WO2016168138A1 - Transmission automatique à variation continue à deux voies - Google Patents

Transmission automatique à variation continue à deux voies Download PDF

Info

Publication number
WO2016168138A1
WO2016168138A1 PCT/US2016/027020 US2016027020W WO2016168138A1 WO 2016168138 A1 WO2016168138 A1 WO 2016168138A1 US 2016027020 W US2016027020 W US 2016027020W WO 2016168138 A1 WO2016168138 A1 WO 2016168138A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
intermediate shaft
gear
drive assembly
input
Prior art date
Application number
PCT/US2016/027020
Other languages
English (en)
Inventor
Mitsuru ISHIHARA
Christopher A. Spangler
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 WO2016168138A1 publication Critical patent/WO2016168138A1/fr

Links

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
    • 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
    • F16H37/022—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 the toothed gearing having orbital motion
    • 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
    • F16H2037/026—CVT layouts with particular features of reversing gear, e.g. to achieve compact arrangement
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members

Definitions

  • the present invention relates generally to powertrain systems and, more specifically, to a dual-pass 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 dual-pass continuously variable automatic transmission of a vehicle powertrain system including rotatable input and output shafts, rotatable first and second intermediate shafts, a first drive assembly including a planetary gear set, a first friction clutch, and a second friction clutch for engaging the input shaft with the first intermediate shaft, a second drive assembly including a third friction clutch for engaging the input shaft with the second intermediate shaft, a third drive assembly including a first multi- mode clutch module (MMCM) for engaging the first intermediate shaft with the output shaft, a fourth drive assembly including a second MMCM for engaging the second intermediate shaft with the output shaft, and a variator for engaging the first and second intermediate shafts, wherein a first drive path is established from the input shaft through the first drive assembly, first intermediate shaft, variator, second intermediate shaft and fourth drive assembly to the output shaft, and a second drive path is established from the input shaft through the third drive assembly, second intermediate shaft, variator, first intermediate shaft and second drive assembly to the output shaft.
  • MMCM multi- mode clutch module
  • the present invention provides a method for controlling a dual-pass continuously variable automatic transmission of a vehicle powertrain system including the steps of providing rotatable input and output shafts and providing rotatable first and second intermediate shafts.
  • the method also includes the steps of providing a planetary gear set, a first friction clutch, and a second friction clutch of a first drive assembly for engagement with an input shaft and a first intermediate shaft, a third friction clutch of a second drive assembly for engagement with the input shaft and a second intermediate shaft, a first multi-mode clutch module (MMCM) of a third drive assembly for engagement with the first intermediate shaft and an output shaft, and a second MMCM of a fourth drive assembly for engagement with the second intermediate shaft and the output shaft.
  • MMCM multi-mode clutch module
  • the method further includes the steps of engaging the intermediate shafts with a variator, establishing 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, and establishing a second drive path from the input shaft through the third drive assembly, second intermediate shaft, variator, first intermediate shaft and second drive assembly to the output shaft.
  • One advantage of the present invention is that a new dual-pass continuously variable (automatic) transmission (CVT) is provided.
  • CVT continuously variable
  • the dual-pass CVT provides a powerflow that combines a two-pass variator assembly with a planetary gear set and clutches to provide forward/reverse capability and with a combination of friction clutches, one-way clutches and multi-mode clutches to manage shifting from a first pass to a second pass through the variator.
  • the dual-pass CVT provides a front-wheel drive powerflow where the transmission is mounted transversely between the front wheels of the vehicle.
  • Figure 1 is a schematic view of a vehicle powertrain system including a dual-pass continuously variable automatic transmission, according to the present invention
  • Figure 2 is a schematic view of a first embodiment, according to the present invention, of the dual-pass continuously variable automatic transmission of Figure 1 ;
  • Figure 3 is a schematic view of a second embodiment, according to the present invention, of the dual -pass continuously 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 may be cooled, lubricated, actuated, and modulates torque using hydraulic fluid.
  • the powertrain system 10 typically includes a control system 20 that controls the CVT 14.
  • control system 20 may include a power controller 22 in electrical communication with one or more actuators 24 used to control 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. It should also be appreciated that the engine 12 and/or the CVT 14 could be configured in any suitable way such as with a rear mounted engine to generate and translate rotational torque so as to drive the vehicle, without departing from the scope of the present invention.
  • the CVT 14 includes a rotatable 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 input shaft 26.
  • the CVT 14 also includes a rotatable output shaft 28 adapted to direct torque to, for example, the joints 18 and an output driven gear 29 secured to the output shaft 28.
  • the CVT 14 also includes rotatable first and second intermediate shafts 30 and 32 respectively, and a planetary gear set, generally indicated at 34, secured to a first friction clutch, generally indicated at 36, secured to the intermediate shaft 30.
  • the planetary gearset 34 provides both a forward gear and a reverse gear.
  • the planetary gearset 34 includes a sun gear 34A, one or more pinion gears 34B, a pinion carrier 34C, and a ring gear 34D.
  • the CVT 14 includes a second friction clutch, generally indicated at 37, between a housing or ground and the planetary gearset 34.
  • the second friction clutch 37 allows the intermediate shaft 30 to be selectively connected to the input shaft 26 (when a variator 58 to be described is in the low ratio range) or not connected (when the variator 58 is in the high ratio range).
  • the gear 27, gearset 34 and friction clutches 36 and 37 together constitute a first drive assembly, generally indicated at 38, for transferring torque from the input shaft 26.
  • the first friction clutch 36 When the first friction clutch 36 is applied, the planetary gearset 34 will spin 1 : 1 with the input shaft 26 and forward driving direction is engaged.
  • the first friction clutch 36 connects the input shaft 26 to the sun gear 34A of the planetary gearset 34 and then to the intermediate shaft 30.
  • the input shaft 26 is connected to the ring gear 34D of the planetary gearset 34 and the friction clutch grounds the carrier 34C of the planetary gearset 34.
  • the planetary gearset 34 then takes the input from the ring gear 34D and the pinions 34B and transfers it to the sun gear 34A and to the intermediate shaft 32. It should be appreciated that this gear transfer then reverses the direction of the rotation and reverse gear direction is available. It should also be appreciated that, if the clutches 36 and 37 are both engaged, then the planetary gearset 34 cannot spin. It should further be appreciated that either one or both of these friction clutches 36 and 37 may be replaced with MMCMs to be described. It should still further be appreciated that the first drive assembly 38 can transfer torque/speed in either direction - either from the input shaft 26 into the CVT 14 or from the CVT 14 back to the input shaft 26 for engine braking.
  • the CVT 14 further includes a second driven gear 40 and a friction clutch, generally indicated at 42, that may be engaged to lock the driven gear 40 and input shaft 26 to the intermediate shaft 32 and torque/speed transfer occurs in both directions.
  • the friction clutch 42 allows the intermediate shaft 32 to be selectively driven.
  • the gear 27, driven gear 40, and friction clutch 42 together constitute a second drive assembly, generally indicated at 44, for transferring torque/speed in either direction between the input shaft 26 and the second intermediate shaft 32 when the friction clutch 42 is engaged, and there is no transfer of torque/speed in either direction between the intermediate shaft 32 and the input shaft 26 when the friction clutch 42 is not engaged.
  • the intermediate shaft 32 will be driven by the input shaft 26 when the variator 58 is in the high ratio range.
  • the friction clutch 42 is open when the variator 58 is in the low ratio range. It should still further be appreciated that the friction clutch 42 could be replaced with a multi-mode clutch module (MMCM) or one-way clutch. It should yet further be appreciated that the first drive assembly 38 and second drive assembly 44 serve as inputs to the CVT 14.
  • MMCM multi-mode clutch module
  • the CVT 14 also includes a third drive gear 46 and a first multi-mode clutch module (MMCM), generally indicated at 48, that may be engaged to lock the first intermediate shaft 30 to the third drive gear 46 and torque/speed transfer occurs in both directions.
  • 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 and MMCM 48 together constitute a third drive assembly, generally indicated at 50, for transferring torque/speed in either direction between the first intermediate shaft 30 and the output shaft 28 when the MMCM 48 is engaged, and there is no transfer of torque/speed in either direction between the first intermediate shaft 30 and the output shaft 28 when the MMCM 48 is not engaged.
  • the CVT 14 further includes a fourth drive gear 52 and a second multi-mode clutch module (MMCM), generally indicated at 54, that that may be engaged to lock the second intermediate shaft 32 to the fourth drive gear 52 and torque/speed transfer occurs in both directions.
  • the fourth drive gear 52 is at the same time connected to gear 80 and 50.
  • the MMCM 54 is used to connect the second intermediate shaft 32 to the output gear 29 and final drive.
  • the second intermediate shaft 32, MMCM 54, and output gear 29 together constitute a fourth drive assembly, generally indicated at 56, for transferring torque/speed from the second intermediate shaft 32 to the output shaft 28 when the MMCM 54 is engaged, and there is no transfer of torque/speed in either direction between the second intermediate shaft 32 and the output shaft 28 when the second MMCM 54 is not engaged.
  • the third drive assembly 50 and fourth drive assembly 56 are outputs from the CVT 14.
  • CVT 14 will determine whether these four drive assemblies 38, 44, 50, and 56 provide underdrive or overdrive.
  • Powerflow for the first (underdrive) pass is from the input shaft 26 through the first drive assembly 38, into the first intermediate shaft 30, through the belt and pulley into the second intermediate shaft 32 then out through the second MMCM 54, gears 56, 29 and into the output shaft 28 then to final drive and out to the wheels 16 of the vehicle.
  • Powerflow for the second (overdrive) pass is from the input shaft 26 through the gears 27/78/40 (or the chain 82 in Figure 3), through the friction clutch 42, into the second intermediate shaft 32, through the belt 64 and pulley up to the first intermediate shaft 30, out through the first MMCM 48 then gears 80, 56, 29, the output shaft 28, the final drive, and out to the wheels 16 of the vehicle.
  • the CVT 14 further includes a variator, generally indicated at 58, that engages the first and second intermediate shafts 30 and 32.
  • the variator 58 includes a variable pulley, generally indicated at 60, on the first intermediate shaft 30 and another variable pulley, generally indicated at 62, on the second 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, chain, 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 first intermediate shaft
  • 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 second intermediate shaft 32 and a slidable flange 74 having a hub 76 rotatable with and slidable relative to the second intermediate shaft 32. As shown in solid lines below the second intermediate shaft 32, 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 solid lines above the second intermediate shaft 32, the flange 74 is in its distal position, which determines the minimum pitch radius of the pulley 62. It should be appreciated that when the pulley 62 is in the low range, this is the driven side and when the pulley 62 is in the high range, this is the drive side.
  • the CVT 14 may include a first transfer gear 78 that connects the input shaft 26 via the input gear 27 to the gear 40 of the second intermediate shaft 32 in the embodiment illustrated in Figure 2.
  • the CVT 14 may include a second transfer gear 80 that connects the first intermediate shaft 30 via the gear 46 to the second intermediate shaft 32 via the gear 52.
  • the CVT 14 may include a chain 82 instead of the first transfer gear 78 that connects the input shaft 26 via the gear 27 to the gear 40 of the second intermediate shaft 32 in the second embodiment illustrated in Figure 3. It should be appreciated that a similar chain could be used instead of the second transfer gear 80.
  • second embodiment of the CVT 14 of Figure 3 is similar to the first embodiment of the CVT 14 of Figure 2 but uses a chain drive via the chain 82 instead of a gear drive via the transfer gear 78.
  • a first drive path is established from the input shaft 26 through the first drive assembly 38, first intermediate shaft 30, variator 58, second intermediate shaft 32, MMCM 54, and fourth drive assembly 56 to the output shaft 28.
  • 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 input shaft 26 to the output shaft 28.
  • the second intermediate shaft 32 is in substantial synchronism with the gear 40
  • the first intermediate shaft 30 is in substantial synchronism with the gear 46.
  • suitable sensors may be provided for transmitting appropriate torque and/or speed signals. In response to these signals, if provided, the control system 20 releases the friction clutch 36, applies the friction clutch 42, releases the MMCM 54, and applies the MMCM 48 to switch from the first pass to the second pass through the variator 58.
  • 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 input shaft 26 to the output shaft 28.
  • One operating cycle (two passes through the variator 58) has been completed.
  • the belt 64 is in its initial, starting position, with the pulleys 60 and 62 rotating at correspondingly higher speeds.
  • the MMCM 48 is engaged when the CVT 14 is in the high-range mode; that is, when it is configured for the second drive path.
  • the MMCM 48 establishes a positive connection for the transfer of torque between the shafts 26 and 28.
  • the CVT 14 provides engine braking in this mode.

Landscapes

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

Abstract

L'invention concerne une transmission à variation continue à deux voies (14) qui comprend un premier ensemble entraînement (36) comprenant un engrenage planétaire (34), un premier embrayage à friction (36) et un deuxième embrayage à friction (37) pour mettre en prise un arbre d'entrée (26) avec le premier arbre intermédiaire (30), un deuxième ensemble entraînement (44) comprenant un troisième embrayage à friction (42) pour mettre en prise l'arbre d'entrée (26) avec le second arbre intermédiaire (32), un troisième ensemble entraînement (50) comprenant un premier module d'embrayage multimodal (MMCM) (48) pour mettre en prise le premier arbre intermédiaire (30) avec l'arbre de sortie (28), un quatrième ensemble entraînement (56) comprenant un second MMCM (54) pour mettre en prise le second arbre intermédiaire (32) avec l'arbre de sortie (28) et un variateur (58) mettant en prise les premier (30) et second arbres intermédiaires (32).
PCT/US2016/027020 2015-04-17 2016-04-12 Transmission automatique à variation continue à deux voies WO2016168138A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201562148841P 2015-04-17 2015-04-17
US62/148,841 2015-04-17

Publications (1)

Publication Number Publication Date
WO2016168138A1 true WO2016168138A1 (fr) 2016-10-20

Family

ID=57126026

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2016/027020 WO2016168138A1 (fr) 2015-04-17 2016-04-12 Transmission automatique à variation continue à deux voies

Country Status (1)

Country Link
WO (1) WO2016168138A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021139396A (ja) * 2020-03-03 2021-09-16 ダイハツ工業株式会社 変速機

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4495838A (en) * 1981-12-16 1985-01-29 Eaton Corporation Reverse preselect control
US4630504A (en) * 1985-08-22 1986-12-23 Borg-Warner Corporation Dual-pass continuously variable transmission
US20040185973A1 (en) * 2003-02-14 2004-09-23 Honda Motor Co., Inc. Power transmission
JP2010053939A (ja) * 2008-08-28 2010-03-11 Nissan Motor Co Ltd ベルト式無段変速機
KR20140148386A (ko) * 2013-04-16 2014-12-31 도요타지도샤가부시키가이샤 차량용 변속기의 제어 장치

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4495838A (en) * 1981-12-16 1985-01-29 Eaton Corporation Reverse preselect control
US4630504A (en) * 1985-08-22 1986-12-23 Borg-Warner Corporation Dual-pass continuously variable transmission
US20040185973A1 (en) * 2003-02-14 2004-09-23 Honda Motor Co., Inc. Power transmission
JP2010053939A (ja) * 2008-08-28 2010-03-11 Nissan Motor Co Ltd ベルト式無段変速機
KR20140148386A (ko) * 2013-04-16 2014-12-31 도요타지도샤가부시키가이샤 차량용 변속기의 제어 장치

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021139396A (ja) * 2020-03-03 2021-09-16 ダイハツ工業株式会社 変速機
JP7451031B2 (ja) 2020-03-03 2024-03-18 ダイハツ工業株式会社 変速機

Similar Documents

Publication Publication Date Title
US6056661A (en) Multi-range transmission with input split planetary gear set and continuously variable transmission unit
US8257216B2 (en) Infinitely variable transmission
EP2971864B1 (fr) Architecture de transmission à variation infinie et division de puissance
US9599204B2 (en) Ball type CVT with output coupled powerpaths
EP2721322B1 (fr) Transmission de véhicule à répartition du couple à variation continue
US7588514B2 (en) Method for controlling engine braking in a vehicle powertrain
US4630504A (en) Dual-pass continuously variable transmission
EP1061288A2 (fr) Transmission à changement de vitesses continu de type à plages multiples avec une configuration dite neutre à engrenage
US9791028B2 (en) Multi-range CVT
EP0423932A1 (fr) Variateur continu à deux gammes de vitesse
CN106337920B (zh) 双离合器连续可变变速器
EP0210053A2 (fr) Transmission continue à deux voies avec variateur asymétrique
CN101649895A (zh) 混合式无级变速传动装置
GB2407853A (en) CVT which provides low speed shuttling for agricultural vehicle
US5916053A (en) Dual mode operation continuously variable transmission having creeper low and reverse gears
US20160290457A1 (en) Cvt drive train
CN105570415A (zh) 用于车辆动力传动系的多模式变速器
US5888161A (en) All wheel drive continuously variable transmission having dual mode operation
EP0943839B1 (fr) Transmission à variation continue à deux modes de fonctionnement pour véhicule à quatre roues motrices
US5803859A (en) Powertrain with planetary gearing and a continuously variable ratio unit
EP0943840B1 (fr) Traction toutes roues motrices avec double mode de fonctionnement et variateur continu de vitesse
US5941789A (en) All wheel drive continuously variable transmission having dual mode operation
US7048667B2 (en) Power split transaxle for producing stepless reverse, forward and geared neutral speed ratios
WO2016168138A1 (fr) Transmission automatique à variation continue à deux voies
EP0157050A1 (fr) Transmission continûment variable à chaînes cinématiques multiples

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16780529

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16780529

Country of ref document: EP

Kind code of ref document: A1