A hydraulic pressure control device for a continuously variable transmission of a vehicle which a continuously variable transmission mechanism; a stepwise variable transmission mechanism; a shift control means, the hydraulic pressure control device includes: the shift control means including a line pressure control section configured to increase the line pressure to be greater than the line pressure before a generation of an oil vibration when the oil vibration is generated in at least one of actual hydraulic pressures of the primary pressure and the secondary pressure, and the line pressure control section being configured to continue the increase of the line pressure until the shift of the stepwise variable transmission mechanism is finished when the stepwise variable transmission is shifted in a state where the line pressure is increased.

A control device for a continuously variable transmission mechanism of a vehicle includes: a stepwise variable transmission mechanism which is disposed in series with the continuously variable transmission mechanism, and which has at least two or more forward gear stages; and a controller configured to increase the belt capacities to be greater than the belt capacity set when an accelerator opening degree is zero, at least in a time period from a timing when the accelerator opening degree becomes zero, to a timing when a braking force is generated by a depression of a brake pedal, the controller being configured to set an increase amount with respect to the belt capacity set when the accelerator opening degree is zero, to a smaller value as a transmission gear ratio of the stepwise variable transmission mechanism is higher.

A vehicle includes a continuously variable transmission (CVT) and a dual-clutch transmission (DCT) operatively connected to the CVT, the DCT includes a clutch input member operatively connected to a driven pulley of the CVT to be driven thereby; a first clutch; a second clutch; a first shaft operatively connected to the first clutch, the first clutch being selectively actuated to couple the first shaft to the clutch input member; a second shaft operatively connected to the second clutch, the second clutch being selectively actuated to couple the second shaft to the clutch input member; at least one first driving member mounted to the first shaft; at least one second driving member mounted to the second shaft; and an output shaft operatively connecting the at least one first driving member and the at least one second driving member to at least one ground-engaging member of the vehicle.

A propelling equipment has an engine, a first motor/generator, a second motor/generator and a planetary gear train. A common velocity diagrammatic view has at least four members. One of the rotational members corresponds to a second member, one of the rotational members corresponding to a third member, and one of the rotational members corresponding to a fourth member connected with the second motor/generator. One of the second member and the fourth member corresponds to a low-seed step fixed ratio member, a fixed transmission ratio at a low-speed step being obtained by fixing the low-seed step fixed ratio member on a stationary part of a case. The fourth member is fixable to the stationary part when the first member is fixed or rotates at a low speed to obtain a speed increasing transmission ratio.

A continuously variable transmission (CVT) comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley.

A speed change ECU for a CVT sets a target input rotational speed (Nin*) such that the speed ratio of the CVT is varied stepwise a plurality of times consecutively to the downshift side in response to an operation to depress a brake pedal by a driver, and sets the target input rotational speed (Nin*) such that the time interval between consecutive downshifts becomes longer as the number of times of execution of downshifts is increased on the basis of intershifting times (tint(1)), (tint(2)), . . . while downshifts in which the speed ratio is varied stepwise are executed consecutively.

A continuously variable transmission (CVT) comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley.

A continuously variable transmission includes four shift elements to establish three forward driving ranges and one reverse driving range. Two of the forward driving ranges utilize recirculating power flow paths in which the power transmitted through the variator is much smaller than the power transmitted by the transmission. Both variator sheaves rotate about axes that are offset from the input axis such that neither sheave is partially submerged in transmission fluid.

Devices and methods are provided herein for the transmission of power in motor vehicles. Power is transmitted in a smoother and more efficient manner by splitting torque into two or more torque paths. A continuously variable transmission is provided with a ball variator assembly having an array of balls, a planetary gear set coupled thereto and an arrangement of rotatable shafts with multiple gears and clutches that extend the ratio range of the variator. In some embodiments, clutches are coupled to the gear sets to enable shifting of gear modes. In some embodiments, the speed ratio of the ball variator is adjusted in concert with the adjustment of clutches.

A variator unit is fixed to a rotationally fixed component and has a secondary side rotationally fixed to an input shaft and a primary side rotationally fixed to a first element of a first planetary gear set. The input shaft is rotationally fixable via a second shift element to a second element of a second planetary gear set, which is fixable to the rotationally fixed component via a first shift element, and is rotationally fixed to a first element of a third planetary gear set. A second element of the first planetary gear set is fixed to the rotationally fixed component. A first element of the second planetary gear set is rotationally fixed to a third element of the third planetary gear set. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set.