A control device for an automatic transmission includes: a failure diagnosis section for diagnosing whether or not a failure has occurred in a shift control system of the automatic transmission; a fail-safe control section for fixing the automatic transmission into a predetermined gear position in response to confirmation of the failure of the shift control system of the automatic transmission; and an oil temperature rise regulation torque reduction control section for outputting a torque reduction request to suppress torque of a vehicle driving source, based on temperature of transmission operating oil of the automatic transmission, and outputting the torque reduction request in response to satisfaction of an oil temperature condition that is set lower in oil temperature when the automatic transmission is fixed in a first gear position by the fail-safe control section than when the automatic transmission is not fixed in the first gear position.

A torque transmission device (100) includes a variator of a continuously variable unit (CVU) (20) arranged in parallel with a layshaft gearset (30). The CVU (20) includes a first pulley (22) rotatably coupled to a second pulley (24), and the layshaft gearset (30) includes a first gear element (32) meshingly engaged with an intermediate gear element (34) meshingly engaged with a second gear element (36). A transmission input member (12) is rotatably coupled to the first pulley (22) of the CVU (20), and is selectively rotatably coupled to the first gear element (32) of the layshaft gearset (30) by activation of a first clutch (37). A transmission output member (14) is rotatably coupled to the second pulley (24) of the CVU (20) and rotatably coupled to the second gear element (36) of the layshaft gearset (30). The transmission is disposed to operate in a continuously variable mode when the first clutch (37) is disengaged, and to operate in a fixed gear mode when the first clutch (37) is engaged.

A multipurpose vehicle includes an engine, a travel transmission device, a continuously variable transmission device, and a spacer housing capable of becoming attached to and detached from the engine, the continuously variable transmission device, and the travel transmission device. The spacer housing contains an engine output shaft, a transmission device input shaft of the continuously variable transmission device, a first connecting portion connecting the engine output shaft with the transmission device input shaft in an interlocking manner, a transmission device output shaft of the continuously variable transmission device, a transmission input shaft of the travel transmission device, and a second connecting portion connecting the transmission device output shaft with the transmission input shaft in an interlocking manner.

A structure of a speed sensor arrangement of a vehicle is provided. The vehicle includes a power unit. The power unit is connected with a transmission system. The transmission system is formed with a sensing space. The sensing space is provided therein with a speed sensor. As such, the speed sensor is arranged in a completely concealed space to prevent the speed sensor from being hit by external sand and stones or corroded by external dust or moisture.

A rewinding waterwheel includes a secondary body, a main body and guide members. The main body includes a rewinding waterwheel frame, a hub ring shaft and a water pipe wound around the hub ring shaft. The hub ring shaft is installed onto the rewinding waterwheel frame and rotatable. The secondary body includes a waterwheel frame and a sprinkler head mounted onto the waterwheel frame. The water pipe is fixed and communicated to the sprinkler head; the guide member is installed on the ground; the water pipe is in a rolling contact with the outer circumferential surface of the guide member. In a water spray method of the rewinding waterwheel, a traveling path is designed to achieve automatic lawn irrigation by the guide member in contact with the water pipe and to change the irrigation speed by the transmission gearbox to control water volume and save energy.

A shift control apparatus for a vehicle automatic transmission to be provided in a vehicle that includes a hydraulic transmission device having a lockup clutch, an engine, an input shaft connected to the engine through the hydraulic transmission device, and drive wheels. The shift control apparatus includes a shift-down control portion configured, when a shift-down operation is executed to establish a first gear position by releasing a second engagement device, during running of the vehicle in a driven state with a second gear position being established with engagement of the second engagement device, to increase a torque of the engine so as to increase an input rotational speed as a rotational speed of the input shaft through the lockup clutch that is placed in an engaged state, and to release the lockup clutch before the input rotational speed reaches a synchronous speed of the first gear position.

A machine is disclosed. The machine may include a continuously variable transmission, a location or movement module, and a controller. The controller may receive a first signal indicating a transmission output speed for the machine. The controller may receive, from the location or movement module, a second signal indicating location or movement information of the machine. The controller may determine a traction value based on the first signal and the second signal. The controller may determine a rimpull limit value based on the traction value. The controller may provide the rimpull limit value to the continuously variable transmission, wherein the continuously variable transmission is to determine a transmission output torque of the machine based on the rimpull limit value.

A power unit of a utility vehicle includes a power source for travel of the utility vehicle, a continuously variable transmission, a gear transmission, and an output mechanism. The gear transmission includes a GT input shaft, a GT output shaft, and first and second GT intermediate shafts that transmit rotational power from the GT input shaft to the GT output shaft. The first GT intermediate shaft is disposed on one side with respect to the GT input shaft, and the second GT intermediate shaft is disposed on the other side with respect to the GT input shaft.

A shift switching mechanism of a utility vehicle includes: an input gear connected to an input shaft to which a driving force of an engine is input; a shifter that is connected to a counter shaft transmitting a driving force of the input shaft, and enables engagement between the input gear and a gear connected to the counter shaft; and a control unit that controls the shift switching mechanism. At reception of a shift command, the control unit calculates a rotation difference between the input gear and the shifter, and controls output of the engine to reduce the rotation difference.

A power unit of a utility vehicle includes: a power source for travel of the utility vehicle; a continuously variable transmission; a reduced-speed shaft disposed parallel to a drive shaft of the power source and coaxially with a CVT input shaft of the continuously variable transmission; speed-reduction gears that transmit rotational power of the drive shaft to the reduced-speed shaft; and an electricity generator mounted on a shaft assembly including the CVT input shaft and the reduced-speed shaft. The drive shaft, the shaft assembly, the CVT input shaft, and the CVT output shaft extend in a first direction. The electricity generator is aligned with the power source in a second direction perpendicular to the first direction, and the location of the electricity generator in the first direction overlaps with the location of the power source in the first direction.