variable speed transmission

Considering the cost savings involved in building transmissions with just three moving parts, you’ll realize why car companies have grown to be very thinking about CVTs lately.

All of this may audio Variable Speed Transmission complicated, nonetheless it isn’t. In theory, a CVT is far less complex than a normal automated transmission. A planetary equipment automatic transmission – sold in the tens of millions last year – has a huge selection of finely machined moving parts. It has wearable friction bands and elaborate electronic and hydraulic controls. A CVT just like the one described above has three basic moving parts: the belt and the two pulleys.

There’s another advantage: The cheapest and best ratios are also further apart than they might be in a conventional step-gear transmitting, giving the transmission a greater “ratio spread” This means it is even more flexible.

The engine can always run at the optimum speed for power or for fuel economy, regardless of the wheel speed, this means no revving up or down with each gear change, and the ideal rpm for the proper speed all the time.

As a result, instead of five or six ratios, you get thousands of ratios between your lowest (smallest-diameter pulley setting) and highest (largest-diameter pulley environment).

Here’s a good example: When you begin from a stop, the control computer de-clamps the insight pulley so the belt turns the tiniest diameter while the output pulley (which goes to the tires) clamps tighter to help make the belt convert its largest diameter. This produces the lowest gear ratio (say, 3.0-to-1) for the quickest acceleration. As velocity builds, the pc varies the pulley diameters, as conditions dictate, for the best balance of fuel economy and power.