A continuously variable transmission control system includes a continuously variable transmission (CVT) including a primary variator pulley and a secondary variator pulley each including a set of pulley members defining a variable-width gap, and a flexible member positioned within the variable-width gap and movable to define a CVT ratio. The transmission control system also includes a primary pulley valve controlling a primary pulley pressure of a fluid to the primary variator pulley, a secondary pulley valve controlling a secondary pulley pressure of the fluid to the secondary variator pulley; and a pulley pressure control system configured to recognize and mitigate pressure oscillations occurring in the primary pulley pressure or in the secondary pulley pressure.

A continuously variable transmission control system includes a continuously variable transmission (CVT) including a primary variator pulley and a secondary variator pulley each including a set of pulley members defining a variable-width gap, and a flexible member positioned within the variable-width gap and movable to define a CVT ratio. The transmission control system also includes a primary pulley valve controlling a primary pulley pressure of a fluid to the primary variator pulley, a secondary pulley valve controlling a secondary pulley pressure of the fluid to the secondary variator pulley; and a pulley pressure control system configured to recognize and mitigate pressure oscillations occurring in the primary pulley pressure or in the secondary pulley pressure.

There is provided herein a drive system comprising a driving component; a driven component; a torque load-reducing device located between an exit point of the driven component and an entry point of the driving component, which torque load-reducing device comprises at least two wheels wherein one wheel is offset from the other wheel in substantially the same plane; and, a continuous loop of torque load-bearing line connecting the driving component, driven component, and the torque load-reducing device.

There is provided herein a drive system comprising a driving component; a driven component; a torque load-reducing device located between an exit point of the driven component and an entry point of the driving component, which torque load-reducing device comprises at least two wheels wherein one wheel is offset from the other wheel in substantially the same plane; and, a continuous loop of torque load-bearing line connecting the driving component, driven component, and the torque load-reducing device.

A belt pulley decoupler is provided for transmitting drive torque from belts of an auxiliary unit belt drive to the shaft of one of the auxiliary units, including: a belt pulley, a hub secured to the shaft, and a series circuit arranged in the drive torque flow between the belt pulley and the hub and including a decoupler spring and a wrap-around band that extends in the direction of the rotational axis of the belt pulley decoupler and is arranged radially between the belt pulley and the decoupler spring. Both ends of the wrap-around band open out radially when the drive torque is transmitted, the first end of the wrap-around band is braced against the inner surface of a first sleeve rotationally fixed in the belt pulley, and the second end of the wrap-around band is braced against the inner surface of a second sleeve rotationally mounted in the first sleeve.

A belt pulley decoupler is provided for transmitting drive torque from belts of an auxiliary unit belt drive to the shaft of one of the auxiliary units, including: a belt pulley, a hub secured to the shaft, and a series circuit arranged in the drive torque flow between the belt pulley and the hub and including a decoupler spring and a wrap-around band that extends in the direction of the rotational axis of the belt pulley decoupler and is arranged radially between the belt pulley and the decoupler spring. Both ends of the wrap-around band open out radially when the drive torque is transmitted, the first end of the wrap-around band is braced against the inner surface of a first sleeve rotationally fixed in the belt pulley, and the second end of the wrap-around band is braced against the inner surface of a second sleeve rotationally mounted in the first sleeve.

A damping transmission device includes a driving shaft, a driven shaft and a first and a second transmission mechanism. The driving shaft drives the driven shaft to rotate via alternating operation of the first and second transmission mechanisms. The first transmission mechanism is a low-torque, high-speed transmission mechanism including a first driving wheel, a first driven wheel diametrically smaller than the first driving wheel, and a first transmission element wound on the first driving and driven wheels. The second transmission mechanism is a high-torque, low-speed transmission mechanism including a second driving wheel, a second driven wheel diametrically larger than the second driving wheel, and a second transmission element wound on the second driving and driven wheels. The damping transmission device automatically switches between the first and second transmission mechanisms in response to road surface condition and pedaling speed to produce a damping effect, enabling smoother transmission and labor-saving bike pedaling.

A damping transmission device includes a driving shaft, a driven shaft and a first and a second transmission mechanism. The driving shaft drives the driven shaft to rotate via alternating operation of the first and second transmission mechanisms. The first transmission mechanism is a low-torque, high-speed transmission mechanism including a first driving wheel, a first driven wheel diametrically smaller than the first driving wheel, and a first transmission element wound on the first driving and driven wheels. The second transmission mechanism is a high-torque, low-speed transmission mechanism including a second driving wheel, a second driven wheel diametrically larger than the second driving wheel, and a second transmission element wound on the second driving and driven wheels. The damping transmission device automatically switches between the first and second transmission mechanisms in response to road surface condition and pedaling speed to produce a damping effect, enabling smoother transmission and labor-saving bike pedaling.

A variable transmission may include a segmented pulley and a nested pulley located at least partially within the segmented pulley. The spacing between the components of the first segmented pulley may be varied to alter the transmission ratio of the variable transmission by altering the effective diameter of the segmented pulley. The nested pulley may also be a segmented pulley. In some embodiments, one of the pulleys may be rotationally fixed, and the variable transmission may comprise a compact infinitely variable transmission. The eccentricity of the compact infinitely variable transmission may be significantly less than the eccentricity of other infinitely variable transmission designs. In other embodiments, a nested pulley structure may be used to provide a compact continuously variable transmission.

A variable transmission may include a segmented pulley and a nested pulley located at least partially within the segmented pulley. The spacing between the components of the first segmented pulley may be varied to alter the transmission ratio of the variable transmission by altering the effective diameter of the segmented pulley. The nested pulley may also be a segmented pulley. In some embodiments, one of the pulleys may be rotationally fixed, and the variable transmission may comprise a compact infinitely variable transmission. The eccentricity of the compact infinitely variable transmission may be significantly less than the eccentricity of other infinitely variable transmission designs. In other embodiments, a nested pulley structure may be used to provide a compact continuously variable transmission.