A double clutch reverse and active torque management system is provided. A forward variable torque limiting clutch selectively couples torque between a driven sheave of a continuously variable transmission (CVT) and at least one drive axle of a vehicle when the vehicle is traveling in a forward direction. The forward variable torque limiting clutch is set to transmit less torque than can be transmitted through each of the drive sheave and the driven sheave of the CVT. A reverse variable torque limiting clutch selectively couples torque between the driven sheave and the at least one drive axle of the vehicle when the vehicle is traveling in a reverse direction. The reverse variable torque limiting clutch is set to transmit less torque than can be transmitted through each of the drive sheave and driven sheave of the CVT, wherein any slip caused by excessive torque occurs at one of the forward variable torque limiting clutch and the reverse variable torque limiting clutch.

A first transmission mechanism provided on a first power transmission path and a second transmission mechanism provided on a second power transmission path are provided in parallel with each other between a driving force source and a drive wheel. A first clutch mechanism transmits power or interrupts transmission of power in the first power transmission path. A dog clutch equipped with a synchromesh mechanism transmits power or interrupts transmission of power in the second power transmission path. An electronic control unit is configured to, when changing from the first transmission path to the second transmission path a state where the vehicle is stopping or is stationary and in a state where power of the driving force source is transmitted via the first transmission mechanism, actuate the first clutch mechanism and the second clutch mechanism such that the first clutch mechanism is released and the second clutch mechanism engages.

A three mode continuously variable transmission (CVT) for a motor vehicle includes an optional speed change device connected to a pulley and a belt assembly or other continuously variable unit. The pulley and belt assembly is also connected to a planetary gear set arrangement. The planetary gear set arrangement generally includes two planetary gear sets, two brakes and two clutches. The planetary gear set arrangement is connected to a final drive unit. Engagement of the clutches and brakes provides three modes of operation to the CVT.

A control system and a control method for a vehicle, the vehicle includes an engine, an input shaft, an output shaft, a continuously variable transmission section, a stepped transmission section and a clutch mechanism, and a control device. The continuously variable transmission section and the stepped transmission section are provided between the input shaft and the output shaft. The clutch mechanism is provided in a torque transmission path between the stepped transmission section and drive wheels. The control device is configured to disengage the clutch mechanism in a case where a vehicle speed is at least equal to a specified value and the engine is stopped.

An alternative braking apparatus for a vehicle includes a gear type automatic transmission having at least one clutch and at least one brake for changing the meshing state of gears, and a control unit configured to switch the shift stage of the automatic transmission by controlling the clutch and the brake. The control unit is configured to perform alternative braking that controls the clutch and the brake so that an output shaft of the automatic transmission is braked by a braking force of the brake through the gears when the control unit determines that a braking device of the vehicle cannot normally apply braking forces to wheels despite that the vehicle needs to be braked.

A drivetrain for connection between the output of a prime mover and a load is described herein. The drivetrain comprising a CVT including an input connected to the output of the prime mover and an output; a forward-reverse clutch assembly including first and second inputs and an output connectable to the load; the first input of the forward-reverse clutch assembly being connected to the output of the CVT through a CVT clutch. The drivetrain also includes an IVT gear assembly having a first input connected to the output of the prime mover, a second input connected to the output of the CVT and an output connected to the second input of the forward reverse clutch assembly through an IVT clutch; and an idler gear assembly interconnecting the first and second inputs of the forward-reverse clutch assembly.

A power transmission system of a vehicle may include: a first input shaft selectively connectable to an engine output through a first clutch; a second input shaft selectively connectable to the engine output through a second clutch; a first intermediate shaft; a second intermediate shaft; an output shaft disposed in parallel with and apart from the first intermediate shaft and transmitting power from the first intermediate shaft and the second intermediate shaft to a final reduction gear of a differential apparatus; a motor/generator fixedly connected to any one of the first input shaft and the first intermediate shaft; a continuously variable shifting device operably connecting the first input shaft to the first intermediate shaft; and a plurality of shifting gear sets operably connecting the second input shaft, the first and the second intermediate shaft and the output shaft with each other.

An alternative braking apparatus for a vehicle includes a gear type automatic transmission having at least one clutch and at least one brake for changing the meshing state of gears, and a control unit configured to switch the shift stage of the automatic transmission by controlling the clutch and the brake. The control unit is configured to perform alternative braking that controls the clutch and the brake so that an output shaft of the automatic transmission is braked by a braking force of the brake through the gears when the control unit determines that a braking device of the vehicle cannot normally apply braking forces to wheels despite that the vehicle needs to be braked.

A vehicle control device for a vehicle with a drive source and an automatic transmission including a friction engaging element for transmitting a driving force of the drive source to drive wheels by being engaged by a hydraulic pressure, wherein the vehicle control device is configured to perform an abnormality diagnosis of a solenoid valve for adjusting a hydraulic pressure to be supplied to the friction engaging element on the basis of a slip amount of the friction engaging element, and prohibit the abnormality diagnosis of the solenoid valve if a hydraulic pressure upstream of the solenoid valve is below a predetermined hydraulic pressure at which the friction engaging element is engaged, the hydraulic pressure upstream of the solenoid being a source hydraulic pressure to be adjusted by the solenoid valve.

A CVT drive train includes a gearbox input shaft, a secondary drive, a differential, and a continuously adjustable variator. The gearbox input shaft is arranged on a motor side. The secondary drive has a starting device and an electric motor, both arranged coaxially to the gearbox input shaft. The electric motor has a stator, and a rotor arranged radially inside of the stator. The differential has a differential output gear. The continuously adjustable variator has a drive-side disc set, and an output-side disc set coupled to the differential and arranged directly adjacent to the differential output gear in a plan view. The drive-side disc set has a drive-side adjustable disc, and a drive-side fixed disc facing away from the motor side. The output-side disc set has an output-side fixed disc, and an output-side adjustable disc facing away from the motor side.