that will change everything

 

Cool

 

There have been similar designs playing around the fringes since the 50s or earlier. Maybe technology has advanced to the level were this time it will work...or maybe not.

 

Lighter weight materials, even plastics, could help with the implementation of a different CVT system on a snowmobile.

The electric Alternator-Traction Motor system, as used in most modern Diesel electric locomotives, also has some potential. With improved magnet technology, the components are getting lighter. It can allow full power transfer from zero mph, without shock. It lets the motor be at full rpm when starting out, with smooth loading, if desired. Reverse is simple, and the system does not need to be inline, but could have the alternator located where the primary clutch is now, and electric traction motor on the opposite side of the sled, if desired. The motor might even be inside the tunnel. No need for a chaincase, and it does not pull the PTO side of the engine towards the driveshaft. This offers a broad range of drive ratios. A similar arrangement has been used in diesel locomotives for well over half a century.

Modern electronics (especially with a drive by wire throttle) could have the drive ratio, keep the engine in its optimum, most economical rpm, for the amount of horsepower needed at any time. Some systems also use the alternator as an engine starting motor, so a separate electric starter motor is not required.

 

All that steel looks heavy to me.

Could be good in a car though.

 

Very cool technology. I hope the sled OEMs are looking into this. Seems like you might be able to couple the output right to the driveshaft? Think of the weight savings and simplicity there if true!

I have been saying for a while now that the next leap forward in performance needs to come from next generation clutch and power transmission systems. The power these sled engines now make exceed the cvt clutch's ability to get it to the ground. I think next gen drive systems has the potential to reduce weight.

No where is this more evident than when the lowly 145hp Polaris routinely hangs with and sometimes beats the 160hp sleds. Polaris has a better and more efficient clutch that makes 15hp differences disappear.

 

It'll be the new diamond drive system in Arctic cats. Won't have to worry about blowing the belt anymore!

Steve

 

i dunno gotta remember that needs to be in a case so they can be in fluid. seems a lot heavier then what the couple clutches and a belt way.

 

The smoothness, no jerky shifting, gas mileage, and smooth acceleration of my 2014 Pathfinder with CVT find me never wanting to drive regular auto tranny again. Murano's are just as smooth.

 

This discussion reminded me of something.
Some of us on HCS are old enough to remember the Buick "Dynaflow" transmissions of the late '40's thru the '50's.
Dubbed "Dynaflush" or "Dynaslush"
Basically a big torque converter working through a planetary gear system that was manually shifted.

Big heavy cars with a smooth, but sluggish acceleration behind the massive in-line 8-cyl engine.
Poor on fuel even in cheap fuel years.


Dynaflow - Wikipedia, the free encyclopedia

 

Pretty much a shuttle shift in Kubota tractors.

Steve

 

My dad bought a new MY63 Buck LeSabre with the twin turbine, multiple stator torque converter transmission. That did not have any gears shifting, from 0 to maximum. It was fond of fuel, with a 401 CID V8, but it was very smoooooth.