A speed change display control device includes a display screen generator generating a first display screen and a second display screen. The first display screen includes: an auxiliary speed change stage display area displaying auxiliary speed change stages; a main speed change stage display area displaying main speed change stages assigned to the auxiliary speed change stages; and an engaged speed change stage display area displaying engaged speed change stages. The second display screen includes: the auxiliary speed change stage display area; the main speed change stage display area; a lower limit selection area where the speed change stage defining a lower limit of a vehicle speed change ratio is selected; an upper limit selection area where the speed change stage defining an upper limit of the vehicle speed change ratio is selected; and a selected speed change stage display area displaying the currently selected upper limit and lower limit speed change stages.

A control system for a transmission reverser having an output gear, a forward disconnect device, a first reverse disconnect device, and a second reverse disconnect device includes one or more controllers with processing and memory architecture configured to execute control logic to control the transmission reverser in a forward mode and a reverse mode. In the forward mode, the one or more controllers command the first reverse disconnect device to disengage and the forward disconnect device to engage to rotate the output gear in a forward direction. In the reverse mode, the one or more controllers command the first reverse disconnect device to engage and the second reverse disconnect device to engage to rotate the output gear in a reverse direction.

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.

To allow a rider to sense torque in a low-speed traveling mode, a control device has a forward-and-reverse clutch oil pressure controller. In a low-speed traveling mode, the forward-and-reverse clutch oil pressure controller performs hunting control on driving torque, which is transmitted to a rear wheel from a crankshaft of an engine through a clutch device, a transmission, and a drive shaft, if vehicle speed stays within a second vehicle speed range for a predetermined time.

A bicycle controller limits decreases in the assist force when the rotational speed of a crank changes. The bicycle controller can be mounted on a bicycle including a first transmission having at least two shift stages and configured to change a ratio of rotation of a wheel to rotation of a crank, a motor that provides assistance to human power input to the crank, and a second transmission configured to transmit a rotation force from the motor to a power transmission path extending from the crank to the wheel without changing the ratio of the rotation of the wheel to the rotation of the crank. The bicycle controller includes an electronic control unit that controls the second transmission in accordance with a condition of the bicycle and either one of a condition of the first transmission and a shift instruction to the first transmission.

A drive train of a motor vehicle, with a hybrid drive having an internal combustion engine, and an electric machine, and an automated auxiliary range transmission, wherein the automated auxiliary range transmission has at least one main transmission and an auxiliary range unit mounted downstream of the main transmission, in particular as a range group, wherein an input shaft of the automated auxiliary range transmission is connected to the internal combustion engine of the hybrid drive via a controllable starter clutch, and an axle shaft of the automated auxiliary range transmission is connected to an axle drive, wherein the electric machine of the hybrid drive can be coupled to the force flux or torque flux of the drive train between the main transmission and the auxiliary range unit and/or between the auxiliary range unit and the axle drive.

A drive train of a motor vehicle, with a hybrid drive having an internal combustion engine, and an electric machine, and an automated auxiliary range transmission, wherein the automated auxiliary range transmission has at least one main transmission and an auxiliary range unit mounted downstream of the main transmission, in particular as a range group, wherein an input shaft of the automated auxiliary range transmission is connected to the internal combustion engine of the hybrid drive via a controllable starter clutch, and an axle shaft of the automated auxiliary range transmission is connected to an axle drive, wherein the electric machine of the hybrid drive can be coupled to the force flux or torque flux of the drive train between the main transmission and the auxiliary range unit and/or between the auxiliary range unit and the axle drive.

In a power transmission device in which a first power transmission path is formed by engagement of a first clutch and a dog clutch and a second power transmission path is formed by engagement of a second clutch, the first clutch is released from a state where the first clutch and the dog clutch are engaged, and when a front-rear rotation speed difference of the dog clutch becomes equal to or greater than a predetermined value after the start of a clutch-to-clutch gear shift for engaging the second clutch, complete release control for releasing the first clutch to lower the torque capacity of the first clutch is performed.

A transmission variator includes a first pulley rotatably attached to an intermediate member of a geartrain, and a second pulley rotatably attached to an output member that is rotatably coupled to the driveline. The geartrain includes an input member, a planetary gear set, a first clutch, a second clutch and an intermediate member. The second clutch is a low drag clutch. The input member rotatably couples to the prime mover. A controller includes an instruction set that is executable to activate only the first clutch in response to a request to operate the driveline in a forward direction, and activate only the second clutch in response to a request to operate the driveline in a reverse direction.

A control system and a control method for a vehicle, the vehicle includes an engine, an input shaft, an output shaft, a continuously variable transmission section, a stepped transmission section and a clutch mechanism, and a control device. The continuously variable transmission section and the stepped transmission section are provided between the input shaft and the output shaft. The clutch mechanism is provided in a torque transmission path between the stepped transmission section and drive wheels. The control device is configured to disengage the clutch mechanism in a case where a vehicle speed is at least equal to a specified value and the engine is stopped.