A power transmission device includes a first power transmission path that is provided between an engine and a driving wheel, and a second power transmission path that is provided between the engine and the driving wheel and that is provided in parallel with the first power transmission path. The first power transmission path includes a first clutch and a secondary clutch that is arranged on the driving wheel side with respect to the first clutch. The second power transmission path includes a continuously variable transmission and a second clutch. The secondary clutch is configured to make a changeover between a first mode and a second mode.

A powertrain may include an input shaft; a drive pulley and a driven pulley engaged to each other by a belt; a forward/backward switching mechanism provided to selectively switch a direction of power from the input shaft to the drive pulley by a plurality of friction members and transmit the power; a gear train provided to transmit the power of the input shaft to a rotation shaft of the driven pulley without passing through the drive pulley; and another friction member provided to interrupt a power transmission path of the gear train.

A hybrid vehicle may include an engine, a drive wheel, a CVT for driving the drive wheel by continuously changing an engine power, an electric motor for driving the drive wheel, and a transaxle mechanically linked to the drive wheel. The transaxle may include an input shaft having first and second ends axially opposite each other and a clutch interposed between the motor and the input shaft. The first end of the input shaft is structured to receive power from the CVT and the second end of the input shaft is structured to receive power from the electric motor, The clutch, the second end of the input shaft and a motor shaft serving as a rotary axis of the motor are coaxially disposed.

A control apparatus for a drive-force transmitting apparatus that defines a first drive-force transmitting path that is to be established by engagements of a first frictional engagement device and a dog clutch and a second drive-force transmitting path in which a lower gear ratio is provided than in the first drive-force transmitting path. In a second running mode with the second drive-force transmitting path being established, the control apparatus places the dog clutch in a released state when a vehicle running speed is higher than a first speed value, and places the dog clutch in an engaged state when the running speed is not higher than the first speed value. Further, in the second running mode, the control apparatus inhibits the dog clutch from being switched to the released state when an accumulated heat quantity in a synchromesh mechanism of the dog clutch is larger than a first quantity value.

A vehicle drive-force transmitting apparatus including: a mode switching clutch; a torque converter; a lock-up clutch included in the torque converter; a switching solenoid valve configured to output a switching pressure for switching an operating mode of the mode switching clutch between a one-way mode and a lock mode; and a lock-up clutch control valve configured to switch an operating state of the lock-up clutch between an engaged state and a released state. The mode switching clutch is to be placed in the lock mode when the switching pressure is supplied from the switching solenoid valve to the mode switching clutch. The lock-up clutch control valve is configured to receive the switching pressure supplied from the switching solenoid valve, and to switch the operating state of the lock-up clutch to the released state when the switching pressure is supplied to the lock-up clutch control valve.

A hydraulic control device and hydraulic control method of a transmission are provided. The hydraulic control device of a transmission, which includes a forward clutch engaged in a Drive range, a reverse brake engaged in a Reverse range, and a switching valve that is able to selectively switch supply of a hydraulic pressure to the forward clutch and the reverse brake, wherein the hydraulic control device receives a shift position of a vehicle on which the transmission is mounted and idling stop information. When the range is switched to the Reverse range from the Drive range during idling stop, and the switching valve is positioned at a position at which a hydraulic pressure is able to be supplied to the reverse brake, rotational speed increase control with a rotational speed of an electric oil pump higher than a normal rotational speed is performed.

A control apparatus for a vehicle drive-force transmitting apparatus including a gear mechanism and a continuously-variable transmission mechanism and defining first and second drive-force transmitting paths. When the continuously-variable transmission mechanism is in a failure state in which an actual gear ratio of the continuously-variable transmission mechanism is not the highest gear ratio as a target gear ratio, the control apparatus sets the target gear ratio to a transient target gear ratio that is gradually changed toward the highest gear ratio, for causing the actual gear ratio to be gradually changed toward the highest gear ratio. A rate of change of the transient target gear ratio is higher in a state in which a drive force is transmitted through the first drive-force transmitting path by the gear mechanism, than in a state in which the drive force is transmitted through the second drive-force transmitting path by the continuously-variable transmission mechanism.

A gear shift control device for a continuously variable transmission of a vehicle is configured to steplessly and continuously change and output a rotation speed of an engine. The gear shift control device includes a gear shift control unit and a torque control command unit. The gear shift control unit is configured to implement a pseudo-stepped upshift control to change a gear shift ratio in steps when upshifting the continuously variable transmission. The torque control command unit is configured to output a torque reduction command so as to reduce an engine torque in conjunction with the pseudo-stepped upshift control so that reduction of the engine torque starts before a point in time when an actual gear shift ratio starts changing in response to an upshift command.

A transaxle may include a motor, an input shaft, first and second output shafts, and first and second clutches. The input shaft has first and second ends. The first end of the input shaft is structured to receive an engine power from an engine. The second end of the input shaft is structured to receive motor power from the motor. The first output shaft is driven by power outputted from the input shaft. The second output shaft is driven by the motor power. The second output shaft is extended coaxially to the input shaft. The first clutch is interposed between the motor and the input shaft. The second clutch is interposed between the motor and the second output shaft. The first clutch and the second clutch are coaxially disposed between the second end of the input shaft and an axial end of the second output shaft.

A hybrid driving apparatus includes a forward-reverse switching mechanism, a transmission, an input path disposed on an output side of the forward-reverse switching mechanism, and a motor connected to the input path.