Abstract: A drive member of a damper device includes a first input plate member and a second input plate member that rotatably support a plurality of pinion gears of a planetary gear of a rotary inertia mass damper. A driven member includes an outer teeth gear portion that meshes with the pinion gear in an outer circumferential portion thereof and is disposed between the first and the second input plate members in an axial direction so as to work as a sun gear of the planetary gear. A stopper is configured to restrict the relative rotation between the drive member and the driven member and includes a contact portion arranged in the outer circumferential portion of the driven member so as to contact with the first input plate member.

Abstract: A belt and coupler arrangement for a conveyor includes an elongate belt having an elongate web with a first end and a second end, wherein the first end and the second end are thicker than the elongate web; and a coupler having a first elongate recess to receive and enclose the first end, and a second elongate recess to receive and enclose the second end. The belt has a first hole at the first end and a second hole at the second end and the coupler comprises a first pin extending through the first hole and a second pin extending through the second hole when the belt ends are coupled by the coupler.

Abstract: A transmission belt is formed by a plurality of elements each having: a body portion including a saddle surface that contacts an inner peripheral surface of an endless ring and a pair of pillar portions that are extended outward in the radial direction of the transmission belt from both lateral sides of the saddle surface; a first surface that is formed on one side of the body portion in the circumferential direction of the transmission belt and a second surface that is formed on the other side of the body portion in the circumferential direction of the transmission belt; and rocking edge portions that are formed at both lateral ends of the first surface so as to be separated from each other and that act as a fulcrum when adjacent ones of the elements contact each other and rotate relative to each other.

Abstract: In a line guiding device for receiving and guiding energy lines, which can be arranged to form at least one loop which includes two runs and a connecting region connecting same, there is provided a device which causes a restoring force to be produced in the spread-open state of the runs in which the connecting region is bent open, the runs being moved back into their folded-together position by the restoring force.

Abstract: A cylindrical transmission includes a housing, an input shaft and an output shaft. The housing includes several circular discs having outside lips, the input shaft and the output shaft being provided on centre lines of the circular discs. The driving gears are provided on the input shaft; and a rotary disc having internal teeth is provided on the output shaft. Several gear shafts are provided between two adjacent circular discs, the gear shafts are located on the outer peripheries of the driving gear between the two adjacent circular discs, several gears are provided on each gear shaft, the gear shaft is adjacent to the rotary disc, one of the several gears is separated from or engaged with the rotary disc internal teeth, and all the circular discs are connected to each other via the outside lips.

Abstract: A planetary gear train apparatus of automatic transmission may include first planetary gear set including first to third rotation elements, second planetary gear set including fourth to sixth rotation elements, third planetary gear set including seventh to ninth rotation elements, fourth planetary gear set including tenth to twelfth rotation elements, fifth planetary gear set including thirteenth to fifteenth rotation elements, first shaft fixed to the second rotation element and the input shaft, second shaft fixed to the fourteenth rotation element and the output shaft, third shaft fixed to the third and seventh rotation elements, fourth shaft fixed to the fifth and thirteenth rotation elements, fifth shaft fixed to the sixth rotation element, sixth shaft fixed to the eleventh and fifteenth rotation elements, seventh shaft fixed to the first, fourth, and eighth rotation elements, eighth shaft fixed to the ninth and tenth rotation elements, and ninth shaft fixed to the twelfth rotation element.

Abstract: A planetary gear train may include first planetary gear set including first to third rotation elements, second planetary gear set including fourth to sixth rotation elements, third planetary gear set including seventh to ninth rotation elements, fourth planetary gear set including tenth to twelfth rotation elements, fifth planetary gear set including thirteenth to fifteenth rotation elements, first shaft fixed to the first and fifth rotation elements and fixed to the input shaft, second shaft fixed to the fourteenth rotation element and the output shaft, third shaft fixed to the sixth and tenth rotation elements, fourth shaft fixed to the eighth and fifteenth rotation elements, fifth shaft fixed to the eleventh and thirteenth rotation elements, sixth shaft fixed to the twelfth rotation element, seventh shaft fixed to the third, fourth, and seventh rotation elements, eighth shaft fixed to the second rotation element, and ninth shaft fixed to the ninth rotation element.

Abstract: A transmission for an opposed-piston engine with two crankshafts includes a crankshaft gear train that combines the torque inputs from the two crankshafts and a gear arrangement coupled to the gear train that is operable to obtain various speed ratios for an output torque drive.

Abstract: A continuously variable transmission (CVT) having a main shaft configured to support and position various components of the CVT. Shift cam discs cooperate with ball-leg assemblies to shift the transmission ration of the CVT. Load cam discs, a torsion disc, rolling elements, and a hub cap shell are configured to generate axial force, transmit torque, and manage reaction forces. In one embodiment, a splined input shaft and a torsion disc having a splined bore cooperate to input torque into the variator of the CVT. Among other things, various ball axles, axle-ball combinations, and reaction force grounding configurations are disclosed. In one embodiment, a CVT having axial force generation means at both the input and output elements is disclosed.

Abstract: An elevation mechanism for a central input selector knob includes: a cylindrical cam having two cylindrical rails; a central input device mounted on a slider cylinder having two opposite ends of a pin that run in the two cylindrical rails to move the central input device between an operation position and a storage position; a cap that has two opposite guiding ribs configured to slide into rails of a main housing, the cap being attached to the main housing such that the slider cylinder is enclosed by the main housing and the cap; and a motor having an axis where a second gear is mounted, the second gear being configured and arranged to transmit movement to a first gear thereby causing the slider cylinder to move thereby moving the central input device between the operation position and the storage position.

Abstract: The present disclosure discloses an electric linear actuator, comprising: an electric motor, a transmission assembly in transmission connection with the electric motor, and a sleeve assembly in transmission connection with the transmission assembly, wherein the sleeve assembly comprises a main shaft, and a clutch device for implementing power connection or disconnection between the main shaft and the transmission assembly is provided between the main shaft and the transmission assembly, the clutch device comprising a ball clutch. The present disclosure solves the problem of poor smoothness of the existing electric linear actuators upon power connection or disconnection; besides, the present disclosure has a higher transmission efficiency and a longer service life.

Abstract: A transmission device comprises an input shaft, a screw shaft extending in a direction orthogonal to the input shaft, a transmission member which forms an annular shape surrounding the screw shaft and rotates around the screw shaft by a power which is input from the input shaft, and a nut which is mounted to the screw shaft and rotates by the power transmitted from the transmission member. The nut is disposed on an axis orthogonal to the screw shaft and the input shaft.

Abstract: To prevent the positional precision of the ball return passage and the tongue of the end deflector relative to the nut main body from being impaired by an axial force applied by a screw used for securing the end deflector to the nut main body, the end deflector includes a flange (32) provided at an axial end of a main part (30) of the end deflector and provided with an axial through hole (50) for receiving a screw which is threaded into the nut main body, and a rib (52) projecting from a radially inner edge of the flange to an inner side of the deflector receiving recess (26).

Abstract: A differential includes a driven body, an output element, and a clutch assembly radially interposed between the driven body and the output element. The clutch assembly includes a first wedge clutch configured to rotationally lock the output element to the driven body in a first direction and to overrun in a second direction, and a second wedge clutch configured to rotationally lock the output element to the driven body in the second direction and to overrun in the first direction.

Abstract: An actuator assembly including a housing. The housing having an actuator component, an armature, and at least a portion of a sensor disposed therein. The armature is selectively positionable between a first position and a second position. The sensor includes at least one sensing element disposed within the housing adjacent to the armature. The sensing element has a physical property which varies based upon a position of the armature within the housing.

Abstract: The power distribution device includes: a double pinion first planetary gear mechanism including a first sun gear, a first carrier, and a first ring gear; and a double pinion second planetary gear mechanism including a second sun gear, a second carrier, and a second ring gear. The first sun gear and the second carrier are connected to each other and connected to a first motor, and the first carrier and the second sun gear are connected to each other and connected to a second motor. The first ring gear and the second ring gear are respectively connected to a right output shaft and a left output shaft, and a gear ratio of the first ring gear to the first sun gear and a gear ratio of the second ring gear to the second sun gear are set to the same value.

Abstract: A gear train includes a first gear having teeth meshed with teeth of a second gear. Each tooth of the first gear includes a coast side and a drive side opposed to the coast side. The drive side has a pressure angle that is greater than that of the coast side. The gear train can be part of a powertrain system for a rotorcraft, and can replace a traditional gear train in a retrofit or new build. The first gear is a planet gear and the second gear is a ring gear wherein the planet gear and ring gear are in a planetary gear train configuration.

Abstract: An output ring gear for use in an integrated drive generator has a gear body extending between a first end and a second end and having a disc extending radially outwardly. A boss extends from the disc toward the second end. There are outer gear teeth outwardly of an outer diameter of the disc. There are inner gear teeth inwardly of an inner surface of the disc. The outer and inner gear teeth have a unique gear tooth profile with roll angles A, B, C, and D. An integrated drive generator and a method are also disclosed.

Abstract: A single sprocket for mounting on a pedal crank of a bicycle is provided. The sprocket h is mounted rotatably about an axis of rotation of a bicycle, and for engaging in a bicycle chain with chain inner link plate pairs and chain outer link plate pairs. The sprocket includes an axial outer side, an axial inner side, a hub region, a tooth region and a connecting region. A tooth center plane of the sprocket is offset inwards in the axial direction with respect to a hub center plane.

Abstract: A transmission shaft support apparatus according to an exemplary embodiment of the present invention includes: a first support member which is coupled in a section of a main shaft between a first gear and a second gear coupled in a front section of the main shaft and supports the main shaft; a second support member which is coupled in a section of the main shaft at a rear side of the second gear after the first support member, and supports the main shaft; and a third support member which is coupled in a rear section of the main shaft after the second support member, and supports the main shaft.

Abstract: A control unit has as agitation mode in which a command is executed for a first switching valve so that the oil supply/discharge direction is switched so as to supply oil to a first oil supply/discharge port located at a low position and discharge oil from a second oil supply/discharge port located at a high position, whereby oil in an oil bath is agitated via a circulation pump from a low position to a high position is the oil bath; and a filter mode in which, after the agitation mode is executed, a command is executed for the first switching valve so that the oil supply/discharge direction is switched so as to discharge oil from the first oil supply/discharge port located at a low position and supply oil to the second oil supply/discharge port located in a high position, whereby impurities in the oil sent to a filter mechanism are filtered.

Abstract: A drive power transmission apparatus for a vehicle, includes an oil pump, an oil strainer connected to the oil pump, a differential gear mechanism, and a housing case including a first chamber in which the oil strainer is disposed and a second chamber in which the differential gear mechanism is disposed, the second chamber communicating with the first chamber via a communication port, and the oil strainer has a suction port that is not surrounded by a rib, and has a first rib disposed between the suction port and the communication port.

Abstract: A spur gear transmission has at least two meshing, toothed spur gears. A covering wall surrounds the spur gears circumferentially and in the direction of their rotational axes. The covering wall has an inner contour adapted to the outer diameters of the spur gears. Two annular gaps which transition into each other are formed between the covering wall and the spur gears. The annular gap is substantially concentric to a rotational axis. The covering wall surrounds the two spur gears circumferentially only over a part of the circumference, with a part of the outer circumference of the two spur gears or one of the two spur gears protruding outwards out of the covering wall. The part of the two spur gears or of the one spur gear that protrudes out of the covering wall is positioned on the lower face of the spur gears.

Abstract: The oil receiver includes a capture portion which captures oil and leads the oil to a gutter portion. The capture portion includes a first lower eave portion which is formed in a plate shape extending upward as it goes in a first width direction, a first upper eave portion formed in a plate shape extending upward as it goes in the first width direction and is formed so that one end of a second width direction side is separated from the first lower eave portion inside a vertical range above an upper surface of the first lower eave portion, the second width direction being a direction opposite to the first width direction, and a first connection portion which connects a part of an end of the second width direction side of the first upper eave portion to a part of the upper surface of the first lower eave portion.

Abstract: A camshaft unit for a vehicle includes: a cam gear shaft-coupled to one end of a camshaft; a scissors gear provided at one side of the cam gear while having the camshaft as a concentric axis and relatively rotated with respect to the cam gear; a coil spring provided between the cam gear and the scissors gear, having one end fixed to one side surface of the cam gear and the other end fixed to the other side surface of the scissors gear; and a snap ring installed in a groove formed in one side surface of the scissors gear and inhibiting separation of the scissors gear in an axial direction. In particular, the coil spring transfers a torque of the cam gear to the scissors gear while being elastically restored depending on rotation of the cam gear.

Abstract: A motorcycle drive device includes a shiftable transmission set up to transmit drive power which can be provided by an engine crankshaft toward a drivable wheel. The transmission includes an input shaft having a rotation axis when is displaceable to adjust a spacing between the rotation axes of a primary gearwheel on the transmission input shaft and a primary pinion transferring the drive power from the crankshaft. A transmission input shaft bearing supporting the transmission input shaft is arranged in a bearing plate that is rotatable relative to a housing of the transmission. The bearing plate includes an adjusting mechanism arranged to change the position of the bearing plate with respect to the transmission housing to adjust the axial spacing of the rotation axes.

Abstract: An automotive transmission is provided that allows a driver to select a gear stage. The automotive transmission includes a knob and a lever that is vertically movable from a first position to a second position. A lever moving unit is coupled to the lever and a driving unit generates a driving force to move the lever moving unit. Additionally, the lever moving unit moves the lever between the first position, which is for operating the lever in a first gear shift sensing mode, and the second position, which is for operating the lever in a second gear shift sensing mode, in accordance with the driving force generated by the driving unit.

Abstract: A shift lock structure of a shift lever, includes: an engaging lever provided at a lower end portion of the shift lever and rotated when the shift lever is rotated; a solenoid valve having a plunger extending in a direction intersecting a direction in which the engaging lever is rotated and configured to allow the plunger to be retracted or extracted depending on a shift stage; and a lock lever located in a rotation direction in which the engaging lever is rotated from a P-stage to another stage, and coupled with the plunger such that, when the shift stage is the P-stage, when the plunger is extracted and moved in an axial direction thereof, the lock lever blocks rotation of the engaging lever, implementing the shift lock.

Abstract: A method for training an automatic gear unit of a two-wheeled vehicle and/or a device, as well as a two-wheeled vehicle having such a device modifies an existing characteristic map for the control of the gear unit based on the individual user information. Optionally, it is also possible to set up a characteristic map for the control of the gear unit with the aid of the method in that the user information is recorded during gear-change operations and utilized for further automatic gear-change operations.

Abstract: At least some implementations of a transmission gear shifter include a first shift member having a body rotatable about an axis among multiple positions, a retainer movable relative to the body, an actuator coupled to the retainer and a second shift member coupled to the first shift member. The retainer is movable between a first position in which the retainer prevents movement of the body and a second position in which the retainer permits movement of the body. The actuator drives the retainer between the first position and second position. And the second shift member is driven by the actuator between first and second positions to rotate the body. In at least some implementations, the second shift member is engaged by the retainer and driven by movement of the retainer.

Abstract: A control method of a continuously variable transmission includes supplying oil pressure to a line-pressure oil passage and a secondary pulley oil chamber by a source pressure oil pump, controlling a flow of oil into and from a primary pulley oil chamber by an electric oil pump arranged in an oil passage between the primary pulley oil chamber and the secondary pulley oil chamber, and limiting a discharge flowrate of the electric oil pump to an amount smaller than a discharge flowrate of the source pressure oil pump.

Abstract: A method for actuating a hydraulic system of a transmission comprising a variable displacement hydraulic pump and a pilot-controllable system pressure valve, the method including, in order to determine a pump characteristic curve of the hydraulic pump, initially transferring the hydraulic system into a defined operating condition range in which the volumetric output flow, routed via the system pressure valve and applied at the system pressure valve by the hydraulic pump, is greater or less than a hydraulic fluid flow out of the hydraulic system. The method further includes pilot-controlling the system pressure valve to set a defined pressure level of the system pressure. The method additionally includes reducing or increasing the volumetric output flow while monitoring the system pressure, and determining a volumetric output flow corresponding to the hydraulic fluid flow of the hydraulic system with a certain deviation of a current system pressure from the defined system pressure.

Abstract: An electric oil pump includes a motor part having a shaft; a pump part that is positioned on one side of the motor part and is driven by the motor part via the shaft and discharges oil; and a control part configured to control an operation of the motor part, wherein the motor part includes a rotor, a stator disposed to face the rotor, and a motor housing, wherein the pump part includes a pump rotor and a pump housing having a housing part, wherein the control part includes a plurality of electronic components and a board, the plurality of electronic components include a heat generating component, wherein the motor housing has a cylindrical part and a plurality of heat dissipating fins that extend from the cylindrical part, wherein the board has a first surface and a second surface, and the heat generating component is mounted on the second surface.

Abstract: An electric oil pump includes a motor part having a shaft; a pump part that is positioned on one side of the motor part and is driven by the motor part via the shaft and discharges oil; and a control part configured to control an operation of the motor part. The motor part includes a rotor, a stator disposed to face the rotor, and a motor housing in which the rotor and the stator are accommodated. The pump part includes a pump rotor attached to the shaft and a pump housing having a housing part. The control part includes a plurality of electronic components and a board on which the electronic components are mounted. The motor housing has a cylindrical part. An end of the board is disposed at a position overlapping the cylindrical part in a direction orthogonal to a surface of the board.

Abstract: An electric oil pump includes a motor part having a shaft; and a pump part that is driven by the motor part via the shaft and discharges oil. The motor part includes a rotor, a stator disposed to face the rotor, a coil provided in the stator, and a motor housing having a cylindrical part in which the rotor and the stator are accommodated. The pump part includes a pump rotor attached to the shaft and a pump housing having a housing part in which the pump rotor is accommodated. The motor housing includes a bearing that supports the shaft, a tubular bearing housing that holds the bearing, and a bus bar assembly connected to a coil end of the coil that extends from the stator. In this feature, the stator, the bus bar assembly, and the bearing housing are sequentially disposed from the pump part to the motor part.

Abstract: An electric oil pump includes a motor part having a shaft; a pump part that is driven by the motor part via the shaft and discharges oil; and a control part configured to control an operation of the motor part. The motor part includes a rotor, a stator, and a motor housing. The pump part includes a pump rotor and a pump housing having a housing part. The control part includes a plurality of electronic components and a board. The motor housing has a cylindrical part in which the rotor and the stator are accommodated, a plurality of heat dissipating fins that extend from the cylindrical part, and a fin support that supports the heat dissipating fins. The heat dissipating fins are disposed at intervals in the axial direction. The fin support has an inter-fin through-hole between a pair of heat dissipating fins adjacent in the axial direction.

Abstract: An electric oil pump includes a motor part having a shaft; a pump part that is driven by the motor part via the shaft and discharges oil; and a control part configured to control an operation of the motor part. The motor part includes a rotor, a stator, and a motor housing in which the rotor and the stator are accommodated. The pump part includes a pump rotor attached to the shaft and a pump housing having a housing part in which the pump rotor is accommodated. The control part includes an electronic component and a board having a surface on which the electronic component is mounted. The board is disposed outside the stator in a radial direction and within a range of the motor part in the axial direction, and the surface of the board is disposed to face the stator and extends in the axial direction.

Abstract: A shift gearbox, a control unit and at least one electric-motor-driven piston-cylinder unit which has a piston and is connected via hydraulic lines to multiple shift gearbox units of the shift gearbox and shifts them, the shift gearbox units comprising at least two clutch units, characterised in that the piston of the piston-cylinder unit is in the form of a dual-action reciprocating piston, wherein the dual-action reciprocating piston sealingly separates two working chambers from each other, wherein each working chamber is connected via a main hydraulic line to one clutch each, and at least one working chamber of the dual-action reciprocating piston can be connected hydraulically via a switch valve to the reservoir.

Abstract: A computer system (e.g., an on-board vehicle computer system) creates or updates a mapping of transmission gears and respective driveline ratios during operation of the vehicle. The system obtains a current engine speed and vehicle speed and calculates a current driveline ratio for the vehicle based on the current engine speed and vehicle speed. If the driveline is engaged, the system updates the mapping based at least in part on the current driveline ratio. Performing the update may include adding a new transmission gear or updating an existing transmission gear in the mapping, or removing a duplicate transmission gear from the mapping. Applications include cruise control, predictive cruise control, predictive shifting, and selecting a gear for a specific purpose (e.g., for descending a hill).

Abstract: An electric vehicle includes: a motor for traveling; a transmission connected to the motor; a battery; an inverter configured to convert direct-current power output by the battery, into alternating-current power for driving the motor; a capacitor connected between a positive electrode of direct-current input terminals of the inverter and a negative electrode of the direct-current input terminals of the inverter; and a controller configured to change a gear stage of the transmission when both of a condition i) and a condition ii) are satisfied. The condition i) is a condition that the rotation speed of the motor is in a predetermined range. The condition ii) is a condition that the output of the motor exceeds a predetermined output threshold.

Abstract: A hydraulic system of a transmission having a controller and a variable displacement pump. The pump includes an inlet and outlet and is adapted to be driven by a torque-generating mechanism. The system also includes a lube circuit fluidly coupled to the pump. A lube regulator valve is disposed in the lube circuit, such that the lube regulator valve is configured to move between at least a regulated position and an unregulated position. The regulated position corresponds to a regulated pressure in the lube circuit. A pressure switch is fluidly coupled to the lube regulator valve and configured to move between a first position and a second position, where the switch is disposed in electrical communication with the controller. A solenoid is disposed in electrical communication with the controller and is controllably coupled to the pump to alter the displacement of the pump.

Abstract: A shift range control device switches a shift range by controlling driving of an actuator. A plurality of control units are configured to control the driving of the actuator. A plurality of monitoring control units are correspondingly provided for the plurality of control units, and configured to monitor the corresponding control units. The driving of the actuator is controlled by one of the control units, which is in a normal state. When an abnormality occurs in the one of the control units being used to control the driving of the actuator, the one is switched to another one of the control units to control the driving of the actuator.

Abstract: Auxiliary transmission actuation mechanism 200 in a power transmission unit of a vehicle includes a transmission actuating gear 202, a gear driven bush 204, a gear actuating means 206, a shift fork 208, a shift rail 210, a clutch control valve actuating arm 212, a rail shifting means 214. The transmission actuating gear 202 is used to drive at least one of an even shaft and an odd shaft which in turn drives an output shaft through gears thereby propelling the vehicle when at least one of a dual clutch unit and a hydraulic system of vehicle is not functioning. The clutch control valve actuating arm 212 is adapted to engage a movable member of a clutch control valve assembly 100V thereby actuating clutch control valve 100V to de-actuate the dual clutch unit.

Abstract: A method for automatic calibration of a position detection sensor of an automatic transmission including a gearshift actuator, the method including registering, using the position detection sensor, the position of the gearshift actuator upon power-up of the transmission; and performing a calibration of the position detection sensor if the registered position of the gearshift actuator is outside a predetermined expected position range of the gearshift actuator or within a predetermined abnormal position range of the gearshift actuator.

Abstract: A shift range switching control device for switching a shift range by controlling driving of a motor includes a feedback control section, a stationary phase energization control section, and a switching control section. The feedback control section performs a feedback control based on an actual angle of the motor, and a motor speed. The stationary phase energization control section performs a stationary phase energization control which energizes a stationary phase selected according to the actual angle. The switching control section switches the control state of the motor.

Abstract: A control apparatus for a drive-force transmitting apparatus that includes a transmission having primary and secondary pulleys. The control apparatus calculates a target thrust applied to the secondary pulley such that the target thrust is larger during a vehicle driven state than during a vehicle driving state. The control apparatus sets a first determination threshold of a drive-force related value used to determine whether it is the vehicle driving state or vehicle driven state and a second determination threshold of the drive-force related value used to switch from determination of the driven state to determination of the driving state, such that a difference of the first and second determination thresholds is larger and a range of the drive-force related value in which the driven state is determined is wider, when an automatic running-speed control is executed, than when the automatic running-speed control is not executed.

Abstract: A control apparatus for a drive-force transmitting apparatus that includes a transmission having primary and secondary pulleys. When a detection accuracy of rotational speed of the primary and secondary pulley is not assured, the control apparatus sets each of (i) a secondary-thrust calculation thrust ratio value used for calculation of a secondary thrust that is to be applied to the secondary pulley and (ii) a primary-thrust calculation thrust ratio value used for calculation of a primary thrust that is to be applied to the primary pulley, such that each of the secondary-thrust calculation thrust ratio value and the primary-thrust calculation thrust ratio value is dependent on a result of a determination as to whether an actual gear ratio of the transmission is the highest gear ratio and a result of a determination as to whether an input torque inputted to the transmission is lower than a given torque value.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus including a gear mechanism and a continuously-variable transmission mechanism provided in respective first and second drive-force transmitting paths. The control apparatus sets a target gear ratio of the continuously-variable transmission mechanism during a switching control operation that is executed to switch between (i) a first state in which the first drive-force transmitting path is established and (ii) a second state in which the second drive-force transmitting path is established, such that, when drive wheels are not being slipped, the target gear ratio is set to a highest gear ratio of the continuously-variable transmission mechanism, and such that, when the drive wheels are being slipped, the target gear ratio is set to an actual gear ratio at a point of time at which the drive wheels start being slipped.

Abstract: A control apparatus for a drive-force transmitting apparatus that includes a gear mechanism and a continuously-variable transmission mechanism including primary and secondary pulleys and actuators that apply first and second thrusts to the respective first and second pulleys. When a target gear ratio of the continuously-variable transmission mechanism is a highest gear ratio in a gear running mode, the control apparatus sets a value of the thrust ratio, which is used when calculating a target value of a secondary thrust, to a value that increases a difference between a lower limit value of the primary thrust and the target value of the secondary thrust, and sets a value of the thrust ratio, which is used when calculating a target value of the primary thrust, to a value that increases a difference between the target value of the secondary thrust and the target value of the primary thrust.

Abstract: In order to achieve a simple and miniaturized structure, there is provided an interlock mechanism including a shaft disposed to be movable in an axial direction and rotatable in a rotation direction, an interlock member disposed coaxially with an outer peripheral side of the shaft so as to be rotatable integrally with the shaft in the rotation direction and immovable in the axial direction, and configured to include a first main body portion, a second main body portion, and a connection pin, a first fork from which a fork head protrudes, and a second fork from which a fork head protrudes. A first engagement target portion engaging with the fork head is cut out in the first main body portion of the interlock member. A second engagement target portion engaging with the fork head is cut out in the second main body portion of the interlock member.