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A Review of Dynamic CVT-IVT Transmissions

Conference Paper · April 2014

DOI: 10.4271/2014-01-1734

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A Review of Dynamic CVT-IVT Transmissions
Francisco J. Morales and Francisco G. Benitez
Univ. of Seville
CITATION: Morales, F. and Benitez, F., "A Review of Dynamic CVT-IVT Transmissions," SAE Technical Paper 2014-01-
1734, 2014, doi:10.4271/2014-01-1734.
Copyright © 2014 SAE International
Abstract
Currently, continuously variable transmission (CVT) is a topic
of special interest as it allows the vehicle to have the engine
working at its optimum regime (either minimum or maximum
power consumption as required) remaining unaltered despite
the changes in speed and the torque required on the drive
wheels during operation.
There is a particular group of CVTs with special characteristics:
dynamic type CVTs. In these, in addition to acting on a control
element, as in the rest of the kinematic type transmissions, the
gear ratio also depends on the external conditions to which the
transmission is subjected, that is, the transmission ratio is also
determined by other variables such as the angular velocity of
the input shaft and the load torque exerted on the output shaft.
This paper reviews the most representative dynamic CVTs and
torque converters (TCs) stating the basics of their functioning.
The transmissions analyzed correspond to different patents,
from one of the first [1] to the most recent [2,3] In addition, a
brief description of each mechanism is given based on
analytical and computational studies of the most interesting
items, analyzing the advantages, disadvantages and
deficiencies in the operation.
Additionally, this review critically provides a warning regarding
the pieces of information and working principles taken for
granted.
Introduction
Fixed-ratio transmissions, whether manually operated or
automatic, have a discrete number of speeds or transmission
ratios. On the other hand, in a continuously variable
transmission (CVT) system the transmission ratio between the
2014-01-1734
Published 04/01/2014
input and output shafts can vary progressively within a
determined range of possible ratios. A first classification of this
family of transmissions, according to the regulation of the
transmission ratio, groups them into kinematic or dynamic
CVTs.
Kinematic versus Dynamic CVT
In a kinematic CVT, an external regulating element fixes the
gear ratio. It is necessary to change the position of the
regulation element to vary the transmission ratio.
However, in an inertia-type CVT and apart from the ability to
adjust the regulating element, the ratio also depends on the
external conditions to which the transmission is subjected. In
other words the ratio is determined by variables such as the
speed of the input shaft or the resistive torque at the output
driveshaft as well as by the mechanical characteristics of the
system. This feature implies self-regulation of the transmission.
Torque Converter (TC) versus CVT
A TC is a transmission system which can automatically
regulate the transmission ratio between its input and output
shafts depending on the speed and the torque applied to them.
According to this definition, it might seem that the TC is
actually a CVT. However this is a misunderstood concept
because the transmission ratio depends, solely and exclusively,
on external conditions, such as the speed of the input shaft,
the resistive torque, et cetera. That is, the TCs do not have an
external regulating system to change the speed of the vehicle
without varying either the rotational speed of the internal
combustion engine (ICE) or the resistive torque.
An exercise to clarify the difference between TC and CVT
would be to incorporate the two systems in a vehicle and test
them under the same protocol.
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If a vehicle equipped with a TC and situated in a horizontal
track is driven with a constant speed, the ICE angular velocity
will be constant too. Then, if one wants to increase or decrease
the speed of the vehicle, the unique alternative is to change
the ICE speed as the TC does not have any external regulating
system. However, with a CVT it is possible to select a particular
speed actuating on the external regulating system and without
affecting the ICE rotational speed.
State of the Art of Dynamic CVTs
The dynamic CVT is a very attractive concept because, as
discussed above, it has the capability to self-adapt to the
conditions regardless of possessing an external regulating
system controllable by the driver.
Next, the most representative transmissions of this type are
analyzed so as to gain a deep understanding of their operation.
TCs and CVTs with Oscillating Masses
This kind of TC and CVT uses inertial forces generated by
oscillating masses. There are very many systems of this type,
however due to the similitude between them, only the most
representative items will be shown. Examples are the systems
patented by Hunt [4, 5], Borisoff [6], Ward [7] and Frach [8].
Constantinesco's TC
This was the first patented functional torque converter [1].The
Constantinesco's first patent shows a simple sketch of the TC
(Figure 1).
Figure 1. Constantinesco's torque converter (GB 185,022).
In this system, the input shaft drives the crank 1 which is
attached via the rod 2 to bar 3. This bar 3 is connected to the
output at point A and to the pendulum (bar 4) at point B. This
pendulum is the inertial regulating element. The rod 3 provides
an oscillating movement that has to be rectified using
freewheels or other kinds of mechanical diode.
To analyze the operation of this system, we will use two
extreme situations. In the first, there is a high resistive torque
at the output shaft causing the pendulum to swing between its
two extreme positions the movement of point A is near to zero
(Figure 2a) (Figure 2 shows an equivalent construction of the
converter). In this situation, the pendulum offers high
resistance to be moved due to its inertia. This resistance will be
proportional to the inertia and the acceleration of the
pendulum. Then, the resistance will be transmitted to the
output shaft through the rod 3. As the pendulum movement is
at a maximum in this situation, the transmitted torque will be at
a maximum too. So we have high torque and low speed at the
output shaft.
In the second situation, for high speed at the input shaft and
low resistive torque at the output, the amplitude of the
oscillation of the pendulum is minimum, keeping the point C
quasi immobile. This is so because the movement of the rod 3
is transmitted to the pendulum and the output shaft in an
inversely proportional way to the resistance opposed by each
element. In the situation of low torque at the output it is easier
to move the output shaft than the pendulum, therefore the bar
3 oscillates around the point B, which can be considered as a
quasi-fixed point. Now, the system has a maximum
transmission ratio (Figure 2b) because there is low torque and
high speed at the output shaft.
Usually the system will be at a situation between the two
extreme cases (Figure 2c)
Figure 2. Operating principle of Constantinesco's torque converter (GB
185,022).
As deduced from the operation of the TC, because of the
additional degree of freedom, there are situations with rotations
in the input shaft without motion of the output shaft. This makes
it possible to use the transmission system without any clutch.
To understand the self-regulation of the transmission ratio, a
comparative example between a manual transmission and
Constantinesco's TC can be conducted.
Suppose that a vehicle with a transmission system as
described herein is moving on a flat road. In this situation, the
resistive torque is not excessively high (with low or moderate
speeds) therefore, the TC will be moving as shown in Figure 2c
but closer to the case of Figure 2b than that of Figure 2a. If the
gradient of the road is increased, the resistive torque increases
as well, so the movement of the output shaft decreases.
However, the pendulum motion will increase and the system
will approach the situation of Figure 2a. As the torque
transmitted by the converter is proportional to the inertia and
acceleration of the pendulum, the torque transmitted toward
the output shaft will increase. This situation is equivalent to
reducing a gear in a conventional gearbox; however,
Constantinesco's TC regulates itself without the driver action.
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Based on the same operating principle as the preceding,
Constantinesco improved his TC in a series of patents that
completed the patent published in 1922. But it was not until the
patent published in 1925 [9] that he showed a CVT based on
the same principle as the TC.
There are at least two ways to transform a dynamic TC into a
CVT:
1. Changing the inertia of the mass element.
2. Changing the length of any of the elements of the
transmission. This is the simplest case if the TC has a
driving mechanism that transforms a continuous movement
into an oscillating one. Customarily, this transformation
can be achieved with a four-bar linkage driving mechanism
comprising a crank, a connecting rod and a rocker arm so
that, by changing the length of the crank or the rocker, a
variable amplitude oscillation is obtained.
Constantinesco chose the first of the possibilities and
transformed his TC into a CVT by changing the inertia of one of
the elements of the transmission. This may seem simple, but it
has a major complication because this modification of the
inertia has to be performed with the transmission working and
it must be reversible, that is, the driver should be able to
increase and decrease the inertia when necessary.
Constantinesco solved the modification of the inertia by
replacing the mass of the converter by a variable-length
column of fluid.
Howard's TC
This TC was described by Howard in his patent GB 2411932A
in 2005 [10] (Figure 3).
Figure 3. Howard's torque converter (GB 2411932A).
The operating principle is based on a continuous way of
varying the angular velocity of the flywheels making them
oscillate. A flywheel oscillates and the torque transmitted is
proportional to the angular inertia of this flywheel.
In this TC in particular, the engine is connected to the shaft 1.
This shaft, through a pair of gears, transmits its motion to
crankshafts 3.1 and 3.2, which are fixed to frame 2, to the
output of the system. The crankshafts, links 4 and flywheels 5
form a four-bar mechanism.
If the resistive torque is high, frame 2 has a small movement
and the motion of shaft 1 is transmitted directly to the
crankshafts. When these crankshafts gyrate, the flywheels are
forced to oscillate. The inertial disks offer resistance to being
moved due to their inertia, that is why a torque is transmitted to
the output and it is proportional to the resistance offered by the
inertial disks.
One can calculate the evolution of this torque using the
equation of a 4-bar mechanism. As the inertia is constant, this
evolution is similar to the evolution of the acceleration of the
inertial disk and, as is depicted in Figure 4, the torque
oscillates making the use of a rectifier necessary.
Figure 4. Evolution of the angular, velocity and acceleration of the
flywheel.
The resistive torque which opposes the movement of the
flywheel is proportional to the angular acceleration of this disc
with a value , where I and are the inertia and angular
acceleration of the disk respectively. Due to the fact that the
disk has constant inertia, the torque that opposes the motion
will have exactly the same evolution as the angular
acceleration of the disk multiplied by a constant (the inertia),
and, therefore, it is an oscillating torque. The output torque of
the TC is proportional to this torque, so the evolution will be
similar (though the value is not the same, the shape is
proportional) and a rectifier system will be needed to use the
transmission.
On the other hand, when the resistive torque at the output is
low, frame 2 offers less resistance to be moved than the inertial
disks. In this case, the crankshafts do not spin over themselves
and frame 2 oscillates with large amplitude.
Self-Adaptive Dynamic CVTc
In this transmission [11], the inertia element consists of an
epicyclic reduction gear train with additional mass added to the
ring gear. The gear train's position in the CVT is reversed and,
therefore, the input shaft is connected to the planet gear carrier
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and the output shaft to the sun gear (Figure 5). In this
arrangement, the epicyclic reduction gear train, in fact,
multiplies the input speed and so, from here on, it will be more
appropriate to call it simply an epicyclic gear train.
Figure 5. Reverse epicyclic gear train.
The design of the dynamic CVT uses a particular property of
epicyclic gear trains in this configuration as a principle of
operation. If the sun gear is blocked and the planet carrier gear
accelerates, the ring gear reacts by accelerating in a similar
way (Figure 6a).
Figure 6. (a) Reaction of the ring gear when the planet carrier
accelerates and the sun gear is blocked. (b) Torque transmitted to the
sun gear.
As a result of this acceleration and while it lasts, torque is
applied to the sun gear, which is blocked (Figure 6b). However,
when the acceleration stops, the torque is null at the sun gear.
As a result of the above, it can be assumed that, if the input to
this system is subjected to continuous periods of acceleration,
the sun gear shaft will be able to overcome a resistive torque.
For this purpose, an oscillating angular motion is applied at the
shaft of the planet carrier. This motion is generated by a driving
mechanism that will be explained later. In the stated conditions,
the output from the epicyclic train is also an oscillating
movement. This property means that the arrangement is an
oscillating or ratcheting CVT. This factor is important because it
implies the need for a mechanism that rectifies the output
motions using mechanical diodes or unidirectional clutches
(also known as freewheel devices).
The inclusion of a high-mass ring gear able to rotate
contributes to an additional degree of freedom that categorizes
this CVT as an inertia transmission system. As a consequence,
the transmission ratio is determined by external factors, such
as either the speed of the input shaft or the resistive torque at
the output shaft.
Therefore, one can conclude that, by adding mass to the ring
gear with its additional degree of freedom, the system
becomes an inertia mechanism that regulates power. The
regulation in this case consists of cyclical accumulations and
transfers of power, which are transferred to both the sun gear
and the planet gear carrier.
As explained so far, the complete transmission system consists
of a driving mechanism, an epicyclic gear train that, with mass
added to the ring gear, acts as an inertial mechanism, and a
rectifier mechanism (Figure 7).
Figure 7. Transmission scheme.
The engine is connected to the drive mechanism, which
transmits an oscillating movement to the epicyclic gear train,
generating accelerations of the same type. The inertia
mechanism regulates the torque transmitted to the output in
line with the operating conditions. Lastly, a rectifying
mechanism converts the oscillating movement of the gear train
output to a unidirectional angular velocity.
Two extreme operating conditions will now be examined to
illustrate the general manner in which the transmission works,
although normal operating conditions will be somewhere
between these two limits.
The first situation is one in which the resistive torque at the
output shaft is very low or zero. As the motor shaft rotates at a
set velocity, the drive mechanism transmits an oscillating
movement to the planet gear carrier. This will create the largest
movement in the element (either ring gear or sun gear) that
offers the least resistance to movement. In this case, the
resistive torque at the sun gear of the epicyclic gear train is
also very low or zero and, therefore, this gear offers little
opposition to movement. On the other hand, the ring gear,
which is an element of considerable inertia, opposes greater
resistance to movement than the sun gear. As a result, the
oscillation of the sun gear will be at maximum level. This
implies maximum velocity of the output from the transmission
for this motor speed. This case, of low torque resistance at the
output shaft, results in high velocity output from the
transmission and, therefore, a high transmission ratio.
In the second situation, the resistive torque at the output shaft
is so high that the sun gear of the epicyclic gear train is
blocked and therefore the shaft does not rotate. As the sun
gear is blocked, movement is transmitted to the ring gear only,
which is forced to oscillate at maximum amplitude. In this case,
where a considerable mass is added to the ring gear, the ring
opposes this movement with a torque proportional to its inertia
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and angular acceleration. As the oscillation of the ring gear is

at maximum level for the given motor speed, the torque applied
at the output shaft is also at maximum level. In this case, a
situation of high resistive torque and low velocity at the output
shaft results in a low transmission ratio.

The transmission functions in a normal manner in situations

that lie between the two extreme cases discussed above. Each
situation is defined by the particular rotational speed of the
engine and the current resistive torque at the output shaft.
Changes in these variables lead to an adjustment of the
transmission ratio. Due to the oscillations, the high-mass ring
gear acts as an inertial regulating mechanism for the
transmission system. If the resistive torque increases, that is
when the vehicle is ascending a slope, the velocity of the Figure 9. Chalmers' TC (US 1,860,383).
output shaft diminishes, the oscillations of the ring gear
increase and, therefore, the torque applied to the output also In the position shown in Figure 10a, centrifugal forces are all
increases. This is equivalent to shift to a lower gear ratio. radial and pass through the center of the rotation of the planet
carrier. In this situation, all the centrifugal forces are balanced
The variation of the transmission ratio occurs without affecting and there is no torque at the axis of rotation of the planet
the speed of the ICE, as seen in Figure 8. This figure shows carrier. If the movement of the input shaft continues, the
how the transmission responds (at full throttle) to different road transmitted torque will increase until the eccentric masses
gradients. The results show that this type of vehicle reach the position shown in Figure 10b. In this case, the
transmission responds favorably to changes in gradient with transmitted torque is maximum and positive.
the engine running at the same throttle level.

Figure 8. Output velocity for different road gradients at full throttle.

TCs and CVTs with Eccentric Masses

This kind of TC and CVT uses inertial forces generated by
eccentric masses. The most representative designs will be
shown due to the similitude between them. Examples of them
are the systems patented by Zhiming [12], Osman [13],
Wallace [14], and Moller [15].

Figure 10. Operating principle of Chalmers' TC (US 1,860,383).

Chalmers's TC
In this TC [16], the engine is connected to the shaft 10 (Figure
9). This shaft rotates sun gear 11 that transmits its movement
to planets 1. These planets have an eccentric mass 15. The
inertial forces generated by the masses are transmitted to
planet carrier 12 that it is linked to the output.
After reaching the maximum torque value, if the movement
continues, the torque begins to decrease until it becomes null
when the position shown in Figure 10c is reached. After that,
the torque generated will increase, but with the opposite sign.
The maximum negative torque will be reached when the
system is in the position shown in Figure 10d, the state at
which the torque will decrease again, reaching zero in the initial
position represented by Figure 10a.
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As proved so far, the torque will have an oscillatory nature and
should be rectified in order to be of any use
By analyzing a generic position of Chalmers's TC (Figure 11),
one can state the motion equations of the system as well as
the torque transmitted. This torque will be at a maximum when
the output speed is null. In the following, this maximum torque
is quantified:
Figure 11. Generic position of Chalmers's TC.
The rotating speeds of the masses are:
(1)
where:
ωx : angular speed of element x,
R1 : radio of gear 11,
R2 : radio of planet 14.
The centrifugal force generated by a mass is given by Fc = m ·
an where m is the mass of the element (15 in Figure 11), and an
is the normal acceleration of the mass.
The acceleration an is:
(2)
where D1 stands for the distance between the center of gravity
of the mass and its rotation axle and ν is the velocity of the
mass.
The tangential component generates a torque which causes
the movement of the planet carrier 12, with the following value:
(3)
where:
FTang: tangential component of the centrifugal force, α: angle
between line connecting points 10 and 13 and the centrifugal
force axis.
The torque generated by the centrifugal forces has the value:
(4)
where T1 is the torque generated by just one mass.
In this TC there is more than one mass, therefore the total
torque will be:
(5)
n being the number of masses in the transmission.
In this equation, it is clear that the torque will be at the
maximum (in absolute value) when Sin(α) = ±1. This situation
occurs when the angle α has a value of either 90° or 270°,
which coincides with Figure 10b and Figure 10d respectively,
corroborating the previous analysis.
With this equation, we can define the strategy to increase the
torque by, for example, increasing either the number of
masses, the relation between R1 and R2 (this implies a
modification of the angular velocity of the mass), the mass of
the elements 15, the input speed or the eccentricity (distance
D1). The equation also shows that the torque has an oscillatory
nature (due to Sin(α) having positive and negative values).
Because of this, a rectifier mechanism is required.
Other authors have also introduced eccentric masses in the
sun of an epicyclic train using the same principle of operation,
for example Fernandez [17] or Macintyre and Guy [18].
Tam's TC
This TC was patented by Tarn [19] and it has a drive
mechanism comprising an input shaft 42 (Figure 12), which is
linked to the engine, and the shaft 44. In this shaft 44, the
masses 46, which can move along the shaft 44, are inserted.
These masses 46 have the grooves 54 in which the ring 47 is
inserted. Because of this, the movement of the masses is
restricted to the shape of the ring (when this is blocked). As the
ring is off-center with respect to axle 55, the masses will have a
displacement movement along the bar 44 and a rotational
movement around the axle 55. Finally, the ring 47 is fixed to
the shaft 48 which is the output of the transmission.
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Figure 12. a) Tam's TC (US 5, 134,894) and b) front view of Tam's TC.

Figure 14. Equivalent mechanism of Tam's TC.

This system is an example of the level of unreliability drawn
from the registered description of the functioning of some of the
In the equivalent mechanism, the fixed length bar 47 forces the
systems patented.
mass 46 to describe a circular path (which is equivalent to that
of the ring 47 in Figure 12), so that the two mechanism are
The author claims in his patent that a rectifier system is not
completely analogous.
needed. According to him, that is so because a free mass
inserted in bar 31 has a trajectory as shown in Figure 13 and
To obtain the inertial forces, it is necessary to calculate the
numbered as 34. But if the mass is required to describe a
angular velocity ω2 as a function of the input speed ωi.
circular path, the effects of this mass on the two sides (the left
and right) of the circular path are not symmetrical. The inertial
From Figure 14, this relationship can be obtained:
mass has lower effects on the left side of the track than it has
on the right side of the track, because the left side of the
circular track substantially coincides with the natural trajectory
of the free mass, while the right side of the circular track
substantially deviates from the natural trajectory. Then, there is (6)
a net reactive force exerted on the right half of the track by the
mass. where:

α : angle rotated by the input bar 44,

β : angle between bars 44 and 47,

δ : angle rotated by bar 47,

R : radius of the circular path (length of bar 47),

D : distance between the rotation centers of bars 44 and 47.

If the angular input velocity (ωi) is constant, the angle α varies

Figure 13. Operating principle of Tam's TC according to the author (US as α = ωi · t, where t stands for time. Substituting in Expression
5, 134,894). (6) and deriving, the angular velocity ω2 is obtained:
In conclusion, the author claims that a unidirectional torque is
generated and a rectifier system is not necessary.

But one can easily check that this is not right. This concept is
true only for the first time that the mass spins. The second
time, the mass has a velocity and the trajectory is not like the (7)
trajectory numbered as 34.
With this velocity, the centrifugal force can be obtained from Fc
If the value of the inertial forces is obtained, one will be able to = m · an, where m is the mass of the active elements (46 in
prove that they are symmetrical with respect to the vertical axle Figure 14) and an is the normal acceleration of the mass.
in a stationary situation and, therefore, the net force is vertical.
Because of this, the resultant torque oscillates and a rectifier is As · R, the inertial force is:
needed.

To obtain the transmitted torque, Figure 14 helps by showing

an equivalent mechanism.
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(8)

As can be seen in this equation and in its graphical

representation (Figure 15), the forces are symmetrical with
respect to the vertical axis and so is the resultant net vertical
force.
Figure 16. Torque transmitted.

As the inertial forces are symmetrical, the torque oscillates with This corroborates that the torque oscillates and a rectifier
negative values when the mass is in the left half of the circular mechanism is needed.
track and positive values when the mass is in the right side of
the track.
Lester's CVT
In this section, the CVT patented by Lester in 2000 [2] is
analyzed.

In his patent, Lester shows some different configurations. The

following figure (Figure 17) represents the preferred
embodiment of the patent.

Figure 15. Evolution of the centrifugal force.

From Equation 8, one derives that the force is minimum when

α = π and maximum when α = 0. So, the net force is vertical
(maximum values when α=0) and not horizontal as Tam claims.

The only component of the centrifugal force that generates

torque is perpendicular to the axis that connects the rotation
centers of the bars 44 and 47. Because of this, the torque
transmitted is:

Figure 17. Lester's CVT.

(9)
This CVT works in a similar way to Chalmers's TC as can be
and from (8) and (9): seen in Figure 18.

Figure 18. Operating principle of Lester's CVT (US 6,044,718).

(10)
The torque transmitted by the system has a sine wave shape
which is represented in Figure 16. and it can be obtained proceeding in a similar way to
Chalmers's TC. Lester shows the evolution of the torque in his
patent (Figure 19) and identifies the positions of the masses
(Figure 18) with the value of the torque generated.
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Figure 19. Evolution of the torque in Lester's CVT (US 6,044,718).

So far, all conclusions obtained for Chalmers's TC are valid for

Lester's CVT. The difference is that Lester uses a regulating
system to transform the TC into a CVT.
All dynamic TCs could be transformed to a CVT with a
regulating element. In this case, the regulating element
controls the distance between the center of gravity of the mass
and the axle the mass is spinning around. The regulating
element is very simple. The mass is divided into two parts: If
these parts are orientated in the same direction, the distance
between the center of gravity of the sum of the two parts and
the rotational axis is at a maximum (Figure 20).
Figure 21. Lester's new design (US 2006/00700469 A1).
In this case, the masses 33 are driven by the linkers 59 that
transmit the movement of the input rod 53 which is rigidly
attached to the input shaft 29.The masses spin around a point
that is off-center with respect to the main shaft. They are linked
to the crankshaft 35. This crankshaft transmits its movement
toward the output shaft 31 through a pair of freewheels which
are used to rectify this movement.
Figure 22 shows two different positions of the system.

Figure 20. Three different positions of the mass in Lester's CVT (US
6,044,718).
When a part of the mass changes its position relative to the
other part, the center of gravity of the sum is closer to the
rotation axis.
If one part is opposite to the other, the center of gravity
coincides with the axle and the output torque is zero.
The effect is similar to the change in the distance D1 in
Chalmers's TC (Figure 11).
Figure 22. Different positions of the new system patented by Lester
(US 2006/00700469 A1).
As can be seen in this figure, the generated torque depends on
the eccentricity of the crankshaft and it has an oscillating
nature.
This design from Lester is not original, since, in 1971, Frederic
Calland in his patent US 3581584 [20] proposed a physically
similar TC with an identical operation principle (Figure 23), with
the design of the rectifier system as the only difference.

Lester's New Design

In the original patent documents, the author proposed a series
of design changes for his CVT. The most interesting one is
shown in Figure 21, which is described in a new patent [3].This
configuration uses the same operating principle (eccentric
masses). The main objective of this new design was to obtain a
smaller transmission mechanism able to transmit the
movement directly to the masses without using gears. This
new patent presents a TC and not a CVT, because the system
does not incorporate the regulating mechanism.

Figure 23. Frederic Calland' TC (US 3581584).

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A previous patent exists that uses the same configuration. It is
the system patented by David Werner in his patent GB 405,610
[21], and, as can be seen in Figure 24, the design is similar to
Lester's TC even coinciding with the rectifier mechanism.
Figure 24. a) Werner's TC and b) cut 4-4 of the torque converter (GB
405,610).
As shown in Table 1, where the numbers correspond to the
numbering of the elements in each patent, there is full
equivalence between the three transmission systems.
Table 1. Similarities between the systems of Calland, Lester, and
Werner
Summary/Conclusions
In this work, a detailed state-of-the-art focus on dynamic CVTs
and TCs is presented. All cases contain a description of the
functioning of the systems supported by an analytical study.
For some of the systems a computer model has been
generated to confirm the analytical results. The CVTs and TCs
analyzed were obtained from the patent registered documents.
As a by-product of this analysis, one can derive the level of
unreliability drawn from the registered descriptions of the
functioning of some of the systems analyzed. As a
generalization from this paper, one can conclude that dynamic
CVTs and TCs can be grouped into two categories depending
on the inertial force that is used to regulate the torque. One
group uses the inertial force caused by an eccentric mass
spinning around an axis and the other the inertial force of an
oscillating mass. In the first group, the torque on the output
shaft is proportional to m · ω2 · R, where m is the mass, ω is
the rotational speed of the mass and R stands for the distance
between the center of gravity of the mass and the axis of
rotation; in the second group the torque is proportional to
where I stands for the moment of inertia of the mass relative to
an axis and is the variation of the angular velocity of the
mass over the same axle.
Based on this, a classification of CVTs is presented in Figure
25.
Figure 25. Classification of transmissions.
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Contact Information
F.J. Morales
fmorales2@etsi.us.es

F.G. Benitez
benitez@etsi.us.es

Acknowledgments
This research was funded by the Ministry of Science and
Technology through the project TRA2009-13894.

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