Considering the cost savings involved in building transmissions with only three shifting parts, you’ll realize why car companies have become very interested in CVTs lately.
All of this may sound complicated, but it isn’t. Theoretically, a CVT is much less complex when compared to a normal automated transmission. A planetary equipment automatic transmission – offered in the tens of millions last year – has hundreds of finely machined shifting parts. It offers wearable friction bands and elaborate electronic and hydraulic regulates. A CVT just like the one referred to above has three fundamental shifting parts: the belt and the two pulleys.
There’s another advantage: The lowest and maximum ratios are also additional apart than they would be in a conventional step-gear transmission, giving the tranny a larger “ratio spread” This means it is even more flexible.
The engine can Variable Speed Transmission always run at the optimum speed for power or for fuel economy, regardless of the wheel speed, this means no revving up or down with each gear change, and the ideal rpm for the right speed constantly.
As a result, rather than five or six ratios, you get an infinite number of ratios between the lowest (smallest-diameter pulley establishing) and highest (largest-diameter pulley establishing).
Here’s a good example: When you start from a stop, the control pc de-clamps the insight pulley so the belt turns the smallest diameter while the result pulley (which would go to the tires) clamps tighter to make the belt change its largest diameter. This produces the lowest gear ratio (say, 3.0-to-1) for the quickest acceleration. As velocity builds, the computer varies the pulley diameters, as conditions dictate, for the best balance of fuel economy and power.