Abstract: 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.

Abstract: 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.

Abstract: A method of controlling a shift-by-wire transmission is provided. The method monitors a setting of a shift assembly that sets a select gear from gearing of the transmission. A motor is activated to adjust the setting of the shift assembly when the monitoring of the shift assembly indicates that the then current setting of the shift assembly is outside of a course window of a desired gear. The course adjustment window is centered about a nominal target position for the desired gear while being within an acceptable range of the select gear. The motor is shut off when the monitoring of the setting of the shift assembly indicates the setting is within a fine adjustment window of the desired gear. The fine adjustment window is also centered about the nominal target position for the desired gear. The fine adjustment window is narrower than the course adjustment window.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: A continuously variable transmission (CVT) system including a primary clutch assembly with an engine braking assembly is provided. The primary clutch assembly includes first and second sheave assemblies, a cylindrical sleeve coupler and an engine braking assembly. The first sheave portion has a centrally extending post. The cylindrical sleeve coupler is rotationally mounted on a portion of the post. The sleeve coupler has an engaging surface that is configured to engage an inner face of a drive belt. The second sheave portion has a central passage that is rotationally mounted on the sleeve coupler.

Abstract: A continuous variable clutch is provided. The continuous variable clutch includes a first sheave member and a second sheave member. The first sheave member includes a first central hub and a first conical-faced surface extending radially from the first central hub. The second sheave member includes a second central hub and a second conical-faced surface that extends radially from the second central hub. The second central hub of the second sheave member is received in a cavity of the first central hub such that the first conical-faced surface of the first sheave member facing the second conical-faced surface of the second sheave portion. The second central hub moving axially within the first central hub based on an amount of torque on the continuous variable clutch. The first sheave member and the second sheave member further forming a central passage to receive an input shaft of a transmission.

Abstract: Controller for an all terrain or utility vehicle for automatically raising and lowering an implement to a pre-selected position using an electric winch. The winch is turned for a predetermined time during with the winch is turned, and based on the selected lowered position and the predetermined time the winch may be raised to the same height, denoting a raised position. Based on that predetermined time, a second predetermined time may be determined to run the winch in the opposite direction, with the time corresponding to the amount of time required the snow plow to the selected lowered position. The time to lower the plow may tend to be less than the time required to raise the plow due to the effect of gravity. The controller may raise or lower the plow after the transmission has been set from neutral to reverse or forward, respectively.

Abstract: A vehicle includes a combined wet brake and rear gear assembly supported by a pair of frames. The combined wet brake and rear gear assembly includes a housing having at least one gear and a wet brake provided therein. An input shaft is connected to the gear and to the engine of the vehicle. The wet brake is located between one of the pairs of frames and the input shaft in the transverse direction of the vehicle in a top plan view.

Abstract: An all-terrain or utility vehicle having various combinations of left and right front wheels, left and right rear wheels, a differential rotationally variably coupling the left and right front wheels together with a variable coupling torque and a source of motive power being selectively coupled to the left and right rear wheels in one configuration and coupled to the left and right front wheels as well as to the left and right rear wheels in a second configuration. The coupling torque is relatively stronger when a speed of the vehicle is relatively slower and is relatively weaker when the speed of the vehicle is relatively faster.

Abstract: A brake system (100) utilizes a ring gear assembly (13). The ring gear assembly (13) includes a ring gear (13G) that rotates in the oil in the oil sump formed by the housing (101). The ring gear picks up oil as it rotates and as the oil is carried with to the top of the ring gear it falls by gravity into an accumulation cavity (3C). The oil then travels through an aperture (13A) and is then available for use by the reaction and friction plates (8 and 9) for cooling.

Abstract: A disconnect (128) is provided for use between an engine (126) and differential (130). The differential disconnect (128) provides for a lock out of the disconnect (128) so as to prevent self energizing. The differential may also include a bottom-out feature to limit the amount of torque that may be transferred through the disconnect. In addition, the disconnect (128) may include a design to contain axial forces on the input shaft (14).

Abstract: A motorcycle transmission (100) utilizes a shift fork (45), a shift collar (30) including a plurality of engagement teeth (30c) and a collar rib (30a) and a gear (34) (or one of the other six gears). The engagement teeth (30c) drive the teeth (34a) of the gear (34). A trap door (49), in combination with a threaded retainer (55), reduces axial play in shafts (37) and (75).

Abstract: Friction plates (53, 67) have a friction surface which contacts a friction surface on reaction plates (54, 68) to limit the torque transferred in a drive train, after the engine, in a snowmobile, while still allowing torque transmission at a predetermined level.

Abstract: A brake system (20) includes a differential carrier (22, 121) and output gear (26) operatively connected. At least one carrier rotary friction surface (43) is operatively connected to the differential carrier (22, 121). At least one side gear rotary friction surface (45) is operatively connected to one of the side gears (31, 33). At least one limited rotary friction surface is operatively connected to the case, whereby during a braking operation the carrier rotary friction surface and the side gear rotary friction surface are pressed together causing braking of the differential carrier and the first and second differential side gears (31, 33). The carrier (22, 121) is supported by the first and second differential side gears (31, 33).