A power transmission device includes: an axle housing having a central hole where a drive shaft is penetrated; a wheel hub disposed in an outer portion of the axle housing via wheel bearings; a speed-reducer housing chamber provided in the wheel hub to cover an opening end portion of the axle housing; a gear speed reducer, formed inside the speed-reducer housing chamber, to decelerate a rotation of the drive shaft and transmit the rotation to the wheel hub; and a wet-type brake mechanism housed in a brake chamber formed between the axle housing and the wheel hub, and actuated such that braking is applied to a rotation of the wheel hub relative to the axle housing. Further, floating seals are disposed between a lubrication space and the speed-reducer housing chamber, and a circulation passage for oil that includes an oil filter is connected to the lubrication space.

A hybrid drive system for a motor vehicle has an input shaft which is rotatably mounted around an axis of rotation, via which torques provided by an internal combustion machine can be introduced into the hybrid drive system, an output drive shaft arranged coaxially with the input shaft, an electric machine which has a stator and a rotor, and a torque converter which has an impeller, a converter cover connected to the impeller, an interior for receiving oil, and a converter hub which is connected to the converter cover. The converter hub is connected to the rotor in a manner fixed against rotation. The system further has a separable clutch having a disc pack, a clutch chamber in which the disc pack is received, an operating piston, and an associated operating chamber. Via the separable clutch the converter hub can be connected to the input shaft fixed against rotation.

A structure of a brake-cooling duct, which is disposed at one side of an intercooler tank to cool a brake disc using air may include the brake-cooling duct has an air movement channel and a through-hole formed in a side surface thereof to expose the channel to an outside, wherein the brake-cooling duct is disposed close to one side of the intercooler tank so that an external surface of the intercooler tank is exposed to the channel via the through-hole, allowing the air introduced into the channel to be brought into contact with the external surface of the intercooler tank, and thereafter be discharged rearward thereof.

A parking brake of a work vehicle has a piston near the wheel relative to an end plate in an axial direction parallel to a rotation axis of the drive shaft to move in the axial direction, a hub between the end plate and the piston in the axial direction to be connected to the drive shaft, a cylinder disposed outwardly from the hub in a radial direction relative to the rotation axis, a disk supported by the hub in an inner space defined by the end plate, the piston, the hub, and the cylinder, a separator supported by the cylinder, next to the disk in the inner space, and moved by the piston in the axial direction, a first passage connecting the inner space and an outer space, and a second passage provided outwardly from the first passage in the radial direction to connect the inner and outer spaces.

A control apparatus for a hybrid vehicle includes a low temperature time hydraulic control section (11a) to perform a low temperature time hydraulic control to restrain a discharge quantity of operating oil from an oil pump (4) by limiting a line pressure of a transmission (7) at an engine cold time to a predetermined value smaller than a maximum value of a line pressure command pressure for a predetermined time period. The hydraulic control by this low temperature time hydraulic control section (11a) is continued until the motor is started after the start of the engine and a first clutch (3) is engaged at the time of low temperature of engine (1). By so doing, the control apparatus can prevent the oil pump from being stopped by inappropriate starting timing of the low temperature time hydraulic control.

An improved selective power assist device includes a controller for controlling a motor selectively coupled to the door and a clutch interposed between a drive shaft and a motor shaft, each having an angular velocity, whereby the motor is operatively coupled with and decoupled from the door. A brake assembly is disposed to synchronize the angular velocities of the drive shaft and the motor shaft allowing the clutch to operatively couple the motor with the door.

The invention relates to a method for determining a characteristic curve of a clutch of a clutch activation system in a drivetrain, in particular of a motor vehicle, in which the clutch is activated by an actuator, wherein a bite point of the clutch is adapted as a first support point of the characteristic curve. In a method in which the accuracy of the specific clutch characteristic curve is improved, a preload point of the actuator, preferably of an electric central disengagement device, is used as a second support point of the characteristic curve.

A drive device is equipped with a countershaft, an engine, a first MG, a second MG, and a Ravigneaux-type planetary gear unit that includes a ring gear, a pinion, a carrier, a first sun gear, and a second sun gear. The pinion includes a first tooth portion that meshes with the ring gear and the first sun gear, and a second tooth portion that is provided at a position offset from the first tooth portion in an axial direction of the pinion and that meshes with the second sun gear. The drive device is further equipped with a first clutch that changes over a state of connection between the first sun gear and the engine, a second clutch that changes over a state of connection between the carrier and the engine, and a first brake that changes over a state of fixation of the second sun gear to a case.

A method for calibrating engine clutch delivery torque of a hybrid vehicle includes: determining an engagement control amount of an engine clutch which connects an engine with a driving motor or disconnects the engine from the driving motor based on a difference between speeds of the engine and the driving motor; determining a current delivery torque corresponding to the engagement control amount of the engine clutch that controls the engine clutch to be in a lock-up state and a temperature of the engine clutch; extracting a previous delivery torque that corresponds to the engagement control amount that controls the engine clutch to be in the lock-up state and the temperature and is included in a map table; and applying a weighted value to each of the extracted previous delivery torque and the determined current delivery torque to calibrate the delivery torque included in the map table.

A method for learning a touch point of an engine clutch of a hybrid electric vehicle including a motor connected to a transmission and an engine selectively connected to the motor through the engine clutch includes determining whether a learning condition of the touch point of the engine clutch is satisfied, releasing a transmission clutch and controlling a motor speed when the learning condition is satisfied, increasing a coupling pressure of the engine clutch when a change amount of the motor speed is less than a first predetermined value, comparing a change amount of a motor torque according to the increased coupling pressure of the engine clutch with a second predetermined value, and learning the touch point of the engine clutch when the change amount of the motor torque is greater than or equal to the second predetermined value.