The control method for the continuously variable transmission in the present invention detects a magnitude of an acceleration request, and when the acceleration request exceeds a preset threshold value, the control method controls a transmission ratio by switching from a first shift mode, in which a target transmission ratio is changed steplessly, to a second shift mode, which includes a stepwise change in the target transmission ratio. Then, when executing the second shift mode, a target engine rotation speed is set according to the magnitude of the acceleration request, and a step-down shift, in which the target transmission ratio is lowered stepwise according to the target engine rotation speed, is executed at an acceleration start time, and the target engine rotation speed after executing the step-down shift is retained for a predetermined period.

A compression-based speed limiting for a driveline including a transmission is described herein. The driveline controller detects over speeding and controls the ratio of the transmission to therefore increase compression of the prime mover and therefore limit speed.

A compression-based speed limiting for a driveline including a transmission is described herein. The driveline controller detects over speeding and controls the ratio of the transmission to therefore increase compression of the prime mover and therefore limit speed.

An apparatus of controlling a pulley of a continuously variable transmission and a method therefore is provided. The apparatus includes a non-transitory storage configured for storing a deep learning model, learning of which is completed and a controller that predicts a vehicle speed and an accelerator position sensor (APS) value for each future time point based on the deep learning model and controls the pulley of the continuously variable transmission based on a pulley ratio for each future time point, the pulley ratio corresponding to the predicted vehicle speed and the predicted APS value, thus preventing a reverse control phenomenon of the pulley ratio and increasing a tension of the belt in the continuously variable transmission.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

Methods and systems for a transmission are provided herein. In one example, a hydraulic system is provided that includes a boost pump, a relief valve in fluidic communication with the boost pump and a reservoir, and a plurality of control valves in fluidic communication with the boost pump, positioned downstream of the relief valve, and in fluidic communication with a plurality of hydraulic devices. The hydraulic system further includes a controller designed to actively adjust a position of the relief valve based on an aggregate hydraulic pressure demand of the plurality of hydraulic devices to alter a boost pressure of a hydraulic fluid supplied to the plurality of control valves.

Methods and systems for a transmission are provided herein. In one example, a hydraulic system is provided that includes a boost pump, a relief valve in fluidic communication with the boost pump and a reservoir, and a plurality of control valves in fluidic communication with the boost pump, positioned downstream of the relief valve, and in fluidic communication with a plurality of hydraulic devices. The hydraulic system further includes a controller designed to actively adjust a position of the relief valve based on an aggregate hydraulic pressure demand of the plurality of hydraulic devices to alter a boost pressure of a hydraulic fluid supplied to the plurality of control valves.

A driveline arrangement, comprises a first electric machine, and a continuously variable torque distribution arrangement configured to controllably direct a torque from the first electric machine to a front wheel axle and at least one rear wheel axle, the continuously variable torque distribution arrangement including a main shaft connectable to the first electric machine and to the at least one rear wheel axle, a primary planetary gear set including a primary sun gear, a primary ring gear and a primary planet carrier carrying a set of planet gear units, wherein the planet gear units are in meshing engagement with the primary sun gear and the primary ring gear, a second electric machine connected to the primary sun gear, and a gear stage including a first gear wheel operatively connected to the primary ring gear, and a second gear wheel connectable to the front wheel axle.

A driveline arrangement, comprises a first electric machine, and a continuously variable torque distribution arrangement configured to controllably direct a torque from the first electric machine to a front wheel axle and at least one rear wheel axle, the continuously variable torque distribution arrangement including a main shaft connectable to the first electric machine and to the at least one rear wheel axle, a primary planetary gear set including a primary sun gear, a primary ring gear and a primary planet carrier carrying a set of planet gear units, wherein the planet gear units are in meshing engagement with the primary sun gear and the primary ring gear, a second electric machine connected to the primary sun gear, and a gear stage including a first gear wheel operatively connected to the primary ring gear, and a second gear wheel connectable to the front wheel axle.