A control system for a vehicle transmission is provided. The control system includes an electronic control unit. The electronic control unit is configured to, when control for engaging the at least one engaging device that switches power transmission to power transmission via a first power transmission mechanism and control for increasing hydraulic pressure that is applied to a continuously variable transmission are required, control the continuously variable transmission and the at least one engaging device so as to start control for engaging the at least one engaging device first and, after a lapse of a predetermined time from the start of control for engaging the at least one engaging device, start control for increasing hydraulic pressure that is applied to the continuously variable transmission.

A continuously variable transmission includes four shift elements to establish three forward driving ranges and one reverse driving range. Two of the forward driving ranges utilize recirculating power flow paths in which the power transmitted through the variator is much smaller than the power transmitted by the transmission. Both variator sheaves rotate about axes that are offset from the input axis such that neither sheave is partially submerged in transmission fluid.

An engagement operation of a dog clutch is carried out while an engagement operation of a second clutch is being carried out, that is, during a situation that an uplock is hard to occur because of a phase shift generated between meshing counterpart members of the dog clutch. Thus, the dog clutch is easily engaged, and it is possible to facilitate preparation for transmission of power through a first power transmission path. If the dog clutch is not engaged, the second clutch is engaged and a second power transmission path is established, so it is possible to start moving a vehicle by transmitting power through the second power transmission path. Thus, when the dog clutch is in a non-engaged state at the time of an N-to-D shift during a stop of the vehicle, it is possible to ensure the startability of the vehicle.

At the time when a hydraulic actuator is operated to engage a dog clutch, after it is detected that a hydraulic pressure for operating the hydraulic actuator is higher than or equal to a predetermined hydraulic pressure, it is determined whether the dog clutch is not engaged. Therefore, non-engagement determination due to insufficient hydraulic pressure for operating the hydraulic actuator is prevented. Thus, at the time when the hydraulic actuator is operated to engage the dog clutch, it is possible to prevent consumption of time to engage the dog clutch due to unnecessary re-engagement operation.

A liquid chromatography solvent pump includes at least one motor, a first piston, a second piston, and a continuously variable output drive system coupling the at least one motor to at least one of the first and second pistons. The first piston and the second piston are configured to deliver a flow of solvent in a liquid chromatography system.

A continuously variable transmission is configured wherein an outer diameter of a first pulley 11 is smaller than an outer diameter of a second pulley 12, a first input shaft 1′ and a second input shaft 2′ have a parallel coaxial structure, the first input shaft 1′ and a first output shaft 14 are linked via a LO clutch 3″ and a first transmission gear assembly 8; and the second input shaft 2′ and a second output shaft 15 are linked via a HI clutch 3′ and a second transmission gear assembly 9. In-low-speed mode, a drive torque outputted from the second pulley 12 is transmitted to a differential via the second transmission gear assembly, a second low-speed gear 23, and a low final gear 16, whereas in high-speed mode, a drive torque outputted from the first pulley is transmitted to the differential via a high final gear 18.

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.

A gear-hydraulic-metal belt integrated multi-mode hydro-mechanical hybrid transmission device includes an input assembly, an output assembly, a metal belt transmission mechanism, a planetary gear assembly, a hydraulic transmission mechanism, a clutch assembly and a brake assembly. The input assembly is connected to the metal belt transmission mechanism, the planetary gear assembly and the hydraulic transmission mechanism. The metal belt transmission mechanism and the hydraulic transmission mechanism are connected to the planetary gear assembly. The planetary gear assembly is connected to the output assembly. The clutch assembly connects the input assembly to the metal belt transmission mechanism and the planetary gear assembly, and connects each of the metal belt transmission mechanism and the hydraulic transmission mechanism to the planetary gear assembly. The clutch assembly and the brake assembly provide a continuous transmission ratio between the input assembly and the output assembly.

A transmission system for a vehicle having a belt drive transmission. The belt drive has an adjustable input and output ratio, where the output of the belt drive is provided as a first input to a differential coupling. A further rotating connection is provided as a second input to the differential coupling, so that the output of the differential coupling is arranged as the output of the transmission system. Accordingly, the transmission output is based on the aggregate sum of the rotation of the first and second inputs to the differential coupling, wherein adjustment of the input and output ratio of the belt drive allows for a continuously variable transmission system.

Aspects of the present disclosure relate to a powertrain assembly including a continuously variable transmission and, in some examples, a clutch. The clutch may be operably coupled between a prime mover and the continuously variable transmission. Additionally, or alternatively, a clutch may be operable coupled after or downstream of the continuously variable transmission. Aspects of the powertrain assembly may be controlled to provide starting-clutch functionality, to provide torque-limiting functionality, and/or to adapt operation of the powertrain for any of a variety of conditions.