Team Industries, Inc.

Brandon P Lenk

Bruce H Younggren

Ronald Joseph Wendt

Gregory Lee Maki

Michael Allen Mueller

Thomas Richard Rosenbush

John Edward Hamrin

Jeffrey Joseph Haack

Alexander C Yudell

Jordan E Fisk

Joel Dunlap

Matthew Douglas Cann

Micah Ryan Ricke

Daniel James Fullum

Gary Allen Johnson

Kody P Kawlewski

Roland R Roth

Gregory L Maki

A high-low shifting active torque management continuously variable transmission (CVT) system is provided. A primary pulley of a CVT is in operational communication with an engine. A high variable torque limiting clutch and a low variable torque limiting clutch selectively couple torque between a secondary pulley of the CVT and at least one drive axle of a vehicle when the vehicle when respectfully activated. The high variable torque limiting clutch and the low variable torque limiting clutch are configured to dynamically adjust a respective slippage threshold to above a then current output torque of the CVT and below a then current clamping force generated by the primary pulley and the secondary pulley on a torque connecting endless looped member of the CVT when respectfully activated.

High-low shifting active torque management continuously variable transmission 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 smart driveline disconnect assembly having a torque coupling assembly, an actuator, at least one sensor and a controller is provided. The torque coupling assembly is configured to selectively couple torque between a transmission and a final drive assembly. The actuator is configured to activate the torque coupling assembly. The at least one sensor is used to generate sensor information. The controller is configured to control the actuator based at least in part on the sensor information. The controller is further configured to determine at least a thermal energy level associated with the torque coupling assembly based on the sensor information and at least in part control the actuator based on the determined estimated thermal energy level.

Smart driveline disconnect

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.

Locking angle gear box

A vehicle layout including a motor, a continuously variable transmission (CVT), an actuator, a controller, a drivetrain and at least one clutch is provided. The motor provides engine torque. The CVT is operationally coupled to receive the engine torque. The actuator is configured to control a gearing ratio of the CVT. The controller activates the actuator based at least in part on an input. The drivetrain is in operational communication with the CVT. The at least one clutch is configured to selectively disconnect torque between at least one of the motor and the CVT and the CVT and the drivetrain.

Vehicle layout with a continuously variable transmission

A dual clutch that includes a first clutch, a second clutch, a ball ramp assembly and at least one actuator is provided. The first clutch engages and disengages a first set of gears. The second clutch engages and disengages a second set of gears. The at least one ball ramp assembly includes at least one ball, first member and a second member. The first member includes a ball pocket for each ball. The second member has at least one ball ramp. The at least one ball partially received in an associated ball pocket of the first member and ball ramp of the second member. The at least one actuator is configured and arranged to rotate one of the first member and the second member to cause the at least one ball ramp assembly to activate at least one of the first clutch and the second clutch.

Dual clutch

A dual clutch transaxle is provided that includes a dual clutch assembly, an input shaft assembly, a counter shaft assembly, a shift assembly and at least one output assembly. The dual clutch assembly has a dual clutch axis and includes a first clutch shaft and a second clutch shaft. The input shaft assembly includes a nested first inner input shaft and a second outer input shaft that are operationally coupled to the first clutch shaft and a second clutch shaft. An input shaft axis is offset from the dual clutch axis of the dual clutch assembly. A plurality of drive gears of the input shaft assembly are operationally coupled to a plurality of driven gears of the counter shaft assembly. The shift assembly is operationally coupled to select. The at least one output assembly is operationally coupled to the counter shaft assembly.

Dual clutch transaxle

A shift control is provided. The shift control includes an operator input, a memory and a controller. The memory is used to store a plurality of shifting maps. Each shifting map is associated with a select input signal received from the operator input. At least some of the shifting maps include launch aggressiveness parameters based on anticipated vehicle use. The controller is in communication with the operator input and the memory. The controller is configured to control shifting of a transmission based at least in part on a shifting map stored in the memory associated with an input signal received from the operator input.

Shift control

A shift on the fly transmission is provided. The shift on the fly transmission includes a continuously variable transmission portion, a discrete transmission portion, at least one input shaft and a disconnect clutch. The continuously variable transmission portion is operationally coupled to receive torque from an engine. The discrete transmission portion includes a gear assembly. The at least one input shaft is operationally coupled to an output of the continuously variable transmission portion. The disconnect clutch operationally couples the at least one input shaft to the discrete transmission portion. The disconnect clutch is further configured to selectively decouple torque from the at least one input shaft to the discrete transmission portion during a range ratio shift of the discrete transmission portion.

Shift on the fly transmission

A shift-by-wire transmission system is provided. The system includes a gearbox that is configured and arranged to receive a rotational input and provide a select rotational output. The gearbox includes a plurality of gear assemblies that are operationally coupled together to provide the select rotational output from the rotational input. A shift assembly is operationally coupled to the plurality of gear assemblies of the gearbox to selectively change gearing of gearbox. An electric motor is operationally coupled to the shift assembly to activate the shift assembly to selectively change the gearing of the gearbox. A manual shift override is employed that is coupled between the shift assembly and the electric motor. The manual shift override is configured and arranged to manually disconnect the electric motor from the shift assembly and activate the shift assembly.

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Shevlin, MN, United States of America

Brandon P Lenk