Abstract: An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for infinitely variable transmissions (IVT) having a variator provided with a plurality of tilting spherical planets. In one embodiment, a variator is provided with multiple planet arrays. In another embodiment, a hydraulic system is configured to control the transmission ratio of the IVT. Various inventive idler assemblies and planet-pivot arm assemblies can be used to facilitate adjusting the transmission speed ratio of an IVT. Embodiments of a transmission housing and bell housing are adapted to house components of an IVT and, in some embodiments, to cooperate with other components of the IVT to support operation and/or functionality of the IVT. Various related devices include embodiments of, for example, a control feedback mechanism, axial force generation and management mechanisms, a control valve integral with an input shaft, and a rotatable carrier configured to support planet-pivot arm assemblies.

Abstract: A continuously variable bicycle transmission mechanism includes a ring roller, at least one conical planetary roller, a sun roller and a carrier. The at least one conical planetary roller is frictionally engaged with the ring roller. The at least one conical planetary roller is rotatable about a rotational axis of a roller axle of the at least one conical planetary roller. The sun roller is frictionally engaged with the at least one conical planetary roller. The carrier rotatably supports both ends of the roller axle of the at least one conical planetary roller. The carrier is movable along an axis with the at least one conical planetary roller.

Abstract: Planetary friction gear continuously variable transmission including an input shaft; a carrier; a planetary friction gear having a tapered roller at an inclined rotating shaft; an input-side support section, formed by notching a portion of an outer periphery of a carrier bottom section, rotatably supports an input side of the shaft; a sun roller provided on a same line as the shaft; a ring roller which is rotated by contacting a roller of the gear; an output shaft spaced from the ring roller; a loading section having a rolling body which presses the ring roller and the output shaft in an axial direction when a torque differential arises; and a transmission ring which contacts the tapered roller and allows the gear to spin.

Abstract: A continuously variable bicycle transmission includes a ring roller, a first conical planetary roller, a first carrier and a sun roller. The first conical planetary roller is frictionally engaged with the ring roller. The first carrier rotatably supports the first conical planetary roller. The sun roller is movable along an axis. The sun roller is frictionally engaged with the first conical planetary roller.

Abstract: A continuously variable transmission includes an input shaft rotatably supported in a housing; a first speed change unit and a second speed change unit, provided within the housing and disposed facing each other symmetrically with respect to a plane normal to the axial direction of the input shaft, to continuously vary the speed of rotation of the input shaft using traction force; an output rotating gear supported to be able to rotate freely about the input shaft so that the rotation of the output rotating gear is synchronized with the rotation which has been varied in speed by the first speed change unit and the second speed change unit; and an output shaft. The torque of the input shaft can be doubled by the two speed change units while continuously varying the speed, and the thrust loads generated in the axial direction of the input shaft cancel each other out.

Abstract: A planetary roller transmission device has a rotatable input shaft and an output shaft on the same axis, a plurality of planetary rollers which are rollable around the outer periphery of a sun roller provided on the input shaft, an output ring which is provided integrally with the output shaft, inside which the planetary roller roll, and a shift ring which is provided to be movable in only along the axis and with which the planetary roller internally and rollably contacts. The position at which the sun roller contacts the planetary rollers by pressing the planetary rollers in an outer direction is located between a first position at which the output ring contacts the planetary roller, and a second position at which the shift ring contacts the planetary roller. The planetary roller transmission device also has an axial direction pressing member which moves along the axis due to a centrifugal force caused by the rotation of the input shaft.

Abstract: A toothless gear speed reducer, which mainly includes an inclined plane cone drive gear, inclined plane conical driven gears and an inclined plane outer gear case drive ring. The toothless gear speed reducer overcomes the difficult problems existent in conventional speed reducers to decrease dimensions and minimize abrasion, and achieves reducing manufacturing time, thereby providing higher efficiency and saving on manufacturing cost.

Abstract: This design is for a motor vehicle drivetrain utilizing flywheel rotation to store energy during the vehicle trip, either storing energy when accellerated, or releasing energy when slowed depending on the vehicle power requirements. At the same time the engine is allowed to operate at a constant RPM and throttle setting, determined by the best thermal efficiency of the engine selected (the engine itself is not a part of this patent application). The continously variable speeds of the vehicle are made possible by the design's transmissions using sintered metal construction, a cogged drive belt, and a pattern of surface protrusions meshing with the cogged drive belt. The flywheels are slightly offset to allow simple gear meshing, and are counter-rotating to cancel out flywheel precession and torque reaction when providing power to the drive wheels. This eliminates any adverse effect on the vehicle's behavior that might otherwise result such as causing the vehicle to spin on slippery surfaces.

Abstract: A Continuously Variable Transmission (CVT) that uses a gear which changes gear size, along with an innovative gear train to achieve different gear ratios. The CVT overcomes the disadvantages of other designs, as it is a purely mechanical drive system. The CVT is an electro-hydraulically operated device, allowing infinite precision and control, using custom configurations, based on information from engine management systems installed in most modern vehicles. The CVT provides improved vehicle fuel efficiency, acceleration, ease of vehicle drivability and increased power transfer. The CVT minimizes engine stress due to a lower range of revolutions. Also, stress on the vehicle's drive-train is minimized, as there is no sudden transition in drive-shaft RPM as the gears change. The CVT allows an engine to run at an optimal range for fuel efficiency and torque, as the engine no longer has to cycle through the normal range of revs as the gears change.

Abstract: A traction drive transmission is organized about a center axis and includes a sun roller having first and second inner raceways. The raceways are tapered such that their large ends are presented toward each other. There is provided a first plurality of planet rollers arranged in a row between a first inner raceway and a first outer raceway. The first plurality of rollers have a first tapered side face that contacts the first inner raceway and a second tapered side face that contacts the first outer raceway. A second plurality of planet rollers is arranged in a row between the second inner raceway and the second outer raceway and has a first tapered side face that contacts the second inner raceway and a second tapered side face that contacts the second outer raceway.

Abstract: A Continuously Variable Transmission (CVT) that uses a gear which changes gear size, along with an innovative gear train to achieve different gear ratios. The CVT overcomes the disadvantages of other designs, as it is a purely mechanical drive system. The CVT is an electro-hydraulically operated device, allowing infinite precision and control, using custom configurations, based on information from engine management systems installed in most modem vehicles. The CVT provides improved vehicle fuel efficiency, acceleration, ease of vehicle drivability and increased power transfer. The CVT minimizes engine stress due to a lower range of revolutions. Also, stress on the vehicle's drive-train is minimized, as there is no sudden transition in drive-shaft RPM as the gears change. The CVT allows an engine to run at an optimal range for fuel efficiency and torque, as the engine no longer has to cycle through the normal range of revs as the gears change.

Abstract: A traction drive transmission is organized about a center axis and includes a sun roller having first and second inner raceways. The raceways are tapered such that their large ends are presented toward each other. There are also provided first and second outer raceways tapered such that their large ends are presented toward each other. The first outer raceway is located around the first inner raceway and the second outer raceway is located around the second inner raceway. Next, there is provided a first plurality of planet rollers arranged in a row between the first inner raceway and the first outer raceway. The first plurality of rollers have a first tapered side face that contacts the first inner raceway and a second tapered side face that contacts the first outer raceway.

Abstract: A friction-wheel epicyclic gear (10, 10a) is proposed. The friction-wheel epicyclic gear (10, 10a) has bevel wheels (12, 42), which roll on a friction wheel (14) and drive a gear output shaft (26). The contact pressure between the bevel wheels (12, 42) and the friction wheel (14) is variable. A detection of the slip between the bevel wheels (12, 42) and the friction wheel (14) is provided, and the contact pressure is variable as a function of the slip. In this way, the friction-wheel epicyclic gear (10, 10a) can always be operated at the slip limit, so that the wear is only slight and the efficiency is high.

Abstract: An engine-motor hybrid vehicle has a power transmission device including a first rotary electric machine and a second rotary electric machine. The first rotary electric machine has a first rotor connected to an engine and a second rotor connected to vehicle wheels. When the engine is in the idling condition, an electronic control apparatus controls the power transmission device to restrict engine vibrations from being transmitted to the vehicle. The electronic control apparatus controls the power transmission device based on a difference in timings of detecting a first rotor position and a second rotor position in the first rotary electric machine. The electronic control apparatus controls the power transmission device to reduce mechanical shocks which occurs immediately after engine operation starting.

Abstract: To make a continuously variable transmission small and to be able to freely set a transmission ratio of a driving force transmitted from an engine to a continuously variable transmission. A continuously variable transmission for carrying out gear changes by a rotary drive member and a driven rotary member supported so as to be freely rotatable at a main transmission shaft coming into contact with variable speed rotary members supported at gears and so as to be freely rotatable is housed within a transmission chamber partitioned from a crank chamber and enclosing lubricating oil. The driving force of the crank shaft of the engine is inputted to a driven gear provided at the main transmission shaft that passes through a cover member of the transmission chamber and protrudes to the inside of the crank chamber.

Abstract: A double-eccentric friction drive having a natural and automatic friction-increasing effect under load includes a friction ring and a wheel which is located eccentrically with respect to the friction ring, and a hollow cylindrical or ring-shaped wedged member that is eccentric relative to the wheel and the friction ring and whose side wall is held against the friction ring by the wheel. In continuously variable embodiments of the friction drive, one or more of the three members comprises a pair of spaced-apart halves whose spacing from each other is infinitely adjustable, and one or more of the members includes tapered surfaces which coact with the movable halves so as to effectively vary the diameters of contact surfaces between the members. The eccentricity of the wheel is infinitely adjustable in harmony with the movable halves to constantly urge the wedged member against the friction ring, whereby the ratio of an input speed to an output speed of the drive is infinitely adjustable.

Abstract: A hybrid vehicle in which, by using a continuously variable transmission inserted between output shafts of a heat engine such as an internal combustion engine and an electric motor as a torque distributor, the torque acting upon the driving wheels is distributed to the two and the distribution ratio between the engine and motor is changed, and control is performed so that the speed and/or torque of the heat engine becomes a predetermined constant value and the exhaust emission and fuel consumption are enhanced.

Abstract: The invention provides a friction type continuously variable speed changing mechanism having a construction suitable for applications in which it is used to continuously change the speed of an output shaft for driving a high speed rotating body, such as the vane wheel of a centrifugal blower or the like.

Abstract: A motor vehicle gearbox with an infinitely variable reduction ratio comprises an input shaft, an output shaft, a first gear stage with a continuously adjustable reduction ratio, and a second gear stage in the form of a summarizing gear. The input shaft is connected to the input of the first gear stage and, via a first coupling, to a first input of the second gear stage. The output of the first gear stage is connected to a second input of the second gear stage and, via a second coupling, to the output shaft, which simultaneously forms the output of the second gear stage. The first gear stage is part of a main gear. The main gear and the second gear stage are disposed coaxially relative to each other and to a common main axis. The first gear stage takes the form of a frictional body gear, in particular a frictional wheel epicyclic gear, in which two bodies abut each other in a frictionally engaging manner in a region. The frictional bodies rotate over the entire reduction range at a higher speed (n.sub.

Abstract: Disclosed is an infinitely variable speed transmission, including: a speed changing mechanism for primarily changing power from an engine into a necessary speed ratio, including: a sun gear disposed on an input shaft for transmitting power generated from the engine; a plurality of planet rollers which are disposed around the sun gear at a predetermined distance from each other, each planet roller having a truncated cone-shape and being revolvable around the sun gear and rotatable about its axis; a carrier for connecting the planet rollers with each other; a movable ring disposed to be circumscribed on outer tangential line of the planet rollers and movable by moving member along a longitudinal direction of the planet rollers to change a rotational speed of the planet rollers by varying an operating diameter so that an output speed outputted through the carriers connecting the planet roller with each other can be varied; and a second speed changing mechanism for changing the output speed from the speed changin

Abstract: Motion is transmitted by means of a kinematic chain, comprising four members--a driving, driven, intermediate and support members. The driving, driven and supporting members rotate about a common axis. The intermediate member, by virtue of its operative linkages with the driving, driven and supporting members, rotates about the common axis and translates either parallel or, according to another version, perpendicular to the common axis. The supporting member is stopped during motion transmission. The intermediate member moves with respect to the driving, driven and supporting members during motion transmission. The directions of these motions define angles with the direction of motion of the driving member in the plane parallel or perpendicular, respectively, to the common axis. Changing the at least one of the angles can change the ratio of the speeds of the driving and driven member.

Abstract: A traction drive of planetary configuration includes a cone, a pair of cups surrounding the cone, transfer rings located between the cone and the cups, and a cage that positions the transfer rings. The cone is unitary and has a pair of raceways which are presented outwardly and taper downwardly toward each other. The two cups have tapered raceways which are presented inwardly toward the cone raceway. The transfer rings on their peripheral surfaces are tapered and slightly crowned. The cage includes end disks which lie beyond the ends of the transfer rings and studs which connect the end disks and further serve as journals for the transfer rings, thus maintaining the rings at equal circumferential intervals. The two cups are held together, and springs, either at the rollers or along the cups, urge the tapered raceways of the cone and cups and the tapered peripheral surfaces of the transfer rings snugly together.

Abstract: A continuously variable transmission comprises a sun wheel (11, 66) and at least one planet wheel (3, 65) having a double, essentially conical surface (30, 31, 64, 71, 72), which planet wheel (3, 65) interacts on one side with the sun wheel (11, 66) and on the other side with an annulus wheel (2, 73), as well as adjusting structure (5, 6, 16) for changing the transmission ratio. Each planet wheel (3, 65) is provided with an intermediate wheel (9, 59) which interacts on one side with the sun wheel (11, 66) and on the other side with the planet wheel (3, 65). Each planet wheel (3, 65) and, where appropriate, intermediate wheel (9, 59) is also adjustable about an imaginary axis which runs transversely to the centre line of the sun wheel (11, 66), such that each planet wheel (3, 65) can be brought into positions with respect to the annulus wheel (2, 59) in which they can roll with respect to one another so as to describe a helical path.

Abstract: A frictional type continuously variable transmission having a continuously variable transmission unit with a planetary gear unit attached thereto to increase the speed ratio as a whole while not increasing the size of the entire device. This transmission is composed of the continuously variable transmission, a planetary gear unit and an impeller unit. The planetary gear unit has a drive shaft, a carrier fixed to the drive shaft, a plurality of planetary gears supported on the carrier, and an internal gear meshing with the planetary gears. The continuously variable transmission unit has an input shaft to which is fixed a sun gear meshing with the planetary gear. With this arrangement, the impeller can be rotated at a high speed even if the speed ratio of the continuously variable transmission unit is low. The transmission unit also has a pressing mechanism at the input shaft end. Thus, it is possible to manufacture the three units separately and assemble them together.

Abstract: A stepless speed changing apparatus is disclosed that has movable bodies to move in the radial direction of an input shaft, wherein stepless speed reduction is achieved with a simple configuration by converting the movement of the movable bodies into the movement of a speed change ring, and is capable of setting an appropriate mode of changing output, rotational speed and providing such a characteristic that the output rotational speed changes in the reverse manner to the change of the input rotational speed.

Abstract: An automatic screw fastening machine embodied by the invention transmits the rotating force of a motor to a driver bit via a differential planetary mechanism consisting of an input disc, a plurality of planetary cones, a cam disc, and a variable-speed ring. The automatic screw fastening machine causes a resilient supporting unit to restrict the variable-speed ring from shifting itself in the axial direction. Furthermore, the machine is provided with a torque detection unit capable of detecting the torque of reaction force applied to the variable-speed ring by effect of the load applied to the driver bit. As soon as the detect-signal value correctly matches a specific value corresponding to the predetermined fastening torque, supply of power to the motor is discontinued. In consequence, when fully completing a screw fastening process, rotation of the driver bit is substantially reduced to zero so that no rotating force can be transmitted to the driver bit.

Abstract: An automatic screw fastening machine embodied by the invention transmits the rotating force of a motor to a driver bit via a differential planetary mechanism consisting of an input disc, a plurality of planetary cones, a cam disc, and a variable-speed ring. The automatic screw fastening machine causes a resilient supporting unit to restrict the variable-speed ring from shifting itself in the axial direction. Furthermore, the machine is provided with a torque detection unit capable of detecting the torque of reaction force applied to the variable-speed ring by effect of the load applied to the driver bit. As soon as the detect-signal value correctly matches a specific value corresponding to the predetermined fastening torque, supply of power to the motor is discontinued. In consequence, when fully completing a screw fastening process, rotation of the driver bit is substantially reduced to zero so that no rotating force can be transmitted to the driver bit.

Abstract: A ring cone type stepless transmission for effecting change speed on a torque received from an input section and transmitting the torque to an output section. The transmission comprises a main shaft for rotatably supporting a carrier which rotatably supports a plurality of taper cones. The main shaft further supports a disk-shaped rotatable member spring-loaded for contacting the taper cones to effect torque transmission therewith. A ring-shaped change speed member is provided movable parallel to the main shaft to contact varied positions of the taper cones, thereby varying a transmission ratio between the carrier and rotatable member. A supporting member is also mounted on the main shaft for contacting and supporting the taper cones. This supporting member counteracts a moment acting on the taper cones as a result of contact pressures applied to the taper cones from the rotatable member and change speed member.

Abstract: A stepless speed change traction gear includes a plurality of conical rollers, each having a conical surface frictionally engaging with an internal surface of a speed changing ring, a flat surface perpendicular to the axis of the conical surface frictionally engaging a non-rotating track ring, and an annular concave surface coaxial with the conical surface and frictionally engaging a bearing ring. The speed changing ring is longitudinally adjustable between limits so that a speed ratio range from 0 to nearly 1.0 is developed. This traction gear is not provided any additional gearing or speed increasing device to widen the speed range. A clutch, brake, and operator can permit a direct drive condition between the input and output shafts.