Abstract: A variable transmission automatically changing its transmission ratio in accordance with the resistance to propagation of the vehicle, in which the force-transmitting transmission link is a V-belt (1) or equivalent and in which at least the secondary pulley consists of cup disks (2,3) urged against each other and interconnected with a multiple-end screw (4,5) and a compression spring (7). As taught by the invention, the compression spring (7) is at the same time a torsion spring, and its initial position is settable at assembly or adjustable.

Abstract: A control method controls a belt-and-pulley type continuously variable transmission having drive and driven pulleys mounted respectively on input and output shafts, a V-belt trained around the drive and driven pulleys, and an oil pressure source and an oil reservoir operatively coupled to first and second hydraulic pressure chambers for axially moving the movable conical members of the drive and driven pulleys to vary effective diameters of the drive and driven pulleys for thereby controlling a speed ratio. The movable conical members of the driver and driven pulleys are movable in synchronism with each other. The hydraulic pressure chamber of one of the driver and driven pulleys, the effective diameter of which is to become larger at that time, is first brought into communication with the oil pressure source.

Abstract: A snow removal apparatus operable in a substantially optimum efficiency state using a variable ratio pulley. The snow removal apparatus includes a feature for sensing power demand made on the snowthrower under variable snow conditions. Responsive to the power demand, the fan speed and/or auger speed is reduced or increased in order to use the full engine power without stalling the engine.

Abstract: A control for a continuously variable transmission provides an improved transient performance by restraining proportional and integral terms when an error exceeds a predetermined value range. This is effective in suppressing an overshoot in driver pulley revolution speed in approaching to its target speed. This control is provided with a safeguard against break down of a vehicle speed sensor such that the above mentioned restrain is removed when the vehicle speed indicative signal should drop to zero during running of the vehicle.

Abstract: A strap device for a pulley of a continuously variable transmission wherein a flexible strap has one end secured to the axially movable sheave of the pulley and the opposite strap end is secured to the cover encompassing the movable sheave, which cover is mounted on the rotary shaft for the pulley. To prevent buckling of the strap under reverse torques, a safety stop in the form of a pin is mounted in the cover to project into a slightly arcuate axial slot in the sheave hub and prevent undue relative rotation between the sheave and cover.

Abstract: A control system for a continuously variable transmission has a line pressure control valve having ports and a spool for controlling the line pressure of oil supplied to a cylinder of a driven pulley. The pressure of the oil supplied to control the spool is controlled by an on-off control valve in accordance with engine operating conditions to control the line pressure. The duty ratio of pulses for operating the on-off control valve is obtained by positioning a desired line pressure between the lowest line pressure and the highest line pressure corresponding to duty ratios of 100% and 0%, respectively.

Abstract: A mechanically adjustable variable speed drive includes an electric actuation apparatus which can be controlled by an analog embodiment or a digital circuitry embodiment. A speed change actuator is automatically and mechanically adjustable, such as with a controlled servomotor. A tachometer determines the actual rotational speed of a drive shaft, which is compared in a digital controller with a manually set desired rotational output speed. The digital controller (or an analog circuit in the case of the analog embodiment) controls the servomotor to adjust the mechanically adjustable variable speed drive. An automatic deadband means inhibits driving of the servomotor whenever the tachometer signal and the desired speed setting signal is within a predetermined deadband, which deadband is adaptively changed responsive to various conditions.

Abstract: After the throttle opening degree has exceeded a predetermined value, a target value in engine speed that varies in correspondance with the throttle opening degree is modified to vary in a second pattern whereby the continuously variable transmission is shifted to a predetermined reduction ratio and then kept operating at the predetermined reduction ratio so as to allow the engine speed to increase with the variation in vehicle speed, thus providing an increased acceleration feel.

Abstract: In a control device in continuously variable transmission system for a vehicle, wherein a belt is racked across a pulley on the input side and a pulley on the output side, an engine power is transmitted through this belt, and an urging force of the belt by one of the pulleys is controlled by a line pressure of a hydraulic cylinder of the pulley, an engine output torque is determined from an engine rotational speed, an intake throttle opening or an intake air flowrate per unit rotation of the engine and engine operation parameters other than said data, and the line pressure is regulated in relation to the so determined value to obtain the proper line pressure as accurately commensurate to the actual output torque of the engine, so that the fuel consumption rate can be lowered to the maximum, avoiding the slips of the belt.

Abstract: A control device for a continuously variable transmission performs a feedback control wherein an integral control gain and a proportional control gain of the feedback control are varied depending upon an operating position assumed by a shift actuator.

Abstract: The speed ratio of a continuously variable transmission (CVT) is adjusted in relation to the actual ratio R.sub.a and a desired ratio R.sub.d so that the time required to change the ratio by any multiplicative step is substantially the same regardless of the ratio provided by the transmission. The ratio error E.sub.r is defined according to the ratio R.sub.d /R.sub.a, and the ratio is adjusted at a rate determined in accordance therewith.

Abstract: In a device for performing the control during acceleration in a continuously variable transmission system for a vehicle, wherein a speed ratio e of the continuously variable transmission system is controlled such that an actual engine rotational speed Ne can be a target engine rotational speed Ne', a predetermined value Nb lower than Ne' and a predetermined vale N.times.3 slightly higher than Nb are set, the shift in the continuously variable transmission system is interrupted until Ne is increased to a predetermined value higher than Ne' when Ne enters a state of Nb<Ne.ltoreq.N.times.3, and the speed ratio e of the continuously variable transmission system is continuously raised until Ne is decreased to a state of Ne.ltoreq.N.times.3 when Ne is changed from a state of Ne>Ne' to a state of Ne<Ne', so that the device can maintain a satisfactory acceleration, suppress the decline of a transmission efficiency and reduce the noise level during acceleration.

Abstract: A steplessly variable vehicle transmission has a speed ratio control system including an electronic control unit which functions to calculate a required vehicle acceleration rate based on the position of an engine control foot pedal and the rate of change of the position of the foot pedal. The control unit further calculates an engine output power required for accomplishing the vehicle acceleration rate, as well as the engine speed under which the required engine output power can be obtained with the given position of the engine control foot pedal. Further, the control unit produces an output for controlling the speed ratio of the transmission so that the required engine speed is obtained.

Abstract: A control system for a continuously variable transmission wherein when a difference between an actual value and a target value is greater than a predetermined value, a feed-forward control is used, whereas when the difference is smaller than the predetermined value, a feed-back control is used.

Abstract: A steplessly variable transmission of a belt-pulley type of which speed ratio is controlled in accordance with the vehicle speed and the engine load. A control system is provided for controlling the speed ratio, when the engine throttle valve is fully closed for deceleration, in accordance with the vehicle speed so that the speed ratio is decreased in response to a decrease in the vehicle speed. The control system provides an engine brake effect in deceleration which changes in accordance with a change in the vehicle speed.

Abstract: A control system for an infinitely variable belt-drive transmission comprises a primary pulley having a hydraulically shiftable disc, a secondary pulley having a hydraulically shiftable disc, a belt engaged with both pulleys, and a hydraulic circuit having a pump for supplying oil. A transmission ratio control valve is provided to be responsive to engine speed for controlling the oil and for shifting the disc of the primary pulley to change the transmission ratio, and a pressure regulator valve is provided to respond to the transmission ratio for increasing the pressure of the oil with an increase of the transmission ratio. A pickup is provided to produce pulses dependent on engine speed, and a electric circuit is responsive to the pulses for producing pulses. An electromagnetic valve is provided to respond to the pulses for draining the oil applied to the transmission ratio control valve thereby controlling the valve so as to provide at least two transmission ratio characteristics.

Abstract: A control system for an infinitely variable belt-drive transmission for an engine comprises a primary pulley having a hydraulically shiftable disc, a secondary pulley having a hydraulically shiftable disc, a belt engaged with both pulleys, and a hydraulic circuit having a pump for supplying oil. A transmission ratio control valve is provided to be responsive to engine speed for controlling the oil and for shifting the disc of the primary pulley to change the transmission ratio, and a pressure regulator valve is provided to respond to the transmission ratio for controlling the line pressure in the hydraulic circuit. A piston is slidably mounted in the hydraulic cylinder of the primary pulley and a hydraulic circuit operated valve having a solenoid is provided to apply the line pressure to the hydraulic cylinder by the operation of the solenoid operated valve to shift the piston so as to restrict shifting of the disc of the primary pulley to the maximum transmission ratio position.

Abstract: The apparatus for controlling the CVT for a vehicle includes means for controlling a desired speed ratio of the CVT, means for storing a map of engine speed versus positions of the throttle valve for providing the minimum fuel consumption and means for calculating, by use of the map, a desired engine speed value corresponding to the detected throttle position. Also provided are means for determining a first operating area of the engine speed based upon the throttle opening, which area is spaced from the desired engine speed and is capable of providing sufficient power to obtain a smooth acceleration at a fixed transmission ratio as well as means for determining a second operating area of the engine speed based on the vehicle speed where the engine speed is high in relation to the vehicle speed, the second area being spaced from the desired engine speed and being capable of providing sufficient power to obtain a smooth acceleration at a fixed transmission ratio.

Abstract: A kickdown system for an infinitely variable belt-drive transmission comprises a primary pulley having a hydraulically shiftable disc, a secondary pulley having a hydraulically shiftable disc, a belt engaged with both pulleys, and a hydraulic circuit having a pump for supplying oil. A transmission ratio control valve is provided to be responsive to engine speed for controlling the oil and for shifting the disc of the primary pulley to change the transmission ratio, and a pressure regulator valve is provided to respond to the transmission ratio for increasing the pressure of the oil with an increase of the transmission ratio. A kickdown switch is provided to produce a signal upon the full depression of an accelerator pedal of a vehicle. A solenoid device is responsive to the signal for operating the pressure regulator valve so as to increase the pressure of the oil, whereby the downshifting of transmission is enhanced.

Abstract: A continuously variable transmission (CVT) is controlled such that an actual engine speed becomes equal to a desired engine speed. The desired engine speed is set to a value not less than a minimum engine speed for fuel cut so that fuel is to be cut when an intake throttle valve is at a position below a predetermined position during the deceleration of a vehicle. When the position of the throttle valve exceeds the predetermined one, the desired engine speed is set during a predetermined period to a value different from a usual value which is defined as a function of parameters of the vehicle.

Abstract: Method and apparatus for controlling a continuously variable transmission for a vehicle for transmitting an output of an engine of the vehicle to its drive wheels, comprising a step or device for detecting a running speed of the vehicle, a step or device for sensing a flow of an intake gas through an intake manifold toward the engine, a step or device for determining a target engine speed based on the detected running speed and the sensed intake gas flow, and according to a predetermined relation among the target engine speed, the running speed and the intake gas flow, which relation is predetermined to attain a required output of the engine with a minimum specific fuel consumption, and further comprising a step or device for controlling the speed ratio such that a speed of the engine coincides with the determined target engine speed.

Abstract: Method and apparatus for controlling a continuously variable transmission for a vehicle for transmitting an output of an engine of the vehicle to its drive wheels, comprising a step or device for detecting an engine speed, a step or device for detecting a vehicle running speed, a step or device for sensing a vacuum pressure in an intake manifold connected to the engine, a step or device for determining an actual engine output based on the detected engine speed and the sensed intake vacuum pressure, a step or device for determining a target engine speed based on the detected vehicle running speed and the determined actual engine output, and according to a predetermined relation among the target engine speed, the vehicle running speed and the actual engine output, said relation being predetermined to attain a required output of the engine with a minimum specific fuel consumption, and further comprising a step or device for controlling the speed ratio such that the detected engine speed coincides with the target

Abstract: A continuously variable transmission (CVT) is controlled such that an actual engine speed Ne is equalized to a desired engine speed Ne'. Defining Nc as a positive constant, the speed ratio e of the CVT is substantially fixed during a period of time when the Ne changes from Ne<Ne'-Nc to Ne'-Nc.ltoreq.Ne<Ne' and then changes to Ne.gtoreq.Ne'. Ne'-Nc is defined as a temporarily desired engine speed during a period of time when the Ne changes from Ne.gtoreq.Ne' to Ne'-Nc.ltoreq.Ne<Ne' and then changes to Ne<Ne'-Nc. During the period of time the speed ratio of the CVT is changed such that the actual engine speed Ne is equalized to the temporarily desired engine speed Ne'-Nc.

Abstract: This invention relates to an improvement in devices for controlling the transmission ratio variation in continuous variators disposed between a vehicle engine and its wheels. The improvement comprises a supplementary control which modifies that action on the device which is dependent on the engine feed, in particular to obtain effective engine braking action during vehicle deceleration.

Abstract: A variable pulley torque drive system comprising a pair of flexible straps, each connected at one end to a pivot on a drive member or a movable pulley sheave, and at the other end to the other of either the movable sheave or drive member, the straps being in tension when driving and flexed and deflected to compression in the undriven mode.

Abstract: A method is provided for controlling an engine using a continuously variable transmission whereby the fuel consumption of the engine is decreased. When an accelerator of the engine is displaced, first and second desired engine speeds are determined for steady state conditions before and after the displacement of the accelerator, respectively. The difference between the two desired engine speeds is calculated and compared with a predetermined value. If the difference between the desired engine speeds is smaller than the predetermined value, the actual engine speed is adjusted to gradually approach the second desired engine speed. If the difference between the two desired engine speeds is larger than the predetermined value, the actual engine speed is immediately adjusted to a transient value and is then adjusted to approach the new desired engine speed gradually.

Abstract: This invention relates to a variable ratio transmission system suitable for vehicles in which the speed regulator is mounted on the transmission driven shaft, and the relationship governing its response to the speed variation of the driven shaft is such as to induce a transmission ratio variation to predetermine the speed of the system input shaft, which is intended for connection to the drive shaft. Means are also provided for connection to engine regulator means, in order to determine the constant speed of the system input shaft as a function of the torque applied to the transmission input shaft.

Abstract: In a variable-transmission-ratio mechanical drive of the continuous variation type having a V-belt and expansible sheaves, in which each sheave has a fixed half-sheave and a movable half-sheave the position of only one of the movable sheaves is determined as a function of the speed and the load of the engine by an automatic positioning servomechanism, whereas the other movable half-sheave is subjected only to the axial load of a member which is adapted to cause the belt to adhere to said expansible sheaves.

Abstract: A V-belt continuously variable transmission in which a V-belt is made to run on a drive pulley having a speed responsive mechanism and a driven pulley having a torque responsive mechanism. The torque responsive mechanism of the driven pulley includes a spring cap slidably mounted on a sleeve to which a fixed pulley half or sheave is affixed. The spring cap has a plurality of studs passing through openings formed through the fixed pulley sheave and connected to a movable pulley sheave slidingly mounted on the sleeve. Formed on opposed faces of the fixed pulley sheave and the spring cap are plural arcuate ramps, each including grooves into which balls are inserted to provide rolling contact and reduced friction between the opposed ramps.

Abstract: A stepless automatic transmission for a motor vehicle includes a V-belt type stepless transmission mechanism having input and output pulleys mounted respectively on input and output shafts, each pulley being provided with a hydraulic servo for varying the effective diameter thereof, and a V-belt linking the input and output pulleys to transmit power therebetween, in combination with a forward/reverse change-over mechanism and a coupler such as a fluid coupling, centrifugal clutch or friction clutch, and a hydraulic control system.

Abstract: Revolution speed of a drive pulley and a parameter indicative of an output of the engine are detected. A desired value in the engine revolution speed is obtained using a predetermined function for any value in the parameter indicative of the engine output. The reduction ratio is controlled in such a manner as to maintain the revolution speed of the drive pulley in a predetermined relationship with the desired value in the engine revolution speed.

Abstract: An alternating rotary to reciprocating type actuator with two axially spaced disc members that each have a plurality of circumferentially spaced rim grooves. A cord is wound in zig-zag fashion between the disc members and in the grooves to define a plurality of similarly arranged links that interconnect the disc members.

Abstract: A variable speed belt drive transmission system with a driven pulley having a movable pulley half operated to move axially with generated axial forces that decrease from where the driven pulley is closed to where the driven pulley is open, the maximum generated force being from about 100 to about 120 percent of a required pulley axial force where theoretical belt slip could occur.A method for enhancing belt life by controlling belt tension with driven pulley axial force by establishing a required driven pulley axial force that decreases from where the driven pulley is closed to where the driven pulley is open, the generated force lines being from about 100 to about 120 percent of a determined pulley axial force line where theoretical belt slip impends.

Abstract: A torque transmission system has driving and driven pulley units around which an endless V-belt extends. Each pulley unit has a stationary pulley part rotatable with a shaft and a movable pulley part disposed to define with the stationary pulley part a circumferentially continuous groove for receiving the V-belt. The movable pulley parts of the pulley units are axially resiliently biased so that the radii of the circle along which the V-belt engages the driving and driven pulley units are varied to change the speed-change ratio of the transmission system. The movable pulley part of the driven pulley unit is axially shifted by the action of fly weights held between a stationary plate fixed to the shaft and a holder fixed to the movable pulley part.

Abstract: In a hydraulic regulator in a V-belt type continuously variable transmission for vehicles, a regulator valve supplied with input hydraulic pressure controls the line pressure as output hydraulic pressure depending on to the throttle opening, the reduction ratio between the input and output shafts of the V-belt type continuously variable transmission and the shift position of a manual valve. As the line pressure is close to the minimum value needed, power loss in the oil pump as well as fuel consumption are reduced.

Abstract: A continuously variable transmission of the expansible frusto-conical pulley type having fluid expansion chambers controlling expansion and contraction of the V-groove includes a fluid control circuit having a ratio control pressure regulator valve, a ratio relief valve connected across the ratio control regulator valve, providing for rapid down shift of the pulley combination while maintaining non-slip engagement between pulley discs and a flexible transmission band of trapezoidal cross section.

Abstract: A control system for continuously variable transmission for vehicles is provided with an electric circuit receiving input signals of vehicle running conditions and a hydraulic control circuit. The hydraulic control circuit comprises a reduction ratio control device controlled by the electric control circuit and regulating the hydraulic pressure supplied to the hydraulic servo system of the input pulley and changing the reduction ratio between the input and output shafts of a V-belt type continuously variable transmission, and a shift control mechanism controlled by the electric control circuit and regulating the rise time of hydraulic pressure supplied to the hydraulic servo system of friction engaging elements connected to a planetary gear set changing forward and reverse drives.

Abstract: To control transmission ratio of a continuously variable transmission connected to a combustion engine (e.g., for optimal fuel efficiency of a powered vehicle), effective diameter of pulleys is controlled in response to an electrical signal. A control signal suitable for comparison with hydrostatic pressure values is produced by a computing device based on input signals representing load, speed, and other operating conditions and based further on stored data representing engine characteristics. A control signal is conveniently used to control hydrostatic pressure by means of electromagnetically operated valves. Especially when pulsed valves controlled by digital electric signals are used, a reservoir is used to establish a steady hydrostatic pressure. Such control device is readily adapted to different engines by replacement of stored characteristic data.

Abstract: In a V-belt type continuously variable transmission for vehicles, the line pressure is supplied to a hydraulic servo system of the output pulley, while the pressure to a hydraulic servo system of the input pulley is regulated by a torque ratio control device. The torque ratio control device of the invention comprises an electric control circuit receiving input signals of the vehicle running conditions such as the throttle opening, the vehicle speed or the input pulley revolution speed and generating output signals to control the effective diameter of the input pulley, two electromagnetic solenoid valves controlled by the output signals of the electric control circuit, and a torque ratio control valve controlled by the two solenoid valves and regulating the hydraulic pressure supplied to the hydraulic servo system of the input pulley. The output hydraulic pressure of the torque ratio control device is supplied to the hydraulic servo system of the input pulley thereby continuously variable shifting is effected.

Abstract: A continuously variable transmission (CVT) with adjustable width pulleys has its belt tension and ratio controlled by an electronic-hydraulic system. The CVT also has a fluid-cooled clutch on the output pulley shaft. The engine speed, transmission output speed, throttle position, and gearshift position are sensed, and signals representing this information are passed to a computer. The computer provides set point signals denoting desired engine speed, line pressure, and clutch cooling condition to a control system. An electromechanical valve assembly regulates fluid flow to the CVT primary sheave, to control CVT ratio as a function of the computer provided set engine speed signal. A second electromechanical valve assembly controls the line pressure in the hydraulic system, which is applied to the secondary pulley to maintain belt tension, as a function of the set pressure signal provided by the computer.

Abstract: Two embodiments of V-belt tensioning devices are employed in a cooling system of a vehicle having an engine (20) transversely mounted for rocking motion relative the vehicle frame (42). The cooling system includes an engine cooling radiator (22) mounted forwardly of the engine and substantially parallel to the rotational axis of the engine crankshaft; a cross-flow fan (24) having a rotational axis fixed against movement relative to the vehicle frame, substantially parallel to the crankshaft axis, and between the crankshaft axis and the plane of the radiator; a V-belt drive (32, 34 36) for rotating the fan in response to rotation of the crankshaft; and the two embodiments of the tensioning devices which maintain the V-belt tension as the distance between the crankshaft and fan axes varies in response to rocking motion of the engine. In one embodiment the tensioning device (90) is a split pulley (36). In the other embodiment the tensioning device (108) is a spring loaded idler pulley (110).

Abstract: Disclosed is a vehicle having a liquid-cooled engine (20) transversely mounted for rocking motion relative to the vehicle frame (42); an engine cooling radiator (22) mounted forwardly of the engine and substantially parallel to the rotation axis of the engine crankshaft; a cross-flow fan (24) having a rotational axis substantially parallel to the crankshaft axis and disposed between the crankshaft axis and the plane of the radiator; the fan is engine driven by a belt (36), and a viscous coupling (29) to vary the fan speed in response to engine cooling requirements. In one embodiment the engine moves relative to the fan and the radiator. In this embodiment an air inlet duct assembly (40) is defined by a portion (26a) of the engine and members extending from the radiator to the engine. In the other embodiment the fan is fixed for movement with the engine and an air inlet duct assembly (126) allows movement between the fan and the radiator.

Abstract: A method and apparatus for controlling the transmission ratio of a two-pulley type of infinitely variable V-belt transmission wherein the diameter of the driving pulley is adjusted in partial response to the fluid pressure in a hydraulic cylinder which controls the diameter of the driven pulley.

Abstract: To control transmission ratio of a continuously variable transmission connected to a combustion engine (e.g., for optimal fuel efficiency of a powered vehicle), effective diameter of pulleys is controlled in response to an electrical signal. A control signal suitable for comparison with hydrodynamic pressure values is produced by a computing device based on input signals representing load, speed, and other operating conditions and based further on stored data representing engine characteristics. A control signal is conveniently used to control hydrodynamic pressure by means of electromagnetically operated valves. Such control device is readily adapted to different engines by replacement of stored characteristic data.

Abstract: Disclosed is a vehicle having a transversely mounted engine (20), an engine cooling radiator (22) mounted forward of the engine and substantially parallel to the rotational axis of the engine crankshaft, a cross-flow fan (24) mounted for rotation about an axis substantially parallel to the crankshaft axis and between the crankshaft axis and plane of the radiator, and a mechanical drive (32, 34, 36) which rotates the fan in response to rotation of the crankshaft.

Abstract: A torque transmission system has driving and driven pulley units drivingly connected by an endless V-belt. Each of the driving and driven pulley units includes a stationary pulley rotatable with a shaft and a movable pulley disposed to define with the stationary pulley a circumferential continuous groove for receiving the V-belt. The movable pulleys of the driving and driven pulley units are axially resiliently biased so that the radii of the circles along which the V-belt engages the driving and driven pulley units are varied to change the speed-change ratio of the transmission system. The movable pulley of the driven pulley unit is axially shifted by fly weights. The driving and driven pulley units are provided with cam mechanisms each comprising a cam member and a follower member. When the load on the driven pulley unit is suddenly varied, the cam mechanisms are operative to keep constant the rotational speed of the driven pulley unit irrespective of variations in the load on the driven pulley unit.

Abstract: An infinitely variable cone-pulley, belt-type transmission having at least two cone-pulley pairs each mounted on a respective shaft, with one axially displaceable cone-pulley of each pair being formed as a rotating pressure cylinder of a piston firmly connected with the associated shaft, and the pressure application forces are generated hydraulically in the cylinder in dependence upon load and transmission ratio. Such transmissions are further provided with a transmission ratio setting member and a control slide valve coupled therewith which distributes the pressure fluid to the pressure cylinders, at least one adjustable pressure control valve controlling the application pressure, in dependence on load and transmission ratio, in the return conduit of the control slide valve for the hydraulic pressure necessary on the drive-output side of the transmission. The pressure control valve is mounted to rotate with one shaft and includes a valve body which is actuatable by a movable intermediate member, e.g.

Abstract: A power transmission adapted to be connected between a prime mover and a driven means which comprises a variable pulley drive comprising drive and driven pulleys connected by a belt, each having at least one flange axially movable with respect to the other. The pulleys continuously rotate when the prime mover is operational. The output of the prime mover is directly connected to the pulley drive. The prime mover may be an automobile engine, the driven means may include the wheels of an automobile. A speed-responsive friction starting device with means to shift between neutral, forward and reverse is connected between the driven pulley and the driven means. Shifting of a dry, i.e, non-lubricated, belt on the pulleys when the speed ratio is changing is enhanced because of the continuous driving of the pulleys. Also, because the direction of the rotation of the pulleys is always the same, shifting between forward and reverse is enhanced, this being true for any type of belt.

Abstract: V-belt type variable transmission including primary and secondary sheave assemblies which are connected together by an endless V-belt, the primary sheave assembly having a centrifugal device for biasing it so that the effective diameter of the primary sheave assembly is increased in accordance with an increase in drive shaft. The secondary sheave assembly has a cam device for biasing it in a direction wherein the effective diameter thereof is increased under the force applied by the cam device. In addition, the secondary sheave assembly is provided with a centrifugal device which centrifugally biases it to assist the action of the cam device.

Abstract: A variable pulley transmission especially adaptable for use in a passenger vehicle which comprises driver and driven pulleys connected by a flexible belt, the spacing between the pulleys and thus the drive ratio being controlled by a hydraulic control arrangement which is both engine speed and torque responsive.