A primary clutch of a continuously variable transmission with a launch mechanism is provided. The primary clutch includes a central post, a fixed sheave assembly, a movable sheave assembly and a locking mechanism. The central post is configured to receive rotational torque from a motor. The fixed sheave assembly is statically mounted on the central post. The movable sheave assembly is mounted on the central post. The movable sheave assembly includes a movable sheave system that is configured to move axially on the central post towards the fixed sheave assembly as RPM of the primary clutch increase. The locking mechanism is configured and arranged to selectively prevent movement of the movable sheave system independent of the RPM of the primary clutch.

A CVT acceleration control method applied to a CVT-mounted vehicle including an accelerator position sensor, a vehicle speed sensor, a driving pulley rotation sensor and a driven pulley rotation sensor that is configured to detect a rotation speed of a driven pulley and to output a corresponding signal, a CVT operation portion and a controller, the CVT acceleration control method, may include determining, by the controller, whether a current vehicle driving state satisfies a predetermined starting control condition, monitoring, by the controller, a current driving pulley rotation speed change, determining, by the controller, whether the current vehicle driving state satisfies a predetermined trigger condition, setting, by the controller, a target driving pulley rotation speed change, and controlling, by the controller, the operation of the CVT operation portion such that the current driving pulley rotation speed change converges to the target driving pulley rotation speed change.

A method to control a road vehicle for the execution of a standing start; the control method comprises the steps of: engaging a gear in a transmission while a corresponding clutch is open; progressively closing the clutch causing the clutch to transmit a torque that causes the rotation of at least a pair of drive wheels; determining a target slip of the drive wheels; cyclically determining a real slip of the of the drive wheels; and continuously modulating the torque transmitted by the clutch during the closing of the clutch based of a difference between the target slip of the drive wheels and the real slip of the of the drive wheels.

A drive system is provided with a first motor generator as a power source, and a multistage gear transmission for changing the speed of output from the first motor generator and transmitting the output to drive wheels. The multistage gear transmission has a plurality of engagement clutches as shifting elements that are meshingly engaged upon movement from a disengaged position. This hybrid vehicle is provided with a start control device where, when a start clutch has been engaged while the vehicle is stopped, the start control device maintains the engagement of the start clutch for a duration that includes when the vehicle is stopped and until the next vehicle start.

A power transmission device has a reverse torque converter and a planetary gear mechanism with a ring gear, sun wheel and planet carrier with several planets. An input is connected to an impeller of the reverse torque converter and to a first element of the planetary gear mechanism. A turbine wheel is connected to a second element of the planetary gear mechanism, and a third element of the planetary gear mechanism is connected to or forms an output of the power transmission device. A selectable control clutch transmits power in a first rotation speed range, with an emptied reverse torque converter, between the input and the output of the power transmission device. A device supports and/or fixes the second element of the planetary gear mechanism, in particular the connection between the turbine wheel and the second element of the planetary gear mechanism in this first rotation speed range.

A parking brake system for a motor vehicle transmission is provided. The parking, brake system includes a brake cylinder having a brake piston movable between braking and locking positions, a piston lock provided to lock the brake piston in the locking position, a piston valve configured to activate the brake cylinder using a fluid, and a locking valve configured to activate the piston lock using a fluid. The piston valve can be connected, in a fluid-conducting manner on the downstream side facing away from the brake cylinder, to a supply pressure system, and the locking valve, on the side facing away from and downstream of the piston lock, can be connected in a fluid-conducting manner to the supply pressure system, such that the locking valve is arranged downstream of and parallel to the piston valve relative to the supply pressure system.

A method for maintaining idle noise refinement in a vehicle is provided. The method may include performing a D-range neutral control, wherein a controller is configured to apply auto hold threshold values to conditions for entering an auto hold control in a neutral control state, and wherein the auto hold threshold values are determinant of an entry into the D-range neutral control such that the auto hold threshold values limit the conditions for entering the auto hold control.

Systems and methods for launching a hybrid vehicle that includes a motor/generator and an automatic transmission with a torque converter are described. The systems and methods may permit improved vehicle acceleration to enhance hybrid vehicle performance during specific vehicle launch conditions. The launch conditions may be established based on brake pedal position and accelerator pedal position.

A control apparatus for controlling an automatic transmission including a torque converter to which a driving force of an engine is input includes a specifying unit configured to specify a drag torque of a wet friction type lock-up clutch, and a transmission unit configured to transmit load information including at least the drag torque specified by the specifying unit to a control apparatus of the engine. The specifying unit specifies the drag torque of the lock-up clutch during in-gear based on a slip ratio of the torque converter before in-gear when the lock-up clutch is released.

A control apparatus includes a select lever, an inhibitor switch, a manual valve, a first SOL, a second SOL, and a controller. The controller controls the first SOL and the second SOL such that a hydraulic pressure is supplied to a first friction element and a second friction element when the inhibitor switch detects a D range. The controller determines that an operation position is at an intermediate position when operations of the first friction element and the second friction element are not detected. The controller determines that the first SOL has a failure when the operation of the first friction element is not detected.