Abstract: A method and apparatus for carrying out a drive belt slippage regulation in a continuously variable transmission. A driving disk set and a driven disk set are connected together for torque transfer by an endless torque-transmitting element in which a power ratio between the driving disk set and the driven disk set of a variable speed drive is set as a function of a safety margin value.

Abstract: An endless loop-like chain 1p consists of a plurality of link plates, laminated, that are linked to be freely bendable by pin members. The endless loop-like chain 1p is looped over each of the upper rollers and a lower roller to make up a polygon. If the chain is rotated endlessly while a tension load is imposed on the chain by each of the rollers, a pretensioned chain is obtained.

Abstract: A continuously variable belt drive system including a driving pulley assembly, a driven pulley assembly, and a V-shaped belt engaged to transfer rotary power therebetween is disclosed herein. The driving pulley assembly includes an idler pulley portion. As the belt speed decreases, the belt migrates downward within the driving pulley assembly until it falls within the idler pulley portions, thereby isolating the belt from the rotation of the driving pulley assembly. The driving pulley assembly also includes a belt tensioning mechanism that maintains proper belt tension at all speeds and drive ratios. The tensioning mechanism relies upon a pivotably mounted centrifugal weight arm to provide tensioning as a function of speed. A compression spring provides axial pressure to maintain belt tension over all drive ratios. The spring, acts against a curved cam edge on a pivoting lever arm, which arm transfers an axial force to the rear sheave of the driven pulley assembly.

Abstract: A continuously-variable-ratio drive, having an input shaft; a flywheel integral with the input shaft; a drive pulley idle with respect to the input shaft and defined by two half-pulleys defining a groove of variable size for a V belt; and a centrifugal control assembly. The control assembly has a centrifugal actuating device which intervenes above a first threshold value of the angular speed of the input shaft to connect the drive pulley angularly to the flywheel by means of a friction clutch; and a speed adjusting device which is active over a second threshold value of the angular speed of the input shaft to adjust the size of the groove of the drive pulley and therefore the work diameter of the belt.

Abstract: The invention concerns a continuously variable belt-drive transmission, especially for motor vehicles. In the pressure less state of the transmission, the axially displaceable cone pulley of the input shaft is loaded with an axial force by a spring system in a manner such that the contact pressure increases on the belt-drive mechanisms and the ratio of the transmission is reduced.

Abstract: The double-sided sliding button comprises two spaced-apart sliding button halves configured and disposed with reference to a curved medial axis. Each half has a front side, provided with a contact surface, and a rear side. Both contact surfaces are mutually opposite and both sides of each half intersect the curved medial axis. A bridge member allows to rigidly connect the rear side of the two halves. With this configuration, each sliding button can be easily installed and secured in a clamp attached to a part of the driven pulley. Each double-sided sliding button is capable of working in both directions, thereby reducing the number of individual sliding buttons to be installed by 50%.

Abstract: An automotive V-belt nonstage transmission includes a drive pulley having a fixed sheave fixedly mounted on a drive shaft, a movable sheave mounted on the drive shaft, a return coil spring, a flyweight mechanism, a collar being rotatable relative to the fixed and movable sheaves is mounted rotatably on the drive shaft, and a one-way clutch mounted between the collar and the drive shaft interlocks the collar and the drive shaft so that only the rotation of the collar in the normal rotating direction is transmitted to the drive shaft. The collar has an outer surface serving as a bottom surface of a V-groove defined by the respective conical pressure surfaces of the fixed and the movable sheave of the drive pulley, and a conical surface forming a central part, around the drive shaft, of the conical pressure surface of the fixed sheave of the drive pulley.

Abstract: A driven pulley system for use in a torque converter of a vehicle is disclosed. The driven pulley system includes relatively axially movable first and second flanges arranged to squeeze a belt of the torque converter therebetween. The driven pulley system also includes a spring positioner that includes a worm gear and a worm arranged to rotate the worm gear to wind or unwind a spring to cause relative axial movement between the first and second flanges to adjust the squeeze of the belt by the first and second flanges.

Abstract: A driven pulley system for use in a torque converter of a vehicle is disclosed. The driven pulley system includes a motion-transmitting fixed unit and a belt-tensioning movable unit. The fixed unit is arranged to be fixed to a rotatable output shaft of the vehicle for rotation therewith to transmit motion between the output shaft and a belt included in the torque converter and includes a fixed flange and a cam. The belt-tensioning movable unit is arranged for movement relative to the fixed unit and includes a movable flange and a cam follower. The fixed flange and the movable flange cooperate to receive the belt therebetween for engagement therewith. The movable flange includes a rotation limiter arranged to engage the cam to limit rotation of the cam relative to the cam follower in a second direction opposite to the first direction.

Abstract: A continuously variable transmission having an input shaft; a flywheel integral with the input shaft; a drive pulley idle with respect to the input shaft and defined by a first and second half-pulley defining a groove of variable width for a V belt; and a centrifugal actuating assembly having a centrifugal actuating device, which intervenes above a first threshold value of the angular speed of the input shaft, so as to connect the drive pulley angularly to the flywheel by means of a clutch interposed between the first half-pulley and the flywheel, and a speed regulating device, which is active above a second threshold value of the angular speed of the input shaft to adjust the width of the groove of the drive pulley, and therefore the work diameter of the belt. The actuating device has push means which exert axial thrust on the first half-pulley at each speed value of the input shaft above the first threshold value.

Abstract: A driven unit for a continuously-variable-ratio drive, having a fixed half-pulley assembly having a fixed half-pulley connected to an output member of the drive; a movable half-pulley assembly having a movable half-pulley mounted to slide axially with respect to the fixed half-pulley to form with it a V-shaped groove of variable width for a V-shaped belt; and a spring which forces the half-pulleys towards each other to keep the half-pulleys in contact with the belt; the fixed half-pulley assembly has one or more threaded through axial holes in which to screw respective screws, which cooperate with an annular surface axially facing the holes in the fixed half-pulley assembly to exert thrust on the surface and part the half-pulleys in opposition to the spring.

Abstract: The rigidity of a movable pulley half is enhanced by the rigidity of a cylinder fixed to a back surface of the movable pulley half and influences of a controlled hydraulic pressure and a centrifugal hydraulic pressure which are exerted in a hydraulic fluid chamber partitioned in the cylinder. On the other hand, an annular protruding portion having detection teeth for a rotation sensor is formed on a back surface of an outer circumferential portion of a fixed pulley half, whereby the difference in rigidity between both the pulley halves is reduced by the effect of the annular protruding portion to improve the rigidity of the fixed pulley half, thereby making it possible to allow the variation characteristics of a misalignment relative to a drive ration to approach a characteristic set in advance.

Abstract: A V-belt-type automatic transmission for a vehicle is provided with a drive pulley and a driven pulley, wherein a plurality of centrifugal weights are arranged between a movable pulley piece of the drive pulley and a cam plate. The centrifugal weights are moved in a radial direction by centrifugal force. A wrapping radius of a V-belt wound around the drive pulley and the driven pulley is changed depending on a maximum gear ratio in a low-speed rotation range and a minimum gear ratio in a high-speed rotation range that are set. The movement in a radial direction of the centrifugal weight beyond a predetermined radial distance prevented by a stopper surface at the rotational speed in a middle-speed rotation range, and at least one middle gear ratio is thereby set. This arrangement provides a V-belt automatic transmission providing noise reduction, reduction of machinery wear and facilitates smooth power transmission.

Abstract: A pulley system for use in a constant variable transmission includes a pair of pulley sheaves or flanges mechanically linked by a belt so that the outer surfaces of the belt interact with the inner surfaces of the flanges. At least one of the pulley flanges has an inclined inner surface disposed at an angle that changes progressively based on a curve have a variable radius. For example, the sheave angle can change progressively from 9 degrees to 12 degrees or from 12 degrees to 14 degrees, with no sharp or stepped edges. The belt can have a complementary angled surface also. The progressively variable angle allows the flange surface to more closely match the side surface of the belt, which can increase the belt life be reducing stress experienced by the belt. The pulley system is useable in a transmission for a vehicle, for example a snowmobile or an all terrain vehicle.

Abstract: A variable speed transmission includes an actuator mechanism that can be remotely activated to cause engagement of a drive unit and to subsequently vary the speed of the drive unit using the same activation mechanism. The variable speed transmission can include a first pulley that has a first and second face that are movable relative to each other by activation of the actuator mechanism. When the first and second faces of the first pulley are located in a first position, a belt located on the first pulley remains motionless. The first and second faces can be moved by the actuator mechanism into a second position where the first and second plates engage the belt with enough frictional force to cause the belt to start moving about the first pulley. The first and second faces of the first pulley can also be moved between the second position and a third position such that the space between the faces becomes smaller.

Abstract: A continuously variable transmission for a motor vehicle. The transmission includes an adjustable width drive pulley and an adjustable width output pulley that are drivingly connected by an endless torque-transmitting member. The drive pulley includes a spring to bias the movable element of the pulley toward a position at which the spacing between the conical disks that define the pulley are at a minimum, to avoid damage to the transmission when the vehicle is being towed.

Abstract: A device for changing the drive belt in a machine having power transmitted by a trapezoidal flexible drive belt, a circular adapter plate for attachment to the terminal end of the shaft having the pulley having the spring means having an attachable compressor with a bail and a connector yoke, the connector yoke being shaped approximating a semi-circular flattened annulus, the inner radius being sized to fit about the adapter plate carried on the shaft, the outer being sufficiently larger to provide the necessary strength and provide for the attachment of the bail; the bail being pivotally attached to the yoke and having a planer graspable handle and an offset bearing pad, the bearing pad extending outwardly from the plane of the bail and affixed proximate the pivotal attachment to the connector yoke forming the “L” shape of the bail, the bearing pad further being adapted to engage the extension of the movable sheave of pulley with the spring means.

Abstract: The driving pulley (12) is used in a continuously variable transmission (CVT) and comprises two flanges (22,24) around which a drivebelt (20) is partially wound. The first flange (22) is fixed in translation with reference to the drive shaft (16) while the second flange (24) is movable, with reference to the first flange (22), between a distal position and a proximal position. The driving pulley (12) is provided with an arrangement which allows the return force on the second flange (24) to be maximum when the second flange (24) is at the distal position, and minimum when the second flange (24) is at the proximal position. The driving pulley (12) is also capable of being disengaged from the drivebelt (20) at a low rotation speed. This driving pulley (12) is particularly well adapted for use on a scooter.

Abstract: In a belt type continuously variable speed system, when a hydraulic cylinder (110) operates, the hydraulic cylinder (110) and an elastic member (134) in a tensioner (104) draw a belt (102) against an elastic member contained in a variable radius pulley (107). Consequently, a power transmission ring contained in the variable radius pulley (107) is made eccentric from the axis of the variable radius pulley. The power transmission ring is displaced to the position where a force produced by the hydraulic cylinder (110) and the elastic member (134) in the tensioner (104) to make the power transmission ring eccentric and a force produced by an elastic member contained in the variable radius pulley (107) to urge the power transmission ring toward a position which is concentric with the axis of the variable radius pulley (107) are balanced with each other, thereby achieving speed variation.

Abstract: A belt-type continuously variable transfer system (15) includes a driving pulley assembly (20), a driven pulley assembly (22) and a V-shaped belt (24) engaged to transfer rotary power therebetween. The driven pulley assembly (22) can include a ratio adjustment mechanism (46) that adjusts the position of a rear sheave (40) relative to a forward sheave (42). The adjustment mechanism (46) includes a motor (170) and a worm gear mechanism (171, 172) that rotates an actuation screw (154). Rotation of the actuation screw (154) is reacted by a split nut (158) so that as the screw (154) rotates is translated along the axis (B) of the driven pulley assembly (22). Translation of the actuation screw (154) exerts pressure against the rear sheave (40) to push it toward the forward sheave (42), thereby altering the drive ratio of the pulley assembly.

Abstract: A continuously variable transmission comprising a main shaft (2), a fixed flange (14) and a movable flange (16), a first cam system comprising a cam plate (22) provided with cam surfaces (24), and corresponding cam followers (28), a second cam system also comprising a cam plate (40), provided with cam surfaces (42) and corresponding cam followers (46). During a normal forward rotation of the driven pulley (10), corresponding to a forward motion of the vehicle, the first cam system is automatically disabled and the position of the movable flange (16) is governed by the second cam system. However, under motor-braking conditions, the first cam system takes over the control and the second cam system is disabled. Similarly, the first cam system governs the position of the moveable flange (16) during normal reverse rotation of the driven pulley (10) and the second cam system takes over the control under motor-braking conditions as the vehicle is traveling rearwards.

Abstract: A belt-type continuously variable transfer system (15) includes a driving pulley assembly (20), a driven pulley assembly (22) and a V-shaped belt (24) engaged to transfer rotary power therebetween. The driven pulley assembly (22) can include a ratio adjustment mechanism (46) that adjusts the position of a rear sheave (40) relative to a forward sheave (42). The adjustment mechanism (46) includes a motor (170) and a worm gear mechanism (171, 172) that rotates an actuation screw (154). Rotation of the actuation screw (154) is reacted by a split nut (158) so that as the screw (154) rotates is translated along the axis (B) of the driven pulley assembly (22). Translation of the actuation screw (154) exerts pressure against the rear sheave (40) to push it toward the forward sheave (42), thereby altering the drive ratio of the pulley assembly.

Abstract: A continuously variable transmission (“CVT”) is disclosed. The CVT includes a drive pulley adapted to connect to a crankshaft of an engine. The drive pulley has inner and outer halves with belt engagement surfaces to engage the sides of the belt. The drive pulley of the CVT also includes a slide sleeve disposed on the shaft adapted to engage an inner side of a belt. The inner and outer halves of the drive pulley are biased apart from one another by a spring. The slide sleeve engages the belt when the belt is stationary or traveling at low speeds. The driven pulley includes inner and outer halves with belt engagement surfaces. The two halves are biased into contact with one another. A connector connects the inner half to the outer half. In addition, a pneumatically-actuated driven pulley is described together with a CVT incorporating same.

Abstract: In a V belt type automatic transmission, circumferential gaps between the movable sheave part of a driving sheave and a spider is maintained constant so that the backlash between the movable sheave part and the spider is substantially zero to prevent the generation of hammering noise or to reduce the abrasion of bushings, and to maintain the ability of the movable sheave part to move axially. Guide shoes (40, 45) for guiding the movable sheave part (11) for axial sliding movement are placed in circumferential gaps between the circumference side surfaces 36 and 37 of each of the arms of a spider (15) and the guiding surfaces (32a, 32b) of each of the guiding projections (32) of the movable sheave part (11). At least one guide shoe (45) among the guide shoes (40, 45) has the shape of a wedge. The wedge-shaped guide shoe (45) is turned radially outward by centrifugal force to reduce the circumferential gap substantially to a naught.

Abstract: A V-belt-type automatic transmission for a vehicle is provided with a drive pulley and a driven pulley, wherein a plurality of centrifugal weights are arranged between a movable pulley piece of the drive pulley and a cam plate. The centrifugal weights are moved in a radial direction by centrifugal force. A wrapping radius of a V-belt wound around the drive pulley and the driven pulley is changed depending on a maximum gear ratio in a low-speed rotation range and a minimum gear ratio in a high-speed rotation range that are set. The movement in a radial direction of the centrifugal weight beyond a predetermined radial distance prevented by a stopper surface at the rotational speed in a middle-speed rotation range, and at least one middle gear ratio is thereby set. This arrangement provides a V-belt automatic transmission providing noise reduction, reduction of machinery wear and facilitates smooth power transmission.

Abstract: A continuously variable transmission and method for preventing transmission belt slippage in the case of a sudden change in load torque on the transmission involve one or both of inserting a lag in the transmission with a torsional spring damper or elastomer damper device between the device to be driven and an output shaft of the secondary pulley of the transmission, and inserting a lag in a hydraulic pressure control loop of the transmission compensating for a difference between the rate of torque transmission between the device to be driven and the transmission, and a response rate of the hydraulic pressure control loop to a sudden change in load torque. The transmission is used to drive an aircraft electrical generator at a constant speed in the disclosed embodiment.

Abstract: In a power transmission ring, a plastic ring is provided with first and second tapered raceway surfaces on one and the other of lateral surfaces thereof, the first and second tapered raceway surfaces conforming to first and second power transmission surfaces of first and second sheaves, respectively. A metallic ring is provided with first and second tapered surfaces on one and the other of lateral surfaces thereof in parallel relation with the first and second raceway surfaces, respectively, and unified with the plastic ring.

Abstract: A continuously variable transmission and method for preventing transmission belt slippage in the case of a sudden increase in load torque on the transmission involves both inserting a lag in the transmission to allow the control loops time to respond to the sudden increase in load torque and speeding up the responses of the control loops in response to the sudden increase in load torque. The transmission is used to drive an aircraft electrical generator at a constant speed in the disclosed embodiment.

Abstract: A torque converter assembly is provided for adjusting the overall speed of a vehicle. The assembly comprises a driver pulley including an outer drum, a movable flange, a chamber formed by the outer drum and movable flange, a first weight and a second weight each positioned to lie within the chamber, and a shaft extending into the chamber about which the first and second weights are positioned to lie for rotation. The assembly further comprises a pair of guideposts each having a first end fixedly coupled to a respective one of the first and second weights and a second end inserted in the other of the first and second weights and a stopper coupled to the second end of each guidepost to limit the radially outward movement of the first and second weights.

Abstract: The invention is a secondary, or driven, element suitable for use as one element of a three-element continuously variable transmission comprising a primary drive sheave, a V-belt, and the secondary drive sheave. Both sheaves have variable pitch diameters. The pitch diameter of the primary split sheave increases with increasing rotation rate, and the pitch diameter of the secondary split sheave increases as the torque applied to the load increases. The moveable portion of the driven sheave is fitted with a cam in the form of a helix in a hollow cylinder. A roller-type cam follower is mounted perpendicular to the sheave rotational axis on a stub shaft, or spider, that extends radially from the post, an axial extension of the fixed sheave portion. A spring biases the driven sheave portions toward maximum pitch diameter. Increased torque tends to rotate the moveable sheave portion with respect to the shaft and fixed sheave.

Abstract: A continuously variable transmission, and particularly a control arrangement thereof and a method for recovering belt slippage in the transmission, are disclosed. A source of hydraulic pressure is operatively connected for driving each of the hydraulically operated actuators for axially movable sheaves of primary and secondary pulleys of the transmission. A hydraulic pressure control loop controls the hydraulic pressure applied to the actuator of the secondary pulley as a function of the load of the device being driven on the transmission and the pitch radius of the secondary pulley. An output speed control loop controls the output speed of the transmission driving the device to be driven during normal operation of the transmission. Preferably, the output speed control loop may be set to control the output speed at a constant value for driving an aircraft electric generator.

Abstract: A continuously variable transmission of an automotive vehicle comprises a primary pulley disposed on a power input shaft, and a secondary pulley disposed on a power output shaft. Each of the primary and secondary pulleys includes a fixed wheel counterpart having a first sheave surface, and a movable wheel counterpart having a second sheave surface. The first and second sheave surfaces face each other to form a pulley groove whose width is changeable with axial movement of the movable wheel counterpart. An endless belt is wound on the primary pulley and the secondary pulley so that the secondary pulley is drivably connected to the primary pulley. The belt includes a steel belt portion, and a plurality of steel elements supported on the steel belt portion and aligned along the steel belt portion. The respective steel elements are engageable in the pulley grooves of the primary pulley and the secondary pulley.

Abstract: An infinitely variable speed transmission in which the transmission ratio results from the equilibrium of the total contact pressure force on the one V-belt pulley and the contact pressure force on the other V-belt pulley determined by a V-belt. The total contact pressure force having a torque-dependent proportion and a proportion which is a function of at least one outside operating parameter.

Abstract: A variable diameter pulley according to the present invention has a pair of pulley bodies each axially movably fitted around a rotation shaft. A power transmission ring is held between power transmission surfaces formed in a tapered shape on opposed surfaces of the pair of pulley bodies. A belt is engaged with the outer circumference of the power transmission ring. The power transmission ring is movable eccentrically with respect to an axis of the pulley bodies. The pulley bodies are biased toward each other by a belleville spring. The belleville spring couples the pulley bodies to each other for power transmission. A torque is transmitted between the belt and the rotation shaft through the power transmission ring, the pulley bodies, the belleville spring and a coupling member.

Abstract: A control system for a CVT comprises a controller arranged to compute an engine revolution condition on the basis of an engine revolution speed indicative signal, to compute actual and estimated engine outputs on the basis of the engine revolution condition, to compute a rotational change condition of the drive system, to compute an actual input load change amount caused by the inertia by multiplying the actual rotational change condition detection value by a predetermined inertial constant, to compute an estimated input load change amount by multiplying the estimated rotational change condition detection value by a predetermined inertia coefficient, to select larger one of the actual input load change amount and the estimated input load change amount as the input load change amount for outputting a command signal, and to output the command signal to a line pressure duty valve on the basis of the engine output and the selected input load change amount so as to further accurately control a line pressure.

Abstract: An apparatus for controlling a dynamic system, for example, a continuously variable transmission for an automotive vehicle which adjusts a gear ratio by bringing a pulley position of a primary pulley into agreement with a target one through a hydraulic system under the feedforward and sliding mode control is provided. The apparatus calculates a feedforward-controlled variable in addition to a feedback-controlled variable and adjusts the pulley position of the primary pulley to a target one using the hydraulic pressure provided based on the sum of the feedforward-controlled variable and the feedback-controlled variable, thereby enhancing the robustness of the sliding mode control without causing the hunting.

Abstract: A belt-type automatic transmission wherein the engine brake can automatically work when a vehicle runs on a downward slope, comprising a pair of sheaves 21 provided on a driving shaft 20, the pair of sheaves 21 having a fixed sheave 22 and a movable sheave 23 which is caused to approach the fixed sheave 22 by the force which is increased with a revolution speed, a pair of sheaves 31 provided on a driven shaft 30, the pair of sheaves 31 having a fixed sheave 32 and a movable sheave 33 which is caused to approach the fixed sheave 32 by elastic force, a V belt 28 mounted around the pairs of sheaves 21 and 31, wherein the maximum opening between the sheaves 21 on the driving shaft 20 is restricted so as not to loosen the V belt 28, a clutch 15 for starting movement provided between an engine 1 and the driving shaft 20, and shift-up prevention means 40 for automatically giving the force for the movable sheave 33 to approach the fixed sheave 32 when revolving torque is transmitted from the driven shaft 30 to the pa

Abstract: The invention improves the driveability of a vehicle by controlling a target engine speed according to an engine load and a vehicle running condition to ensure an actual engine speed. In controlling a speed ratio of a continuously variable transmission, an adaptation factor is used for deciding a target engine speed, the adaptation factor is determined according to constants, an average engine load and an average vehicle speed change quantity. Even when the average engine load changes because of fluctuation in an accelerator opening, various running modes can be decided by the adaptation factor depending upon both the average engine load and the average vehicle speed change quantity, thereby improving driveability upon changing speed of the continuously variable transmission.

Abstract: A full time four-wheel drive system for a vehicle is described which utilizes a unique torque distributor subassembly which provides a torque differentiation function as well as a speed ratioing function, thereby permitting utilization with a torque transmitting subassembly which is greatly simplified relative to a conventional transmission. The torque distributor subassembly includes an input shaft for receiving output torque from a torque transmitting subassembly of a vehicle, a plurality of output shafts and means for connecting the input shaft to each of the output shafts. The connecting means comprises a plurality of continuously variable belt drives, each having a drive pulley mounted on the input shaft and driven thereby and a driven pulley mounted on one of the output shafts with the pulleys carrying a belt therebetween. Each pulley comprises a pair of sheaves which are axially moveable in relation to one another.

Abstract: A full time four-wheel-drive system for a vehicle is described which uses a unique torque-transfer case assembly. The transfer case includes a torque input shaft for receiving output torque from the transmission assembly of the vehicle, and front- and rear-output shafts connected to front and rear differentials of the vehicle. The transfer case assembly includes continuously variable belt drive connecting the input shaft to the front and rear output shafts, transferring a predetermined amount of torque to each output shaft. The continuously variable drive arrangement will include at least a primary pulley on the input shaft and a secondary pulley on the front output shaft, the pulleys carrying a belt therebetween. Each pulley comprises a pair of sheaves, which are axially moveable in relation to one another. The pair of sheaves of each pulley are shifted axially relative to one another by an assembly which is responsive to divide torque between the front and rear output shafts in a predetermined relationship.

Abstract: Several embodiments of snowmobiles driven by an engine and variable belt transmission mechanism wherein the variable belt transmission has its input shaft journaled for rotation in the crankcase of the engine and driven from the engine crankshaft through a gear reduction so that the transmission loads are not carried by the crankshaft and wherein the crankshaft torsional vibrations are not transmitted to the transmission input shaft.

Abstract: A speed ratio control system of a continuously variable transmission for a vehicle is provided, wherein a speed ratio is feedback-controlled in association with a deviation between a target and a measured value, so that the speed ratio can be continuously varied and adjusted. A gain of feedback control or shift speed is utilized, which has been constant or accurately determined, and the gain of feedback control or shift speed is optimally set in accordance with the feedback control, so as to obtain a continuously variable transmission which has high response characteristics and stability.

Abstract: An apparatus for controlling a hydraulically operated continuously variable transmission for a motor vehicle, which has an input member, an output member and a power transmitting member connecting the input and output members, and whose power transmitting capacity changes with a pressure of engagement of the power transmitting member with the input and output members. The apparatus includes a torque detector for detecting an input torque of the transmission, a hydraulic actuator adapted to receive a controlled pressure for controlling the pressure of engagement of the power transmitting member, and a device for changing the area of the pressure-receiving surface of the hydraulic actuator to thereby change the pressure of engagement of the power transmitting member, with the detected input torque of the transmission.

Abstract: A continuously variable transmission which effects a speed change by increasing and decreasing the width of a groove between a fixed pulley part and a movable pulley part. A belt ratio controller for the transmission uses oil pressure to increase and decrease the rotating radius of a belt wound on the pulley parts, the belt controller controlling the belt ratio to a target belt ratio value set based on the opening of the throttle when starting on a road having a small road surface friction coefficient.

Abstract: In the V belt type continuously variable transmission, after the output power from the prime mover has been transmitted to the input pulley shaft, two paths are operable to transmit the output power from the input pulley shaft to the output pulley shaft, two paths which are a main power transmitting path through a V belt engaged between the input pulley and the output pulley and a sub power transmitting path through the 2-way differential clutch. The drive ratio of the sub power transmitting path is set in a slightly smaller value than the maximum drive ratio of the main power transmitting path.

Abstract: A control system for a steplessly variable transmission comprising a drive pulley and driven pulley formed with V-shaped grooves respectively, an endless belt engaged with the both grooves of the pulleys and tensioned between the pulleys to transmit engine torque therethrough, cylinders provided on the pulleys for being subjected to a hydraulic pressure to vary an effective diameter of the pulleys so that a speed ratio of the transmission is continuously changed, a hydraulic pressure supply device for introducing the hydraulic pressure into the cylinder means, a line pressure control device for controlling a line pressure of a hydraulic circuit which controls operation of the cylinders, a line pressure detecting device for detecting the line pressure, a torque detecting device for detecting the engine torque transmitted to the drive pulley, a torque allowance computing device for computing a maximum allowable belt transmitting torque which is effectively transmitted from the drive pulley to the driven pulley

Abstract: A continuously variable transmission includes a driving side pulley and a driven side pulley each having a fixed pulley part and having a movable pulley part supported for movement toward and away from the fixed pulley part, the width of a groove between the pulley parts of each pulley being increased and decreased to increase the decrease at each pulley the rotating radius of a belt wound around both of the pulleys to change a belt ratio. A revolution controller for the transmission limits the rate of change of a target number of revolutions for an engine driving the transmission to a rate limit lower than a prescribed rate when the target number of revolutions of the engine specified by a speed change schedule map based on a throttle opening and a vehicle speed is changed during travel of the vehicle.

Abstract: In a continuously variable transmission with a pulley having discs (1, 2) wherebetween a driving belt (12) runs, at least one of the discs is movable for influencing the transmission ratio of the transmission. The moveable disc (1; 2) being mounted on a shaft (3), by support members (5; 7; 16, 18; 20, 21) possibly formed eccentrically relative to the shaft (3).The support members take up the forces exerted by the driving belt (12) close to the point of application of the forces, so that in particular the movable pulley disc may be constructed less rigid, with a smaller mass and at a reduced cost price.

Abstract: A continuously variable belt transmission of the type comprising: primary and secondary pulleys, each of which comprises a pair of axially opposed sheaves supported on a shaft, one of the sheaves being movable and the other being fixed; a belt wound around these pulleys; a pressure adjusting mechanism for imparting to at least one of these pulleys an axial force which corresponds to torque transmitted; and mechanical actuators for axially shifting the movable sheaves of these pulleys, wherein: first thrust bearings are respectively interposed between the backsides of the movable sheaves and one ends of the mechanical actuators; a first automatic aligning mechanism is provided for supporting at least one of the races of each the first thrust bearing; and axial forces occurring at the pulleys are carried by the shafts directly, or via the first thrust bearings, the first automatic aligning mechanisms and the mechanical actuators, or via the pressure adjusting mechanism.

Abstract: In a continuously variable transmission, a target vehicle driving torque is obtained according to engine load, and a target rotational value of the continuously variable transmission possible to output the target vehicle driving torque is determined from a vehicle speed and an engine torque at that time. The target rotational value may be a target rotational speed of an input shaft of the continuously variable transmission, or, a target speed ratio between a rotational speed of an output shaft and a rotational speed of the input shaft. As a result, the target rotational value to which a driver's intention is properly reflected can be set irrespective of condition, i.e., a normal running condition or a speed change transitional condition. Further, it is unnecessary to provide a device such as a throttle actuator for controlling an engine output independently of an accelerator pedal.