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 powertrain system in a machine includes a transmission, and a transmission drive mechanism coupled between the transmission and an engine. The transmission drive mechanism includes a split path architecture where a first input gear receives a torque input from a driveshaft and a second input gear receives a torque input from a variator. The transmission drive mechanism is thereby structured to operate the transmission at a range of speeds that is not dependent upon a speed of the engine, enabling the engine to operate at an engine speed set point or with an optimum engine speed range.

A transmission includes an input shaft, an output shaft, at least four planetary gearsets, a variable-ratio unit, and at least four clutches. The input shaft is configured to receive torque from a drive unit. The output shaft is configured to transmit torque to a load. The at least four planetary gearsets, the variable-ratio unit, and the at least four clutches are arranged between the input shaft and the output shaft. The at least four clutches are selectively engageable in combination with one another to select one of at least four operating modes.

A power-split, continuously variable transmission includes a summing planetary transmission, at least one additional planetary gear set and a variator, which are in operative connection with each other a plurality of shafts, the shafts of the plurality of shafts are couplable to each other with a plurality of shift elements in order to provide at least three transmission ratio ranges. The variator is a mechanical friction wheel variator with at least three shafts. The summing planetary transmission, the at least one additional planetary gear and the variator are arranged coaxial to one another. In one of the transmission ratio ranges of the at least three transmission ratio ranges, a total power is guidable between a transmission input shaft and a transmission output shaft by the variator. A friction wheel of the variator is approximately cone-shaped, at least in sections.

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 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.

Described herein is a control system for a vehicle having an infinitely variable transmission (WT) having a ball planetary variator (CVP), providing a smooth and controlled operation. In some embodiments, the vehicle is a fork lift truck. An operator commands a brake pedal, an accelerator pedal, and a direction switch (or gear selector), which are evaluated by the control system to determine a current operating state of the vehicle. Some operating states include, forward drive, reverse drive, vehicle braking, automatic deceleration, inching, power reversal, vehicle hold, and park, among others.

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.

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.

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The serial mode may provide a powered zero and creeper ground speeds. The split-path mode(s) may provide higher field speeds.