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Considering the cost savings involved in building transmissions with just three moving parts, you’ll understand why car companies have grown to be very interested in CVTs lately.

All of this may audio complicated, nonetheless it isn’t. In theory, a CVT is far less complex than a normal automated transmission. A planetary gear automatic transmission – sold in the tens of millions last year – has a huge selection of finely machined moving parts. It offers wearable friction bands and elaborate digital and hydraulic regulates. A CVT like the one defined above has three simple shifting parts: the belt and the two pulleys.

There’s another advantage: The cheapest and top ratios are also further apart than they might be in a conventional step-gear transmitting, giving the transmission a larger “ratio spread” This means it is even more flexible.

The engine can always run at the optimum speed for power or for fuel economy, regardless of the wheel speed, which means no revving up or down with each gear change, and the ideal rpm for the proper speed continuously.

As a result, instead of five or six ratios, you get an infinite number of ratios between your lowest (smallest-diameter pulley setting) and highest (largest-diameter pulley environment).

Here’s a good example: When you begin from an end, the control pc de-clamps the insight pulley therefore the belt turns the Prijenos promjenjive brzine tiniest diameter while the output pulley (which goes to the tires) clamps tighter to help make the belt convert its largest diameter. This produces the cheapest gear ratio (say, 3.0-to-1) for the quickest acceleration. As rate builds, the computer varies the pulley diameters, as conditions dictate, for the best balance of fuel economic climate and power.

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