Team Industries, Inc.

Alexander C Yudell

Bruce H Younggren

Jordan E Fisk

Gregory Lee Maki

Brandon P Lenk

Ronald Joseph Wendt

John Edward Hamrin

Michael Allen Mueller

Joel Dunlap

Stephen James Molde

Kody P Kawlewski

Carlos Romo Ramírez

Roland R Roth

Jason S Koskela

An active torque management clutch system that includes an ATM clutch, a clutch actuator, and a controller is provided. The ATM clutch is positioned between a driven sheave of a CVT and an axle. The clutch actuator is used to control the ATM clutch. The controller is in communication with at least one vehicle sensor and the clutch actuator. The controller is configured to open the ATM clutch when sensor information indicates a shift is about to occur and close the ATM clutch when the sensor information indicates engine torque is required in a driveline.

Active torque management clutch system

A fixed displacement hydraulic pump match flow demand control system that includes a spool valve, a plurality of fixed displacement pumps and a control valve is provided. The spool valve includes a spool. The spool is configured to shuttle within a chamber of a housing based at least in part on a pressure difference between a first end and the second end of the chamber. A fluid flow from each fixed displacement pump of the plurality of fixed displacement pumps is in fluid communication with an associated input port to the spool valve. At least one output port of the spool valve is in fluid communication with a hydraulically operated device and at least one of another output port is in fluid communication with a return. The control valve is configured to adjust the location of the spool in the chamber to regulate fluid flow to the hydraulically operated device.

Fixed displacement hydraulic pump match flow demand control system

A double clutch reverse and active torque management system is provided. A forward variable torque limiting clutch selectively couples torque between a driven sheave of a continuously variable transmission (CVT) and at least one drive axle of a vehicle when the vehicle is traveling in a forward direction. The forward variable torque limiting clutch is set to transmit less torque than can be transmitted through each of the drive sheave and the driven sheave of the CVT. A reverse variable torque limiting clutch selectively couples torque between the driven sheave and the at least one drive axle of the vehicle when the vehicle is traveling in a reverse direction. The reverse variable torque limiting clutch is set to transmit less torque than can be transmitted through each of the drive sheave and driven sheave of the CVT, wherein any slip caused by excessive torque occurs at one of the forward variable torque limiting clutch and the reverse variable torque limiting clutch.

Double clutch reverse and active torque management system

A vehicle with continuously variable transmission operational modes is provided. The vehicle includes a motor to provide engine torque; a driveline; a continuously variable transmission (CVT), an actuator, a memory and a controller. The CVT is configured to couple torque between the motor and the driveline. The actuator is in operational communication with the CVT to selectively set operating characteristics of the CVT. The memory stores operating instructions including operational mode. The controller is in communication with the memory and the actuator. The controller configured to control the actuator based on one or more of the operational modes.

Vehicle with continuously variable transmission having operational modes

A continuously variable transmission (CVT) clutch that includes a post, a fixed sheave, a moveable sheave and a peak torque limiter (PTL) is provided. The fixed sheave is rotationally mounted on the post. The fixed sheave is axially fixed in relation to the post. The moveable sheave is rotationally mounted on the post. The moveable sheave is configured to move axially on the post. The PTL operationally couples at least the moveable sheave to the post. The PTL is configured to slip when exposed to a torque over a set maximum toque threshold.

Continuously variable transmission clutch with a peak torque limiter

A driven sheave and variable torque limiting clutch assembly for a CVT that includes a drive sheave, a driven sheave, a VTL clutch and a hydraulic system is provided. The driven sheave is operationally coupled to a drive sheave via belt of the CVT. The driven sheave includes a fixed sheave member and a movable sheave member. The driven sheave is operationally coupled to a drivetrain. The VTL clutch is coupled between the driven sheave and the drivetrain to selectively couple torque between the driven sheave and the drivetrain. The hydraulic system is configured to manipulate both the movable sheave member of the driven sheave and the VTL clutch with shared hydraulic pressure.

Variable torque limiting clutch for a steel belt continuously variable transmission

An integrated launch clutch and drive sheave for a continuously variable transmission (CVT) is provided. The integrated launch clutch and drive sheave includes a drive sheave, a launch clutch and an integrated hydraulic system. The drive sheave includes a fixed sheave member that is statically mounted on and rotationally fixed to a drive sheave post and a movable sheave member that is slidably mounted on the drive sheave post. The launch clutch is in rotational communication with a motor. The launch clutch is configured to selectively couple engine torque from the motor to the drive sheave post of the drive sheave. The integrated hydraulic system is configured to both activate the launch clutch to selectively couple engine torque between the motor and the drive sheave and to axially move the movable sheave member on the drive sheave post of the drive sheave in relation to the fixed sheave member.

Integrated launch clutch and drive sheave for steel belt continuously variable transmission

A drivetrain layout that includes a primary gear reduction, a continuously variable transmission (CVT), a peak torque limiting (PTL) device and a range box is provided. The primary gear reduction is operationally engaged to an output of a motor. The CVT includes a primary pulley and a secondary pulley. The primary pulley of the CVT is operationally engaged to the primary gear reduction. The primary gear reduction reduces a rotational speed of the output of the motor that is coupled to the primary pulley of the CVT. The range box is operationally engaged with the secondary pulley of the CVT. The range box is configured to coupled torque between the CVT and wheels of a vehicle. The PTL device in operational engagement between the secondary pulley of the CVT and the range box, the PTL device configured to protect the drivetrain layout from torque transients.

Drivetrain layout with CVT

A locking angle gear box is provided. The locking angle gear box includes a torque transfer assembly, a ring gear, at least one connection drive assembly and an actuator. The torque transfer assembly is configured to communicate torque between the torque transfer assembly and a pair of outputs to halfshafts. The ring gear is rotationally supported on the torque transfer assembly. The ring gear is configured to transfer torque between at least a portion of a driveline and the torque transfer assembly. The at least one connection drive assembly is configured to selectively lock rotation of the torque transfer assembly with the rotation of the ring gear to selectively couple torque between the torque transfer assembly and the ring gear. The actuator is in communication with the at least one connection drive assembly to selectively manipulate the at least one connection drive assembly.

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Bemidji, MN, United States of America

Alexander C Yudell