Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: A control system for a continuously variable transmission (CVT) is provided. The control system includes a shift mode switch, an actuator and a controller. The shift mode switch is selectable between a plurality of modes. The actuator is in operational communication with the CVT to selectively override normal shifting characteristics of the CVT. The controller is in communication with the shift mode switch. The controller is configured to control the actuator to selectively override the normal shifting characteristics of the CVT based at least in part on a select mode configuration selected by the shift mode switch.

Abstract: A disc for controlling tilt angle for a plurality of axles in a ball planetary continuously variable transmission (CVT) is provided. A disc body is formed and pins are inserted to create slots. Each slot can be configured for contact with one end of an axle of a traction planet. The pins may be made from a different material or otherwise have different characteristics or properties than the disc body, allowing greater availability of materials that can be selected for forming the slots. The pins can be simple (such as a straight, cylindrical shape) or complex (including a complex curve of different diameters, multiple surfaces, and the like. A manufacturing process for a disc may include forming a disc body using a first process and then adding or removing material using a second process, then inserting pins into the disc body.

Abstract: 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.

Abstract: 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.