Team Industries, Inc.

Fallbrook Intellectual Property Company LLC

John Edward Hamrin

Bruce H Younggren

Joel Dunlap

Gregory Lee Maki

Jordan Murphy

Brandon P Lenk

Matthew Douglas Cann

Ronald Joseph Wendt

Shane Clair Okeson

Michael Allen Mueller

Alexander C Yudell

Brian Thomas Wolf

Jeffrey Joseph Haack

Micah Ryan Ricke

Brendan Reimer

Isaac Landrus

Martin Nikolaus Krammer

Joel Anderson

Carlos Romo Ramírez

Gary Allen Johnson

Jason S Koskela

David Michael Gordon

Gregory L Maki

Martin N Krammer

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

An overrunning clutch (ORC) differential is provided that includes a locking mechanism that is configured to lock rotation of a clutch cam housing to a roller cage to retain a centering of each roller in an associated cam roller feature to prevent torque from being communicated between the clutch cam housing and first and second hubs when the locking mechanism is activated.

Overrunning clutch differential with a locking mechanism

A roller cage assembly for an overrunning clutch is provided. The roller cage assembly includes a roller cage, a plurality of rollers and a plurality of roller spring assemblies. The roller cage includes a plurality of spaced support members axially extending between disk shaped first and second end portions. The plurality of rollers are positioned within the roller cage. The plurality of roller spring assemblies engage the roller cage. The plurality of spring roller assemblies are configured to provide a bias force on each roller away from the roller cage. Each roller cage assembly extends between the first and second end portions of the roller cage. Each roller spring assembly further includes at least one pair of attachment members configured to engage a support member of the roller cage.

Roller cage assembly for an overrunning clutch

A differential having an overrunning clutch provided. The differential includes an inertial compensation assembly that is configured to counteract movement of a roller cage relative to a clutch cam housing to prevent unintended roller cage and clutch cam housing engagements. Unintended roller cage and clutch cam housing engagements may occur when the differential is subject to rotational accelerations caused, for example by, vehicle acceleration/deceleration, sudden braking, sudden changes in traction, road irregularities, bumps, jumps, u-joint phasing, etc.

Differential having an overrunning clutch with inertial compensation tuning

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 differential with an overrunning clutch (ORC) assembly is provided. The differential includes a first plain bearing end cap with an interior surface that forms a plain bearing interface with an outer surface of a first side hub. The first plain bearing end cap further has a first outer surface portion that engages a first end portion of a roller cage assembly. A second plain bearing end cap with an interior surface that forms a plain bearing interface with an outer surface of the second side hub is also included. The second plain bearing end cap further has a first outer surface portion that engages a second end portion of the roller cage assembly. The (ORC) assembly selectively engages the roller cage assembly during an ORC condition to selectively couple torque between a ring gear and the first and second side hubs.

Differential with bi-directional overrunning clutch

A clutch assembly for driveline components is provided. The ball ramp having first and second ball ramp members and at least one ball is provided. The first ball ramp member of the ball ramp is in operational communication with an input member to the clutch assembly. A first set of plates of a clutch pack are in operational communication with the input member and a second set of plates of the clutch pack are in operational communication with an output member. A sprag clutch assembly that is operationally coupled to the second ball ramp member of the ball ramp, only allows the second ball ramp member of the ball ramp to rotate in first direction. A thrust bearing that is in operational communication with the second ball ramp member of the ball ramp selectively disengages the clutch pack when the output member rotates in a second direction.

Clutch assembly

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 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 speed based axial force generation mechanism may generate axial force corresponding to a rotational speed of a speed based axial force generation system relative to a central axis. As the speed based axial force generation system rotates at increasing speeds, inertia causes a change in the configuration of a first rigid member and a second rigid member, resulting in a change in the axial force generated by the mechanism.

Systems and methods for axial force generation

A continuously variable transmission is provided. The continuously variable transmission includes an input assembly, an output assembly, an input/output planetary ratio assembly and a torque feedback assembly. The input/output planetary ratio assembly is configured and arranged to set an input to output speed ratio. The input/output ratio assembly has a first portion that is in rotational communication with the input assembly and a second portion that is in rotational communication with the output assembly. The torque feedback control assembly provides an axial load force in response to a torque of a load coupled to the output assembly. Moreover, the torque feedback control assembly is coupled to provide torque feedback to the input/output planetary ratio assembly to at least in part control the input to output speed ratio of the input/output planetary ratio assembly.

Continuously variable transmission with input/output planetary ratio assembly

A continuously variable transmission that includes an input assembly, an output assembly, an input/output planetary ratio assembly and a torque feedback control is provided. The input assembly is coupled to receive input rotational motion. The output assembly is rotationally coupled to a load. The input/output planetary ratio assembly sets an input to output speed ratio. The input/output ratio assembly has a first portion that is in rotational communication with the input assembly and a second portion that is in rotational communication with the output assembly. The torque feedback control assembly provides an axial load force in response to a torque of a load coupled to the output assembly. A differential assembly sets the input to output speed ratio of the input/output planetary ratio assembly based at least in part on an axial load force of the torque feedback control assembly.

Continuously variable transmission with differential controlling assemblies

An infinitely variable transmission includes an input assembly, an output assembly, an input/output planetary ratio assembly and a torque feedback control is provided. The input assembly is coupled to receive input rotational motion. The output assembly provides a rotational output. The output assembly is configured to be rotationally coupled to a load. The input/output planetary ratio assembly sets an input to output speed ratio. The input/output ratio assembly includes a first and a second stator. The torque feedback control assembly provides torque feedback to the input/output planetary ratio assembly to at least in part control the input to output speed ratio of the input/output planetary ratio assembly. The torque feedback control assembly includes a phase relation system operationally coupled to the first and second stator and a torque system operationally coupled to the output assembly. The phase relation system further is in operational communication with the torque system.

Infinitely variable transmission with IVT traction ring controlling assemblies

An infinitely variable transmission is provided. The transmission includes an input assembly that is coupled to receive input rotational motion and an output assembly that is rotationally coupled to a load. An input/output planetary ratio assembly sets an input to output speed ratio. The input/output planetary ratio assembly has a first stator and a second stator. An input speed feedback control assembly is operationally attached to the input assembly. The input speed feedback control assembly includes a spider that is coupled to one of the first stator and the second stator. A movable member is operationally engaged with the spider with at least one shift weight. The moveable member is further operationally coupled to the other of the first stator and second stator. Moreover a torque feedback control assembly applies an axial load force in response to a torque of a load to the input speed control assembly.

Infinitely variable transmission with an IVT stator controlling assembly

A continuously variable transmission includes an input assembly. The input assembly coupled to receive input rotational motion. An output assembly is used to provide a rotational output and is coupled to a load. Moreover, an input/output planetary ratio assembly sets an input to output speed ratio between the input assembly and the output assembly. An input speed feedback control assembly is used to provide an axial speed force in response to a rotation from the input assembly on a shift rod. A torque feedback control assembly is used to provide an axial load force on the shift rod in an opposite direction from the axial speed force in response to a torque of a load coupled to the output assembly. In addition, a shifting member is coupled to the shift rod. The shifting member controls the input/output planetary ratio assembly based on a position of the shift rod.

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Bemidji, MN, United States of America

John Edward Hamrin