshold value, and sets the threshold value lower in the case where an acceleration request is issued from the driver than in the case where no acceleration request is issued to reduce the operation times for the clutch to engage or disengage the MG.