A uniform clamp actuated shift infinitely variable transmission system is provided that includes a drive clutch and a driven clutch. Both the drive clutch and the driven clutch include torque sensitive assemblies. In particular, the drive clutch includes a drive torque sensitive assembly that is in operational communication with a movable drive sheave member of the drive clutch. The drive torque sensitive assembly is configured to move the movable drive sheave member in relation to a fixed drive sheave member based at least on torque applied to the drive torque sensitive assembly. The driven clutch includes a driven torque sensitive assembly that is in operational communication with a movable driven sheave member of the driven clutch. The driven torque sensitive assembly is configured to move the movable driven sheave member in relation to a fixed driven sheave member based at least on torque applied to the driven torque sensitive assembly.

A transmission speed change control system using effective torque force as a master control parameter instead of throttle percentage signal and engine speed signal. Response time of this system is extremely shorter than existing system, therefore, when this transmission speed change control system is used in cooperation with a continuously variable transmission, the real-time speed ratio matching, can be realized, and the transmission system is maintained in an optimal working condition at any time, so as to improve the transmission efficiency of the transmission system. Meanwhile, the load of the power source can be adjusted without abrupt change. Hence, the work efficiency of the power source is improved, and the service life thereof is prolonged. At the same time, compared with the existing transmission system, the composition and control logic of this control system are simpler and more efficient, and easier to calibrate and adjust.

A torque detector includes a torque cam, a pulse gear, a rotation pulse detection member, and a torque acquisition member. The torque cam is disposed on a rotating shaft and capable of moving in an axial direction of the rotating shaft according to torque input to the rotating shaft. The pulse gear includes a tooth formed on an outer circumferential surface of the torque cam. The rotation pulse detection member disposed so as to oppose the pulse gear is configured to detect the tooth of the pulse gear in rotation and to output a pulse train. The torque acquisition member is configured to acquire the torque from the pulse train. The tooth extends in the axial direction and a tooth thickness becomes continuously larger or smaller from a first side to a second side in the axial direction.

A first target secondary pulley pressure Psteng is calculated based on an output torque Teng of an engine, and then an offset value Psteng+PO is calculated by adding a predetermined offset PO to the first target secondary pulley pressure Psteng. The first target secondary pulley pressure Psteng is outputted as a target secondary pulley pressure Ps(n) when a target secondary pulley pressure Ps(n−1) in a previous control cycle is less than or equal to the first target secondary pulley pressure Psteng; the offset value Psteng+PO is outputted as the target secondary pulley pressure Ps(n) when the target secondary pulley pressure Ps(n−1) in the previous control cycle is greater than or equal to the offset value Psteng+PO; and otherwise, the target secondary pulley pressure Ps(n−1) in the previous control cycle is outputted as the target secondary pulley pressure Ps(n), thereby suppressing an oscillation in the target secondary pulley pressure Ps(n).

The invention relates to a transmission for a drive train of a motor vehicle, having a shaft section, to which a torque measurement device, designed to measure a torque applied to the shaft section is attached, wherein an electronics unit connected to the torque measurement device is received radially within the shaft section. The invention further relates to a drive train for a motor vehicle, having a transmission.

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.

A uniform clamp actuated shift infinitely variable transmission system is provided that includes a drive clutch and a driven clutch. Both the drive clutch and the driven clutch include torque sensitive assemblies. In particular, the drive clutch includes a drive torque sensitive assembly that is in operational communication with a movable drive sheave member of the drive clutch. The drive torque sensitive assembly is configured to move the movable drive sheave member in relation to a fixed drive sheave member based at least on torque applied to the drive torque sensitive assembly. The driven clutch includes a driven torque sensitive assembly that is in operational communication with a movable driven sheave member of the driven clutch. The driven torque sensitive assembly is configured to move the movable driven sheave member in relation to a fixed driven sheave member based at least on torque applied to the driven torque sensitive assembly.

A control apparatus for a vehicle that including a drive-force transmitting apparatus and a hydraulic control unit. The drive-force transmitting apparatus defines a drive-force transmitting path through which a drive force is to be transmitted by a continuously-variable transmission mechanism when the drive-force transmitting path is established by engagement of an engagement device. An electromagnetic valve of the hydraulic control unit regulates a hydraulic pressure supplied to the electromagnetic valve via a hydraulic passage, such that the regulated hydraulic pressure is supplied toward the engagement device. An accumulator of the hydraulic control unit is connected to the hydraulic passage, so as to store the hydraulic pressure that flows through the hydraulic passage. The control apparatus calculates, based on a storage state of the hydraulic pressure in the accumulator, an input torque inputted to the continuously-variable transmission mechanism when the engagement device is in a releasing process state.

A control system and method for controlling a continuously variable transmission in a vehicle propulsion system includes measuring a speed ratio of the continuously variable transmission, determining whether the measured speed ratio is drifting away from a commanded speed ratio, and adjusting the commanded speed ratio to a value that is different than a desired speed ratio if the measured speed ratio is drifting away from the commanded speed ratio.

An automatic transmission includes: a transmission mechanism configured to shift rotation of a driving source and transmit the rotation to a driving wheel; and a clutch configured to control transmission of a torque from the driving source to the driving wheel, wherein when a change rate of a rotation speed of the driving source is equal to or higher than a predetermined change rate, a torque transmission capacity of the clutch is reduced.