A control method for a work vehicle, includes: calculating a speed ratio indicating a ratio between a rotation speed of an input shaft connected to an engine and a rotation speed of an output shaft connected to a traveling device; and outputting a capacity command for changing at least one of a capacity of a first hydraulic pump motor and a capacity of a second hydraulic pump motor based on correlation data indicating a relationship between the speed ratio and the capacities of the first and second hydraulic pump motors, wherein the correlation data is set so that both the capacity of the first hydraulic pump motor and the capacity of the second hydraulic pump motor are changed with a change in the speed ratio in a predetermined speed ratio range between a first speed ratio and a second speed ratio higher than the first speed ratio.

A drive system for a vehicle includes first and second gear sets, a connecting shaft and a first electrical machine coupled to the first gear set, a second electrical machine coupled to the second gear set, an output shaft that transports power from the first electrical machine and the second electrical machine to a tractive element of the vehicle, a first clutch selectively rotationally coupling the first gear set to the output shaft when engaged, and a second clutch selectively rotationally coupling the first gear set to the output shaft when engaged. A carrier of the first gear set is selectively coupled to a carrier of the second gear set. The output shaft is aligned with the connecting shaft, the first electrical machine, and the second electrical machine. The first and second clutches are engaged when the drive system is reconfigured into forward and reverse modes of operation, respectively.

The invention relates to a power split gearbox for a motor vehicle. The power split gearbox comprises a drive shaft which can be connected to an internal combustion engine in order to feed in torque, a first mechanical branch with a planetary gear mechanism arrangement, an infinitely variable second branch which can be connected to the first branch and comprises two adjustable energy converters which can be coupled to one another in energy terms and can be operated in each case in both directions, and at least one output shaft which can be coupled to the drive shaft via the first and the second branch. At least one first reversing stage is provided between the drive shaft and the output shaft for changing between at least one first forward driving range and at least one first reverse driving range, wherein the reversing stage either reverses or keeps constant all of the rotational directions of the sun gears, the internal gear and the spider shaft during changing between the first forward driving range and the first reverse driving range.

A variator and a powersplit hybrid are connected in series. The variator is preferably a Milner epicyclic variator which has a ratio range well suited to this application. The variator permits the powersplit to operate at an optimized speed ratio. The variator further permits improved energy capture during regenerative braking. In some embodiments, clutches alternately connect the variator in series with powersplit and bypass the variator.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

A controller of a power transmission system for a vehicle includes an electronic control unit. When a difference between a secondary pressure set by use of a command pressure of the electromagnetic control valve for the secondary pulley, and an actual pressure obtained by a hydraulic pressure sensor, is larger than a predetermined pressure difference, the electronic control sets a primary pressure and the secondary pressure such that a speed ratio of a continuously variable transmission becomes substantially equal to a maximum value. The electronic control unit determines that there is an abnormality that an output pressure of the electromagnetic control valve for a secondary pulley is low, when the speed ratio is smaller than a predetermined first determination value, and determines that there is an abnormality in the hydraulic pressure sensor, when the speed ratio is larger than a predetermined second determination value.

A drive system includes a first gear set and a second gear set, each having a sun gear, a ring gear, a plurality of planetary gears coupling the sun gear to the ring gear, and a carrier rotationally supporting the plurality of planetary gears; a connecting shaft coupling an engine to the first gear set; a first electrical machine coupled to the first gear set; a second electrical machine coupled to the second gear set; an output shaft configured to transport power from the first electrical machine, the second electrical machine, and the engine to a tractive element; and a clutch selectively rotationally coupling the first carrier to the output shaft when engaged. The output shaft is aligned with the connecting shaft, the first electrical machine, and the second electrical machine to thereby form a straight-thru transmission arrangement.

A continuously variable power split transmission for a combustion engine (VM), powering vehicles includes a variator (V) and a summing gear train (SG1), the variator transmits a fraction of the power with a continuously variable speed to the summing gear train (SG1) which includes four shafts, a first sun gear (S1), a second sun gear (S2), a ring gear (H1) and a number of planetary gears (P1, P2) journaled on a planet carrier (St1), wherein: The couplings (C0, C1; C0, C1, B0, B1) are incorporated in one common entry unit (E). The summing gear has first (P1) and the second planetary gears (P2) on a common planet carrier (St1), meshing with each other; the first sun gear (S1) or the first ring gear (H1) are driven in turn to create ranges; and the planet carrier (St1) of the summing gear train (SG1) is drivingly connected with the output shaft (StW1) of the transmission.

Provided herein is an electric axle powertrain includind: a continuously variable electric drivetrain having a motor/generator and a ball-type continuously variable planetary having a first traction ring assembly and a second traction ring assembly in contact with a plurality of balls; a mode selection mechanism coupled to the continuously variable electric drivetrain; a differential coupled to the mode selection mechanism; a drive wheel axle operably coupled to the differential; and-a first wheel and a second wheel coupled to the drive wheel axle.

In a control device of a vehicle including a first power transmission path transmitting a power through a belt-type continuously variable transmission and a second power transmission path transmitting a power through a reduction gear mechanism in parallel between an input shaft and an output shaft and including a dog clutch in series with the reduction gear mechanism in the second power transmission path, when the dog clutch is in an engagement transition state and a rotational speed change of the output shaft is equal to or greater than a predetermined value, the engagement transition state of the dog clutch is canceled to release the dog clutch.