INTRODUCTION

A machine consists of a power source and a power transmission system, which provides controlled application of the power.

Transmission can be define as an assembly of parts including

the speed-changing gears and the propeller shaft by which the power is transmitted from an engine to a live axle.

TYPES OF TRANSMISSION

Manual

Sequential manual Non-synchronous Preselector

Automatic
Manumatic

Semi-automatic

Electrohydraulic Dual clutch Saxomat

UNCOMMON TYPE OF TRANSMISSION

Dual clutch transmission Continuously variable

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Infinitely variable Electric variable

Dual clutch transmission

This arrangement is also sometimes known as a direct shift gearbox or powershift gearbox. It seeks to combine the advantages of a conventional manual shift with the qualities of a modern automatic transmission by providing different clutches for odd and even speed selector gears. When changing gear, the engine torque is transferred from one gear to the other continuously, so providing gentle, smooth gear changes without either losing power or jerking the vehicle. Gear selection may be manual, automatic (depending on throttle/speed sensors), or a 'sports' version combining both options.

Continuously variable
The Continuously Variable Transmission (CVT) is a transmission in which the ratio of the rotational speeds of two shafts, as the input shaft and output shaft of a vehicle or other machine, can be varied continuously within a given range, providing an infinite number of possible ratios. The CVT allows the relationship between the speed of the engine and the speed of the wheels to be selected within a continuous range. This can provide even better fuel economy if the engine is constantly running at a single speed. The transmission is in theory capable of a better user experience, without the rise and fall in speed of an engine, and the jerk felt when poorly changing gears. CVTs are increasingly found on small cars, and especially high-gas-milage vehicles and especially hybrids. On these platforms the torque is limited because the electric motor can provide torque without changing the speed of the engine. By leaving the engine running at the rate that generates the best gas milage for the given operating conditions, overall milage can be improved over a system with a smaller number of fixed gears, where the system may be operating at peak efficiency only for a small range of
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speeds. CVTs are rare on other platforms, especially high-torque applications, as they are generally constructed using rubber belts or similar devices that are subject to slippage at high torque.

Infinitely variable
The IVT is a specific type of CVT that includes not only an infinite number of gear ratios, but an infinite range as well. This is a turn of phrase, it actually refers to CVTs that are able to include a "zero ratio", where the input shaft can turn without any motion of the output shaft while remaining in gear. Zero output implies infinite ratios, as any "high gear" ratio is an infinite number of times higher than the zero "low gear". Most (if not all) IVTs result from the combination of a CVT with an epicyclic gear system with a fixed ratio. The combination of the fixed ratio of the epicyclic gear with a specific matching ratio in the CVT side results in zero output. For instance, consider a transmission with an epicyclic gear set to 1:-1 gear ratio; a 1:1 reverse gear. When the CVT side is set to 1:1 the two ratios add up to zero output. The IVT is always engaged, even during its zero output. When the CVT is set to higher values it operates conventionally, with increasing forward ratios. In practice, the epicyclic gear may be set to the lowest possible ratio of the CVT, if reversing is not needed or is handled through other means. Reversing can be incorporated by setting the epicyclic gear ratio somewhat higher than the lowest ratio of the CVT, providing a range of reverse ratios.

Electric variable
The Electric Variable Transmission (EVT) combines a transmission with an electric motor to provide the illusion of a single CVT. In the common implementation, a gasoline engine is connected to a traditional transmission, which is in turn connected to an epicyclic gear system's planet carrier. An electric motor/generator is connected to the central "sun" gear, which is normally un-driven in typical epicyclic systems. Both sources
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of power can be fed into the transmission's output at the same time, splitting power between them. In common examples, between and of the engine's power can be fed into the sun gear. Depending on the implementation, the transmission in front of the epicyclic system may be greatly simplified, or eliminated completely. EVTs are capable of continuously modulating output/input speed ratios like mechanical CVTs, but offer the distinct benefit of being able to also apply power from two different sources to one output, as well as potentially reducing overall complexity dramatically. In typical implementations, the gear ratio of the transmission and epicyclic system are set to the ratio of the common driving conditions, say highway speed for a car, or city speeds for a bus. When the drivers presses on the gas, the associated electronics interprets the pedal position and immediately sets the gasoline engine to the RPM that provides the best gas milage for that setting. As the gear ratio is normally set far from the maximum torque point, this set-up would normally result in very poor acceleration. Unlike gasoline engines, electric motors offer efficient torque across a wide selection of RPM, and are especially effective at low settings where the gasoline engine is inefficient. By varying the electrical load or supply on the motor attached to the sun gear, additional torque can be

provided to make up for the low torque output from the engine. As the vehicle accelerates, the power to the motor is reduced and eventually ended, providing the illusion of a CVT. The canonical example of the EVT is Toyota's Hybrid Synergy Drive. This implementation has no conventional transmission, and the sun gear always receives 28% of the torque from the engine. This power can be used to operate any electrical loads in the vehicle, recharging the batteries, powering the entertainment system, or running the air conditioning. Any residual power is then fed back into a second motor that powers the output of the drivetrain
directly. At highway speeds this additional generator/motor pathway is less
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efficient than simply powering the wheels directly. However, during acceleration, the electrical path is much more efficient than engine operating so far from its torque point.[10] GM uses a similar system in the Allison Bus hybrid powertrains and the Tahoe and Yukon pick-up trucks, but these use a two-speed transmission in front of the epicyclic system, and the sun gear receives close to half the total power.

USES
.Transmissions are used in Agricultural,Industrial,Construction,Mining and Automotive equipments In addition to ordinary transmission equipped with gears, such equipment makes extensive use of the hydrostatic drive and electrical adjustable-speed drives.

CONTINUOUSLY VARIABLE TRANSMISSION

A continuously variable transmission (CVT) is a transmission that can change steplessly through an infinite number of effective gear ratios between maximum and minimum values. This contrasts with other mechanical transmissions that offer a fixed number of gear ratios. The flexibility of a CVT allows the driving shaft to maintain a constant angular velocity over a range of output velocities. This can provide better fuel economy than other transmissions by enabling the engine to run at its most efficient revolutions per minute (RPM) for a range of vehicle speeds. Alternatively it can be used to maximize the performance of a vehicle by allowing the engine to turn at the RPM at which it produces peak power. This is typically higher than the RPM that achieves peak efficiency. Finally, a CVT does not strictly require the presence of a clutch, allowing the dismissal thereof. In some vehicles though (i.e.motorcycles), a centrifugal clutch is nevertheless added,[1] however this is only to provide a "neutral" stance on a motorcycle
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TYPES OF CONTINUOUSLY VARIABLE TRANSMISSION

o

Types Variable-diameter pulley (VDP) or Reeves drive

o o o o

Magnetic CVT or mCVT Infinitely variable transmission (IVT) Ratcheting CVT Hydrostatic CVTs

HISTORY
Leonardo da Vinci, in 1490, conceptualized a stepless continuously variable transmission.[14] The first patent for a friction-based belt CVT was filed in Europe[clarification needed] by Daimler and Benz in 1886, and a US Patent for a toroidal CVT was granted in 1935.[15] [16] In 1910, Zenith Motorcycles built a V2 engined motorcycle with the GraduaGear, which was a CVT. In 1912, the British motorcycle manufacturer Rudge-Whitworth built the Rudge Multigear. The Multi was a much improved version of Zeniths Gradua-Gear. In 1922, Browne offered a motorcycle with variable-stroke ratchet drive using a face ratchet.[17] An early application of CVT was in the British Clyno car, introduced in 1923. A CVT, called Variomatic, was designed and built by Hub van Doorne, cofounder of Van Doorne's Automobiel Fabriek (DAF), in the late 1950s, specifically to produce an automatic transmission for a small, affordable car. The first DAF car using van Doorne's CVT, the DAF 600, was produced in 1958.[18] Van Doorne's patents were later transferred to a company called VDT (Van Doorne Transmissie B.V.) when the passenger car division was sold to Volvo in 1975; its CVT was used in the Volvo 340. In 1995, VDT was acquired by Robert Bosch GmbH. Many snowmobiles use a rubber belt CVT. In 1974, Rokon offered a motorcycle with a rubber belt CVT.
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CVTs are used in some ATVs. The first ATV equipped with CVT was Polaris's Traill Boss in 1985. In early 1987, Subaru launched the Justy in Tokyo with an electronically controlled continuously variable transmission (ECVT) developed byFuji Heavy Industries, which owns Subaru. In 1989 the Justy became the first production car in the U.S. to offer CVT technology. While the Justy saw only limited success, Subaru continues to use CVT in its kei cars to this day, while also supplying it to other manufacturers.[19]Subaru offers CVT on the 2010 Legacy and 2010 Outback (Lineartronic). In the summer of 1987 the Ford Fiesta and Fiat Uno became the first mainstream European cars to be equipped with steel-belted CVT (as opposed to the less robust rubber-belted DAF design). This CVT, the Ford CTX was developed by Ford, Van Doorne, and Fiat, with work on the transmission starting in 1976.[19] The 1992 Nissan March contained Nissan's N-CVT based on the Fuji Heavy Industries ECVT.[19] In the late 1990s, Nissan designed its own CVT that allowed for higher torque and included a torque converter. This gearbox was used in a number of Japanese-market models. Nissan is also the only car maker to bring a roller-based CVT to the market in recent years. Their toroidal CVT, named the Extroid, was available in the Japanese market Y34 Nissan Gloria and V35 Skyline GT-8. However, the gearbox was not carried over when the Cedric/Gloria was replaced by the Nissan Fuga in 2004. The Nissan Murano, introduced in 2003, and the Nissan Rogue, introduced in 2007, also use CVT in their automatic transmission models. In a Nissan Press Release, 12 July 2006, Nissan announced a huge shift to CVT transmissions when they selected their XTronic CVT technology[20] for all automatic versions of the Versa, Cube, Sentra, Altima and Maxima vehicles in North America, making the CVT a mainstream transmission system. One major motivator for Nissan to make a switch to CVTs was as a part of their 'Green Program 2010' aimed at reducing CO2 emissions by 2010. The CVT found in Nissans Maxima, Murano and the V6 version of the Altima is considered to be the worlds first "3.5L class" belt CVT and can hold much higher torque loads than other belt CVTs.[21]
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After studying pulley-based CVT for years, Honda also introduced their own version on the 1995 Honda Civic VTi. Dubbed Honda Multi Matic, this CVT gearbox accepted higher torque than traditional pulley CVTs, and also includes a torque converter for "creep" action. The CVT is also currently employed in the Honda City ZX that is manufactured in India and Honda City Vario manufactured in Pakistan. Toyota used a Power Split Transmission (PST) in the 1997 Prius, and all subsequent Toyota and Lexus hybrids sold internationally continue to use the system (marketed under the Hybrid Synergy Drive name). The HSD is also referred to as an Electronically controlled Continuously variable Transmission. The PST allows either the electric motor or the internal combustion engine (ICE) or both to propel the vehicle. In ICE-only mode, part of the engine's power is mechanically coupled to the drivetrain, with the other part going through a generator and a motor. The amount of power being channeled through the electrical path determine the effective gear ratio. Toyota also offers a non-hybrid CVT called Multidrive for models such as Avensis. Audi has, since 2000, offered a chain-type CVT (Multitronic) as an option on some of its larger-engine models, for example the A4 3.0 L V6. Fiat in 2000 offered a Cone-type CVT as an option on its hit model Fiat Punto (16v 80 PS ELX,Sporting) and Lancia Y (1.2 16V). BMW used a belt-drive CVT (manufactured by ZF Friedrichshafen) as an option for the low- and middle-range MINI in 2001, forsaking it only on the supercharged version of the car where the increased torque levels demanded a conventional automatic gearbox. The CVT could also be manually "shifted" if desired with software-simulated shift points. MG-Rover used an identical ZF CVT transmission on its Rover 45 and MG ZS models. GM introduced its version of CVT known as VTi in 2002. It was used in the Saturn Vue and Saturn Ion models. Ford introduced a chain-driven CVT known as the CFT30 in their 2005 Ford Freestyle, Ford Five Hundred and Mercury Montego. The transmission was designed in cooperation with German automotive
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supplier ZF Friedrichshafen and was produced in Batavia, Ohio at Batavia Transmissions LLC (a subsidiary of Ford Motor Company) until 22 March 2007. The Batavia plant also produced the belt-driven CFT23 CVT which went in the Ford Focus C-MAX. Ford also sold Escort and Orion models in Europe with CVTs in the 1980s and 1990s. Contract agreements were established in 2006 between MTD Products and Torotrak for the first full toroidal system to be manufactured for outdoor power equipment such as jet skis, ski-mobiles and ride-on mowers.[22] The 2007 Dodge Caliber and the related Jeep Compass and Jeep Patriot employ a CVT using a variable pulley system as their optional automatic transmission.[23] The 2008 Mitsubishi Lancer model is available with CVT transmission as the automatic transmission. DE and ES models receive a standard CVT with Drive and Low gears; the GTS model is equipped with a standard Drive and also a Sportronic mode that allows the driver to use 6 different preset gear ratios (either with the shifter or steering wheel-mounted paddle shifters). The 2009 SEAT Exeo is available with a CVT automatic transmission (multitronic) as an option for the 2.0 TSI 200 hp (149 kW) petrol engine, with selectable 'six-speeds'.[24] In 2010, the US Patent Office issued patent number 7,647,768 B1 for a series of hydraulic Torque Converters that use hydraulic friction rather than mechanical friction as a CVT.
Inherent Advantages & Benefits
Certainly, the clunk of a shifting transmission is familiar to all drivers. By contrast, a continuously variable transmission is perfectly smoothit naturally changes gears discreetly and minutely such that the driver or passenger feels only steady acceleration. In theory, a CVT would cause less engine fatigue and would be a more reliable transmission, as the harshness of shifts and discrete gears force the engine to run at a less-than-optimal speed. Moreover, CVTs offer improved efficiency and performance. Table (1) below shows the power transmission efficiency of a typical five-speed automatic, i.e. the percentage of engine power translated through the transmission. This yields an average efficiency of 86%, compared to a typical manual transmission with 97% efficiency [3]. By comparison, Table (2) below gives efficiency ranges for several CVT designs.
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Table (1) Efficiency vs. Gear Ratio for Automatic Transmission [3] Gear Efficiency Range 1 60-85% 2 60-90% 3 85-95% 4 90-95% 5 85-94% Table (2) Efficiency of Various CVT Designs [3] CVT Mechanism Efficiency Range Rubber Belts 90-95% Steel Belts 90-97% Toroidal Traction 70-94% Nutating Traction 75-96% Variable Geometry 85-93%

These CVTs each offer improved efficiency over conventional automatic transmissions, and their efficiency depends less on driving habit than manual transmissions [3]. Moreover: Because the CVT allows an engine to run at this most efficient point virtually independent of vehicle speed, a CVT equipped vehicle yields fuel economy benefits when compared to a conventional transmission [3] Testing by ZF Getriebe GmbH several years ago found that the CVT uses at least 10% less fuel than a 4speed automatic transmission for U.S. Environmental Protection Agency city and highway cycles. Moreover, the CVT was more than one second faster in 0-60 mph acceleration tests [5]. The potential for fuel efficiency gains can also be seen in the CVT currently used in Hondas Civic. A Civic with acentury-old concept, perfected by modern technology, metallurgy, chemistry, electronics, engineering, and precision manufacturing [2]. In addition, CVT control must be addressed. Even if a CVT can operate at the optimal gear ratio at any speed, how does it know what ratio to select? Manual transmissions have manual controls, where the driver shifts when he or she so desires; automatic transmissions have relatively simple shifting algorithms to accommodate between three and five gears. However, CVTs require far more complex algorithms to accommodate an infinite division of speeds and gear ratios.

Research & Development

While IC development has slowed in recent years as

GMs New CVT design

automobile manufacturers devote more r esources to hybrid electric

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vehicles (HEVs) and fuel cell vehicles (FEVs), CVT research and development is expanding quickly. Even U.S. automakers, who have lagged in CVT research until recently, are unveiling new designs: General Motors plans to implement metal-belt CVTs in some vehicles by 2002 [6]. The Japanese and Germans continue to lead the way in CVT development. Nissan has taken a dramatic step with its Extroid CVT, offered in the home-market Cedric and Gloria luxury sedans. This toroidal CVT costs more than a conventional belt-driven CVT, but Nissan expects the extra cost to be absorbed by the luxury cars prices [2]. The Extroid uses a high viscosity fluid to transmit power between the disks and rollers, rather than metal-to-metal contact. Coupled with a torque converter, this yields exceptionally fast ratio changes. Most importantly, though, the Extroid is available with a turbocharged version of Nissans 3.0 liter V6 producing 285 lb-ft of torque; this is a new record for CVT torque capacity [2]. Audis new CVT offers both better fuel mileage than a conventional automatic and better acceleration than even a

Audi CVT with link chain

manual transmission. Moreover, Audi claims it can offer the CVT at only a slight price increase [1]. This so-called multitronic CVT uses an all-steel link plate chain instead of a V-belt in order to handle up to 280 lb-ft of torque [1]. In addition, Audi claims that the multitronic A6 accelerates from 0-100 km/h (0-62 mph) 1.3 s quicker than a geared automatic transmission and is 0.1 s quicker over the same speed than an equivalent model with optimum use of a five speed manual gearbox [1]. If costs were sufficiently reduced, a transmission such as this could be used in almost any automobile in the world. Many small cars have used CVTs in recent years, and many more will use them in the near future. Nissan, Honda, and Subaru currently use belt-drive CVTs developed with Dutch company Van Doorne Transmissie (VDT) in some of their smaller cars [7]. Suzuki and Daihatsu are jointly developing CVTs with Japanese company Aichi Machine, using an aluminum/plastic composite belt reinforced with Aramid fibers. Their CVT uses an auxiliary transmission
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for starts to avoid low-speed slip. After about 6 mph, the CVT engages and operates as it normally would [7]. The auxiliary geartrains direct coupling ensures sufficiently brisk takeoff and initial acceleration [7]. However, Aichis CVT can only handle 52 lb-ft of torque. This alone effectively negates its potential for the U.S. market. Still, there are far more CVTs in production for 2000 than for 1999, and each major automobile show brings more announcements for new CVTs. New CVT Research As recently as 1997, CVT research focused on the basic issues of drive belt design and power transmission. Now, as belts by VDT and other companies become sufficiently efficient, research focuses primarily on control and implementation of CVTs. Nissan Motor Co. has been a leader in CVT research since the 1970s. A recent study analyzing the slip characteristics of a metal belt CVT resulted in a simulation method for slip limits and torque capabilities of CVTs [8]. This has led to a dramatic improvement in drive belt technology, since CVTs can now be modeled and analyzed with computer simulations, resulting in faster development and more

Figure (6) Cutaway of Audi CVT

efficient design. Nissans research on the torque limits of belt-drive CVTs has also led to the use of torque converters, which several companies have since implemented. The torque converter is designed to allow creep, the slow speed at which automatic transmission cars drive without driver-induced acceleration. The torque converter adds improved creep capability during idling for improved driveability at very low speeds and easy launch on uphill grades [9]. Nissans Extroid uses such a torque converter for smooth starting, vibration suppression, and creep characteristics [2]. CVT control has recently come to the forefront of research; even a mechanically perfect CVT is worthless without an intelligent active control algorithm. Optimal CVT performance demands integrated control, such as the system developed by Nissan to obtain the demanded drive torque with optimum fuel
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economy [13]. The control system determines the necessary CVT ratio based on a target torque, vehicle speed, and desired fuel economy. Honda has also developed an integrated control algorithm for its CVTs, considering not only the engines thermal efficiency but also work loss from drivetrain accessories and the transmission itself [12]. Testing of Hondas algorithm with a prototype vehicle resulted in a one percent fuel economy increase compared to a conventional algorithm. While not a dramatic increase, Honda claims that its algorithm is fundamentally sound, and thus will it become one of the basic technologies for the next generations powerplant control [12]. Although CVTs are currently in production, many control issues still amount to a tremendous number of trials and errors [10]. One study focusing on numerical representation of power transmission showed that both block tilting and pulley deformation meaningfully effected the pulley thrust ratio between the driving and the driven pulleys [10]. Thus, the resultant model of CVT performance can be used in future applications for transmission optimization. As more studies are conducted, fundamental research such as this will become the legacy of CVT design, and research can become more specialized as CVTs become more refined. As CVTs move from research and development to assembly line, manufacturing research becomes more important. CVTs require several crucial, high-tolerance components in order to function efficiently; Honda studied one of these, the pulley piston, in 1998. Honda found that prototype pistons experienced a drastic thickness reduction (32% at maximum) due to the conventional stretch forming method [11]. A four-step forming process was developed to ensure a greater and more uniform thickness increase and thus greater efficiency and performance. Moreover, work-hardening during the forming process further increased the pulley pistons strength [11]. Size and weight of CVTs has long been a concern, since conventional automatics weigh far more than manual transmissions and CVTs outweigh automatics. Most cars equipped with automatic transmissions have a curb weight between 50 and 150 pounds heavier than the same cars with manual transmissions. To solve this problem, Audi is currently developing magnesium gearbox housings, a first for cars in its class. This results in nearly a 16 pound weight reduction over conventional automatics. [1].

Future Prospects for CVTs

Much of the existing literature is quick to admit that the automotive industry lacks a broad knowledge base regarding CVTs. Whereas conventional transmissions have been continuously refined and improved since the very start of the 20th century, CVT development is only just beginning. As infrastructure is built up along with said knowledge base, CVTs will become ever-more prominent in the automotive landscape. Even todays CVTs, which represent first-generation designs at best, outperform conventional transmissions. Automakers who fail to develop CVTs now, while the field is still in its infancy, risk being left behind as CVT development and implementation continues its exponential growth. Moreover, CVTs are do not fall exclusively in the realm of IC engines. CVTs & Hybrid Electric Vehicles While CVTs will help to prolong the viability of internal combustion engines, CVTs themselves will certainly not fade if and when IC does. Several companies are currently studying implementation of
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CVTs with HEVs. Nissan recently developed an HEV with fuel efficiency more than double that of existing vehicles in the same class of driving performance [14]. The electric motor avoids the lowspeed/ high torque problems often associated with CVTs, through an innovative double-motor system. At low speeds: A low-power traction motor is used as a substitute mechanism to accomplish the functions of launch and forward/reverse shift. This has made it possible to discontinue use of a torque converter as the launch element and a planetary gearset and wet multiplate clutches as the shift mechanism. [14] Thus use of a CVT in a HEV is optimal: the electric portion of the power system avoids the low-speed problems of CVTs, while still retaining the fuel efficiency and power transmission benefits at high speeds.. Moreover, the use of a CVT capable of handling high engine torque allows the system to be applied to more powerful vehicles [14]. Obviously, automakers cannot develop individual transmissions for each car they sell; rather, a few robust, versatile CVTs must be able to handle a wide range of vehicles. Korean automaker Kia has proposed a rather novel approach to CVTs and their application to hybrids. Kia recently tested a system where the CVT allows the engine to run at constant speed and the motor allows the engine to run at constant torque independent of driving conditions [15]. Thus, both gasoline engine and electric motor always run at their optimal speeds, and the CVT adjusts as needed to accelerate the vehicle. Kia also presented a control system for this unified HEV/CVT combination that optimizes fuel efficiency for the new configuration.

Conclusion
Today, only a handful of cars worldwide make use of CVTs, but the applications and benefits of continuously variable transmissions can only increase based on todays research and development. As automakers continue to develop CVTs, more and more vehicle lines will begin to use them. As development continues, fuel efficiency and performance benefits will inevitably increase; this will lead to increased sales of CVT-equipped vehicles. Increased sales will prompt further development and implementation, and the cycle will repeat ad infinitum. Moreover, increasing development will foster competition among manufacturersautomakers from Japan, Europe, and the U.S. are already either using or developing CVTswhich will in turn lower manufacturing costs. Any technology with inherent benefits will eventually reach fruition; the CVT has only just begun to blossom.

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