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 control apparatus for a vehicle drive-force transmitting apparatus that defines (i) a first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, is configured to transmit a drive force during a driving state of the vehicle and to cut off transmission of the drive force during a driven state of the vehicle. In a case in which the second drive-force transmitting path is to be established in place of the first drive-force transmitting path, the second engagement device is engaged when the first engagement device is engaged, and the first engagement device is released after an inertia phase is started.

A continuously variable transmission (1) having the cams (9, 10, 11, 12) that are not circular as usual, but have the form of a spiral. The outer contours (15, 16, 7, 18) of the two cams (9, 10, 11, 12) are each situated in a plane which is perpendicular to the direction of rotation of the respective cams (9, 10, 11, 12).

An object of the present invention is to provide a continuously variable transmission in which a magnitude relationship between a piston area of a primary pulley and a piston area of a secondary pulley is specified. As means for achieving the object, a continuously variable transmission includes: an electric oil pump disposed in an oil path between a piston oil chamber of a primary pulley and a piston oil chamber of a secondary pulley; and a controlling portion configured to control the entry and exit of oil in the piston oil chamber of the primary pulley by the electric oil pump. A piston area of the primary pulley in the continuously variable transmission is smaller than a piston area of the secondary pulley.

A control apparatus for a vehicle drive-force transmitting apparatus including a gear mechanism and a continuously-variable transmission mechanism and defining first and second drive-force transmitting paths. When the continuously-variable transmission mechanism is in a failure state in which an actual gear ratio of the continuously-variable transmission mechanism is not the highest gear ratio as a target gear ratio, the control apparatus sets the target gear ratio to a transient target gear ratio that is gradually changed toward the highest gear ratio, for causing the actual gear ratio to be gradually changed toward the highest gear ratio. A rate of change of the transient target gear ratio is higher in a state in which a drive force is transmitted through the first drive-force transmitting path by the gear mechanism, than in a state in which the drive force is transmitted through the second drive-force transmitting path by the continuously-variable transmission mechanism.

An agricultural system includes a baler with a plunger and a sensor for sensing a plunger-related value; a vehicle including a power source operable to convey power to the plunger; and a CVT arranged to drive the plunger. In order to balance a fluctuating load of the plunger over the working cycle, an electronic control unit (ECU) is coupled to the sensor and to the CVT and is configured to receive the signal from the sensor and to cause the CVT to modify a gear ratio of the CVT based on the signal from the sensor and on a mathematical model defining a CVT gear ratio variation profile derived from an expected load applied by crop on the plunger over its operating cycle.

A vehicle layout including a motor, a continuously variable transmission (CVT), an actuator, a controller, a drivetrain and at least one clutch is provided. The motor provides engine torque. The CVT is operationally coupled to receive the engine torque. The actuator is configured to control a gearing ratio of the CVT. The controller activates the actuator based at least in part on an input. The drivetrain is in operational communication with the CVT. The at least one clutch is configured to selectively disconnect torque between at least one of the motor and the CVT and the CVT and the drivetrain.

A control device that controls a vehicle transmission device including an input drivingly coupled to an internal combustion engine, an output drivingly coupled to wheels, a shift input drivingly coupled to the input via a fluid coupling having a lock-up clutch, and a speed change mechanism disposed on a power transmission path connecting the shift input and the output, wherein the speed change mechanism is capable of performing both continuously variable shifting that continuously changes a speed ratio, and stepped shifting that changes a speed ratio in a stepwise manner, the control device including: an electronic control unit that is configured to perform, when the stepped shifting is performed, rotation maintained engagement control that controls an engagement pressure of the lock-up clutch such that a rotational speed of the input follows a predetermined target rotational speed, regardless of a change in rotational speed of the shift input.

A control apparatus for a vehicle drive-force transmitting apparatus that includes a gear mechanism and a continuously-variable transmission mechanism. The control apparatus determines whether there is a lower-gear-ratio setting request requesting a target gear ratio of the continuously-variable transmission mechanism to be set to a lower gear ratio that is lower than a highest gear ratio of the continuously-variable transmission mechanism. When it is determined that there is not a detection accuracy of a rotational speed of an output rotary member of the drive-force transmitting apparatus, the control apparatus sets the target gear ratio to the lower gear ratio if it is determined that there is the lower-gear-ratio setting request, and sets the target gear ratio to the highest gear ratio if it is determined that there is not the lower-gear-ratio setting request.

A powertrain may include an input shaft; a drive pulley and a driven pulley engaged to each other by a belt; a forward/backward switching mechanism provided to selectively switch a direction of power from the input shaft to the drive pulley by a plurality of friction members and transmit the power; a gear train provided to transmit the power of the input shaft to a rotation shaft of the driven pulley without passing through the drive pulley; and another friction member provided to interrupt a power transmission path of the gear train.