A control device of controlling a vehicle that includes an automatic transmission is provided with a control unit. The automatic transmission includes a power transmission mechanism with an engaging element, and a variator connected in series to the power transmission mechanism. The control unit of this device completes engagement of the engaging element after downshifting of the variator is completed when at least an accelerator pedal opening becomes not smaller than a predetermined opening, during neutral running control which brings the power transmission mechanism into a power shut-off state during running of the vehicle.

A control apparatus for a vehicle drive-force transmitting apparatus including a gear mechanism and a continuously-variable transmission mechanism provided in respective first and second drive-force transmitting paths. The control apparatus sets a target gear ratio of the continuously-variable transmission mechanism during a switching control operation that is executed to switch between (i) a first state in which the first drive-force transmitting path is established and (ii) a second state in which the second drive-force transmitting path is established, such that, when drive wheels are not being slipped, the target gear ratio is set to a highest gear ratio of the continuously-variable transmission mechanism, and such that, when the drive wheels are being slipped, the target gear ratio is set to an actual gear ratio at a point of time at which the drive wheels start being slipped.

A control apparatus for a drive-force transmitting apparatus that includes a gear mechanism and a continuously-variable transmission mechanism including primary and secondary pulleys and actuators that apply first and second thrusts to the respective first and second pulleys. When a target gear ratio of the continuously-variable transmission mechanism is a highest gear ratio in a gear running mode, the control apparatus sets a value of the thrust ratio, which is used when calculating a target value of a secondary thrust, to a value that increases a difference between a lower limit value of the primary thrust and the target value of the secondary thrust, and sets a value of the thrust ratio, which is used when calculating a target value of the primary thrust, to a value that increases a difference between the target value of the secondary thrust and the target value of the primary thrust.

An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.

A control device of controlling a vehicle that includes an automatic transmission is provided with a control unit. The automatic transmission includes a power transmission mechanism with an engaging element, and a variator connected in series to the power transmission mechanism. The control unit of this device completes engagement of the engaging element after downshifting of the variator is completed when at least an accelerator pedal opening becomes not smaller than a predetermined opening, during neutral running control which brings the power transmission mechanism into a power shut-off state during running of the vehicle.

A power transmission device of a work vehicle includes a motor control unit that controls first and second motors to keep the transmission speed ratio at a maximum value when a vehicle speed is greater than a second vehicle speed where the transmission speed ratio reaches the maximum value obtainable by the power transmission device, and less than a third vehicle speed where a rotation speed of the second motor reaches a predetermined limit value. A controller increases a rotation speed of an engine from a second rotation speed of the engine when the vehicle speed is greater than the second vehicle speed and less than a third vehicle speed, and increases the rotation speed of the engine from a third rotation speed of the engine when the vehicle speed is greater than the third vehicle speed.

An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.

A transmission includes a first drive secured to an input, producing a fixed drive ratio; a second drive secured to an input, producing a variable drive ratio; a planetary gearset including a member connected to the second drive, and a second member; a brake releasably holding the second member rotatably fixed; a first clutch releasably connecting the first member and an output; and a second clutch releasably connecting the second member and the first drive.

[Problem] A hydromechanical continuously variable transmission capable of performing smooth switching among first to third gears in accordance with a vehicle speed is provided. [Solution] The present invention provides a gear shift output device which receives a continuously variable output in a first speed and a second speed by a planetary third element, input-side first to third transmission paths capable of transmitting driving source power to the planetary first or second element, and output-side first to third transmission paths capable of transmitting combined power from the planetary second or first element to the traveling output shaft. The first element serves as a reference power input section for inputting driving source power and the second element serves as a combined output section when a vehicle speed is a first gear in a range up to a first vehicle speed and a third gear in a rang equal to or larger than a second vehicle speed. The first element serves as the combined output section and the second element serves as the reference power input section when the vehicle speed corresponds to a second gear in a range between the first and second vehicle speeds. A rotation speed of the planetary second element is substantially the same between when an output of the gear shift output device corresponds to a second speed in the first gear and at a time of a second gear, and a rotation speed of the planetary first element is substantially the same between when an output of the gear shift output device corresponds to the second speed in the first gear and a time of a third gear.

[Problem] A hydromechanical continuously variable transmission capable of performing smooth switching among first to third gears in accordance with a vehicle speed is provided. [Solution] The present invention provides a gear shift output device which receives a continuously variable output in a first speed and a second speed by a planetary third element, input-side first to third transmission paths capable of transmitting driving source power to the planetary first or second element, and output-side first to third transmission paths capable of transmitting combined power from the planetary second or first element to the traveling output shaft. The first element serves as a reference power input section for inputting driving source power and the second element serves as a combined output section when a vehicle speed is a first gear in a range up to a first vehicle speed and a third gear in a rang equal to or larger than a second vehicle speed. The first element serves as the combined output section and the second element serves as the reference power input section when the vehicle speed corresponds to a second gear in a range between the first and second vehicle speeds. A rotation speed of the planetary second element is substantially the same between when an output of the gear shift output device corresponds to a second speed in the first gear and at a time of a second gear, and a rotation speed of the planetary first element is substantially the same between when an output of the gear shift output device corresponds to the second speed in the first gear and a time of a third gear.