An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The IVT provides substantially seamless shifting between the plurality of transmission modes.

Systems and methods for controlling transmissions and associated vehicles, machines, equipment, etc., are disclosed. In one case, a transmission control system includes a control unit configured to use a sensed vehicle speed and a commanded, target constant input speed to maintain an input speed substantially constant. The system includes one or more maps that associate a speed ratio of a transmission with a vehicle speed. In one embodiment, one such map associates an encoder position with a vehicle speed. Regarding a specific application, an automatic bicycle transmission shifting system is contemplated. An exemplary automatic bicycle includes a control unit, a shift actuator, various sensors, and a user interface. The control unit is configured to cooperate with a logic module and an actuator controller to control the cadence of a rider. In one embodiment, a memory of, or in communication with, the control unit includes one or more constant cadence maps that associate transmission speed ratios with bicycle speeds.

Systems and methods for controlling transmissions and associated vehicles, machines, equipment, etc., are disclosed. In one case, a transmission control system includes a control unit configured to use a sensed vehicle speed and a commanded, target constant input speed to maintain an input speed substantially constant. The system includes one or more maps that associate a speed ratio of a transmission with a vehicle speed. In one embodiment, one such map associates an encoder position with a vehicle speed. Regarding a specific application, an automatic bicycle transmission shifting system is contemplated. An exemplary automatic bicycle includes a control unit, a shift actuator, various sensors, and a user interface. The control unit is configured to cooperate with a logic module and an actuator controller to control the cadence of a rider. In one embodiment, a memory of, or in communication with, the control unit includes one or more constant cadence maps that associate transmission speed ratios with bicycle speeds.

A continuously variable transmission is configured wherein an outer diameter of a first pulley 11 is smaller than an outer diameter of a second pulley 12, a first input shaft 1′ and a second input shaft 2′ have a parallel coaxial structure, the first input shaft 1′ and a first output shaft 14 are linked via a LO clutch 3″ and a first transmission gear assembly 8; and the second input shaft 2′ and a second output shaft 15 are linked via a HI clutch 3′ and a second transmission gear assembly 9. In-low-speed mode, a drive torque outputted from the second pulley 12 is transmitted to a differential via the second transmission gear assembly, a second low-speed gear 23, and a low final gear 16, whereas in high-speed mode, a drive torque outputted from the first pulley is transmitted to the differential via a high final gear 18.

A vehicle control device executes driving force control to set a target driving force in accordance with an engine operating state, and control an output of a driving source and a gear ratio of a continuously variable transmission so that a target driving force is realized. The device includes a power generator which can be driven by the driving source, and in a normal shifting mode, the driving force control is corrected on the basis of a power generating state of the power generator, and in a linear shifting mode giving priority to a revolution speed change of the driving source, the correction of the driving force control is not carried out.

A method controls a power transmission device including a continuously variable transmission, an electric oil pump provided in a first oil passage connecting primary and secondary pulley oil chambers of the continuously variable transmission, and a switching valve provided at a branch point between the first oil passage and a second oil passage that branches from the first oil passage between the electric oil pump and the primary pulley oil chamber and that is connected to an oil reservoir. A third oil passage branches from the first oil passage between the electric oil pump and the secondary pulley oil chamber. The method makes a magnitude of a hydraulic pressure difference between the third oil passage and the first oil passage one the side of the primary pulley oil chamber smaller than a prescribed threshold value when the switching valve switches between a first position and a second position.

A method according to an exemplary aspect of the present disclosure includes, among other things, activating hazard lights of an electrified vehicle in response to a high voltage battery disconnect event.

A slip control method and arrangement for a drivetrain including a continuously variable transmission, forward-reverse clutch arrangement and an optional three-speed gearbox is described herein. The forward-reverse clutch arrangement includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling.

A slip control method and arrangement for a drivetrain including a continuously variable transmission, forward-reverse clutch arrangement and an optional three-speed gearbox is described herein. The forward-reverse clutch arrangement includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling.

A control device for an automatic transmission includes a continuously variable transmission mechanism, a torque converter, a target transmission ratio calculation unit, a feedback control unit, and a phase compensation unit. The torque converter has a lock-up clutch. The target transmission ratio calculation unit is configured to calculate a target transmission ratio based on a travelling state. The feedback control unit is configured to perform feedback control based on an actual value indicative of a state of the continuously variable transmission mechanism. The phase compensation unit is configured to perform phase lead compensation of the feedback control based on the travelling state. The phase compensation control unit is configured to halt the phase lead compensation when an unstable travelling state of a vehicle is detected. The phase compensation control unit is further configured to release the lock-up clutch when the phase lead compensation is halted.