Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable accessory drives (CVAD). In one embodiment, a skew-based control system is adapted to facilitate a change in the ratio of a CVAD. In another embodiment, a skew-based control system includes a skew actuator coupled to a carrier member. In some embodiments, the skew actuator is configured to rotate a carrier member of a CVT. Various inventive traction planet assemblies can be used to facilitate shifting the ratio of a CVT. In some embodiments, the traction planet assemblies include legs configured to cooperate with the carrier members. In some embodiments, a traction planet assembly is operably coupled to the carrier members. Embodiments of a shift cam and traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are disclosed.

Construction of a toroidal continuously-variable transmission is achieved that simplifies the manufacture of parts, management of parts and assembly work, is able to easily reduce costs, stabilizes speed change operations, and is processed easily. An outer ring 16b of a thrust rolling bearing is supported so as to be able to pivotally displace by engaging a concave section 24 that is provided on the outside surface of the outer ring 16b with a cylindrical convex surface 22 of a support beam 23a of a trunnion 7b. Displacement of the outer ring 16b in the axial direction of the support beam 23a is limited by engaging a concave groove 27 that is formed around the inside surface of the concave section 24 in the circumferential direction around the support beam 23a with a protrusion 28 that is formed around the outer-circumferential surface of the support beam 23a.

Construction of a toroidal continuously-variable transmission is achieved that simplifies the manufacture of parts, management of parts and assembly work, is able to easily reduce costs, stabilizes speed change operations, and is processed easily. An outer ring 16b of a thrust rolling bearing is supported so as to be able to pivotally displace by engaging a concave section 24 that is provided on the outside surface of the outer ring 16b with a cylindrical convex surface 22 of a support beam 23a of a trunnion 7b. Displacement of the outer ring 16b in the axial direction of the support beam 23a is limited by engaging a concave groove 27 that is formed around the inside surface of the concave section 24 in the circumferential direction around the support beam 23a with a protrusion 28 that is formed around the outer-circumferential surface of the support beam 23a.

A turbocharger for use with an internal combustion engine is provided. The turbocharger comprises a differential device having a carrier portion, a compressor portion, and a turbine portion. The compressor portion is in driving engagement with a first portion of the differential device. The turbine portion is in driving engagement with a second portion of the differential device. The carrier portion of the differential device is in driving engagement with an infinitely variable transmission. The infinitely variable transmission is in driving engagement with the internal combustion engine. The turbocharger is simply controlled, reduces turbo lag, decreases a boost threshold of the turbocharger, and increases an efficiency of the internal combustion engine.

A turbocharger for use with an internal combustion engine is provided. The turbocharger comprises a differential device having a carrier portion, a compressor portion, and a turbine portion. The compressor portion is in driving engagement with a first portion of the differential device. The turbine portion is in driving engagement with a second portion of the differential device. The carrier portion of the differential device is in driving engagement with an infinitely variable transmission. The infinitely variable transmission is in driving engagement with the internal combustion engine. The turbocharger is simply controlled, reduces turbo lag, decreases a boost threshold of the turbocharger, and increases an efficiency of the internal combustion engine.

A linear gear shift mechanism for chainless vehicles includes a gear shift unit having a support rotator, transmission balls and driving posts, with the transmission balls disposed in the support rotator, with a cylindrical receiving portion disposed on each transmission ball radially, with the driving posts disposed in the cylindrical receiving portions along radial direction of the support rotator and rotating from radial direction thereof to but not reach axial direction of the support rotator; an axial power input rotator having an inward-tilted power input annular surface; an axial power output rotator having an inward-tilted power output annular surface, with the transmission balls clamped between inward-tilted power input and output annular surfaces and support rotator; a tread-required transverse power source meshing with axial power input rotator; an axial power transfer portion meshing with axial power output rotator axially; a transverse power output portion meshing with axial power transfer portion.

The invention relates to a continuously variable transmission with side speed regulating lead screw, and it comprises: a housing, a driving flat disc system, a power input system, a middle flat disc system, a power output system, a compaction system, a speed regulating ratio system of the middle flat disc, and serial and parallel structures. Since the previously most successful continuously variable transmission is the CVT continuously variable transmission, such continuously variable transmission transmits power depending on the conical disc and steel belt, and the limitation of the continuously variable transmission restrains the extensive application of such continuously variable transmission, whereas the continuously variable transmission of the invention transmits power depending on the mutual compaction between the driving flat disc and the middle flat disc as well as between the middle flat disc and the driven flat disc. The invention aims to solve the problem of too small transmission torque existing in previous continuously variable transmissions, and it realizes the objective of regulating the speed ratio by the movement of the middle flat disc up and down.

The invention relates to a continuously variable transmission with side speed regulating lead screw, and it comprises: a housing, a driving flat disc system, a power input system, a middle flat disc system, a power output system, a compaction system, a speed regulating ratio system of the middle flat disc, and serial and parallel structures. Since the previously most successful continuously variable transmission is the CVT continuously variable transmission, such continuously variable transmission transmits power depending on the conical disc and steel belt, and the limitation of the continuously variable transmission restrains the extensive application of such continuously variable transmission, whereas the continuously variable transmission of the invention transmits power depending on the mutual compaction between the driving flat disc and the middle flat disc as well as between the middle flat disc and the driven flat disc. The invention aims to solve the problem of too small transmission torque existing in previous continuously variable transmissions, and it realizes the objective of regulating the speed ratio by the movement of the middle flat disc up and down.

Inventive embodiments are directed to components, subassemblies, systems, and/or methods for infinitely variable transmissions (IVT). In one embodiment, a control system is adapted to facilitate a change in operating mode of an IVT. In another embodiment, a control system includes a drive clutch coupled to a source of rotational power; the drive clutch is configured to selectively engage a traction ring and a carrier of the IVT. The control system includes a one-way clutch assembly configured to selectively engage the traction ring and the carrier. In some embodiments, the control system governs the actuation of the one-way clutch to selectively lock and unlock components of the IVT. In some embodiments, the control system implements an IVT mode wherein the carrier selectively couples to a source of rotational power. In other embodiments, the control system implements a CVT mode wherein the traction ring selectively couples to a source of rotational power.

Inventive embodiments are directed to components, subassemblies, systems, and/or methods for infinitely variable transmissions (IVT). In one embodiment, a control system is adapted to facilitate a change in operating mode of an IVT. In another embodiment, a control system includes a drive clutch coupled to a source of rotational power; the drive clutch is configured to selectively engage a traction ring and a carrier of the IVT. The control system includes a one-way clutch assembly configured to selectively engage the traction ring and the carrier. In some embodiments, the control system governs the actuation of the one-way clutch to selectively lock and unlock components of the IVT. In some embodiments, the control system implements an IVT mode wherein the carrier selectively couples to a source of rotational power. In other embodiments, the control system implements a CVT mode wherein the traction ring selectively couples to a source of rotational power.