A vehicle drive apparatus includes: an engine; a rotary machine; an output member coupled to a drive wheel of a vehicle; a differential mechanism configured to couple the engine, the rotary machine, and the output member together to be differentially rotatable via a plurality of differentially rotatable rotational elements; and an elastic member configured to couple a rotation shaft of the rotary machine to the rotational element of the differential mechanism to be relatively rotatable.

A power transmission apparatus includes a first/second/third rotary shaft, and a positioning member. The first rotary shaft is connected to an output shaft of a drive source. The second rotary shaft is spline-fitted to a rotary shaft of an electric motor. The third rotary shaft is connected to the first rotary shaft and the second rotary shaft. The positioning member is configured to apply an elastic force in a rotational direction to the rotary shaft and the second rotary shaft in a portion where the rotary shaft and the second rotary shaft overlap each other; set each of a position in the rotational direction of a spline of the rotary shaft of the electric motor and a spline of the second rotary shaft to a specified position, and applies the elastic force in the rotational direction to the rotary shaft and the second rotary shaft.

Disclosed is a drive train including a drive shaft, a drive machine, and a planetary gearbox having three drives and three outputs, wherein one output is connected to the drive shaft, one drive is connected to the drive machine, and a second drive is connected to an electric differential drive. The differential drive can be connected directly to a network without a frequency converter, in order that the operation of the drive train is possible without a frequency converter.

A hand tool with a mechanical linear drive mechanism coupled to a linear activated working implement. The drive mechanism includes a roller screw that includes a torque tube connected to a roller screw's nut body. The roller screw includes a fixed outer race, a rotating set of grooved rollers axially aligned inside the outer race, a cylindrical nut body located inside the set of grooved roller, a plurality of inner rollers axially aligned and inside the nut body, a threaded shaft axially aligned and inside the inner rollers, and a torque tube axially aligned inside the inner rollers. The torque tube is connected at one end to a multiple speed gear box which includes a primary motor coupled to a earner gear with three planet gears. Disposed around the planet gears is a ring gear. Coupled to the ring gear is a secondary motor which when activated causes the ring gear to rotate in the opposite direction of the planet gears. At least one sensor measures the rotation of an elastomeric ring and control activation of the secondary motor to change the operational speed of the tool.

When reproduction of a filter is required, and a filter temperature is within a first temperature range, an ECU executes a control process including the steps of executing a successive motoring control, determining an intermittent motoring period, an intermittent stopping period, and an intermittence number when the filter temperature is within a second temperature range, and executing an intermittent motoring control.

A powershift transmission includes an input shaft, an output shaft arranged parallel with the input shaft, a branching unit arranged on the input shaft through which a torque acting on the input shaft is divided between two power paths, a switch group including at least two switching stages arranged in the first power path, and a torque converter arranged in the second power path. A torque is transmitted from the input shaft to the output shaft via the switch group and the torque converter.

A power-split hybrid transaxle uses a chain-only final drive. In addition to transferring power from the primary axis to the differential axis, the chain provides about a 2.5:1 torque multiplication. Eliminating the planetary final drive gear set traditionally associated with a chain axis transfer reduces that axial length of the transaxle and provides more space for a power take-off unit.

On simultaneous shifts in which shift control of virtual gear positions overlaps shift control of mechanical gear positions, an electronic control unit is configured to delay output of a shift command on the virtual gear position such that shifts of the virtual gear position and the mechanical gear position are performed in synchronization. Therefore, the virtual gear position and the mechanical gear position are shifted in synchronization, irrespective of a difference between the shift response times, and the feeling of strangeness given to the driver due to shift shock, or the like, is suppressed.

A plurality of virtual gear positions are established by an electric continuously variable transmission, and the number of speeds of the virtual gear positions is equal to or larger than the number of speeds of mechanical gear positions of a mechanical stepwise variable transmission. One virtual gear position or two or more virtual gear positions is/are assigned to each mechanical gear position, and the mechanical gear position is shifted in the same timing as shift timing of the virtual gear position. The virtual gear positions assigned to each mechanical gear position when the mechanical gear position is upshifted are different from the virtual gear positions assigned to each mechanical gear position when the mechanical gear position is downshifted. Thus, the amount of heat generated in frictional engagement elements of the mechanical stepwise variable transmission is prevented from being increased.

In a vehicle including an engine, drive wheels, a power transmission system, and an electronic control unit, during shifting of an automatic transmission, a hydraulic command value of a clutch is set to a higher value as an engine power command value is larger, so that a shift or change of the speed ratio proceeds in an electronic continuously variable transmission and the automatic transmission, in accordance with engine power as a product of the engine speed and engine torque, rather than torque of the engine, etc.