A vehicle includes a continuously variable transmission, a gear mechanism and a controller. The continuously variable transmission and the gear mechanism are provided in parallel with each other between an input shaft and an output shaft. The controller is configured to i) when the vehicle travels in a state where both a first clutch and a third clutch provided on the gear mechanism side are released, gradually increase a hydraulic pressure of the first clutch such that the first clutch is engaged, ii) calculate a command hydraulic pressure for setting the first clutch to a pressure regulating state on the basis of a command hydraulic pressure of the first clutch at a timing at which the amount of change in an output-side rotation speed of the first clutch becomes larger than a predetermined value, and iii) control the first clutch by using the calculated command hydraulic pressure.

When neutral control is started by placing a CVT drive clutch in a semi-engaged state while a vehicle is decelerating in a state where a second power transmission path is established, a clutch mechanism that is semi-engaged in neutral control while the vehicle is decelerating is changed from the CVT drive clutch to a forward clutch before a stop of the vehicle, so it is possible to continue the neutral control until a stop of the vehicle. At a stop of the vehicle, a power transmission path is already changed to a first power transmission path that establishes a gear ratio (EL) higher than a highest gear ratio (max) that can be established by the second power transmission path. Thus, right after a stop of the vehicle, it is possible to execute idle stop control.

A control device for a vehicle includes a transmission mechanism capable of setting a fixed transmission gear ratio, a continuously variable transmission provided in parallel with the transmission mechanism, and a path switching mechanism for selectively blocking a torque transmission path that includes the transmission mechanism and that is configured to dampen vibration. The control device further includes a clutch mechanism where the continuously variable transmission and the transmission mechanism capable of setting constant transmission gear ratio are arranged in parallel between an input shaft and the output shaft, that selectively connects torque transmission path stretching from an internal combustion engine to drive wheels via transmission mechanism, and one clutch and other clutch are arranged in series, the other clutch is arranged on a relatively downstream side. A control unit is configured to engage one clutch in a case where torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission.

A hydraulic control device for an automatic transmission where the spool is locked at the first position and the switching pressure can regulate the belt holding force of the primary pulley or the secondary pulley without switching a position of the spool when the engagement pressure is supplied to the second working oil chamber, and the spool is not locked at the first position and the switching pressure can switch the spool to the second position against the urging member when the engagement pressure is not supplied to the second working oil chamber.

A hydraulic control device where the engagement pressure which is supplied from the first solenoid valve is supplied to the synchronization mechanism in the case where the signal pressure is not supplied to the switching valve, and the engagement pressure which is supplied from the first solenoid valve is supplied to the engagement element and the source pressure is supplied to the synchronization mechanism as the engagement pressure in the case where the signal pressure is supplied to the switching valve.

In a vehicle in which a continuously variable transmission and a gear mechanism are provided in parallel on a power transmission pathway between an input shaft and an output shaft, (i) an electronic control unit performs CVT shifting, in view of shift characteristics of C to C shifting in which the speed ratio is changed in stages, or (ii) then electronic control unit performs C to C shifting, in view of shift characteristics of CVT shifting in which the speed ratio is steplessly changed.

When a line pressure is dominated (determined) by at least one of a primary pressure and a secondary pressure during idling of a continuously variable transmission, the hydraulic pressure that is applied to at least one of pulleys, to which the hydraulic pressure larger than a clutch pressure is applied, is reduced. On the other hand, when the line pressure is dominated by the clutch pressure during idling of the continuously variable transmission, the speed gear ratio of the continuously variable transmission is controlled to a lowest speed gear ratio.

A continuously variable transmission for a vehicle may include an input shaft receiving torque of an engine, a first power delivery shaft disposed in parallel with and apart from the input shaft, a variable shift apparatus configured to change rotation speed of the input shaft and transmit the changed rotation speed to the first power delivery shaft, a second power delivery shaft selectively receiving torque of the first power delivery shaft, a third power delivery shaft disposed apart from the second power delivery shaft, a planetary gear set including first, second, and third rotation elements, and an idle gear set operably connecting the input shaft with the first rotation element of the planetary gear set in which the second rotation element is directly connected to the third power delivery shaft and the third rotation element is directly connected to the second power delivery shaft.

A transmission includes a continuously variable unit and a fixed-gear-ratio unit. The continuously variable unit includes a variator input, and a variator output that is continuously connected to the transmission output member. A first torque transmitting mechanism interconnects the variator input and a transmission input member. The fixed-gear-ratio unit includes a single planetary gear set having a ring gear, planet gears supported by a carrier, and a sun gear. The fixed-gear-ratio unit includes a fixed input and a fixed output. The fixed input is continuously connected to the transmission input member, and one node of the planetary gear set. The fixed output is continuously connected to the transmission output member, and is selectively connected to another node of the planetary gear set. The fixed-gear-ratio unit includes second, third, fourth, and fifth torque transmitting mechanisms that are selectively engageable and/or disengageable for changing between fixed gear ratios.

An infinitely variable transmission system for differentially steered vehicles comprises two planetary gearboxes, each coupled to drive, as output, a driving component, such as track or wheel, on either side of a vehicle. The planetary gearboxes are drivingly coupled to a power source, such as an engine or motor, via fixed gear ratio driver and via belt drive system of two or more variable ratio belt drive pulleys. Each of the two outputs of the transmission can independently and simultaneously be controlled to revolve in forward, neutral (stop), and reverse directions in a manner of continuously and infinitesimally variable speed and torque.