2.

Overview of the continuously variable transmission (CVT)

2.1. General structure and components of CVT

Since the invention of CVT different modifications, different designs, improvements are
underway. The general structure and components of a CVT can vary slightly depending
on the design and manufacturer, but described below are some of the most well-known
types of CVTs:

2.1.1 Variable-diameter pulley (VDP) or Reeves drive

Primary Pulley (Input Side): The primary pulley consists of two conical-shaped halves
that can move axially. Each half has a series of sheaves or cones that can move closer
together or further apart. One half is connected to the engine output shaft, and the other
half is connected to the input shaft of the transmission.

Secondary Pulley (Output Side): Similar to the primary pulley, the secondary pulley
consists of two conical-shaped halves with sheaves or cones. These halves are connected
to the output shaft of the transmission and the drive wheels of the vehicle.

Belt or Chain: The primary and secondary pulleys are connected by a metal belt or chain
that wraps around them. This belt/chain is what transfers power from the engine to the
wheels.

Control System: A control system manages the operation of the CVT. It adjusts the
positions of the pulley halves based on factors such as vehicle speed, engine load, and
driver input (such as pressing the accelerator pedal). In this particular case, VDP, in
essence, a sensor reads the engine output and then the control system electronically
increases or decreases the distance between pulleys, and thus the tension of the drive belt.
Figure 2-1: Reeves drive two modes (a) low gear (b) high gear

Figure 2-2: Metal push belt

Figure 2-3: Metal V chain

2.2.2. Toroidal or roller based CVT

These transmissions use the high shear strength of viscous fluids to transmit torque
between an input torus and an output torus.

Figure 2-4: Toroidal model

2.2.3. Infinitely Variable Transmission (IVT)

A specific type of CVT is the infinitely variable transmission (IVT), most IVTs result
from the combination of a CVT with a planetary gear system (which is also known as an
epicyclic gear system) which enforces an IVT output shaft rotation speed which is equal
to the difference between two other speeds within the IVT.

Figure 2-5: The 3D model of an IVT transmission

2.2.4. Variable Diameter Elastomer Belt

This type of CVT, as represented in Figure (2), uses a flat, flexible belt mounted on
movable supports. These supports can change radius and thus gear ratio.

Figure 2-6: Variable Diameter Belt CVT

2.2. Special characteristics and feature CVTs have

Infinite Gear Ratios: Unlike traditional transmissions with a fixed number of gear ratios,
CVTs offer an infinite number of gear ratios within their operating range. This allows the
engine to operate at its optimal speed for a given driving situation, improving fuel
efficiency and performance.

Smooth Acceleration: CVTs provide smooth and seamless acceleration without the need
for traditional gear shifts. The absence of distinct gear changes results in a smoother
driving experience, making acceleration feel more continuous and linear.

Optimized Engine RPM: CVTs can keep the engine operating at its most efficient RPM
(revolutions per minute) range more consistently than traditional transmissions. This
improves fuel efficiency by ensuring the engine operates at the most fuel-efficient speed
for a given load and driving condition.

Adaptive Performance: Many modern CVTs feature adaptive control systems that can
adjust shift points and behavior based on driving conditions, vehicle load, and driver
input. This adaptability allows for optimized performance across a wide range of driving
situations.

Reduced Weight and Size: CVTs are often lighter and more compact than traditional
transmissions, resulting in potential weight savings and improved vehicle packaging. This
can contribute to better fuel efficiency and overall vehicle performance.

Simulated Shift Points (Some Models): Some CVTs incorporate software programming
to simulate traditional gear shifts, providing a more familiar driving experience for those
accustomed to conventional automatic transmissions. This feature can include the
sensation of stepped gear changes during acceleration. For instance, Subaru Forester,
Chervolet Malibu, Nissan Altima, Honda Acord and so on.

Easier Hill Climbing and Towing: The ability of CVTs to continuously adjust gear ratios
can be advantageous for vehicles operating in challenging conditions such as uphill
climbs or when towing heavy loads. The transmission can maintain optimal engine speed
and torque delivery without the need for manual gear changes.

Reduced Wear and Tear: CVTs often experience less wear and tear compared to
traditional transmissions with mechanical gear sets. The absence of gear shifts and
smoother operation can result in reduced stress on transmission components, potentially
leading to longer service life and lower maintenance costs.

Regenerative Braking (Some Hybrid Models): In hybrid vehicles equipped with CVTs,
regenerative braking systems can capture energy during deceleration and braking,
converting it into electrical energy to recharge the battery. The CVT can efficiently
manage the transfer of power between the engine, electric motor(s), and wheels during
these braking events. For instance, Toyota Prius, Chevrolet Volt, Honda Insight, Kia Niro
and so forth.

2.3. Working principle of CVTs

2.3.1. Variable-diameter pulley (VDP) or Reeves drive

Variable-diameter pulleys must always come in pairs. One of the pulleys, known as the
drive pulley (or driving pulley), is connected to the crankshaft of the engine. The driving
pulley is also called the input pulley because it's where the energy from the engine enters
the transmission. The second pulley is called the driven pulley because the first pulley is
turning it. As an output pulley, the driven pulley transfers energy to the driveshaft.

When one pulley increases its radius, the other decreases its radius to keep the belt tight.
As the two pulleys change their radii relative to one another, they create an infinite
number of gear ratios -- from low to high and everything in between. For example, when
the pitch radius is small on the driving pulley and large on the driven pulley, then the
rotational speed of the driven pulley decreases, resulting in

a lower “gear.” When the pitch radius is large on the driving pulley and small on the
driven pulley, then the rotational speed of the driven pulley increases, resulting in a
higher “gear”.

2.3.2 Toroidal or roller based CVT

The Toroidal CVT is an innovative transmission that executes smooth, continuous gear
ratio changes by changing the angle of the power rollers between the input disk and
output disk.

Figure 2-7: Operation of toroidal CVT

2.3.3.Infinitely Variable Transmission (IVT)

This IVT configuration uses its CVT as a continuously variable regulator (CVR) of the
rotation speed of any one of the three rotators of the planetary gear system (PGS). If two
of the PGS rotator speeds are the input and output of the CVR, there is a setting of the
CVR that results in the IVT output speed of zero. The maximum output/input ratio can be
chosen from infinite practical possibilities through selection of additional input or output
gear, pulley or sprocket sizes without affecting the zero output or the continuity of the
whole system.

The IVT is always engaged, even during its zero-output adjustment. IVTs can in some
implementations offer better efficiency when compared to other CVTs as in the preferred
range of operation because most of the power flows through the planetary gear system
and not the controlling CVR. Torque transmission capability can also be increased.
There's also possibility to stage power splits for further increase in efficiency, torque
transmission capability and better maintenance of efficiency over a wide gear ratio range.
2.3. Applications of CVTs

2.3.1. In passenger vehicles

The first mass-production car to use a CVT was the 1958 DAF 600 from the Netherlands.
Its Variomatic transmission was used in several vehicles built by DAF and Volvo until
the 1980s.

Figure 2-10: Variomatic transmission and rear axle.

Figure 2-9: Belt and pulleys of a

Van Doorne transmission

And after 1980s a series of car brands start to introduce their own cars utilizing CVTs

Figure 2-11: Toyota K CVT used in 2-12: Subaru Lineartronic CVTs

Figure
many Lexus and Toyota
automobiles
Figure 2-13: Jatco, Figure 2-14: Mitsubishi INVEC-III CVTs
Nissan,Renault
Xtronic CVTs

Figure 2-16: Kia, Huyndai IVT CVTs

Figure 2-15:
Volkswagen, Audi
Multitronic CVTs
2.3.2. In racing cars

In the United States, Formula 500 open-wheel racing cars have used CVTs since the early
1970s.

Figure 2-17: A CVT in an F1 race car

Figure 2-18: A CVT in an 1963 F3 race car

2.3.3. In small vehicles

Many small vehicles—such as snowmobiles, golf carts, and motor scooters—use CVTs,
typically of the pulley variety. The 1974 Rokon RT340 TCR Automatic off-road
motorcycle was fitted with a snowmobile CVT. The first ATV equipped with a CVT was
the Polaris Trail Boss in 1985.

Figure 2-19: 1974 Rokon RT340 TCR

Automatic off-road motorcycle

Figure 2-20: The 1985Polaris Trail Boss

2.3.4. Farm and earthmoving equipment

Combine harvesters used variable belt drives as early as the 1950s. Many small tractors
and self-propelled mowers for home and garden use simple rubber belt CVTs.
Hydrostatic CVTs are more common on the larger units.

The 1965 Wheel Horse 875 and 1075 garden tractors were the first such vehicles to be
fitted with a hydrostatic CVT. The 1996 Fendt Vario 926 was the first heavy-duty tractor
to be equipped with a IVT transmission. It is not the same thing as a hydrostatic CVT.
Over 100,000 tractors have been produced with this transmission.

Figure 2-20: CVT in a Claas Mercator combine

harvester.
2.3.5. In military

CVTs have seen quite a lot adoption in military vehicles, primarily in certain specialized
applications where their unique characteristics offer advantages. For instance, the
Panhard Auto Mitrailleuse Légère AML-90, the Panhard Engin Blindé de
Reconnaissance (E.B.R.) Modèle 1951, Atelier de Construction d'Issy-les-Moulineaux
AMX-13 of the French army and so forth.