WO2016168111A1 - Système d'embrayage à modes multiples pour une transmission automatique à variation continue à deux directions - Google Patents

Système d'embrayage à modes multiples pour une transmission automatique à variation continue à deux directions Download PDF

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Publication number
WO2016168111A1
WO2016168111A1 PCT/US2016/026903 US2016026903W WO2016168111A1 WO 2016168111 A1 WO2016168111 A1 WO 2016168111A1 US 2016026903 W US2016026903 W US 2016026903W WO 2016168111 A1 WO2016168111 A1 WO 2016168111A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
intermediate shaft
drive assembly
engaging
mmcm
Prior art date
Application number
PCT/US2016/026903
Other languages
English (en)
Inventor
Philip J. Mott
Keith Martin
Christopher A. Spangler
Tom Foster
Original Assignee
Borgwarner Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Borgwarner Inc. filed Critical Borgwarner Inc.
Publication of WO2016168111A1 publication Critical patent/WO2016168111A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F16D41/08—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/04—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a freewheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H2037/025—CVT's in which the ratio coverage is used more than once to produce the overall transmission ratio coverage, e.g. by shift to end of range, then change ratio in sub-transmission and shift CVT through range once again

Definitions

  • the present invention relates generally to powertrain systems and, more specifically, to a multi-mode clutch system for a continuously variable automatic transmission.
  • Conventional vehicle powertrain systems known in the art typically include an engine in rotational communication with a transmission.
  • the engine generates rotational torque which is selectively translated to the transmission which, in turn, translates rotational torque to one or more wheels.
  • the typical automotive transmission is shifted in discrete steps between a high-torque, low-speed mode for starting a vehicle and a high-speed, low-torque mode for vehicle operation at highway speeds.
  • In a manual transmission shifting is accomplished by the engagement of gear sets.
  • In an automatic transmission shifting is accomplished by the controlled engagement of friction elements. Because such shifting is in step functions, the most efficient vehicle operation can only be approximated. Automotive engineers have long recognized that efficiency would be improved if the transmission could be adjusted continuously to compensate for changing loads, speeds, etc. This would allow the engine to be operated at maximum efficiency under changing conditions.
  • CVTs Continuously variable automatic transmissions or CVTs have been known for some time.
  • the typical CVT employs a variator including a variable pulley with a pair of flanges mounted on a primary shaft such that one of the flanges is movable axially with respect to the other.
  • Another similar variable pulley is mounted on a secondary shaft.
  • a flexible belt couples the pulleys for transferring torque therebetween when the primary shaft is driven.
  • the pitch radius of one pulley is changed, the pitch radius of the other pulley is changed simultaneously in the opposite direction.
  • the drive ratio between the shafts is variable in a continuous, smooth manner within the ratio range of the variator.
  • the limits of this range are an underdrive or reduction ratio and an overdrive ratio.
  • a dual-pass CVT includes input and output shafts, first and second intermediate shafts, and a variator engaging the intermediate shafts.
  • a first drive mechanism includes a first one-way clutch engaging the input shaft with the first intermediate shaft and allowing the first intermediate shaft to overrun.
  • a second drive mechanism includes a clutching mechanism for engaging the input shaft with the second intermediate shaft, and also includes a second one-way clutch engaging the second intermediate shaft with the input shaft and allowing the input shaft to overrun.
  • a third drive mechanism includes another clutching mechanism for engaging the first intermediate shaft with the output shaft, and also includes a third one-way clutch engaging the output shaft with the first intermediate shaft and allowing the first intermediate shaft to overrun.
  • a fourth drive mechanism includes a fourth one-way clutch engaging the second intermediate shaft with the output shaft and allowing the output shaft to overrun.
  • the dual-pass CVT uses four one-way clutches and two dog (or jaw) clutches to selectively engage and disengage the second pass through the variator.
  • Such a dual-pass CVT is disclosed in U.S. Patent No. 4,630,504 to Smirl, the disclosure of which is hereby incorporated by reference in its entirety.
  • the present invention provides a multi-mode clutch system for a dual-pass continuously variable automatic transmission of a vehicle powertrain system including a first drive assembly including a first one-way clutch engaging an input shaft with a first intermediate shaft and allowing the first intermediate shaft to overrun, a second drive assembly including a first multi-mode clutch module (MMCM) for engaging the input shaft with a second intermediate shaft and allowing the input shaft to overrun, a third drive assembly including a second MMCM for engaging the first intermediate shaft with an output shaft and allowing the first intermediate shaft to overrun, and a fourth drive assembly including a second one-way clutch engaging the second intermediate shaft with the output shaft and allowing the output shaft to overrun.
  • MMCM multi-mode clutch module
  • the present invention provides a dual-pass continuously variable transmission including rotatable input and output shafts, first and second rotatable intermediate shafts, a first drive assembly including a first one-way clutch engaging the input shaft with the first intermediate shaft and allowing the first intermediate shaft to overrun, a second drive assembly including a first multi-mode clutch module (MMCM) for engaging the input shaft with the second intermediate shaft and engaging the second intermediate shaft with the input shaft and allowing the input shaft to overrun, a third drive assembly including a second MMCM for engaging the first intermediate shaft with the output shaft and allowing the first intermediate shaft to overrun, a fourth drive assembly including a fourth one-way clutch engaging the second intermediate shaft with the output shaft and allowing the output shaft to overrun, and a variator engaging the intermediate shafts.
  • MMCM multi-mode clutch module
  • the first and fourth drive assembly establish a first drive path from the input shaft through the first drive assembly, first intermediate shaft, variator, second intermediate shaft and fourth drive assembly to the output shaft, the second and third drive assembly, when the first MMCM and the second MMCM are engaged, establish a second drive path from the input shaft through the second drive assembly, second intermediate shaft, variator, first intermediate shaft and third drive assembly to the output shaft, and the second and third drive assembly, when the first MMCM and the second MMCM are not engaged, establish the third drive path from the output shaft through the third drive assembly, first intermediate shaft, variator, second intermediate shaft and second drive assembly to the input shaft.
  • the present invention provides a method for controlling a multi-mode clutch system for use with a dual-pass continuously variable automatic transmission of a vehicle powertrain system including the steps of engaging a first one-way clutch of a first drive assembly with an input shaft and a first intermediate shaft and allowing the first intermediate shaft to overrun, engaging a first multi-mode clutch module (MMCM) of a second drive assembly with the input shaft and a second intermediate shaft and allowing the input shaft to overrun, engaging a second MMCM of a third drive assembly with the first intermediate shaft and an output shaft and allowing the first intermediate shaft to overrun, and engaging a second one-way clutch of a fourth drive assembly with the second intermediate shaft and the output shaft and allowing the output shaft to overrun.
  • MMCM multi-mode clutch module
  • One advantage of the present invention is that a new multi-mode clutch system is provided for a continuously variable (automatic) transmission (CVT). Another advantage of the present invention is that the multi-mode clutch system replaces the one-way clutches and dog clutches in a dual-pass CVT. Yet another advantage of the present invention is that the multi- mode clutch system improves the shifting performance of the dual-pass CVT. Still another advantage of the present invention is that the multi-mode clutch system enables additional flexibility of controls for the dual-pass CVT. A further advantage of the multi-mode clutch system is that it provides fewer components to the dual-pass CVT.
  • Figure 1 is a schematic view of a vehicle powertrain system including a continuously variable automatic transmission and a multi-mode clutch system, according to the present invention.
  • Figure 2 is a schematic view of a first embodiment of the multi-mode clutch system, according to the present invention, for use with the continuously variable automatic transmission of Figure 1.
  • Figure 3 is a schematic view of a second embodiment of the multi-mode clutch system, according to the present invention, for use with the continuously variable automatic transmission of Figure 1.
  • the powertrain system 10 includes an engine 12 in rotational communication with a dual-pass continuously variable (automatic) transmission (CVT) 14.
  • the engine 12 generates rotational torque which is selectively translated to the CVT 14 which, in turn, translates rotational torque to one or more wheels, generally indicated at 16.
  • a pair of continuously -variable joints 18 translates rotational torque from the CVT 14 to the wheels 16.
  • the CVT 14 is typically controlled using hydraulic fluid. Specifically, the CVT 14 is cooled, lubricated, actuated, and modulates torque using hydraulic fluid.
  • the powertrain system 10 typically includes a hydraulic control system 20 that directs or otherwise controls fluid to the CVT 14 and a power controller 22 in electrical communication with one or more solenoids 24 used to direct, control, or otherwise regulate flow of fluid throughout the CVT 14.
  • a hydraulic control system 20 that directs or otherwise controls fluid to the CVT 14
  • a power controller 22 in electrical communication with one or more solenoids 24 used to direct, control, or otherwise regulate flow of fluid throughout the CVT 14.
  • the engine 12 and the CVT 14 of Figure 1 are of the type employed in a conventional "transverse front wheel drive" powertrain system 10.
  • the engine 12 and/or CVT 14 could be configured in any suitable way sufficient to generate and translate rotational torque so as to drive the vehicle, without departing from the scope of the present invention.
  • a first embodiment, according to the present invention, of the CVT 14 includes an input shaft 26 adapted to receive torque from a power source, for example the engine 12, and an input drive gear 27 secured to the shaft 26.
  • the CVT 14 also includes an output shaft 28 adapted to direct torque to the joints 18 and an output driven gear 29 secured to the shaft 28.
  • the drive gear 27 should be designed to mate the CVT 14 to the engine 12 with which it is to be used, and the driven gear 29 should be designed to mate the CVT 14 to the vehicle driveline.
  • the CVT 14 also includes first and second intermediate shafts 30 and 32 respectively, and a first driven gear 34 secured to an outer race of a one-way clutch 36, an inner race of which is secured to the shaft 30.
  • the one-way clutch 36 is oriented such that shaft 30 may overrun the driven gear 34.
  • the drive gear 27, driven gear 34, and one-way clutch 36 together constitute a first drive assembly, generally indicated at 38, for transferring torque from the input shaft 26 to the intermediate shaft 30, but not from the intermediate shaft 30 to the input shaft 26.
  • the CVT 14 includes a second driven gear 40 and a multi-mode clutch module
  • MMCM MMCM
  • the drive gear 27, driven gear 40, and MMCM 42 together constitute a second drive assembly, generally indicated at 44, for transferring torque in either direction between the input shaft 26 and intermediate shaft 32 when the MMCM 42 is engaged, and from the intermediate shaft 32 to the input shaft 26 when the MMCM 42 is not engaged.
  • the CVT 14 further includes a third drive gear 46 and a multi-mode clutch module (MMCM), generally indicated at 48, that may allow the intermediate shaft 30 to overrun the gear 46 or be engaged to lock the shaft 30 to the gear 46.
  • MMCM multi-mode clutch module
  • An example of the MMCM is disclosed in PCT Patent Application Publication No. WO 2014/120595, the disclosure of which is hereby incorporated by reference in its entirety.
  • the drive gear 46, driven gear 29, and MMCM 48 together constitute a third drive assembly, generally indicated at 50, for transferring torque in either direction between the intermediate shaft 30 and output shaft 28 when the MMCM 48 is engaged, and from the output shaft 28 to the intermediate shaft 30 when the MMCM 48 is not engaged.
  • the CVT 14 includes a fourth drive gear 52 is secured to an outer race of a oneway clutch 54, an inner race of which is secured to the intermediate shaft 32.
  • the one-way clutch 54 is oriented such that the drive gear 52 may overrun the intermediate shaft 32. It should be appreciated that the one-way clutch 54, drive gear 52, and driven gear 29 together constitute a fourth drive assembly, generally indicated at 56, for transferring torque from the intermediate shaft 32 to the output shaft 28, but not from the output shaft 28 to the intermediate shaft 32.
  • CVT 14 will determine whether these four drive assemblies 38, 44, 50, and 56 provide underdrive or overdrive. For example, if CVT 14 is to be used in a passenger automotive vehicle with an internal combustion engine, it may be assumed that the drive assemblies 38 and 56 provide underdrive, and that the drive assemblies 44 and 50 provide overdrive. With this assumption, a gear set 44-27 has an underdrive ratio, and a gear set 40-27 has an overdrive ratio. Thus the ratio through a gear train having gears 34, 27 and 40 (from the shaft 30 to the shaft 32) is overdrive. In the opposite direction, the ratio is underdrive. Similarly, a gear set 29-46 has an overdrive ratio, and a gear set 29-52 has an underdrive ratio.
  • the CVT 14 further includes a variator 58 that engages the shafts 30 and 32.
  • the variator 58 includes a variable pulley 60 on the intermediate shaft 30 and another variable pulley 62 on the intermediate shaft 32.
  • the pulleys 60 and 62 are continuously variable respectively between minimum and maximum pitch radii.
  • the CVT 14 also includes a suitable belt 64 or the like to couple the pulleys 60 and 62.
  • the pitch radii of the pulleys 60 and 62 may be varied such that the ratio of the variator 58 is continuously variable within a range having predetermined limits. These limits should provide a fifth, underdrive ratio and a sixth, overdrive ratio substantially equal to the overdrive ratio through the gear trains 34,27,40 and 46,29,52.
  • the pulley 60 includes a fixed flange 66 rotatable with the intermediate shaft 30 and a slidable flange 68 having a hub 70 rotatable with and slidable relative to the shaft 30.
  • the flange 68 is in its distal position relative to the flange 66. In this position, the pulley 60 develops its minimum pitch radius.
  • the flange 68 is in its proximal position, with the hub 70 abutting the flange 66. It should be appreciated that, in this position, the pulley 60 develops its maximum pitch radius.
  • the pulley 62 is similar to the pulley 60 and includes a fixed flange 72 rotatable with the intermediate shaft 32 and a slidable flange 74 having a hub 76 rotatable with and slidable relative to the shaft 32. As shown in solid lines, the flange 74 is in its proximal position relative to the flange 72, with the hub 76 abutting the flange 72. This determines the maximum pitch radius of the pulley 62. As shown in dashed lines, the flange 74 is in its distal position, which determines the minimum pitch radius of the pulley 62.
  • the hydraulic control system 20 is provided for directing fluid through passages 78 and 80 to and from chambers 82 and 84, respectively, in order to slide the flanges 68 and 74, and thus to vary the pitch radii of the pulleys 60 and 62 between their predetermined minimum and maximum limits. It should be appreciated that the particular details of the hydraulic control system 20 form no part of the present invention. It should also be appreciated that typical control systems for conventional CVTs are disclosed in U.S. Pat. No. 4,458,318 issued July 3, 1984 and U.S. Pat. No. 4,522,086 issued June 11, 1985, the disclosures of which are both incorporated herein by reference in their entirety.
  • a first drive path is established from the shaft 26 through the drive assembly 38, shaft 30, variator 58, shaft 32 and drive assembly 56 to the shaft 28.
  • the gear 40 is rotating faster than the intermediate shaft 32, with the MMCM 42 disengaged.
  • the gear 46 is rotating slower than the intermediate shaft 30, with the MMCM 48 disengaged.
  • the CVT 14 is in the low-range mode and provides underdrive from the input shaft 26 to the output shaft 28.
  • the variator 58 now is shifted continuously through its ratio range from underdrive to overdrive. This results in a continuous, smooth increase in the output speed at the output shaft 28.
  • the CVT 14 provides direct drive from the shaft 26 to the shaft 28.
  • the shaft 32 is in substantial synchronism with the gear 40, and the shaft 30 is in substantial synchronism with the gear 46.
  • suitable sensors may be provided for transmitting appropriate torque and/or speed signals.
  • the hydraulic control system 20 engages the MMCM 42 and 48.
  • a second drive path is established from the input shaft 26 through the drive assembly 44, shaft 32, variator 48, shaft 30 and drive assembly 50 to the output shaft 28.
  • the CVT 14 is in the high-range mode, but still provides direct drive from the input shaft 26 to the output shaft 28.
  • the CVT 14 is conditioned such that when the variator 58 is shifted in the opposite direction, one-way clutches 36 and 54 disengage automatically, allowing the intermediate shaft 30 to overrun the gear 34, and allowing the gear 52 to overrun the intermediate shaft 32.
  • one-way clutches 36 and 54 disengage automatically, allowing the intermediate shaft 30 to overrun the gear 34, and allowing the gear 52 to overrun the intermediate shaft 32.
  • the variator 58 now is shifted in the opposite direction continuously through its ratio range from underdrive to overdrive. This results in an additional continuous, smooth increase in the output speed at the output shaft 28.
  • the CVT 14 provides overdrive from the shaft 26 to the output shaft 28.
  • One operating cycle (two passes through the variator 58) has been completed.
  • the belt 54 is in its initial, starting position, with the pulleys 60 and 62 rotating at correspondingly higher speeds.
  • the MMCM 42 and 48 are engaged when the CVT 14 is in the high-range mode; that is, when it is configured for the second drive path.
  • the MMCM 42 and 48 establish a positive connection for the transfer of torque between the input shaft 26 and the output shaft 28.
  • the CVT 14 provides engine braking in this mode.
  • the one-way clutches 36 and 52 disengage immediately upon the transfer of torque from the shaft 28 to the shaft 26.
  • the MMCM 42 and 48 engage to establish the second drive path for the transfer of torque from the shaft 28 to the shaft 26.
  • the CVT 14 provides engine braking through the second drive path at whatever ratio may be determined by the variator 58.
  • FIG. 3 a second embodiment, according to the present invention of the CVT 14 is shown. Like parts of the CVT 14 of Figure 2 have like reference numerals.
  • the one-way clutches are replaced with MMCMs.
  • the MMCM 36 and 54 allow engine braking in the low range through the first drive path instead of having to switch to the third drive path.
  • the CVT 14 includes four (4) MMCMs.
  • operation of the CVT 14 of Figure 3 is similar to the operation of the CVT 14 of Figure 2.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un système d'embrayage à modes multiples, destiné à être utilisé avec une transmission automatique à variation continue (14) à deux directions d'un système de groupe propulseur (10) de véhicule, qui comprend un premier ensemble d'entraînement (38) comprenant un premier embrayage unidirectionnel (36) en prise avec un arbre d'entrée (26) par le biais d'un premier arbre intermédiaire (30) et permettant au premier arbre intermédiaire (30) de fonctionner en frein moteur, un deuxième ensemble d'entraînement (44) comprenant un premier module d'embrayage à modes multiples (MMCM) (42) en prise avec l'arbre d'entrée (26) par le biais d'un second arbre intermédiaire (32) et permettant à l'arbre d'entrée (26) de fonctionner en frein moteur, un troisième ensemble d'entraînement (50) comprenant un second MMCM (48) en prise avec le premier arbre intermédiaire (30) par le biais d'un arbre de sortie (28) et permettant au premier arbre intermédiaire (30) de fonctionner en frein moteur, et un quatrième ensemble d'entraînement (56) comprenant un second embrayage unidirectionnel (54) en prise avec le second arbre intermédiaire (32) par le biais de l'arbre de sortie (28) et permettant à l'arbre de sortie (28) de fonctionner en frein moteur.
PCT/US2016/026903 2015-04-17 2016-04-11 Système d'embrayage à modes multiples pour une transmission automatique à variation continue à deux directions WO2016168111A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201562148847P 2015-04-17 2015-04-17
US62/148,847 2015-04-17

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WO2016168111A1 true WO2016168111A1 (fr) 2016-10-20

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4630504A (en) * 1985-08-22 1986-12-23 Borg-Warner Corporation Dual-pass continuously variable transmission
US20020100340A1 (en) * 2001-01-26 2002-08-01 Buonauro Richard T. Continuously variable transmission
US20080194372A1 (en) * 2005-08-02 2008-08-14 Dieter Glockler Transmission unit, in particular a multi-range transmission
WO2014137798A1 (fr) * 2013-03-05 2014-09-12 Borgwarner Inc. Embrayages à modes multiples pour train épicycloïdal de marche avant/arrière
US20150065288A1 (en) * 2013-08-29 2015-03-05 GM Global Technology Operations LLC Multi-mode continuously variable transmission with transfer gear set

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4630504A (en) * 1985-08-22 1986-12-23 Borg-Warner Corporation Dual-pass continuously variable transmission
US20020100340A1 (en) * 2001-01-26 2002-08-01 Buonauro Richard T. Continuously variable transmission
US20080194372A1 (en) * 2005-08-02 2008-08-14 Dieter Glockler Transmission unit, in particular a multi-range transmission
WO2014137798A1 (fr) * 2013-03-05 2014-09-12 Borgwarner Inc. Embrayages à modes multiples pour train épicycloïdal de marche avant/arrière
US20150065288A1 (en) * 2013-08-29 2015-03-05 GM Global Technology Operations LLC Multi-mode continuously variable transmission with transfer gear set

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