Continuously variable transmission

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Transmission types
Manual

Automatic

Semi-automatic

Continuously-variable
Multitronic
Derailleur gears
Hub gears

The continuously variable transmission (CVT) is a transmission in which the ratio of the rotational speeds of two shafts, as the input shaft and output shaft of a vehicle or other machine, can be varied continuously within a given range, providing an infinite number of possible ratios.

The continuously variable transmission should not be confused with the power split transmission (PST), as used in the Toyota Prius and other hybrid vehicles that use two or more inputs with one output, despite some similarities in their function.

A CVT need not be automatic, nor include zero or reverse output. Such features may be adapted to CVTs in certain specific applications.

Other mechanical transmissions only allow a few different discrete gear ratios to be selected, but the continuously variable transmission essentially has an infinite number of ratios available within a finite range, so it enables the relationship between the speed of a vehicle engine and the driven speed of the wheels to be selected within a continuous range. This can provide better fuel economy than other transmissions by enabling the engine to run at its most efficient speeds within a narrow range.

CVT transmissions have been refined over the years and are much improved from their origins.

Contents

[edit] Types

[edit] Infinitely Variable Transmission (IVT)

A specific type of CVT is the infinitely variable transmission (IVT), which has an infinite range of input/output ratios in addition to its infinite number of possible ratios; this qualification for the IVT implies that its range of ratios includes a zero output/input ratio that can be continuously approached from a defined "higher" ratio. A zero output implies an infinite input, which can be continuously approached from a given finite input value with an IVT. Low gears are a reference to low ratios of output/input which have high input/output ratios that are taken to the extreme with IVTs, resulting in a "neutral", or non-driving "low" gear limit. Most continuously variable transmissions are not infinitely variable.

Most (if not all) IVTs result from the combination of a CVT with an epicyclic gear system (which is also known as a planetary gear system) that facilitates the subtraction of one speed from another speed within the set of input and planetary gear rotations. This subtraction only needs to result in an continuous range of values that includes a zero output; the maximum output/input ratio can be arbitrarily chosen from infinite practical possibilities through selection of extraneous input or output gear, pulley or sprocket sizes without affecting the zero output or the continuity of the whole system. Importantly, the IVT is distinguished as being "infinite" in its ratio of high gear to low gear within its range; high gear is infinite times higher than low gear. The IVT is always engaged, even during its zero output adjustment.

The term "Infinitely Variable Transmission" does not imply reverse direction, disengagement, automatic operation, or any other quality except ratio selectabilty within a continuous range of input/output ratios from a defined minimum to an undefined, "infinite" maximum. This means continuous range from a defined output/input to zero output/input ratio.

[edit] Ratcheting CVT

The Ratcheting CVT is a transmission that relies on static friction and is based on a set of elements that successively become engaged and then disengaged between the driving system and the driven system, often using oscillating or indexing motion in conjunction with one-way clutches or ratchets that rectify and sum only "forward" motion. The transmission ratio is adjusted by changing linkage geometry within the oscillating elements, so that the summed maximum linkage speed is adjusted, even when the average linkage speed remains constant. Power is transferred from input to output only when the clutch or ratchet is engaged, and therefore when it's locked into a static friction mode where the driving & driven rotating surfaces momentarily rotate together without slippage.

These CVT transmissions can transfer substantial torque because their static friction actually increases relative to torque throughput, so slippage is impossible in properly designed systems. Efficiency is generally high because most of the dynamic friction is caused by very slight transitional clutch speed changes. The drawback to ratcheting CVT's is vibration caused by the successive transition in speed required to accelerate the element which must supplant the previously operating & decelerating, power transmitting element. An Infinitely Variable Transmission (IVT) that is based on a Ratcheting CVT and subtraction of one speed from another will greatly amplify the vibration as the IVT output/input ratio approaches zero.

Ratcheting CVT's are distinguished from Variable Diameter Pulleys (VDP's) and Roller-based CVT's by being static friction-based devices, as opposed to being dynamic friction-based devices that waste significant energy through slippage of twisting surfaces.

[edit] Variable-diameter pulley (VDP) or Reeves Drive

[edit] Roller-based CVT

(marketed as the Traction CVT, Extroid CVT, Nuvinci CVP, or IVT)

Consider two almost-conical parts, point to point, with the sides dished such that the two parts could fill the central hole of a torus. One part is the input, and the other part is the output (they do not quite touch). Power is transferred from one side to the other by one or more rollers. When the roller's axis is perpendicular to the axis of the almost-conical parts, it contacts the almost-conical parts at same-diameter locations and thus gives a 1:1 gear ratio. The roller can be moved along the axis of the almost-conical parts, changing angle as needed to maintain contact. This will cause the roller to contact the almost-conical parts at varying and distinct diameters, giving a gear ratio of something other than 1:1. Systems may be partial or full toroidal. Full toroidal systems are the most efficient design while partial toroidals may still require a torque converter (e.g., Jatco "Extroid"), and hence lose efficiency.

Diagrams:

[edit] Hydrostatic CVT

Hydrostatic transmissions use a variable displacement pump and a hydraulic motor. All power is transmitted by hydraulic fluid. These types can generally transmit more torque, but are very sensitive to contamination. Some designs are also very expensive. However, they have the advantage that the hydraulic motor can be mounted directly to the wheel hub, allowing a more flexible suspension system and eliminating efficiency losses from friction in the drive shaft and differential components. This type of transmission has been effectively applied to expensive versions of light duty ridden lawn mowers, garden tractors and some heavy equipment, e.g. agricultural machinery including foragers and combines but not anything that works the ground because the transmission cannot transmit enough torque.

[edit] Hydristor IVT

Main article: Hydristor

The Hydristor torque converter is a true IVT in that the front unit connected to the engine can displace from zero to 27 cubic inches per revolution forward and zero to -10 cubic inches per revolution reverse. The rear unit is capable of zero to 75 cubic inches per revolution. The common "kidney port" plate between the two sections communicates the hydraulic fluid under pressure and suction return in a "serpentine-torodial" flow path between the two Hydristor internal units. The IVT ratio is determined by the ratio of input displacement to output displacement. Therefore, the theoretical range of Hydristor IVT ratios is 1/infinity to +-infinity/1 but real-world ratios are constrained by physics.

[edit] Simkins' Ratcheting CVT

This transmission is an example of a Ratcheting CVT, prototyped as a bicycle transmission, protected under U.S. Patent #5516132. The input is the crank with a round hub integrated with it, and an array of twelve arms that are pivotally mounted to pins in the hub circle. Each arm has a pinion gear mounted on a one way clutch that allows only clockwise rotation of the pinion relative to the arm. All of these pinions are engaged with a large ring gear that is integrated with the chainwheel as the output, and the ring gear/chainwheel assembly is mounted to a mechanism that enables it to be adjusted from a position of concentricity with the crank hub to various amounts of eccentricity with the crank hub. Adjustment of this eccentricity variably changes the output/input ratio from 1:1 to 2.6:1 as the ring gear/sprocket assembly is moved from a position concentric with the crank hub to an eccentric position.

The eccentricity control mechanism is connected to a spring that pushes the transmission into its eccentric high gear position shown in the picture. The largest spread of the arms is indicative of the gear ratio because the spreading arms are the only arms whose pinions (and one-way clutches) are locked and driving the ring gear/chainwheel assembly. Strong pedaling torque causes this mechanism to react against the spring, moving the ring gear/chainwheel assembly toward a concentric, lower gear position. When the pedaling torque relaxes to lower levels, the transmission self-adjusts toward higher gears, accompanied by an increase in transmission vibration that produces a foot massage! This transmission behaves according to the definition of a Ratcheting CVT.


[edit] Advantages and drawbacks

Compared to hydraulic automatic transmissions:

  • CVTs can smoothly compensate for changing vehicle speeds, allowing the engine speed to remain at its level of peak efficiency. They may also avoid torque converter losses. This improves both fuel economy and exhaust emissions. However, some units (e.g., Jatco "Extroid") also employ a torque converter. Fuel efficiency advantages as high as 20% over four-speed automatics can be obtained.
  • CVTs have much smoother operation. This can give a perception of low power, because many drivers expect a jerk when they begin to move the vehicle. The satisfying jerk of a non-CVT transmission can be emulated by CVT control software though, eliminating this marketing problem.
  • Since the CVT keeps the engine turning at constant RPMs over a wide range of vehicle speeds, pressing on the accelerator pedal will make the car move faster but doesn't change the sound coming from the engine as much as a conventional automatic transmission gear-shift. This confuses some drivers and, again, leads to a mistaken impression of a lack of power.
  • Most CVTs are simpler to build and repair.
  • CVT torque handling capability is limited by the strength of their belt or chain, and by their ability to withstand friction wear between torque source and transmission medium for friction-driven CVTs. CVTs in production prior to 2005 are predominantly belt or chain driven and therefore typically limited to low powered cars and other light duty applications. More advanced IVT units using advanced lubricants, however, have been proven to support any amount of torque in production vehicles, including that used for buses, heavy trucks, and earth moving equipment.

[edit] History

Leonardo da Vinci, in 1490, conceptualized a stepless continuously variable transmission.[1] [2] The first patent for a toroidal CVT was filed in 1886. [3]

From the 1950s, CVTs have been applied to aircraft electrical power generating systems.

A CVT, called Variomatic, was designed and built by the Dutchman Huub van Doorne, co-founder of Van Doorne's Automobiel Fabriek (DAF), in the late 1950s, specifically to produce an automatic transmission for a small, affordable car. The first DAF car using van Doorne's CVT was produced in 1958. Van Doorne's patents were later sold to Volvo along with DAF's car business and CVT was used in Volvo 340.

The Ford Fiesta and Fiat Uno were the first mainstream European cars to be equipped with steel-belted CVT (as opposed to the less robust rubber-belted DAF design), in 1987.

In the 1980s and 1990s, the Subaru Justy was offered with a CVT. While the Justy saw only limited success, Subaru continues to use CVT in its keicars to this day, while also supplying it to other manufacturers.

Nissan first introduced CVT in the 1992 Nissan March with a unit sourced from Subaru. In the late 1990s, Nissan designed its own CVT that allowed for higher torque, and includes a torque converter. This gearbox was used in a number of Japanese market models. Nissan is also the only car maker to bring roller-based CVT to the market in recent years. Their toroidal CVT, named the Extroid, was available in the Japanese market Y34 Nissan Gloria and V35 Skyline GT-8. However, the gearbox was not carried over when the Cedric/Gloria was replaced by the Nissan Fuga in 2004.

After studying pulley-based CVT for years, Honda also introduced their own version on the 1995 Honda Civic VTi. Dubbed Honda Multi Matic, this CVT gearbox accepted higher torque than traditional pulley CVTs, and also includes a torque converter for "creep" action.

Toyota introduced the E-CVT in the 1997 Prius, and all subsequent Toyota and Lexus hybrids sold internationally continue to use the system (marketed under the Hybrid Synergy Drive name). Although sold as a CVT it is in fact not such a device as the gear ratios are fixed and the transmission is actually a Power Split Transmission (PST), allowing either the electric motor or the ICE (internal combustion engine) or both to propel the vehicle. The response of the complete system (under computer control) is similar in feel to a CVT in that the ICE speed is relatively low and constant under low power or high and constant under high power.

BMW used a belt-drive CVT as an option for the low and middle range MINI in 2001, forsaking it only on the supercharged version of the car where the increased torque levels demanded a conventional automatic gearbox. The CVT could also be manually "shifted" if desired with software simulated shift points.

General Motors designed a CVT for use in small cars, which was first offered in 2002. After just three years, however, this transmission will be phased out in favor of conventional planetary automatic transmissions.

Audi has, since 2000, offered a chain-type CVT as an option on some of its larger-engine models, for example the A4 3.0 L V6.

The 2005 Ford Freestyle, Five Hundred and Mercury Montego use a chain driven CVT; known as the CFT30, allowing engine torque to go up to 300 N•m. The transmission was designed in cooperation with the German automotive supplier ZF Friedrichshafen and was produced in Batavia, Ohio at Batavia Transmissions LLC; (a subsidiary of Ford Motor Company) until 3/22/07 . The Batavia plant also produced the belt driven CFT23 CVT which went in the Ford Focus C-Max, and still produces the 4-speed automatic (CD4E) for the Ford Escape and Mazda Tribute.

The CVT is computer-controlled and combines fuel efficiency and smooth riding. Ford also sold Escort (European version) and Orion models in Europe with CVT transmissions in the 1980s and 1990s.

ZF Friedrichshafen supplied its belt drive VT-1 CVT unit to BMW for use in some versions of the European Mini Cooper.

The 2007 Dodge Caliber[4] and the related Jeep Compass employ a CVT using a variable pulley system as their optional automatic transmission.

Contract agreements were established in 2006 between MTD and Torotrak for the first full toroidal system to be manufactured for outdoor power equipment such as jet skis, ski-mobiles and ride on mowers.

[edit] Examples

Many small tractors for home and garden use have simple hydrostatic or rubber belt CVTs. For example, the John Deere Gator line of small utility vehicles (used by many parks, stadiums, colleges, and other places where miscellaneous items must be displaced by laborers) use a belt with a conical pulley system. They can deliver a lot of power but can also build up speed to 10-15 MPH, all without need for a clutch or gearshift. Most snowmobiles use CVTs. Most new motorscooters today are equipped with CVT. Virtually all snowmobile and motor scooter CVTs are rubber belt/variable pulley CVTs.

Possibly the largest vehicle currently sold with a CVT is the Lexus GS 450h. However, the Hybrid Synergy Drive is not a true CVT.

Some combine harvesters have CVTs. The machinery of a combine is adjusted to operate best at a particular engine speed. The CVT allows the forward speed of the combine to be adjusted independently of the machine speed. This allows the operator to slow down and speed up as needed to accommodate variations in thickness of the crop.

CVTs have been used in SCCA Formula 500 race cars since the early 1970s.

More recently, CVT systems have been developed for go-karts and have proved to increase performance and engine life expectancy.

[edit] New automobiles equipped with CVT

[edit] Old automobiles equipped with CVT

[edit] External links

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