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A continuously variable transmission (CVT) is an automated transmission that can change through a continuous range of gear ratios, typically resulting in better fuel economy in gasoline applications. [1] This contrasts with other transmissions that provide a limited number of gear ratios in fixed steps.
Direct-drive systems are characterized by smooth torque transmission, and nearly-zero backlash. [ 9 ] [ 10 ] [ 11 ] The main [ citation needed ] benefits of a direct-drive system are increased efficiency (due to reduced power losses from the drivetrain components) and being a simpler design with fewer moving parts.
A manual transmission requires the driver to manually select the gears [6] by operating a gear stick and clutch (which is usually a foot pedal for cars or a hand lever for motorcycles). Most transmissions in modern cars use synchromesh to synchronise the speeds of the input and output shafts.
The belt also tends to wedge into the groove as the load increases—the greater the load, the greater the wedging action—improving torque transmission and making the V-belt an effective solution, needing less width and tension than flat belts. V-belts trump flat belts with their small center distances and high reduction ratios.
It is a stepless, fully-automatic transmission, consisting of a V-shaped drive-belt, and two pulleys, each of two cones, whose effective diameter can be changed so that the "V" belt runs nearer the spindle or nearer the rim, depending on the separation of the cones. These are synchronized so that the belt always remains at the same optimal tension.
Howard Frederick Hobbs (21 September 1902 – 15 December 1982) [1] was a South Australian inventor, a pioneer of automatic transmission for motor vehicles. In 1932 he moved to England, where he spent the rest of his life developing automatic gearboxes that failed to find a market.
Automated manual transmissions can be semi-automatic or fully-automatic in operation. Several different systems to automate the clutch and/or shifting have been used over the years, but they will generally use one of the following methods of actuation for the clutch and/or shifting: hydraulic or electro-hydraulic actuation, [12] electro-mechanical, [13] pneumatic, [6] [14] [15] electromagnetic ...
The first Nissan/Jatco transmission, the Jatco 3N71 transmission, used a simple naming scheme: the "3" meant "3-speed", and the remainder was the series number. Beginning in 1982, it gained a locking torque converter (L3N71b) for greater efficiency. (See L3N71 link below).
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