A dual clutch transmission includes an input shaft, a first clutch having a first input disc carrier, a first output disc carrier, a first force transfer region and a first actuation piston. The transmission also includes a second clutch having a second input disc carrier, a second output disc carrier, a second force transfer region, and a second actuation piston. The transmission includes a first sub-transmission having a first sub-transmission input shaft, and a second sub-transmission having a second sub-transmission input shaft. The input shaft, the first input disc carrier, and the second input disc carrier are connected to one another for conjoint rotation. The first output disc carrier is connected to the first sub-transmission input shaft for conjoint rotation. The second output disc carrier is connected to the second sub-transmission input shaft for conjoint rotation. The second sub-transmission input shaft is arranged coaxially with and radially surrounding the first sub-transmission input shaft. The first force transfer region is arranged radially surrounding and axially at least partially overlapping the second force transfer region. The transmission has a connection plate, which radially overlaps the first force transfer region, is connected to the second sub-transmission input shaft for conjoint rotation, and extends radially starting from the second sub-transmission input shaft, and which is arranged axially between the sub-transmissions and the force transfer region.

Provided is a cooling structure of a vehicle, which suppresses air stagnation in the motor when manufacturing, and improves productivity, while maintaining cooling efficiency of a motor. A cooling structure of a vehicle is equipped with a first cooling circuit (41) configured to cool an engine; and a second cooling circuit (42) configured to cool a motor (3) and an electric device including an inverter which connects the motor (3) and a power storage device, in which the first cooling circuit (41) has a first motor internal flow path (20) provided in a motor case (12), the second cooling circuit (42) has a second motor internal flow path (30) provided in the motor case (12), the second motor internal flow path (30) has a circumferential flow path (33) configured to allow a refrigerant (S) to flow along a circumferential direction of the motor (3), an inlet pipe (34) configured to allow the refrigerant (S) to flow into the circumferential flow path (33), and an outlet pipe (35) configured to discharge the refrigerant (S) from the circumferential flow path (33), and the inlet pipe (34) is disposed to be closer to the first motor internal flow path (20) side than the outlet pipe (35).

A vehicle control apparatus includes a controller that switches a vehicle between an HEV traveling mode and an EV traveling mode. When the output current of a DC-to-DC converter becomes equal to or higher than a threshold, the controller decreases the output current by decreasing the output voltage of the DC-to-DC converter through output regulation control. The controller makes switching between a normal setting in which the threshold for the output regulation control is set to a reference threshold and a boost setting in which the threshold is set to a boost threshold higher than the reference threshold. The controller prohibits the boost setting when a power margin for boosting becomes equal to or lower than a first power margin value in the HEV traveling mode and when the power margin for the boosting becomes equal to or lower than a second power margin value in the EV traveling mode.

A method of assembling a modular hybrid transmission (MHT) is provided including (a) assembling an emotor clutch on a clutch shaft to form a clutch assembly, (b) press-fitting a bushing into a centering plate to form a centering assembly, (c) connecting the centering assembly to a torque converter, (d) assembling the torque converter to the clutch assembly with the bushing on an end of the clutch shaft, and (e) inserting the clutch assembly and the torque converter into a transmission housing while maintaining the centering of the clutch shaft to the transmission housing via the centering assembly connected to the torque converter. The assembled MHT is also provided which eliminates the needle bearing according to the prior art, avoiding the potential for damage during assembly.

A transmission system is provided that includes a mechanical reverse assembly designed to selectively mechanically couple a reverse gearset to an output shaft of an electric machine and a first primary shaft. In the mechanical reverse assembly, a coupling device may be automatically shifted to attach the reverse gearset to the first primary shaft in a reverse drive configuration in any of a hybrid mode, a full electric vehicle (EV) mode, and a full internal combustion engine (ICE) mode.

A hybrid electric vehicle including: (a) an engagement device disposed between an engine and an electric motor; (b) a transmission disposed between the electric motor and drive wheels; (c) an electric storage device configured to supply an electric power to the electric motor; and (d) a control apparatus. When the engine is to be started, the engagement device is engaged to transmit a torque from the electric motor to the engine, for thereby starting the engine. The control apparatus is configured to inhibit stop of the engine, when an outputtable electric power outputtable from the electric storage device is not larger than a threshold value. The threshold value is not smaller than a start-case-required electric power that is required to start the engine, such that a difference value between the threshold value and the start-case-required electric power is not larger than a predetermined value.

A hybrid vehicle is provided and includes an input that receives user selection for terrain mode and a HSG connected to the engine to operate as a start motor to turn on the engine. The HSG operates as a generator that performs idle charging when the engine is turned on. A battery is electrically connected to the HSG. A controller configured perform idle charging when SOC of the battery is less than or equal to a first SOC through the HSG by turning on the engine.

A hybrid automated mechanical transmission includes an input shaft having a first plurality of gears mounted thereon. The input shaft is configured to be drivingly engaged with an internal combustion engine by an input clutch. A countershaft system includes a second plurality of gears mounted thereon. A main shaft is coaxial with the input shaft and includes a third plurality of gears mounted thereon, the first and third plurality of gears being in driving engagement with the second plurality of gears. A range gear system selectively receives drive input from the main shaft and the countershaft system. An electric motor provides drive torque to one of the countershaft system and the range gear system.

A vehicle control apparatus includes a motor generator, an engine, a transmission mechanism, a clutch mechanism, and a control system configured to control the motor generator, the engine, the transmission mechanism and the clutch mechanism. The control system has a first traveling mode to engage the clutch mechanism and a second traveling mode to disengage the clutch mechanism. The control system is configured to set a shift period based on a transmission gear ratio of the transmission mechanism. The control system is configured to: control, upon switching from the first traveling mode to the second traveling mode, the clutch mechanism to be in a state where the clutch mechanism is engaged for an entirety of the shift period; and under the state where the clutch mechanism is engaged, decrease a torque of the engine and increase a power running torque of the motor generator.

A vehicle drive device includes a first bearing that supports a second rotary member on a first rotary member so the second member is rotatable relative to the first, and a second bearing that supports the first rotary member on a case so that it is rotatable relative to the case. The first rotary member has a support outer peripheral surface that faces an outer side, and a first radial support surface that faces one side. The second rotary member has a support inner peripheral surface that faces an inner side. A support of the case has a second radial support surface that faces the first. The first bearing is arranged between the support peripheral surfaces. The second bearing is arranged between the radial support surfaces. The first bearing is arranged on the inner side with respect to a rotor at a position where the first bearing overlaps the rotor.