阅读说明：本技术 带有无级变速器的动力传动系统布局 (Power transmission system layout with continuously variable transmission ) 是由 布鲁斯·H·扬格伦 乔尔·邓拉普 格雷戈里·李·马基 乔丹·E·费斯克 亚历山大·C·尤德尔 于 2020-02-20 设计创作，主要内容包括：提供了一种动力传动系统布局,其包括初级齿轮减速器、无级变速器(CVT)、峰值扭矩限制(PTL)装置和变速箱。初级齿轮减速器可操作地接合到马达的输出端。CVT包括初级带轮和二级带轮。CVT的初级带轮可操作地接合到初级齿轮减速器。初级齿轮减速器降低了联接到CVT的初级带轮的马达的输出端的旋转速率。变速箱与CVT的二级带轮可操作地接合。变速箱被配置为在CVT和交通工具的轮子之间耦合扭矩。PTL装置在CVT的二级带轮和变速箱之间是可操作接合的,PTL装置被配置为保护动力传动系统布局免受扭矩瞬变。(A powertrain arrangement is provided that includes a primary gear reducer, a Continuously Variable Transmission (CVT), a Peak Torque Limiting (PTL) device, and a transmission. The primary gear reduction is operatively coupled to the output of the motor. The CVT includes a primary pulley and a secondary pulley. The primary pulley of the CVT is operatively engaged to the primary gear reducer. The primary gear reducer reduces the rate of rotation of the output of the motor coupled to the primary pulley of the CVT. The gearbox is operably engaged with a secondary pulley of the CVT. The gearbox is configured to couple torque between the CVT and wheels of the vehicle. The PTL device is operably engaged between a secondary pulley and a gearbox of the CVT, the PTL device configured to protect the powertrain layout from torque transients.)

1. A powertrain arrangement comprising:

a primary gear reducer operatively coupled to the output of the motor;

a steel belt Continuously Variable Transmission (CVT) including a primary pulley and a secondary pulley, the primary pulley of the steel belt continuously variable transmission operably engaged to the primary gear reducer, the primary gear reducer reducing a rate of rotation of the output of the motor coupled to the primary pulley of the steel belt continuously variable transmission; and

a gearbox operably engaged with the secondary pulley of the steel belt continuously variable transmission, the gearbox configured to couple torque between the steel belt continuously variable transmission and a wheel of a vehicle.

2. The drivetrain layout of claim 1, further configured to:

a start clutch operatively engaged between the output of the motor and the primary pulley of the steel belt continuously variable transmission.

3. The drivetrain layout of claim 2, wherein the primary gear reducer further comprises:

a first gear coupled to the output of the motor; and

a second gear coupled to the launch clutch, the first gear engaged with the second gear.

4. The drivetrain layout of claim 2, wherein the launch clutch is one of a centrifugal force type and a plate type.

5. The drivetrain layout of claim 1, further comprising:

a Peak Torque Limiting (PTL) device operably engaged between the secondary pulley and the transmission case of the steel belt continuously variable transmission, the peak torque limiting device configured to protect the powertrain layout from torque transients.

6. The driveline layout of claim 5, wherein the peak torque limiting device has a first portion coupled to a first shaft of the secondary pulley of the steel belt continuously variable transmission and a second portion coupled to an input shaft of the transmission.

7. The drivetrain layout of claim 1, further comprising:

a torsional damper coupling operatively engaged between the output of the motor and the primary gear reduction.

8. The drivetrain layout of claim 1, further comprising:

an oil pump operatively coupled to the output of the motor;

a control valve in fluid communication with the oil pump, the control valve also selectively in fluid communication with the pistons in the respective primary and secondary clutches; and

at least one controller configured to control the control valves to move respective pistons in the primary and secondary pulleys to adjust clamping forces in the respective primary and secondary pulleys based on current operating conditions of a powertrain layout.

9. The drivetrain layout of claim 1, wherein the output of the motor is a crankshaft and the primary gear reducer places the steel belt cvt above an axis of the crankshaft.

10. The drivetrain layout of claim 9, wherein the primary gear reducer also places the steel belt cvt above the axis of at least one rear differential.

11. The drivetrain layout of claim 1, wherein the steel belt cvt further comprises:

a steel belt operatively engaged between the primary pulley and the secondary pulley to selectively communicate torque between the primary pulley and the secondary pulley, wherein the steel belt is one of a belt and a chain.

12. A powertrain arrangement comprising:

a primary gear reducer operatively coupled to the output of the motor;

a Continuously Variable Transmission (CVT) including a primary pulley, a secondary pulley, and a belt operably engaged between the primary pulley and the secondary pulley, the primary pulley of the continuously variable transmission operably engaged to the primary gear reducer, the primary gear reducer reducing a rate of rotation of the output of the motor coupled to the primary pulley of the continuously variable transmission;

a start clutch operatively engaged between the motor and the primary pulley of the continuously variable transmission;

a transmission operatively engaged with the secondary pulley of the continuously variable transmission, the transmission configured to couple torque between the continuously variable transmission and a wheel of a vehicle; and

a Peak Torque Limiting (PTL) device operatively engaged between the secondary pulley and the transmission case of the continuously variable transmission, the peak torque limiting device configured to protect the powertrain layout from transients.

13. The drivetrain layout of claim 12, wherein the primary gear reducer further comprises:

a first gear coupled to the output of the motor; and

a second gear coupled to the launch clutch, the first gear engaged with the second gear.

14. The drivetrain layout of claim 12, wherein the launch clutch is one of a centrifugal force type and a plate type.

15. The drivetrain layout of claim 12, further comprising:

an oil pump operatively coupled to the output of the motor;

a control valve in fluid communication with the oil pump, the control valve also selectively in fluid communication with the pistons in the respective primary and secondary pulleys; and

at least one controller configured to control the control valves to move respective pistons in the primary and secondary pulleys to adjust clamping forces in the respective primary and secondary pulleys based on current operating conditions of a powertrain layout.

16. The drivetrain layout of claim 12, wherein the output of the motor is a crankshaft and the primary gear reducer places the axis of rotation of the continuously variable transmission above an axis of the crankshaft and above an axis of at least one rear differential.

17. The power transmission system according to fig. 12, wherein the belt of the continuously variable transmission is a steel belt.

18. A vehicle, comprising:

a motor that generates engine torque, the motor having an output;

a power transmission system, which comprises,

a primary gear reducer operatively coupled to the output of the motor,

a Continuously Variable Transmission (CVT) including a primary pulley, a secondary pulley, and a belt operably engaged between the primary pulley and the secondary pulley, the primary pulley of the continuously variable transmission operably engaged to the primary gear reducer, the primary gear reducer reducing a rate of rotation of the output of the motor coupled to the primary pulley of the continuously variable transmission,

a start clutch operatively engaged between the output of the motor and the primary pulley of the continuously variable transmission,

a gearbox operably engaged with the secondary pulley of the continuously variable transmission, the gearbox configured to couple torque between the continuously variable transmission and a wheel of a vehicle, an

A Peak Torque Limiting (PTL) device operatively engaged between the secondary pulley and the transmission case of the continuously variable transmission, the peak torque limiting device configured to protect the powertrain layout from transients;

at least one differential operatively engaged with the transmission case; and

a plurality of wheels operably engaged with the at least one differential.

19. The vehicle of claim 18, further comprising:

at least one controller configured to control operation of at least one of the continuously variable transmission, the launch clutch, and the peak torque limit.

20. The vehicle of claim 18, the drivetrain layout further comprising:

an oil pump operatively coupled to the output of the motor;

a control valve in fluid communication with the oil pump, the control valve also selectively in fluid communication with the pistons in the respective primary and secondary pulleys; and

at least one controller configured to control the control valves to move respective pistons in the primary and secondary pulleys to adjust clamping forces in the respective primary and secondary pulleys based on current operating conditions of a powertrain layout.

21. The vehicle of claim 19, further comprising:

at least one sensor, the controller configured to control operation of at least one of the continuously variable transmission, the launch clutch, and the peak torque limit based at least in part on at least one signal from the at least one sensor.

22. A powertrain arrangement comprising:

a Continuously Variable Transmission (CVT) including a primary pulley and a secondary pulley, the primary pulley of the CVT being operatively engaged to an output of a motor;

a transmission operatively engaged with the secondary pulley of the continuously variable transmission, the transmission configured to couple torque between the continuously variable transmission and a wheel of a vehicle; and

a Peak Torque Limiting (PTL) device operatively engaged between the secondary pulley and the transmission case of the continuously variable transmission, the peak torque limiting device configured to protect the powertrain layout from torque transients.

23. The drivetrain layout of claim 22, further configured to:

a primary gear reducer operatively engaged to an output of a motor, the primary gear reducer reducing a rate of rotation of the output of the motor coupled to the primary pulley of the continuously variable transmission; and

a start clutch operatively engaged between the output of the motor and the primary pulley of the continuously variable transmission.

24. The powertrain arrangement of claim 22, wherein the peak torque limit is configured to act as a disconnect during a traction condition to allow true neutral to be achieved.

Background

Side-by-side vehicles typically operate off-road. Vehicles operating in off-road conditions may experience greater transient torque events than are anticipated by on-road vehicles. Examples of conditions that produce transient torque include jumping, jerking, and even uneven terrain. Transient torques tend to be fast, high in magnitude and unpredictable. Vehicles using Continuously Variable Transmissions (CVTs) that experience transient torque may result in slip conditions between the belt and pulley of the CVT if the clamping load is not high enough to manage the transient torque. Slippage can damage the cvt and other components of the vehicle. Transient torques are difficult to manage by control strategies, since the reaction time of the control strategy is often not fast enough to manage the transient torque.

Furthermore, pulleys of continuously variable transmissions operating at high engine speeds (as is common in side-by-side vehicle operation) may experience hydraulic clamping due to a speed-induced pressure gradient in the clamping piston. When the pulley speed exceeds 10,000 rpm, the load may become too high to effectively control the variator (variator). The secondary pulley (secondary pulley) may rotate at a rate of 2.6 times the primary speed. A typical continuously variable transmission for an on-highway vehicle has an effective limit of approximately 6500 engine speed (edrpm) to be able to handle hydraulic clamping. Some high performance off-road side-by-side vehicles may exceed 6500 eRPM.

For the reasons stated above, and for other reasons stated below which will become apparent to those skilled in the art upon reading and understanding the present specification, there is a need in the art for an improved powertrain layout that efficiently handles hydraulic clamping and transient torque.

Summary of The Invention

The above-mentioned problems with current systems are addressed by embodiments of the present invention and will be understood by reading and studying the following specification. The following summary is made by way of example and not by way of limitation. It is merely provided to assist the reader in understanding some aspects of the invention. Embodiments provide a powertrain layout that addresses torque transients and reduces primary pulley speed of a continuously variable transmission.

In one embodiment, a powertrain arrangement is provided that includes a primary gear reducer, a steel belt continuously variable transmission, and a transmission box (range box). The primary gear reduction is operatively coupled to the output of the motor. The steel belt continuously variable transmission includes a primary pulley and a secondary pulley. The primary pulley of the steel belt continuously variable transmission is operatively engaged to the primary gear reducer. The primary gear reducer reduces the rotation rate of the output of the motor coupled to the primary pulley of the steel belt continuously variable transmission. The transmission case is operatively engaged with a secondary pulley of the steel belt continuously variable transmission. The gearbox is configured to couple torque between the steel belt continuously variable transmission and a wheel of a vehicle.

In another embodiment, a powertrain arrangement is provided that includes a primary gear reducer, a continuously variable transmission, a launch clutch, a transmission and a Peak Torque Limiting (PTL) device. The primary gear reduction is operatively coupled to the output of the motor. The continuously variable transmission includes a primary pulley, a secondary pulley, and a belt operatively engaged between the primary pulley and the secondary pulley. The primary pulley of the continuously variable transmission is further operatively engaged to a primary gear reducer. The primary gear reducer reduces the rotation rate of the output of the motor coupled to the primary pulley of the continuously variable transmission. The start-up clutch is operatively engaged between the primary gear reducer and a primary pulley of the continuously variable transmission. The transmission case is operatively engaged with a secondary pulley of the continuously variable transmission. The gearbox is configured to couple torque between the continuously variable transmission and a wheel of the vehicle. The PTL device is operatively engaged between a secondary pulley and a transmission case of the continuously variable transmission. The PTL apparatus is configured to protect the powertrain layout from transients.

In yet another embodiment, a vehicle is provided that includes a motor, a drivetrain layout, at least one differential, and a plurality of wheels. The motor is used to generate engine torque. The motor includes an output. The powertrain layout includes a primary gear reducer, a continuously variable transmission, a launch clutch, a gearbox, and a PTL device. The primary gear reduction is operatively coupled to the output of the motor. The continuously variable transmission includes a primary pulley, a secondary pulley, and a belt operatively engaged between the primary pulley and the secondary pulley. A primary pulley of the continuously variable transmission is operatively engaged to the primary gear reducer. The primary gear reducer reduces the rotation rate of the output of the motor coupled to the primary pulley of the continuously variable transmission. The start clutch is operatively engaged between the output of the motor and a primary pulley of the continuously variable transmission. The transmission case is operatively engaged with a secondary pulley of the continuously variable transmission. The gearbox is configured to couple torque between the continuously variable transmission and a wheel of the vehicle. The PTL device is operatively engaged between a secondary pulley and a transmission case of the continuously variable transmission. The PTL apparatus is configured to protect the powertrain layout from transients. At least one differential is operably engaged with the transmission. A plurality of wheels are operably engaged with the at least one differential.

In yet another embodiment, a powertrain arrangement is provided that includes a continuously variable transmission, a gearbox, and a PTL. The continuously variable transmission includes a primary pulley and a secondary pulley. A primary pulley of the continuously variable transmission is operatively engaged to an output of the motor. The transmission case is operatively engaged with a secondary pulley of the continuously variable transmission. The gearbox is configured to couple torque between the continuously variable transmission and a wheel of the vehicle. The PTL device is operatively engaged between a secondary pulley and a transmission case of the continuously variable transmission. The PTL device is configured to protect the powertrain layout from torque transients.

Brief Description of Drawings

Further advantages of embodiments and uses thereof will become more readily apparent when considered in view of the detailed description and following drawings, in which:

FIG. 1 shows a layout of a powertrain system according to an exemplary embodiment;

FIG. 2 illustrates another circuit diagram of a powertrain layout according to an exemplary embodiment;

FIG. 3 shows a block diagram of a powertrain layout according to an exemplary embodiment;

FIG. 4 illustrates a block diagram of a powertrain layout according to an exemplary embodiment;

FIG. 5 is a side perspective view of a portion of a drivetrain according to an exemplary embodiment;

FIG. 6 is an unassembled side perspective view of portions of the drivetrain of FIG. 5;

FIG. 7 is an end view of the portion of the drivetrain of FIG. 5;

FIG. 8 is a side view of a portion of the drivetrain of FIG. 5;

FIG. 9 is a top plan view of the portion of the powertrain of FIG. 5, with a cross-sectional view of the primary pulley and the input shaft assembly;

FIG. 10 is a top view of the portion of the powertrain of FIG. 5, with a cross-sectional view of the primary and secondary pulleys;

FIG. 11 is a side view of the portion of the powertrain of FIG. 5 with a cross-sectional side view of a portion of the primary pulley, the start clutch, the input shaft assembly, and the pump;

FIG. 12 is a top perspective view of a portion of a powertrain system, including a cross-sectional view of the primary and secondary pulleys, according to an exemplary embodiment;

FIG. 13 is an unassembled side view of the portion of the drivetrain of FIG. 12;

FIG. 14 is a cross-sectional top view of a continuously variable transmission according to an exemplary embodiment;

FIG. 15 is a cross-sectional side view of a hoof centrifugal clutch and torsional damper (torsional damper) in accordance with an exemplary embodiment;

FIG. 16 is a cross-sectional side perspective view of the clutch and torsional damper of FIG. 15; and

FIG. 17 is a cross-sectional side view of a plate clutch and torsional damper according to an exemplary embodiment.

In accordance with common practice, the various described features are not drawn to scale but are drawn to emphasize specific features relevant to the described subject matter. Reference characters denote like elements throughout the figures and text.

Detailed Description

In the following detailed description, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the embodiments, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the spirit and scope of the present invention. The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is defined only by the appended claims and equivalents thereof.

Embodiments provide an efficient and effective powertrain layout, which may include a steel belt continuously variable transmission. Some embodiments include a gear reduction that allows a primary pulley of a continuously variable transmission to rotate at a rate that is lower than an associated rate of engine rotation. Reducing the primary rate also reduces the secondary rate and reduces the rotational speed to a range where hydraulic clamping can be managed. Thus, engine speeds in excess of 6500eRPM may be used for the gear reducer of the embodiments. Embodiments further reduce the effective inertia of the transducer. The effective inertia is the inertia "seen" by the engine crankshaft. Embodiments further increase acceleration by reducing the effective inertia of the driveline. Lower driveline inertia results in improved fuel efficiency, and thus a greater range of fuel tanks. In another embodiment, upshifting is used instead of downshifting. This may be applicable to vehicles using diesel engines.

Further, some embodiments include mechanical limiting devices, such as clutches or Peak Torque Limiting (PTL) devices, that inherently prevent torque transients. In an embodiment, the PTL may be adjusted to slip before the associated belt of the continuously variable transmission slips. This provides a transient reaction time as it is always set to slip before the belt. Mechanical restraints allow less over-clamping during regular driving, which results in better transmission efficiency (more power to the ground, and greater range of air tanks, etc.) and lower state heat rejection requirements, etc.

An exemplary embodiment of a first layout 100 is shown in the layout diagram of fig. 1. As shown, in this example, a motor 110, such as an internal combustion engine, an electric motor, or any other type of torque-producing device, is connected to a gearbox 140 via a torsional damper 111. However, this design does not require the torsional damper 111 to function, and therefore other embodiments do not include the torsional damper 111. In the exemplary embodiment of FIG. 1, engine torque is coupled to a gear reducer 112 and a pump 114. Further, in some low peak engine speed configurations, the coupling may be to a gear speed increaser. Examples of gear reducers 112 are gear sets, chain drives, belt drives, and the like. However, any type of speed reducer that allows the pump 114 to be driven in conjunction with the crankshaft 109 (input shaft) of the motor 110 may be used. In embodiments, the pump 114 may even be on the same axis as the crankshaft 109. However, in the exemplary layout of FIG. 1, a gear reducer 112 is placed between the pump 114 and the crankshaft 109 of the motor 110. Since the pump 114 is in torsional communication with the crankshaft 109, the pump 114 rotates when the motor 110 generates engine torque.

Engine torque is transferred to the launch clutch 116 (first clutch) through the first gear reduction stage 120. Different types of starters or launch clutches 116 may be used, such as shoe centrifugal clutches, wet plate clutches, dry clutches, and the like. Examples of how two different types of start-up clutches work in embodiments are described herein. In a first shoe centrifugal type example, as best shown in fig. 15 and 16, the launch clutch 116 is engaged based on centrifugal force generated by the rotational speed of the motor 110. When the operator applies the throttle and the motor begins to increase in speed, the shoe 115 begins to move outward via centrifugal force and pulls the spring 119. When the spring 119 is overcome enough for the shoe 115 to rotate, the shoe 115 contacts the outer basket 117 and begins to apply power through the clutch 116. Likewise, when the operator releases the throttle and the engine speed drops to idle, the launch clutch 116 disengages. This occurs because when the rotational speed of the motor decreases, the shoe 115 decelerates and generates less centrifugal force. At sufficiently low rotational speeds, the spring 119 overcomes centrifugal forces and the clutch shoe 115. When this occurs, there is not enough force to transmit power to the outer basket by friction.

For driving a vehicle, a shoe clutch is very suitable. However, it does not provide engine braking for the vehicle. To achieve engine braking, a one-way bearing 118 is typically designed into the clutch 116. Engine braking occurs through the one-way bearing 118 when the vehicle's wheels 158 want to deliver power back through the driveline to the motor 110. This occurs when the wheel side of the start clutch 116 wants to run faster than the motor side of the start clutch 116 and the throttle is in a low position (normally the throttle is released). When there is hardly any throttle input from the operator, the motor 110 wants to run to a lower rotational speed at which the shoe 115 is disengaged from the outer basket 117. When this occurs, there is no direct coupling between the engine 110 and the tires 158. When the tire 158 wants to drive the tire side of clutch 116 faster than engine 110, the one-way bearing 118 will engage the tire 158 and deliver power from the tire 158 to engine 110. This produces engine braking. When the tire side of the clutch 116 decelerates to a slower degree than the engine side of the clutch 116, the one-way bearing 118 is released. When operating the vehicle downhill, if the operator applies the throttle, the motor 110 will increase in speed and the shoe 115 will increase centrifugal force and overcome the spring force from the spring 119, thereby creating sufficient force to the outer basket 117 to transfer torque and engage the clutch 116. When this occurs, the engine side of the clutch 116 begins to run as fast as the tire side of the clutch 116 and the one-way bearing 118 is released.

If the starting clutch is a plate wet clutch, such as clutch 216 best shown in FIG. 17, the clutch 216 may be engaged using hydraulic pressure, electronically via a ball ramp or some other activation system, with the controller and algorithm determining when the clutch 216 should be engaged. The use of this type of clutch typically eliminates the need for the one-way clutch 118. However, some embodiments may still use a one-way clutch arrangement.

In the arrangement shown in fig. 17, the transmission input shaft 211 is operatively connected to the torsional damper 111. Power from the engine 110 enters through the torsional damper 111 and into the transmission input shaft 211. The pump pinion 212 is connected to the transmission input shaft 211. The pump pinion 212 drives mating gears and rotates the pump 114. The clutch inner basket 232 is operatively connected to the transmission input shaft 211 and, like a pump, always rotates when the motor rotates. A plurality of friction plates 236 are operatively connected to the clutch inner basket 232. The plurality of reaction plates 234 are operatively connected to the outer clutch basket 217. In other embodiments, these may be reversed. The outer clutch basket 217 is operatively connected to a gear 220, and the gear 220 cooperates with another gear and drives the primary pulley 122 of the continuously variable transmission 121. In another embodiment, the clutch inner basket 232 may be operably coupled to the gear 220. Further, in other embodiments, the clutch inner basket 232 may be operably coupled to the primary shaft, and the outer clutch basket 217 may be operably coupled to always rotate with the motor through a gear reducer. Further, in an embodiment, the clutch inner basket 232 may be operatively coupled to the motor 110 through a gear reducer, and the outer clutch basket 217 may be operatively coupled to the primary shaft. Thus, in some embodiments, the launch clutch 116 (e.g., launch clutch 216) is located upstream of the gear reducer 120, while in other embodiments, the launch clutch 116 may be located downstream of the gear reducer. Further, in another embodiment, the launch clutch 116 is a torque converter 116.

A controller, such as controller 164 shown in fig. 3, communicates with the plurality of sensors 165-1 through 165-n. The controller 164 reads a number of vehicle inputs via sensor signals, such as engine speed, throttle position, gear position, line pressure, wheel speed, temperature sensors, operator presence (seat sensors), seal belt sensors, park brake sensors, service brake sensors, etc. and determines when the clutch 216 should be engaged. When the controller 164 determines that a clutch (e.g., clutch 116 in the embodiment shown in fig. 3) should be engaged and the vehicle should begin moving, it sends a signal to the control valve 166. The control valve 166 then changes position and pressure is applied to the oil/hydraulic line which sends oil to the chamber 230, where the piston 231 applies force to the clutch pack (friction plate 236 and reaction plate 234) as best shown in fig. 17. This force is reacted in the outer basket 217 through the pressure plate 238 and the retaining ring 240. Other systems besides a retaining ring may be used.

The clamping force is retained within the outer basket 217 on one side by the wall 233 of the basket 217 and on the other side by the retaining ring 240. As the pressure in the chamber 230 increases, force is applied to the clutch assembly (friction plate 236 and reaction plate 234) and the vehicle begins to move. When the operator decides to slow down and the motor 110 slows down, the controller 164 will monitor vehicle performance via the plurality of sensors 165-1 through 165-n and keep the clutch 216 engaged until it determines to release the clutch 216. When the controller determines that it is time to release the clutch 216, it sends a signal through the control valve 166 to release the pressure of the clutch 216. The pressure in the cavity 230 will drop and the clutch will be released by means of the biasing member 235 (which may be a spring 235 in an embodiment). During engine braking, the controller 164 will be able to determine through algorithms that engine braking is occurring and that the clutch 216 should remain engaged. The controller 164 will be able, again by algorithm, to determine that engine braking is occurring and to keep the clutch engaged until a predetermined speed is reached, for example 100 and 200 rpm or more above idle, and then it will tell the control valve 166 to reduce the pressure and the clutch 216 will release. The engagement and disengagement of clutch 216 may be fine tuned by controller 164 and control valve 166. This type of wet clutch may also be used to limit the torque through the vehicle.

Vehicles in the powersports (powersports) market typically produce very high impact loads through the system. This is because there are high inertia parts, such as the steel belt continuously variable transmission 121, which rotate at a high rotational speed, and thus store a large amount of kinetic energy. When vehicles on the market jump (as they often do), torque spikes occur through the driveline upon landing due to rapid deceleration or acceleration of high inertia components. If there is a PTL 113 in the system, it will slip in it, limiting the amount of peak torque through the transmission. Controlling this type of PTL 113 via controller 164 and valve 166, an algorithm may be developed to reduce or regulate the pressure in clutch 113 and allow it to slip. Via controller 164 and valve 166, the clutch 113 can be set to always slip before the steel belt 123 slips and before excessive peak torque damages something in the gearbox 140.

Powered sports vehicles are often operated in remote locations away from common services such as towing or roadside assistance. Therefore, the faulty vehicle is usually recovered by the user. The PTL may also serve as a disconnect device between the wheels and the inverter when a failed vehicle is towed by another vehicle when the vehicle is towed by another vehicle. Disconnection is necessary to prevent the converter from rotating at zero pressure in the pistons 128 and 129 due to engine stop. Rotating the variator with zero pressure and residual torque from the engine or starting clutch resistance can result in slippage between the belt 123 and pulleys 126 and 127 and subsequent damage.

Referring back to fig. 1, in the exemplary embodiment, powertrain arrangement 100 includes a first gear reducer 120 positioned between engine 110 and a continuously variable transmission primary clutch 122, which primary clutch 122 is also referred to as a primary pulley 122 of a continuously variable transmission 121. The first gear reducer 120 is used to reduce the speed of the continuously variable transmission 121. For a given vehicle speed, the motors used side-by-side typically spin faster than most automobile engines. In order to have a reasonable output rotation speed, the first gear reducer 120 is located in front of the primary pulley 122 of the continuously variable transmission (i.e., between the motor 110 and the continuously variable transmission 121). The gear reducer 120 may be a driving and driven parallel axis gear set or any other type of gear reducer, such as planetary gears, parallel axis gear sets as depicted in the figures, chain drives, belt drives, or the like. As discussed, the primary gear reducer 120 (or first gear set) reduces the rate of rotation of the output of the motor 110 (crankshaft 109) received by the primary pulley 122 of the continuously variable transmission 121. The first gear reducer 120 also allows the continuously variable transmission 121 to be positioned offset from the axis 501 of the crankshaft 109 (output) of the motor. In an exemplary embodiment, the axis of rotation 502 of the continuously variable transmission 121 is above the axis of the crankshaft 109. This is best shown in the example of fig. 5. Furthermore, the primary gear reducer also allows the continuously variable transmission 121 to be positioned above the differential axis 503. In the example, the primary or first gear reducer 120 includes a gear 510 engaged with the input shaft assembly 107 and a gear 512, in this example, the gear 512 is part of a first clutch (or launch clutch 512). This is best shown in fig. 8.

As shown in fig. 1, power is delivered to the primary pulley 122 via a shaft connected to the first gear reducer 120. The continuously variable transmission 121 further includes a secondary pulley or secondary pulley 124 that receives power from the primary pulley 122 via a belt 123. The belt 123 connects the primary pulley 122 and the secondary pulley 124. Example types of belts 123 used in the steel belt continuously variable transmission example include steel drag chain type chains and steel push belts. Both types of belts/chains are well known in the art. Other types of belt or annular ring members may also be used. During operation, the belt 123 needs to be held taut between the primary pulley 122 and the secondary pulley 124 of the continuously variable transmission 121.

Referring to the cross-sectional side view of the continuously variable transmission 121 of fig. 14, in order to clamp the pulleys 122 and 124 on the belt 123, pressurized oil is typically used to generate the clamping force. For example, the primary pulley 122 has a cavity or piston 129 behind a movable sheave 126a of a pair of sheaves 126 including a movable sheave 126a and a fixed sheave 126 b. In this example, the secondary pulley 124 has a cavity or piston 128 behind a movable pulley 127a of a pair of pulleys 127 including a movable pulley 127a and a fixed pulley 127 b. Oil flowing from pump 114 pressurizes chambers 128 and 129. When the pressure is high enough, the clamping force will create friction between the belt 123 and the pulleys 126 and 127 and transmit power. In an embodiment, the system operates with sufficient pressure and clamping force so that when the launch clutch 116 is engaged, there is sufficient pressure in the pistons 129 and 128 to generate a high enough force in the pulleys 126 and 127 to generate a frictional force between the belt 123 and the pulleys 126 and 127 that can transfer torque from the primary pulley 122 to the secondary pulley 124, which is transferred through the launch device. The pulleys 126 and 127 in the primary and secondary pulleys 122 and 124 have conical surfaces that engage conical side surfaces on the belt 123. The pulleys 126 and 127 of the primary pulley 122 and the secondary pulley 124 may be made of hardened steel.

To control the oil pressure in the pistons 128 and 129, a transmission controller or a continuously variable transmission controller or any computer-based controller (such as the controller 164 shown in FIG. 3) reads signals from various sensors on the vehicle and determines a desired speed ratio for operating the continuously variable transmission 121 through algorithms executed via the controller 164. In the example, the valve 166 and hydraulic circuit are controlled to increase or decrease the pressure in the pistons 128 and 129 of the respective primary and secondary clutches 122 and 124. Sufficient pressure from pulleys 126 and 127 is required to act on belt 123 to prevent belt 123 from slipping. An algorithm implemented by the controller 164 in conjunction with the valve 166 adjusts the pressure in the pistons 128 and 129 to maintain sufficient force on the belt 123 to overcome the friction created by the torque applied by the motor 110.

To increase the gear ratio in the continuously variable transmission 121 to a higher gear ratio, the controller 164 increases the pressure in the cavity 129 of the primary pulley 122. In some cases, a simultaneous drop in pressure in the cavity 128 of the secondary pulley 124 may occur. An increase in the clamping force on the primary pulley 122 and a decrease in the clamping force on the secondary pulley 124 will cause the primary pulley 122 to close the gap between the stationary sheave 126a and the movable sheave 126 b. At the same time, the secondary pulley 124 will increase the distance between the stationary pulley 127a and the movable pulley 127 b. In other cases, the clamping force in the secondary pulley 124 does not drop simultaneously. Whether it is desired to simultaneously reduce the pressure in the primary pulley 124 depends on a number of factors, such as throttle position, load on the engine, desired speed ratio, and the like. The algorithms and adjustments of the continuously variable transmission 121 will determine what signals the controller 164 sends to the control valve 166 to increase or decrease the clamping force in the primary pulley 122 and the secondary pulley 124 and change the speed ratio in the continuously variable transmission 121.

Oil is used to lubricate and cool the drive clutch 122, pulleys 126 and 127 of the secondary pulley 124, and belt 123, as well as other components of the powertrain layout. As discussed above, the oil also serves to apply pressure to the movable pulleys 126a and 127a of the respective primary and secondary pulleys 122 and 124.

Referring back to fig. 1, power is transmitted from the secondary pulley 124 to the transmission case 140 through the second clutch or PTL 113. PTL 113 will be discussed further below. The transmission 140 in the exemplary embodiment includes a high speed gear set 142, a low speed gear set 144, a reverse gear set 146, and a park gear 148. The third stage gear set 150 is operatively coupled to the transmission 140. Furthermore, a fourth stage fourth gear set 152 is operatively engaged with the third gear set 150. Finally, a fifth stage gear set 154 (or output gear set) is operatively engaged with the fourth gear set 152. The output gear set 154 is illustrated in this example as a bevel gear set. However, the output gear set 154 may be a differential, spool, or the like. The output gearset 154 is in turn operatively engaged to a rear tire 158 of the vehicle. Further, in this exemplary arrangement, the pinion gear 170 on the fourth stage gear set 152 is also connected to the propshaft 160, and the propshaft 160 is connected to a front differential (not shown) that drives front tires (not shown).

As mentioned above, the powertrain layout 100 of FIG. 1 has five gear reducers. More or fewer gear reducers may be used. For example, not all of the gears discussed above are necessary. It may be desirable to have only forward, reverse and park gears, or only forward and reverse gears. Or only a plurality of gear sets may be required to operatively connect the secondary pulley 124 to a set of tires 158. One feature of the powertrain arrangement 100 is that the vehicle is provided with a longitudinal motor, with the crankshaft 109 directed toward the rear 162 of the machine. The first gear set 120 is used to raise the cvt 121 in the vehicle so it can be located above the rear output set or rear differential 154. This allows the entire transmission 110 to be used as a transaxle, which results in a reduction in required parts, cost savings, and a better fit in the vehicle than a transmission and rear differential connected via a propeller shaft.

An example of a second layout 200 is shown in the layout diagram of fig. 2. The second layout 200 is similar to the layout 100 above, except that there is an additional gear set 164 that connects the pinion shaft 167 of the fifth stage gear set 154 (or output gear set) to the front output shaft 168. Front propeller shaft 160 is typically operatively connected to the front output shaft 168 at a universal or constant velocity joint 170. The reason for the additional gear set 164 and front output shaft 168 is so that the drive shaft 160 can fit around the motor 110, or so that the front and rear drive shafts (drive shafts) can rotate at different rates, which is important for an overrunning clutch type final drive.

The vehicle block diagram 300 of fig. 3 illustrates a vehicle layout including an exemplary embodiment transaxle 301. As shown, the motor 110 is operatively connected to a torsional damper coupling 111. The torsional damper coupling 111 is in turn operatively connected to the oil pump 114 and the primary gear reducer set 120. In this example embodiment, the oil pump 114 always rotates with the torsional damper 111. In some embodiments, the oil pump 114 provides a flow of oil to components of the vehicle layout. For example, the oil pump 114 may provide a flow of oil to the oil cooler 324, the control valve 166, and in turn to the launch clutch 116 and the cvt 121. The oil pump 114 may be directly coupled to the torsional damper 114, or a gear reducer may be between the torsional damper 114 and the oil pump 114. In any event, in this example embodiment, the oil pump 114 always rotates in conjunction with the torsional damper 111 and the engine 110.

The power (or torque) flowing into the torsional damper 111 and the oil pump 114 then reaches the start-up clutch 116 via the primary gear reducer set 120. Different types of starting clutches may be used. In this embodiment, the primary gear reducer 120 moves the continuously variable transmission 121 away from the axis of the motor 110. Torque is further coupled between the continuously variable transmission 121 and the gearbox 140. In the embodiment of fig. 3, PTL 113 (or a second clutch) is located between continuously variable transmission 121 and transmission case 140. The gearbox 140 may contain one gearset or multiple gearsets. Furthermore, the transmission 140 may have only a forward/reverse gear or a high-low-reverse-park-neutral transmission or any desired combination of gears. In this example, the gearbox 140 has two outputs, one to rear wheels 328a and 328b via half shafts 307a and 307b, and one to a front gearbox (not shown) via a propeller shaft 326. Controller 164 monitors various sensors on the vehicle and transmission and determines when to engage clutches, such as launch clutch 116 and PTL 113. In one embodiment, an electronic actuator under the control of controller 164 is used to selectively engage clutches 116 and 113. In another embodiment, they are actuated via hydraulic pressure by control valve 166 under the control of controller 164. The controller 164 further controls the gear ratio of the continuously variable transmission 121. In an embodiment, it does this by sending a signal to the control valve 166, which control valve 166 increases or decreases the pressure to change the gear ratio in the continuously variable transmission 121 and, if necessary, engages/disengages the starting clutch 116 and PTL 113.

In general, the controller 164 may include any one or more of a processor, microprocessor, Digital Signal Processor (DSP), Application Specific Integrated Circuit (ASIC), Field Programmable Gate Array (FPGA), or equivalent discrete or integrated logic circuitry. In some example embodiments, the controller 164 may include components such as any combination of one or more microprocessors, one or more controllers, one or more digital signal processors, one or more application specific integrated circuits, one or more field programmable gate arrays, and other discrete or integrated logic circuitry. The functionality attributed herein to controller 164 may be embodied as software, firmware, hardware, or any combination thereof. The controller 164 may be part of a system controller or a component controller, such as an engine controller or a transmission controller. Memory 163 may include computer-readable operational instructions that, when executed by controller 164, provide the functionality of the transmission. These functions may include a function of controlling the gear ratio of continuously variable transmission 121 and the activation of start clutch 116 and PTL 113. Computer readable instructions may be encoded in memory 163. Memory 163 is a suitable non-transitory storage medium or media including any volatile, non-volatile, magnetic, optical, or electronic medium, such as, but not limited to, Random Access Memory (RAM), Read Only Memory (ROM), non-volatile RAM (nvram), electrically erasable programmable ROM (eeprom), flash memory, or any other storage medium.

The vehicle block diagram 400 of fig. 4 shows another exemplary vehicle layout with a separate transmission 301 and rear drive 305 (rear differential). Similar to the exemplary configuration of fig. 3, the motor 110 is operably engaged with the torsional damper coupling 412. The torsional damper coupling 111 is operatively connected or engaged to the oil pump 114 and the primary gear reducer set 120. The oil pump 114 may always rotate with the torsional damper coupling 111. The oil pump 114 delivers oil to an oil cooler 324 and, if desired, to a control valve 166 and, in turn, to the cvt 121. As with the embodiments discussed above, the oil pump 114 may be directly coupled to the torsional damper coupler 111, or a gear reducer may be between the torsional damper coupler 111 and the oil pump 114. In any case, in the embodiment, the oil pump 114 may always rotate in cooperation with the torsional damper 111 and the motor 110. The power (or torque) flowing into the torsional damper 111 and the oil pump 114 then flows to the starting clutch 116.

In this embodiment, the primary gear reducer 120 is used to move the continuously variable transmission 121 off the axis of the engine 110. In this example embodiment, torque is communicated between continuously variable transmission 121 and transmission case 140 via PTL 113 (second clutch). The transmission 140 may have one gearset therein or a plurality of gearsets therein. The transmission 140 may also have only forward/reverse in it or a high-low-reverse-park-neutral transmission in it or any combination of gears desired to be placed in it. The exemplary gearbox 140 has two outputs, one to a front gearbox (not shown) via a drive shaft 326 and one to a rear drive 405 via a rear drive shaft 402. The rear drive 405 (or differential) is in torsional communication with the wheels 328a and 328b via half shafts 307a and 307 b. The controller 164 monitors various sensors on the vehicle and transmission and determines when to engage/disengage the clutches 116 and 113. In this embodiment, the controller further controls the gear ratio of the continuously variable transmission 121. In the exemplary embodiment, controller 164 accomplishes this by sending a signal to a control valve that increases or decreases pressure to change the gear ratio in continuously variable transmission 121.

Fig. 5-10 show various views of a portion of a powertrain layout 300, which is most similar to the block diagram of fig. 3, wherein the powertrain layout 300 includes a transaxle. Fig. 5 and 7-10 show various assembled views, while fig. 6 shows an unassembled view. A partial powertrain layout 300 is illustrated as including a gearbox 140 (or transmission assembly), damper 111, and pump 114. The pump 114 is operatively coupled to the motor 110 via the torsional damper 111 and the input shaft 109. Fig. 6 shows the input shaft assembly 107. In this example, the pump 114 is in rotational communication with the motor 110 via an annular ring member 103, such as, but not limited to, a belt or chain that is operably engaged with the input shaft 109. referring now to FIGS.

The first clutch 116 and the primary (driving) pulley 122 and secondary (driven) pulley 124 of the continuously variable transmission 121 are further illustrated in fig. 5-10. The primary shaft 143 of the primary pulley 122 is coupled to the first clutch 116 (a starting clutch or a starting device). Mounted on the primary shaft 143 is a primary pulley piston 133 and a movable pulley 126 a. In addition, the stationary sheave 126b is statically mounted on the primary shaft 143 of the primary pulley 122 of the continuously variable transmission 121. The secondary shaft 147 of the secondary pulley 124 of the continuously variable transmission is coupled to the transmission case 140. The second pulley piston 135 and the movable pulley 127a are mounted on a secondary shaft 147. In addition, the stationary sheave 127b is statically mounted on a secondary shaft 147 of the secondary pulley 124 of the continuously variable transmission. The belt 123 may be a steel belt or other type of endless loop member that selectively transfers rotational torque between the primary pulley 122 and the secondary pulley 124.

Also shown in fig. 5-10 is a second clutch 113 (or PTL) located between the transmission case 140 and the secondary shaft 147 of the secondary pulley 124. Also shown in the drawings are bearings 131 and a rear drive hub (or rear differential 154). The rear differential includes a ring gear 157, the ring gear 157 being operatively engaged to a pinion gear 153 of a pinion shaft 167 of the gearbox 140. Also shown is an actuator 155 to selectively lock/unlock the differential as needed. In one embodiment, the controller 164 is configured to control operation of the actuator based on signals from one or more signal inputs. The ring gear 157 of the differential 154 engages the pinion gear 153 of the transmission assembly 140 to transfer torque between the transmission 140 and the differential 154.

Fig. 11 to 13 show a partial powertrain layout similar to that of fig. 4, in which a variator is used instead of a transaxle. Further, in this example, the gearbox 140 includes a shift drum 141. The shift drum 141 is used to selectively change the gearing in the gearbox 140.

Exemplary embodiments

Example 1 is a powertrain layout comprising a primary gear reducer, a steel belt continuously variable transmission, and a transmission. The primary gear reduction is operatively coupled to the output of the motor. The steel belt continuously variable transmission includes a primary pulley and a secondary pulley. The primary pulley of the steel belt continuously variable transmission is operatively engaged to the primary gear reducer. The primary gear reducer reduces the rotation rate of the output of a motor coupled to a primary pulley of a steel belt continuously variable transmission. The transmission case is operatively engaged with a secondary pulley of the steel belt continuously variable transmission. The gearbox is configured to couple torque between the steel belt continuously variable transmission and a wheel of a vehicle.

Example 2 includes the powertrain arrangement of example 1, further comprising a launch clutch that is operably engaged between the output of the motor and the primary pulley of the steel belt continuously variable transmission.

Example 3 includes the powertrain arrangement of any of the examples, wherein the primary gear reducer further includes a first gear coupled to the output of the motor and a second gear coupled to the launch clutch. The first gear is engaged with the second gear.

Example 4 includes the powertrain arrangement of example 2, wherein the launch clutch is one of a centrifugal force type and a plate type.

Example 5 includes the powertrain arrangement of any of examples 1-4, further comprising a Peak Torque Limiting (PTL) device operably engaged between the secondary pulley and the transmission case of the steel belt continuously variable transmission. The PTL device is configured to protect the powertrain layout from torque transients.

Example 6 includes the powertrain arrangement of example 5, wherein the PTL device has a first portion coupled to a first shaft of a secondary pulley of the steel belt continuously variable transmission and a second portion coupled to an input shaft of the gearbox.

Example 7 includes the drivetrain layout of any of examples 1-6, further comprising a torsional damper coupling operably engaged between the output of the motor and the primary gear reducer.

Example 8 includes the powertrain arrangement of any of examples 1-7, further including an oil pump, control valves, and at least one controller. An oil pump is operatively coupled to the output of the motor. The control valve is in fluid communication with the oil pump. The control valve is also in selective fluid communication with the pistons in the respective primary and secondary pulleys. The at least one controller is configured to control the control valves to move the respective pistons in the primary and secondary pulleys to adjust the clamping force in the respective primary and secondary pulleys based on current operating conditions of the powertrain layout.

Example 9 includes the drivetrain layout of any of examples 1-8, wherein the output of the motor is a crankshaft, and the primary gear reducer places the steel belt continuously variable transmission above an axis of the crankshaft.

Example 10 includes the powertrain arrangement of any of examples 1-9, wherein the primary gear reducer further places the steel belt continuously variable transmission above an axis of the at least one rear differential.

Example 11 includes the drivetrain layout of any of examples 1-10, wherein the steel-belted continuously variable transmission further includes a steel belt operably engaged between the primary pulley and the secondary pulley to selectively communicate torque between the primary pulley and the secondary pulley, wherein the steel belt is one of a belt and a chain.

Example 12 includes a powertrain arrangement including a primary gear reducer, a continuously variable transmission, a launch clutch, a transmission, and a Peak Torque Limiting (PTL) device. The primary gear reduction is operatively coupled to the output of the motor. The continuously variable transmission includes a primary pulley, a secondary pulley, and a belt operatively engaged between the primary pulley and the secondary pulley. The primary pulley of the continuously variable transmission is further operatively engaged to a primary gear reducer. The primary gear reducer reduces the rotation rate of the output of the motor connected to the primary pulley of the continuously variable transmission. The start-up clutch is operatively engaged between the primary gear reducer and a primary pulley of the continuously variable transmission. The transmission case is operatively engaged with a secondary pulley of the continuously variable transmission. The gearbox is configured to couple torque between the continuously variable transmission and a wheel of the vehicle. The PTL device is operatively engaged between a secondary pulley and a transmission case of the continuously variable transmission. The PTL apparatus is configured to protect the powertrain layout from transients.

Example 13 includes the drivetrain layout of example 12, wherein the primary gear reducer further includes a first gear coupled to the output of the motor and a second gear coupled to the launch clutch. The first gear is engaged with the second gear.

Example 14 includes the powertrain arrangement of any of examples 12-13, wherein the launch clutch is one of a centrifugal force type and a plate type.

Example 15 includes the powertrain arrangement of any of examples 12-14, further including an oil pump, control valves, and at least one controller. An oil pump is operatively coupled to the output of the motor. The control valve is in fluid communication with the oil pump. The control valve is also in selective fluid communication with the pistons in the respective primary and secondary pulleys. The at least one controller is configured to control the control valves to move the respective pistons in the primary and secondary pulleys to adjust the clamping force in the respective primary and secondary pulleys based on current operating conditions of the powertrain layout.

Example 16 includes the powertrain arrangement of any of examples 12-15, wherein the output of the motor is a crankshaft and the primary gear reducer places a belt of the continuously variable transmission above an axis of the crankshaft and above an axis of the at least one rear differential.

Example 17 includes the powertrain arrangement of any of examples 12-16, wherein the belt of the continuously variable transmission is a steel belt.

Example 18 includes a vehicle including a motor, a drivetrain layout, at least one differential, and a plurality of wheels. The motor is used to generate engine torque. The motor includes an output. The powertrain layout includes a primary gear reducer, a continuously variable transmission, a launch clutch, a gearbox, and a PTL device. The primary gear reduction is operatively coupled to the output of the motor. The continuously variable transmission includes a primary pulley, a secondary pulley, and a belt operatively engaged between the primary pulley and the secondary pulley. A primary pulley of the continuously variable transmission is operatively engaged to the primary gear reducer. The primary gear reducer reduces the rotation rate of the output of the motor coupled to the primary pulley of the continuously variable transmission. The start clutch is operatively engaged between the output of the motor and a primary pulley of the continuously variable transmission. The transmission case is operatively engaged with a secondary pulley of the continuously variable transmission. The gearbox is configured to couple torque between the continuously variable transmission and a wheel of the vehicle. The PTL device is operatively engaged between a secondary pulley and a transmission case of the continuously variable transmission. The PTL apparatus is configured to protect the powertrain layout from transients. At least one differential is operably engaged with the transmission. A plurality of wheels are operably engaged with the at least one differential.

Example 19 includes the vehicle of example 18, further comprising at least one controller. The at least one controller is configured to control operation of at least one of the continuously variable transmission, the launch clutch, and the PTL.

Example 20 includes the vehicle of example 18, wherein the powertrain layout further includes an oil pump, control valves, and at least one controller. An oil pump is operatively coupled to the output of the motor. The control valve is in fluid communication with the oil pump. The control valve is also in selective fluid communication with the pistons in the respective primary and secondary pulleys. The at least one controller is configured to control the control valve to move the respective pistons in the primary and secondary pulleys to adjust the clamping force in the respective primary and secondary pulleys based on current operating conditions of the powertrain layout.

Example 21 includes the vehicle of example 19, further comprising at least one sensor. The controller is configured to control operation of at least one of the continuously variable transmission, the launch clutch, and the PTL based at least in part on at least one signal from at least one sensor.

Example 22 includes a powertrain arrangement including a continuously variable transmission, a gearbox, and a PTL. The continuously variable transmission includes a primary pulley and a secondary pulley. A primary pulley of the continuously variable transmission is operatively engaged to an output of the motor. The transmission case is operatively engaged with a secondary pulley of the continuously variable transmission. The gearbox is configured to couple torque between the continuously variable transmission and a wheel of the vehicle. The PTL device is operatively engaged between a secondary pulley and a transmission case of the continuously variable transmission. The PTL device is configured to protect the powertrain layout from torque transients.

Example 23 includes the powertrain arrangement of example 22, further including a primary gear reducer and a launch clutch. The primary gear reduction is operatively coupled to the output of the motor. The primary gear reducer reduces the rotation rate of the output of the motor coupled to the primary pulley of the continuously variable transmission. The start clutch is operatively engaged between the output of the motor and a primary pulley of the continuously variable transmission.

Example 24 includes the powertrain layout of example 23, wherein the PTL is configured to act as a disconnect device during a traction condition to allow a true neutral (true neutral) to be achieved.

Although specific embodiments have been illustrated and described herein, it will be appreciated by those of ordinary skill in the art that any arrangement, which is calculated to achieve the same purpose, may be substituted for the specific embodiments shown. This application is intended to cover any adaptations or variations of the present invention. Therefore, it is manifestly intended that this invention be limited only by the claims and the equivalents thereof.