A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A power unit includes a prime mover and a belt continuously variable transmission. The belt continuously variable transmission includes a drive pulley, a driven pulley, a belt wound around the drive pulley and the driven pulley, and a housing forming an accommodation space in which the belt is disposed. The belt continuously variable transmission changes a speed of rotation produced by drive power output from the prime mover. The power unit further includes a temperature sensor configured to detect a temperature of the belt or a temperature corresponding to the temperature of the belt.

A nonlinear closed-loop control combined with an integral time-delay feedback control is disclosed to adjust a speed ratio of an infinitely variable transmission (IVT) system. A speed ratio control for an IVT system involves a forward speed controller and a crank length controller for different speed ranges. The time-delay control is designed to reduce speed fluctuations of the output speed of an IVT with an accurate speed ratio. The speed ratio of an IVT with the disclosed control strategy can achieve an excellent tracking response for the desired constant output speed and reduce speed fluctuations of the output speed of an IVT by the time-delay feedback control.

The drive system from the engine (1) to the drive wheels (7) of a vehicle is equipped with a torque converter (2), which has a lock-up clutch (3), and a variator (4). Said engined car is provided with a lock-up control means for controlling the engagement/disengagement of the lock-up clutch (3) and a gear change mode switch-controlling means (FIG. 8) for performing control to switch between a “continuously variable gear change mode” and a “DSTEP gear change mode.” While traveling, the gear change mode switch-controlling means (FIG. 8) prohibits gear change by the “DSTEP gear change mode” when the detected oil temperature is at or below a lock-up engagement-permitting threshold for permitting engagement of the lock-up clutch (3) and allows gear change by the “DSTEP gear change mode” when the detected oil temperature is higher than the lock-up engagement-permitting threshold.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

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.

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 continuously variable transmission on a bicycle may be automatically configured with little or no assistance from a user. Optical scanning devices, RFIDs, and other information capturing technology can communicate with a controller. The controller may then perform a portion or all of a configuration process. In operation, a controller may determine that calibration is needed. A calibration process may be initiated and performed with little or no user interaction. A calibration process may account for a load, a power source, or an environment.