New Toothed CVT

CVT 1 Calculations

Cost & Partslist CVT 4 (preferred)

Patents Competition more...

For sale, licensing, exclusive licensing, investing inquiries, or questions please contact us using these email addresses only: cvtresearch@yahoo.com or newtoothedcvt@gmail.com
Update (5-21-12): "Investors" tab. Update (5-16-12): Updated "Basic Outline of our CVT" section below, and Added a CVT 5, see Figs. 1A, 1B, 2A, and 2B below.

Basic Outline of our CVT Our CVT uses a cone with one toothed torque transmitting member that is coupled to another cone with one toothed torque transmitting member by a toothed transmission belt. In order to change the transmission ratio, the axial position of each cone is changed independently when a cone is in a moveable rotational position using a mechanism that uses a pneumatic cylinder to pretension a spring that will quickly move a cone into the required axial position. Please see "CVT 1" tab for details. The axial position of each cone has to be changed a required amount in order to allow for proper tooth engagement. The axial position of a cone has to be changed within less than 1 rotation of the spline on which it is mounted, let us conservatively assume within half-a-rotation. Assuming we use a diesel engine and operate it up to 3000 rpm, then the duration for changing the axial position of a cone is 60/3000 * 0.5 = 0.01 second. Assuming that the required axial position change for a cone is 0.1 in = 0.254 cm (see calculations section of the "CVT 4" tab), then 0.254 cm has to be moved within 0.01 second, which gives a speed of 25.4 cm/second. As an experiment, we took a measuring tape and held the hook end of it fixed and extend the housing of it to 1 meter (100 cm), and then we released the extended housing and measured the time it takes for the housing to return to the un-extended position. When we did the experiment the housing returned to the un-extended position in about 1 second, so that the speed of the housing is at about 100 cm/second, which is almost 4 times of 25.4 cm/second. When released at 100 cm, the impact sound that the housing of the tape made was considerable. But after using some cushioning at the location of impact, the impact sound of releasing the housing at 100 cm was small. And releasing the housing at 25 cm produced a minimal impact sound whether cushioning was used or not. Releasing the housing of the tape at 25 cm, results in a speed faster than 25 cm/second. We are not fast enough to accurately measure how fast it takes for the housing to return to its un-extended position when extended to 1 cm, but we know that it is much faster than when the housing is extended to 25 cm. Doing some experiments with a measuring tape yourselves takes about 5 minutes and is very easy to do. Compared to humans, the reaction of electrical solenoids, and electrical systems in general are very fast since electrons travel at the speed of light. At the speed of light, a 1000 meter distance will be traveled in 0.0000033 seconds, which is insignificant compared to 0.01 seconds. Engines use spark plugs which in some race cars accurately provide sparks at 15000 rpm, at which they provide sparks at 0.004 second intervals. If there is a significant delay between when a signal is send and when actuation occurs, the delay can be compensated for by sending the signal earlier. Regarding noise and vibration issues due to moving the cones axially, the distance that a cone has to be moved is very small (about 2.54 mm) compared to the distance that

the piston heads of an engine have to be moved up and down (about 90 mm, link); although for both, the distance has to be traveled in about half-a-rotation of the engine. So the piston heads of an engine, which have some considerable weight, are traveling much faster then the cones. Since damping can be used to reduce noise and vibrations due to moving the cones, any noise and vibration issues should be manageable, since it is so for engines which operate under much more demanding circumstances. Changing the axial position of cone or pulley half a required amount within a short duration has been proven to work by the prototypes of an iCVT (http://www.varibox.com/video/view/8) and VMT CVT (http://moongears.com/). See "Competition" tab of this website for more on an iCVT and VMT CVT.

About the CVT Described here is a New Type of Non-friction CVT that will outperform any transmission, including Automatic and Manual Transmissions (see Calculation tab). Our CVT will increase the fuel efficiency and acceleration of cars using our CVT, and those factors are important decision-makers when people buy cars. Cars not equipped with our CVT cannot compete with cars equipped with our CVT.
Because of its superior performance over any other transmission, our CVT has the potential to replace Automatic and Manual Transmissions as the transmission of choice in automobiles. With millions of cars produced each year, this could mean trillions of dollars in annual profits. (The best case profit estimation is: ($5000 - $2000) *60,000,000 cars/year = $1800 billion/year) The CVT can be as cheap as $2000 and can be sold for more than $5000. We believe 30% increase in fuel efficiency (see link) is worth $5000, not to mention the improvements in acceleration. Hybrids are much more expensive than regular cars, yet their increase in fuel efficiency alone justifies their cost. The CVT is patented (tab) and has be thoroughly evaluated by Edison Nation (tab).

Basic Configuration of a CVT 1

Note: Our preferred CVT is described in the "CVT 4" tab. A CVT 4 is similar to a CVT 1, except that it uses different cones. A CVT 4 can use a regular flat belt on which teeth are attached (cheap and guaranteed to work). The description below and the calculations in the "Calculations" tab are also relevant for a CVT 4.

A CVT 1, which is shown in Figs. 1A, 1B, 2A, and 2B, comprises of a cone with two opposite teeth, which we will refer to as a cone, mounted on one shaft/spline that is coupled to another cone with two opposite teeth (cone) mounted on another shaft/spline by a transmission belt (labeled as toothed transmission belt in the figures). For each cone, the teeth are positioned exactly opposite of each other (180 degrees apart). The transmission ratio of this CVT 1 is changed by changing the axial position of the cones relative to the transmission belt, which is achieved by changing the axial position of the cones and holding fixed the axial position of the transmission belt. If desired the transmission ratio can also be changed by changing the axial position of the transmission belt and holding fixed the axial position of the cones. In order to change the axial position of a cone without any significant stretching of the transmission belt, the cone has to be in a moveable position, which is a position where only one of its teeth is engaged with the transmission belt. For a CVT 1, the axial position of each cone relative to the transmission belt can be changed independently, so that the axial position of each cone can only be changed when it is in a moveable position. For example, here when cone A is in a moveable position but cone B is not, then first only the axial position of cone A can be changed, and then once cone B is in a moveable position, its axial position can be changed, and vice-versa. Changing the axial position of each cone relative to the transmission belt independently can also be used to increase the transmission ratios available. For example, instead of changing the transmission ratio from a transmission ratio of [cone B: 50 teeth, cone A: 100 teeth)] to a transmission ratio of [cone B: 52 teeth, cone A: 98 teeth)], the transmission ratio of [cone B: 50 teeth, cone A: 100 teeth)] can be changed to transmission ratio of [cone B: 50 teeth, cone A: 98 teeth)], a transmission ratio of [cone B: 52 teeth, cone A: 100 teeth)], and a transmission ratio of [cone B: 52 teeth, cone A: 98 teeth)]. For the first transmission ratio changing procedure (cones moved simultaneously), the transmission ratio is changed from 0.5 to 0.53; for the second transmission ratio changing procedure (cones moved independently), the transmission ratio is changed from 0.5 to 0.51, 0.52, 0.53. The transmission ratio changing procedure where the cones are moved independently can provide three transmission ratios for each axial position change of the cones. A tensioning pulley is used to provide and/or remove slack in the transmission belt, which can be due to instances where the axial position of each cone is not changed at the same time, as needed. The axial position of the cones can be changed in manner so that slack only needs to be provided, slack only needs to be removed, or slack needs to be provided and removed. The difference between the axial positions of the cones (axial misalignment between the larger end of one cone and the smaller end of the other cone) should be limited such that no instances of excessive amount of slack or insufficient amount of slack occur. It is preferable and recommended that the axial position changing procedure for the cones is designed so that the maximum axial misalignment between the larger end of one cone and the smaller end of the other cone is only one axial position change step of a cone. For the CVT 1 shown in Figs. 1A, 1B, 2A, and 2B, a pulley that pushes the transmission belt upwards due to the force of a spring for example can be used as the tensioning

pulley. Here when more slack in the transmission belt is needed, the spring of the tensioning pulley gets compressed so as to provide more slack; and when slack needs to be removed in the transmission belt, the spring of the tensioning pulley pushes the transmission belt up so as to remove slack. In addition, in order for a CVT 1 to work properly, for each cone at least one tooth has to be engaged with the transmission belt at all times; here with proper positioning, the tensioning pulley can also be used to ensure this. Transmission belt designs that can be used for a CVT 1 are shown as partial side-views in Figs 3A, 4A, and 5A, and as sectional-views in Figs 3A, 4A, and 5A. They are based on the design of a cog belt. And a tooth design that can be used for both teeth of a cone with two opposite teeth as well as a single tooth cone is shown as a front-view in Fig. 6. It is based on the design of the teeth of a cog belt pulley.

In order to minimize the force required to change the axial position of the cones, the cones and the transmission belt can have a low friction coating. If desired the teeth of the transmission belt can have a low friction cover or be made out of a low friction material. The axial position of a cone has to be changed a certain amount during an axial position changing interval to ensure that the teeth of the cone can properly engage with the transmission belt. A said axial position changing interval of a cone starts when one tooth of said cone disengages with the transmission belt, and ends when the currently disengaged tooth of said cone reengages with the transmission belt. The required amount of axial position change of a cone during an axial position changing interval can be obtained through experimentation and/or engineering. As a theoretical guidance, if no rotational adjustment between the teeth of a cone is allowed, then the axial position of that cone has to be changed from one transmission diameter of said cone where both circumferential lengths between one tooth of said cone and the other tooth of said cone is a multiple of the width of a tooth of the transmission belt of said cone positioned at said one transmission diameter of said cone to another transmission diameter of said cone where both circumferential lengths between one tooth of said cone and the other tooth of said

cone is a multiple of the width of a tooth of the transmission belt of said cone positioned at said another transmission diameter of said cone. Here, the transmission diameter of a cone is the diameter of the surface of the cone where its transmission belt is positioned. And because of the location of the neutral-axis of the transmission belt, the width of a tooth of a portion of the transmission belt that is covering a surface of a cone, depends on the transmission diameter of said cone. An operational transmission diameter of a cone is a transmission diameter of said cone where the teeth of said cone can properly engage with the teeth of the transmission belt of said cone. In order to ensure proper engagement between the teeth of the cones and the transmission belt, for both cones, the transmission diameter of a cone should be changed from one operational transmission diameter of said cone to another operational transmission diameter of said cone during an axial position changing interval of said cone. The smallest operational transmission diameter of a cone, and the corresponding relative axial position, can be obtained by placing the transmission belt used with the cone near the desired smallest transmission diameter and moving it slightly axially as/if required so that the transmission belt can be wrapped around the cone from one tooth of the cone to the other tooth of the cone without stretching. Here the transmission diameter where the transmission belt can be wrapped around the cone from one tooth of the cone to the other tooth of the cone without stretching can be used as the smallest operational transmission diameter. And likewise, the largest transmission diameter of a cone, and the corresponding relative axial position, can be obtained by placing the transmission belt used with the cone near the desired largest transmission diameter and moving it slightly axially as/if required so that the transmission belt can be wrapped around the cone from one tooth of the cone to the other tooth of the cone without stretching; here the transmission diameter where the transmission belt can be wrapped around the cone from one tooth of the cone to the other tooth of the cone without stretching can be used as the largest transmission diameter. All other operating transmission diameters, and their corresponding relative axial positions, can be obtained in a similar manner. For example, an experiment can be made by axially moving the transmission belt from its smallest transmission diameter to its largest transmission diameter such that the circumferential lengths between the teeth of the cone are increased one transmission belt tooth at a time; and determining for each transmission belt tooth increase, the transmission diameter and corresponding axial position where the transmission belt can be wrapped around the cone from one tooth of the cone to the other tooth of the cone without stretching.

Lever Indexing Mechanism for providing quick and accurate fixed interval movements

In order to provide quick and accurate fixed interval axial movements for changing the axial position of cone a lever indexing mechanism is used. A lever indexing mechanism, shown in Fig. 7, has an index wheel that can be locked and unlocked by a locking-unlocking solenoid. Here activating the locking-unlocking solenoid will pull the lock out of its index wheel cavity and towards the lockingunlocking solenoid so as to release the index wheel. In order to rotate the index wheel, a linear actuator is used. In order to transfer the force of the linear actuator to the index wheel an actuator lever is used. The linear actuator has a jaw clutch that can be controllably engaged and disengaged by the controller/controlling computer. A jaw clutch can comprise of two jaw gears, one fixed for rotation relative to the index wheel and the other fixed for rotation relative to the actuator lever, that can be pushed together so as to have the clutch engaged and pushed apart so as to have the clutch disengaged. A jaw gear can be shaped like a flat washer that has at least one flat surface that is toothed. The toothed surfaces of the jaw gear of the index wheel and the jaw gear of the linear actuator face each other and can be made to engage and disengage through the use of a solenoid and a spring or other actuators. Here when engaged, no significant relative rotational movements between the jaw gears should occur; and when disengaged, the jaw gears can freely rotate relative to each other. The linear actuator is connected to the actuator lever so that it can turn the actuator lever clockwise and counter-clockwise. Any type of linear actuator, such as pneumatic, hydraulic, or solenoids can be used as the linear actuator. If solenoids are used, then the linear actuator probably consists of two solenoids that can pull in

opposite directions, unless a solenoid that can push and pull is used. In order to avoid large shock loads, the force of the linear actuator used to rotate the actuator lever can be reduced when it is about to hit a stop or when it has traveled a set amount of distance. Here if pneumatics or hydraulics is used as the linear actuator, then a pressure relief can be used for such purpose. In order to provide the desired amount of rotation, the clockwise and counterclockwise rotations of the actuator lever are limited by a stop A and a stop B, which are fixed relative to the frame of the lever indexing mechanism and not the index wheel. Here rotating the actuator lever from a position where it is in contact with stop A to the neutral position, which is the mid-point position between stop A and stop B, causes the index wheel to rotate from one cavity to the next cavity (cause the index wheel to rotate a one cavity step rotation which is a rotation that rotates an adjacent cavity to the cavity under the lock to the cavity under the lock position); and here rotating the actuator lever from a position where it is in contact with stop B to the neutral position also causes the index wheel to rotate from one cavity to the next cavity. In order to avoid large shock loads dampers such as spring dampers, friction dampers, elastomeric dampers, etc., can be used at stop A and a stop B. If desired stop A and a stop B do not have to be physical stops, instead of physical stops, limit switches can be used to tell the linear actuator when to stop at the location of stop A and at the location of stop B. Whether this can be accurate enough can be determined through experimentation. In order to rotate the actuator lever from stop A or stop B to the neutral position, two opposite tension springs, which are labeled as tension spring A and tension spring B, that pull the actuator lever towards the neutral position are used. When the actuator lever is at the neutral position, the pulling force of the tension springs are equal and cancel each other out, or they are zero or close to zero. Here when the actuator lever is at stop A or at stop B, a tension spring will pull the actuator lever towards the neutral position. And when the linear actuator moves the actuator lever towards stop A or stop B, a tension spring will slow the actuator lever down, so as to reduce the shock load when the actuator lever hits stop A or stop B. It is recommended that when at the neutral position, the tension springs are under tension so that they have enough pulling force to overcome the forces needed to move the cone when moving the actuator lever to the neutral position or sufficiently close to the neutral position (locking of the index wheel can also provide some rotational movements); although, momentum can also be used to move the actuator lever to the neutral position or sufficiently close to the neutral position if the pulling force of a tension spring alone is not large enough to pull the actuator lever to the neutral position or sufficiently close to the neutral position when its needs to overcome the forces needed to move the cone. Also each tension spring can be replaced with multiple tension springs if desired. The tension springs (extension springs) can also be replaced or supplemented by other springs, such as compression springs, torsion springs, etc. If size is an issue, the tension springs can be positioned lengthwise relative to the CVT; and bevel gears, shafts, etc., can be used to transfer the rotation of the index wheel to the required location at the required orientation. The operation of the lever indexing mechanism is as follows: if clockwise rotation is

required then the following steps can be used: a) during the initial stage, the index wheel is locked and the jaw clutch disengaged; b) the linear actuator rotates the actuator lever to stop B if required; c) the jaw clutch is engaged; d) the index wheel is unlocked; e) all forces of the linear actuator are released so that the linear actuator will not prevent a tension spring from rotating the actuator lever to the neutral position. If pneumatics (preferred) or hydraulics is used for the linear actuator, then a vent valve that vents all the pressure in the pressurized chamber can be used. If solenoid(s) is/are used, then the solenoid(s) can simply be deactivated; f) the pulling/releasing force on the lock is stopped so that the lock is pushed towards the index wheel (here it is recommended that friction and wear between the lock and the index wheel is minimized); g) once the lock can slide into the next cavity of the index wheel, it will do so and lock the index wheel; h) once the index wheel is locked or once the lock has started to slide into the next cavity of the index wheel, the jaw clutch is disengaged. And if counter-clockwise rotation is required then the following steps can be used: a) during the initial stage, the index wheel is locked and the jaw clutch disengaged; b) the linear actuator rotates the actuator lever to stop A if required; c) the jaw clutch is engaged; d) the index wheel is unlocked; e) all forces of the linear actuator are released so that the linear actuator will not prevent a tension spring from rotating the actuator lever to the neutral position. If pneumatics (preferred) or hydraulics is used for the linear actuator, then a vent valve that vents all the pressure in the pressurized chamber can be used. If solenoid(s) is/are used, then the solenoid(s) can simply be deactivated. f) the pulling/releasing force on the lock is stopped so that the lock is pushed towards the index wheel; g) once the lock can slide into the next cavity of the index wheel, it will do so and lock the index wheel; h) once the index wheel is locked or once the lock has started to slide into the next cavity of the index wheel, the jaw clutch is disengaged. Steps a) to c) can be performed at any time and can take as long as needed, and steps

d) to h) should be performed during an axial position changing interval, which is an interval that starts when one tooth of a cone disengages with the transmission belt, and ends when the just disengaged tooth of said cone reengages with the transmission belt. For example, here about half a rotation of the cone of the indexing mechanism can be used to perform steps a) to c) and about half a rotation of the cone of the indexing mechanism can be used to perform steps d) to h), or about one and a half rotation of the cone of the indexing mechanism can be used to perform steps a) to c) and about half a rotation of the cone of the indexing mechanism can be used to perform steps d) to h), etc. Theoretically, in order to allow for proper engagement, the rotation of the index wheel from one cavity to the next, should provide a rotational input to the mover sliding plate mechanism, described in the next section, that result in an axial position change of its cone from an initial transmission diameter of said cone where the torque transmitting circumference of said cone corresponds to a length for which the circumferential distances between the oppositely positioned teeth of said cone is a multiple of the width of a tooth of the transmission belt of said cone which is positioned at said initial transmission diameter of said cone (such as 10 teeth, 11 teeth, 12 teeth, 20 teeth, 21 teeth, etc., for example) to a final transmission diameter of said cone where the torque transmitting circumference of said cone corresponds to a length for which the circumferential distances between the oppositely positioned teeth of said cone is a multiple of the width of a tooth of the transmission belt of said cone which is positioned at said final transmission diameter of said cone. If proper engagement cannot be achieved using the theoretical approach, experimentation (see section below for a sample experiment) can be used. For step d) the index wheel unlocked, the pulling/releasing force on the lock should be applied long enough so that the index wheel will not re-lock at its current rotational position but fast enough so that the index wheel will not skip a cavity. Proper duration for keeping the solenoid for locking-unlocking an index wheel active can be obtained through trial and error (increasing and decreasing the duration until the right duration is found) and experimentation. For step g), the locking of the index wheel can also be used to accurately position (center) the index wheel if: tapered teeth for the index wheel and lock, as shown in fig. 23B, are used; and a sufficiently strong spring for the lock is used. It is recommended that the taper of the teeth is selected such that under all operating conditions of the system where it is used, no rotational force applied on an index wheel can cause any lifting movements on its lock. For optimal operation, it is recommended that the clutch can always perfectly engage when the actuator lever is at stop A and stop B. Although not preferable, some play between the linear actuator and the actuator lever can be allowed so as to allow the clutch to always perfectly engage at stop A and stop B, since here the actuator lever can rotate a little to account for any misalignment of the teeth of the clutch. It is recommended that the jaw clutch is always engaged when the index wheel is released so that the actuator lever can control/maintain the rotational position of the index wheel so as to prevent free rotation of the index wheel. For step e) all forces of the linear actuator are released so that the linear actuator will not prevent a tension spring from rotating the actuator lever to the neutral

position; if desired for step e), or before or after step d) the index wheel is unlocked, the linear actuator can be made to start applying a force in the direction of the pulling force of the tension spring under tension. The said force of the linear actuator should be stopped once or before the actuator lever reaches the neutral position. Here a limit switch can be used to have the controller/controlling computer know when to stop the said force of the linear actuator. The said force of the linear actuator can be used to assist the pulling force of the tension spring under tension. In order to reduce shock loads due to the locking of the index wheel, when the index wheel is unlocked (performed at step d)), it can be left unlocked for a maximum allowable duration, which can be determined through experimentation or engineering, so that the actuator lever can become more stabilized at the neutral position before the index wheel is locked. If the index wheel is left unlocked for a maximum allowable duration, then steps f) the pulling/releasing force on the lock is stopped so that the lock is pushed towards the index wheel and step g) once the lock can slide into the next cavity of the index wheel, it will do so and lock the index wheel are not used for the operation of the lever indexing mechanism. Another method to reduce shock loads due to locking of the index wheel is by using a pneumatic/hydraulic linear actuator as an air cushion. Here when the actuator lever is about to reach the neutral position, the vent of the linear actuator can be reduced (a vent valve with multiple settings or multiple vent valves can be used). Wedging brakes near the neutral position, and many other methods can also be used. If the forces of the opposite tension springs (tension spring A and tension spring B) are zero or near zero at the neutral position, then the stiffness of the opposite tension springs do not have to be equal. It is even possible to use only one tension spring (such as only tension spring A or only tension spring B), which can act as only a tension spring or both as a tension spring and as a compression spring. This can be useful as a cost cutting method, since the pulling/stiffness requirements of tension spring A and tension spring B are not equal; since one tension spring is used to move a cone in the axial direction where it needs to overcome the axial force due to the tension of the transmission belt, while the other tension spring (if used) is used to move a cone in the axial direction where it is assisted by the tension of the transmission belt in moving said cone in the axial direction. An index wheel does not have to be rotated by the actuator lever directly. It is also possible to have an index wheel rotated by an actuator lever indirectly through the use of means for conveying rotational energy, such as gears, pulleys, belts, sprockets, chains, etc. for example. For example, an index wheel can be rotated by an actuator gear that should be engaged and disengaged with said index wheel through a clutch, such as jaw clutch for example, in the same way the actuator lever is engaged and disengaged with its index wheel through a clutch as described in earlier paragraphs. The rotation provided by the actuator gear to its index wheel should be identical to the rotation provided by the actuator lever to its index wheel as described in earlier paragraphs; while here, the rotation of the actuator lever that is rotating the actuator gear can be different from the rotation of the actuator lever as described in earlier paragraphs; since here the rotation of the actuator gear also depends on the means for conveying rotational energy that is/are used to couple the actuator gear to the actuator lever. Rotating an index wheel using a means for conveying rotational energy (gear, pulley,

sprocket, etc.) that is coupled to an actuator lever mechanism (which includes the actuator lever, the tension spring(s), and the linear actuator), can be used as another cost cutting method, since with selecting clutches that can selectively couple the output of an actuator lever mechanism to only the index wheel for cone A, to only the index wheel for cone B, or both the index wheel for cone A and the index wheel for cone B (if so desired), only one actuator lever mechanism is needed instead of two actuator lever mechanisms (one for each index wheel). Also if desired no spring is needed to rotate the actuator lever to the neutral position since the linear actuator can be used to rotate the actuator lever to the neutral position. Here limit switches or neutral position stops can be used to stop the actuator lever at the neutral position. The rotations of an index wheel of a lever indexing mechanism can be used to rotate the gear of the gear-gear rack drive of a mover sliding plate mechanism described in the section below.

Mover Sliding Plate Mechanism for converting rotations of Lever Indexing Mechanism into required movements for moving a cone

The axial position of a cone can be changed quickly and accurately using a lever indexing mechanism. The rotation provided by a lever indexing mechanism is fixed, while the required axial movements for a cone from one transmission diameter that allows for proper engagement to the next transmission diameter that allows for

proper engagement might change with the change in transmission diameter of the cone, due to the location of the neutral-axis of the transmission belt. Here in order to have the lever indexing mechanism provide the required amount of axial movements for a cone, a mover sliding plate mechanism, described in this section can be used. A mover sliding plate mechanism that can be used to control the axial position of a cone is shown as a partial side-view in Figs. 8A and 8B, as a partial end-view in Fig. 9, and as a partial top-view in Fig. 10. It comprises of two parallel sliding plates that can be moved in the up-&-down directions shown in Fig. 8A. The position of one sliding plate relative to the other is fixed through the use of a connector plate so that the sliding plates are always aligned such that the mover pins, which end portions slide in slot of a sliding plate, are always perpendicular to the sliding plates. In Figs. 8A, 8B, and 9, the connector plate is welded to the sliding plates for simplicity in describing the mechanism. Obviously here and in all other parts of this description where applicable, other methods for connecting can be used. For example, here fasteners such as bolts, nuts, locking rings, etc., can be used for ease of assembly and disassembly and to prevent warping. A mover pin is attached to each side surface a mover rod near the rear end of the mover rod as shown in Figs. 11A, 11B, and 11C. And at the front end of the mover rod a mover connector is attached. A mover connector has a hole through which the front end of cone can be slid in and secured using a cone lock ring. A mover rod and its attachments are shown as a side-view in Fig. 11A, as a top-view in Fig. 11B, as a frontview in Fig. 11C. The slots of the sliding plates are shaped so that with proper fixed interval up-&-down movements, a mover rod can properly position the cone attached to it so that said cone can be properly positioned as to allow for proper engagement for all transmission diameters of said cone. Figs. 8A and 8B might not accurately show the slots of the sliding plates. The exact shape for the slots of the sliding plates can be obtained through mathematics and/or experimentation. For example, an experiment can be made by axially moving the cone for the sliding plates relative to its transmission belt from its smallest transmission diameter to its largest transmission diameter and recording for what axial positions of the cone relative to its transmission belt, the transmission belt can be wrapped around the cone from one tooth of the cone to the other tooth of the cone perfectly. The obtained axial positions, which should/can be used as the axial positions used for the transmission diameters of the cone, in addition with the fixed interval up-&-down movements, which can be provided by a lever indexing mechanism which index wheel rotates a gear of a gear rack that is fixed to one of the two parallel sliding plates (see Fig. 8A), can be used to accurately shape the slots of the sliding plates through mathematics and/or experimentation. In order to limit the movements of the mover pin, and hence also the movements of the mover rod, to horizontal movements, two parallel horizontal movement plates are used. The horizontal movement plates are aligned and fixed to a non-moving part of the CVT, such as the housing of the CVT, in manner such that the mover pins, which end portions each slide in slot of a horizontal movement plate, are always horizontal. Between the sliding plates and horizontal movement plates, the mover rod is

positioned (see Figs. 9 and 10). It is recommended that the mover rod is mounted so as to allow minimal axial movements between the mover rod and the sliding plates and the horizontal movement plates, and is mounted as to allow the mover pins to rotate or slide relative to the sliding plates and the horizontal movement plates with minimal friction. In order to secure the position of the mover rod relative to the position of the sliding plates and the horizontal movement plates, two locking rings that sandwich the sliding plates are used; here each locking ring is attached near an end of a mover pin of the mover rod. It is recommended that friction between the slots of the sliding plates and the horizontal movement plates and the mover pin is minimized, and it is also recommended that friction between the locking rings and the sliding plates is minimized; this can be achieved by making or coating one or both friction engaging surface(s) with a low friction material or submerging a portion of the mechanism in oil. Also in the figures the locking ring grooves for the locking rings might not be shown because of time limitations, but obviously they are there. This also applies to the all other parts of this description where applicable. In order to move the sliding plates in the up-&-down directions shown in Fig. 8A, the rotation of the index wheel of a lever indexing mechanism, can be used to provide the rotational input for the gear of the gear rack. The sliding plates do not have to be as massive as shown in the figures. For example, the slot of a sliding plate can be shaped by a strip of sheet metal that is then strengthen and connected to the gear rack using a thin plate that is shaped as to minimize weight. Regarding the losses due to the mover sliding plate mechanism, the slot and pin movement of the mover sliding plate mechanism is similar to a worm gear and gear tooth movement. Both lift an item (pin, gear tooth) using a wedge (slot, worm gear thread). This is similar to sliding/rolling an object up an incline. Worm gear drives can be more than 90% efficient. In addition, rolling action instead of sliding action (as only available for a worm gear drive) can be used between a slot and its pin (wheel), which compresses during loading.

Marked Disk Rotational Position Method for the determining rotational position of a cone

In order to have the controller/controlling computer know: when only one tooth of a cone is engaged and when both teeth of said cone are engaged, so as to be able to appropriately perform steps a) to c) and steps d) to h of the lever indexing mechanism for said cone, the marked disk rotational position method is used. The basic configuration for the sensors of the marked disk rotational position method consist of a disk which has to opposite positioned dimples and two mechanical switches that are connected to the controller/controlling computer. Here each dimple of the marked disk is used to represent the position of a tooth of its cone. Since the teeth of said cone are oppositely positioned, the marked disk has two opposite dimples. The marked disk should be positioned on the same shaft/spline its cone is positioned and each dimple should be positioned at the same rotational position as the rotational position of a tooth of its cone. And here, one mechanical switch should be positioned at the rotational position where each tooth starts/approximately starts to engage with its transmission belt and the other mechanical switch should be positioned at the rotational position where engagement between each tooth and its transmission belt ends/approximately ends. A marked disk and its mechanical switches are shown as a front-view in Fig. 12. Shown in Fig. 12, is marked disk system for cone A (see Fig. 1A, 1B, 2A, and 2B). Obviously cone B (see Fig. 1A, 1B, 2A, and 2B) also needs a marked disk system as well as all other mechanisms needed for cone A (lever indexing mechanism, mover sliding plate mechanism, pulley plate mechanism, etc.). Except for their position and orientation cone A and cone B are basically identical. If a cone has different transmission diameters, then the position where engagement between a tooth and its transmission belt starts and ends might change as the transmission diameter of the cone is changed. Here for proper operation, it is recommended that the engagement sensor is positioned so that for all transmission diameters of the cone, engagement does not occur before the engagement sensor is activated. And it is also recommended that the disengagement sensor is positioned so that for all transmission diameters of the cone, disengagement has occurred before the disengagement sensor is activated; unless when starting steps d) to h of the lever indexing mechanism before disengagement has occurred, which is when both teeth of the cone are engaged with their transmission belt, will not cause any damages in the CVT, such as when starting steps d) to h of the lever indexing mechanism before disengagement has occurred causes only stalling of the lever indexing mechanism and an acceptable increase in tension in the transmission belt for example. If starting steps d) to h of the lever indexing mechanism before disengagement has occurred will not cause any damages in the CVT, then the disengagement sensor can be positioned so that for all or some transmission diameters of the cone disengagement has not occurred before the disengagement sensor is activated. However, here it is recommended that the disengagement sensor is positioned as close as practical to the location of actual disengagement for each transmission diameter of the cone. Also steps d) to h of the lever indexing mechanism for a cone should be performed when only one tooth of its cone is engaged with its transmission belt. Here the

disengagement switch, which indicates that a tooth of its cone has just disengaged, can be used to indicate when steps d) to h can be started. And steps d) to h should be ended before the just disengaged tooth reengages, as can be indicated by the engagement switch. Since for a lever indexing mechanism the time it takes to perform steps d) to h, which should be faster than the minimum duration between disengagement and engagement of a tooth of the fastest cone of the CVT under all operating conditions, is only dependent on the speed of the lever indexing mechanism in performing steps d) to h and hence independent of the rotation of the shaft/spline of its cone, here only the disengagement switch is needed to indicate when steps d) to h can be started, while the engagement switch is not needed. A marked disk and the minimum required mechanical switch for proper operation for cone A are shown as a front-view in Fig. 13. And a marked disk and the minimum required mechanical switch for proper operation for cone B are shown as a front-view in Fig. 14. The dimples of a marked disk can be replaced with magnets, but here the mechanical switches have to be replaced with magnetic sensors. The dimples of a marked disk can also be replaced with light reflectors or light sources, but here the mechanical switches have to be replaced with light sensors. Markers and sensors used in car distributers to signal a spark for a spark plug can also be used for a marked disk and sensor system.

Pulley Plate Mechanism for maintaining the alignment of the transmission belt

In order to maintain the alignment of the transmission belt of a single tooth cone or cone with two opposite teeth which axial position is changed, a pulley plate mechanism, shown as a partial side-view in Fig. 15A and as a partial front-view in Fig. 15B, can be used. A pulley plate mechanism comprises of a pulley plate that has pulley plate slots in

which each a slider pin can slide up and down as the transmission diameter of its cone is changed. Each slider pin is attached to the pulley plate so that it can slide up and down relative to the pulley plate, and so that it is axially fixed relative to the pulley plate. Mounted on each slider pin is belt pulley that has side flanges for maintaining the alignment of its transmission belt. The belt pulleys are mounted on that their slider pin so that they are axially fixed relative to their slider pin. Since here the belt pulleys are mounted so that they are axially fixed relative to their pulley plate, which should be axially fixed relative to the frame of the CVT, and so that they can slide up and down as required, they can be used to maintain the axial alignment of the transmission belt of a cone which axial position is changed. In order to fix the axial position of each belt pulley relative to its slider pin, two locking rings that each sandwich a belt pulley are used (see Fig. 15A). In order to ensure that each belt pulley is always in contact with its transmission belt, a rubber band is used. The rubber band is a loop of rubber or another flexible material that has a hole for each slider pin into which each a slider pin is inserted. In order to fix the axial position of each slider pin relative to the rubber band, each slider pin has two locking rings that sandwich the rubber band (see Fig. 64A). The rubber band should be flexible enough so as to allow the belt pulleys to slide up and down their pulley plate slots as needed. The rubber band is mainly needed to prevent the slider pins that are pulled away by gravity or other forces from losing contact with their transmission belt; if none such forces exist, then the rubber band is not needed. If desired each slider pin or each slider pin for which it is needed can be pulled individually towards center of their cone using springs or other means. Since each slider pin is cantileveredly mounted, in order to help maintain the horizontal alignment of each slider pin, onto each slider pin, two alignment collars are slid onto in manner so as to sandwich the pulley plate (see Fig. 15A). Each alignment collar is shaped like a large shaft collar that has a hole which diameter closely matches the diameter of its slider pin. And in order to fix the axial position of each slider pin relative to the pulley plate, two locking rings that sandwich the alignment collars are attached to each slider pin. If proper horizontal alignment of each slider pin can be achieved without the alignment collars, then the axial position of each slider pin relative to the pulley plate can be fixed by attaching two locking rings that sandwich the pulley plate directly to each slider pin. It is recommended that friction between the pulley plate slots and the slider pins is minimized, and it is also recommended that friction between the alignment collars or pulley plate sandwiching locking rings, if the alignment collars are not used, is minimized; this can be achieved by making or coating one or both friction engaging surface(s) with a low friction material or submerging a portion of the mechanism in oil. For a pulley plate, the amount of pulley plate slots, the angle between one pulley plate slot relative to another, the shape of the pulley plate slots, etc. can be selected as needed to ensure proper operation of the system where it is used, as can be determined through experimentation. For example, it seems desirable to have a belt pulley positioned as close as possible to the location of initial engagement between the tooth/teeth of its cone and its transmission belt for all transmission diameters of

its cone, since this can help ensure proper engagement. In order to achieve this, it might be necessary to use a curved pulley plate slot for said belt pulley instead of a straight pulley plate slot as shown in Fig. 64B. It also seems desirable to have the belt pulleys evenly disturbed along the arc of their cone that is covered by the transmission belt for all transmission diameters of their cone, since this can minimize the lateral deflection of the transmission belt, which should be kept small enough so as not to cause improper engagement between the tooth/teeth of their cone and the transmission belt. And it also seems desirable to have the belt pulleys positioned where their transmission belt segments can rest on the surface of their cone. The items deemed desirable of this paragraph are recommendations that can or cannot be used. In the figures the locking ring grooves for the locking rings might not be shown because of time limitations, but obviously they are there. This also applies to the all other parts of this description where applicable.