A one mode, front wheel drive continuously variable transmission includes a transmission input member interconnected to an engine of the motor vehicle, a transmission output member, a continuously variable unit having a first pulley pair, a second pulley pair, and a chain wrapped around the first pulley pair and the second pulley pair. A planetary gear set includes a first member, a second member, and a third member. The first member is connected to the first pulley pair and the third member is connected to the transmission input member. A clutch is selectively engageable to connect the first member of the planetary gear set with the transmission input member. A band brake selectively engageable to connect the second member with a stationary member. The transmission output member is interconnected to a differential supported by sets of ball bearings.

A powertrain for a motor vehicle includes a one mode continuously variable transmission (CVT) and a torque converter connected to a planetary gear set assembly which is connected to a pulley and a chain assembly or other continuously variable unit (CVU). The planetary gear set arrangement generally includes one planetary gear set, one brake and one clutch. The CVU is connected to a final drive unit. The sheaves of the CVU have an involute spline connection.

A control system controls a power transmission system located between a motive power source and drive wheels. The power transmission system includes a fluid coupling and an engagement device. The control system includes an electronic control unit configured to: obtain information concerning vibration of the power transmission system; determine whether the vibration of the power transmission system is in a resonance region of the power transmission system; control the engagement device so that the engagement device slips, when the electronic control unit determines that the power transmission system is in the resonance region; and control the motive power source when the electronic control unit determines that the power transmission system is in the resonance region, so that a rotational speed of the motive power source increases as compared with a case where the power transmission system is not in the resonance region.

A dual-clutch seven speed transmission arrangement and method for use with a transverse engine arrangement in a hybrid vehicle are provided. The dual-clutch seven speed transmission arrangement includes a dual-clutch gearbox comprising an input shaft for odd drive gears and an input shaft for even drive gears, respectively arranged in connection to a first clutch and a second clutch. The input shaft for even drive gears is a hollow shaft enclosing the input shaft for odd drive gears and the input shaft for odd drive gears is arranged to host four odd drive gears. The input shaft for even drive gears is arranged to host three even drive gears and a reverse drive gear. An electric motor is connected to the input shaft for even drive gears.

A transmission includes a drive shaft (1), an output shaft (2), a housing (G), a first planetary gear set (PR1), a second planetary gear set (PR2) and a third planetary gear set (PR3), and six shift elements, including a first brake (B1), a second brake (B2) along with a first clutch (K1), a second clutch (K2), a third clutch (K3, K3, K3, K3) and a fourth clutch (K4, K4). The shift elements are selectively actuated, by which nine forward gears and one reverse gear can be realized through different transmission ratios between the drive shaft (1) and the output shaft (2). Each planetary gear set (PR1, PR2, PR3) has a sun gear (S1, S2, S3), one planetary gear, one planetary carrier (PT1, PT2, PT3) and one ring gear (H1, H2, H3). The drive shaft (1) and the output shaft (2) are arranged in a manner axially offset to each other, and the drive shaft is (1), through the second clutch (K2), connectable to the ring gear (H2) of the second planetary gear set (PR2) and the sun gear (S3) of the third planetary gear set (PR3). The drive shaft (1) is, through the first clutch (K1), connectable to the second brake (B2) and the sun gear (S2) of the second planetary gear set (PR2). The sun gear (S2) of the second planetary gear set (PR2) and the second brake (B2) are also connected to each other.

A power transmission unit for a vehicle including a first clutch device that selectively allows a torque transmitting route from an input shaft to an output shaft via a first gear train to transmit torque therethrough, a dog clutch that switches the torque transmitting route from the input shaft to the output shaft between a continuously variable speed change route in which the torque is transmitted through a continuously variable transmission and a reverse route in which the torque is transmitted through a second gear train, and a second clutch device that connects and disconnects both of the continuously variable speed change route and the reverse route to/from at least any one of the input shaft and the output shaft.

A transmission for motor vehicles includes a drive shaft; an output shaft; a housing (GE); six shift elements in the form of a first brake (B1) and a second brake (B2) along with a first clutch (K1), a second clutch (K2, K2, K2, K2, K2, K2), a third clutch (K3) and a fourth clutch (K4, K4); a first planetary gear set (PR1), a second planetary gear set (PR2) and a third planetary gear set (PR3). The shift elements are selectively actuated, by which ten forward gears and one reverse gear can be realized through different transmission ratio relationships between the drive shaft and the drive shaft. The drive shaft and the output shaft are arranged in a manner axially offset to each other and the drive shaft is connectable to a planetary carrier (PT1) of the first planetary gear set (PR1) through the third clutch (K3) and the planetary carrier (PT1) of the first planetary gear set (PR1) is connectable to the housing (GE) by means of the second brake (B2).

A multi ratio drive including a first drive chain having a first drive chain engaged state and a first drive chain disengaged state; and a second drive chain having a second drive chain engaged state and a second drive chain disengaged state. The first drive chain drives the axle with a first gear ratio between the drive shaft and the axle when the first drive chain is in the first drive chain engaged state and the second drive chain is in the second drive chain disengaged state; the second drive chain drives the axle with a second gear ratio between the drive shaft and the axle when the second drive chain is in the second drive chain engaged state and the first drive chain is in the first drive chain disengaged state; and the first gear ratio is different from the second gear ratio.