A vehicle includes an engine, motor, transmission, and electronically controlled one-way clutch. The engine includes an output. The motor includes a rotor and a stator. The transmission includes an input that is rotatably coupled to the rotor. The transmission is configured to receive power from the engine and the motor. The electronically controlled one-way clutch has an inner race that is secured to the output of the engine and an outer race that is secured to the rotor. The electronically controlled one-way clutch is configured to rotatably couple the output to the rotor.

A transmission includes a housing, and a transmission input member. A torque converter includes a pump and a turbine. The turbine of the torque converter is connected to the transmission input member. A lock-up clutch selectively connects the pump and the turbine. A cover is connected to and rotatable with the pump. The cover at least partially defines an interior of the torque converter. A torque converter input member passes through the cover. A one way clutch interconnects the torque converter input member and the cover. An engine brake friction clutch is disposed within the interior of the torque converter. The engine brake friction clutch selectively interconnects the torque converter input member and the cover in torque communication to transfer a braking torque therebetween.

A hybrid drive device includes: a first one-way clutch; a second one-way clutch; a first power transfer path through which power can be transferred from a rotor to wheels; and a second power transfer path which is composed of an engine rotation transfer member, the first one-way clutch, and a coupling member, through which power can be transferred from an internal combustion engine to an oil pump, and which intersects the first power transfer path at an intersection portion. An engagement element, the first one-way clutch, and the second one-way clutch are disposed on one side of the first power transfer path.

A transmission includes a stationary member, an input member, and gear sets each having a plurality of nodes. The transmission includes a first clutch that connects a node of one gear set to the stationary member to establish an L1 mode, and a second clutch that connects a node of another gear set to the stationary member to establish a 2L mode. A SOWC is connected between nodes of two gear sets, and a controller, in response to a requested shift L1-L2 shift while engine braking, executes a method to release the first clutch and thereby enters a neutral mode. The SOWC is released when slip across the first clutch exceeds a first threshold, then the first clutch reapplied when a SOWC slip level exceeds another threshold to thereby enter a 1.sup.st gear freewheeling mode. The second clutch is reapplied to enter the L2 mode and resume engine braking.

A driving system for a vehicle includes a drive source, a driven portion, a wet multiple disc connection/disconnection unit provided on a power transmission path between the drive source and the driven portion, and a connection/disconnection unit controller configured to control a release and an application of the connection/disconnection unit, wherein the driving system further includes a time counter configured to obtain a continuous applied time that is an elapsed time from a start of a latest application of the connection/disconnection unit.

A transaxle according to the present application may include: a transaxle case; an input member supported within the transaxle case; a gear drivingly connected to the input member within the transaxle case; an output member which is supported within the transaxle case and arranged at the inner peripheral side of the gear concentrically with the gear; a cage with a roller as a bidirectional overrunning clutch interposed between the inner periphery of the gear and the outer periphery of the output member within the transaxle case; and a drag mechanism provided within the transaxle case to apply rotational resistance to the cage to make the bidirectional overrunning clutch be engaged. The cage has a first end and a second end, which oppose each other in an axial direction of the output member. The first end of the cage is close to a first bearing which pivotally supports the output member to the transaxle case. The drag mechanism has a rotation member which is locked to the cage at the first end of the cage so as to be relatively non-rotatable, and a spring member for applying the rotational resistance to the rotation member.

An actuator capable of preventing the inside of a cylinder from being scratched is provided. A two-way piston includes a cylinder having an opening, a piston, and a stroke sensor that detects a position of the piston. The stroke sensor includes a stay that extends from a portion exposed from the opening of the piston to the outside of the cylinder, a member to be detected that is attached to the stay, and a sensor that detects a position of the member to be detected. The piston including a fixing hole having a depth smaller than a diameter of the piston in the portion exposed from the opening. The stay is fixed by a bolt that is inserted into the fixing hole.

One solenoid valve included in a hydraulic pressure control device has at least two functions among the following (1) to (6) functions, (1) switching a state of a two-way clutch, (2) switching a state of a parking lock mechanism, (3) switching the supply of hydraulic pressure to a first brake that is put into an engaged state when a gear stage selected when driving of a vehicle starts is set, (4) controlling a line pressure adjustment valve so that a decrease in a line pressure is prevented when the temperature of a hydraulic fluid is a first predetermined temperature or higher, (5) preventing the occurrence of a creep phenomenon in a neutral range when the temperature of the hydraulic fluid is a second predetermined temperature or lower, and (6) boosting a line pressure by performing switching to another linear solenoid valve when the line pressure adjustment valve has failed.

An automatic transmission for improving responsiveness until reverse movement is possible. When the range is switched from a parking range to a reverse range, P lock release control for releasing a parking state starts. When a two-way clutch is in a reverse rotation prevention state, hydraulic pressure is supplied to a first clutch, a third clutch, and a third brake, and a process in a reverse side preparation mode starts. When the first clutch is in a connected state and a rotational speed of an input shaft is a predetermined rotational speed, whether a parking piston of a parking lock mechanism is at an unlock position is determined. When it is at the unlock position, a driving source is requested to restrict an output torque. Then, hydraulic pressure is supplied to the two-way clutch, and the two-way clutch is switched from a reverse rotation prevention state to a fixed state.

A clutch arrangement for a hybrid vehicle powertrain including an input shaft to be connected to a crankshaft of an internal combustion engine, an output shaft for connection to a transmission, a one-way clutch comprising an inner race connected to rotate with the input shaft and an outer race, a coupling hub rotationally coupled with the output shaft, a synchronizer ring arranged between the coupling hub and the one-way clutch, the synchronizer ring cooperating with the outer race of the one-way clutch, and a coupling sleeve unit that is selectively and axially moveable across the coupling hub. The synchronizer ring and the outer race include three positions, a neutral position, a first position, and a second position.