Paper Number: 2004-34-2878

Development of the Next-Generation Half-Toroidal CVT with Geared

Neutral and Power-Split Systems for 450 N-m Engines
Takumi Shinojima; Toshirou Toyoda, Shinji Miyata, Takashi Imanishi, Eiji Inoue, & Hisashi Machida
NSK Ltd.

ABSTRACT
The worlds first vehicle with a half-toroidal CVT
POWERTOROS Unit has been manufactured since November
1999. This continuously variable transmission (CVT) has a
torque capacity of 390 N-m and ratio coverage of 4.33. In
recent years, demand for a next-generation half-toroidal CVT
that provides better fuel economy and ease of assembly and
mounting has been growing in response to global
environmental issues. The authors developed a new halftoroidal CVT that offers a wider ratio range, a more compact
size, higher torque capacity, and higher efficiency. Major
features of this new half-toroidal CVT include a gearedneutral system and a power-split system. We successfully
downscaled the current CVT by eliminating conventional
launching devices, such as the torque converter, friction clutch,
etc., and focused our energies on a geared-neutral system. In
concert with such steps, we achieved higher efficiency in the
mid- to high-speed ranges by using a power-split system.
Whether operating in low-speed or high-speed mode, the
geared-neutral system combined with the power-split system,
provides a wider ratio coverage and better fuel economy.
Major challenges of this CVT included control optimization
vehicle acceleration from a stop using the geared-neutral
system, and mode changing between the geared-neutral and
power-split systems. We mounted both systems to a test
vehicle, the Lexus LS430 (430 N-m), and demonstrated the
effectiveness of our unique control concept for accelerating
the vehicle from a stop, and mode changing between low- and
high-speed driving. Bench test results and an evaluation of the
drivers operation and performance feel of the vehicle are also
reported.

that tend to become increasingly rigorous every year.

Likewise, our half-toroidal CVT must be designed for greater
compactness, improved efficiency, higher torque capacity, and
all this at a lower cost. In this paper, we propose that our
newly developed next-generation half-toroidal CVT, with its
geared-neutral and power-split systems, can help the
automotive industry meet the strict demands placed on them
(Fig.1). Developmental concepts of the next-generation of our
half-toroidal CVT are as follows:
1.
2.
3.
4.

More compact size for easier installation in a motor

vehicle
Improved efficiency for greater fuel economy
Higher torque capacity for large-size passenger vehicles
Simplified design for lowering assembly costs

In this paper, we will discuss developments already achieved

for the half-toroidal CVT that is currently in the marketplace,
and introduce basic components of our next-generation halftoroidal CVT. Afterwards, we will explain the features and
structure of the next-generation CVT, and report on results of
verification testing using an actual motor vehicle. Finally, we
will discuss handling and responsiveness based on the drivers
impression and other measured results.

INTRODUCTION
In November 1999, the worlds first traction-drive halftoroidal CVT was introduced to the Japan market in a luxury
passenger car series. The smooth driving performance and
responsive handling had proven so popular that it was made
available in a sports sedan in February 2002. Current halftoroidal CVTs on the market enjoy a maximum torque of 390
N-m, and a ratio range of 4.33. Greenhouse gas emissions
were reduced by achieving nearly ten percent greater fuel
efficiency under the Japanese Ministry of Transport mixed
cycle (10-15 mode) test.
In the 21st century, global environmental issues pertaining to
the impact made by motor vehicles have forced the
automotive industry to comply with fuel economy standards

Fig.1 Next-generation half-toroidal CVT

CURRENT PROBLEMS
The size, performance, and cost of a half-toroidal CVT are
often compared with those of automatic transmissions (ATs).
In order to achieve further compactness, greater efficiency,
higher torque capacity, and lower cost, we focused our efforts
on a number of developmental concepts, which we will
discuss in detail.

HIGH TORQUE CAPACITY AND SIZE OF

TRANSMISSION
Variator shape
(1) Toroidal cavity diameter - Current vehicles equipped with
a half-toroidal CVT utilize a torque converter as a starting
device. Since the load of a variator, which is used to attain a
maximum reduction ratio, is increased by the torqueamplifying action of the torque converter, it was difficult to
reduce the half-toroidal cavity diameter because of the
maximum input torque.

EASE OF ASSEMBLY AND QUALITY

A variator, the main component of current half-toroidal CVTs,
is assembled as a sub-assembly of parts or components.
Compared to an AT, assembly of a variator is very
complicated and requires stricter quality controls to ensure
clean working conditions of related components during the
assembly process.

Assy-Input Front input disc and main shaft

(2) Loading cam mechanism - A loading cam mechanism is a

highly reliable device that can be used to control clamping
force without an external unit. However, it was difficult for
the loading cam mechanism to perform optimum clamping
force in relation to change speed ratios and oil temperature.
The challenge we faced was an excessive clamping force on
the low end and the high end of the variator gear ratio. This
factor also determined the large size of the conventional halftoroidal CVT.

Rear Input Disc

Diametrical size of transmission - Power takeoff from the

variator in current half-toroidal CVTs is transmitted by the
intermediate wall of the output discs backside through a
countershaft to an output shaft. This mechanism further
prohibited any downscaling of the transmissions diametrical
size.

Assy-Output

Compatibility between downscaling and high-torque capacity

design - The structure of the current CVT requires a relatively
larger torque converter and variator to match the high torque
of large-displacement engines. There is a trade-off between
designing a transmission that can handle high-torque capacity
and downscaling. A review of the current CVT structure was
required to satisfy requirements of better fuel economy while
also enduring the high-torque demand of large-displacement
engines.

Assy-Power Roller

FUEL ECONOMY
Range of transmission gear ratio - Current half-toroidal CVTs
have a ratio range 4.33. The ratio range of the newest sixspeed AT, however, is as much as 5.0 or 6.0. Although a sixspeed AT has better fuel economy under high-speed
operations, the wider ratio range of a half-toroidal CVT
promises much better fuel economy under similar driving
conditions.
Transmission efficiency - In current half-toroidal CVTs,
clamping force plays a critical role in ensuring efficiency and
long-life of the variator, which transmits all the power from
the engine. Clamping force by the current loading cam method
is only proportional to torque. This fact made it difficult to
optimize clamping force in relation to change-speed ratios and
oil temperature, which hampered improvements in torque
transmission efficiency.

AIM OF DEVELOPMENT
By analyzing the challenges associated with conventional
half-toroidal CVTs, we developed ideas and components
suitable for the next-generation product. We focused on our
core concepts and set specific goals to achieve success.
HIGH-TORQUE CAPACITY AND DOWNSCALING OF
TRANSMISSION - Our goal was to reduce the size of the
current CVT to the same size, or smaller, of the worlds top
class six-speed AT (A761E), which is installed on luxury
passenger cars that have a large engine displacement. In
adapting to our target size, we made the following basic
structure changes in order to construct a variator that can be
mated to a high-torque engine.

1.

2.

3.
4.

Modify the power takeoff mechanism by adopting a

coaxial structure.
Reduces transmission size by eliminating the
countershaft and the intermediate wall
Adopt a geared-neutral system.
Reduces transmission size by eliminating the torque
converter
Ensures compatibility between the smaller size and
increased maximum torque by reducing variator load
Adopt a power-split mechanism.
Ensures compatibility between the smaller size and
increased maximum torque by reducing variator load
Adopt a hydraulic loading mechanism.
Reduces transmission size while ensuring optimum
control of clamping force

IMPROVE FUEL ECONOMY - Greater efficiency and

superior fuel economy was achieved by adopting the
following mechanisms and by optimum control of each
component.
1.
2.
3.
4.
5.

Adopt two modes: low mode and high mode.

Improves high-speed fuel economy by using a wider
range of gear ratios
Adopt a hydraulic loading mechanism.
Improves efficiency by optimum control of
clamping force
Adopt a coaxial structure by modifying the power
takeoff mechanism.
Improves efficiency by eliminating the countershaft
Adopt a geared-neutral system.
Improves low-speed fuel economy by superior lowspeed performance acceleration
Adopt a power-split mechanism.
Improves efficiency in the mid- and high-speed
ranges

REDUCED ASSEMBLY COSTS AND IMPROVED

QUALITY A variator, which is the main component of
current half-toroidal CVTs, can achieve easier assembly that is
not inferior to that of ATs by modularizing the variator.
Benefits include reduced assembly costs of a transmission,
and greater quality control of the variator.
1.

Table.1 Main specifications

Vehicle
Lexus LS430
Engine type
3UZ-FE (430 N-m/206 kW)
Torque capacity
450 N-m
Maximum input rev.
6 600 rpm
Compatible size and interface as
Transmission size
6AT (A761E)
T/M Reduction ratio
-6.25 to to 0.52
(T/M Speed ratio)
(-0.16 to 0 to 1.92)
Launch device
None (geared-neutral system)
T/M weight (Dry)
98 kg
Oil pump type
External gear pump
Traction Fluid
IDEMITSU TDF 2210

Hydraulic loader

Planetary gear
Variator Assy

Oil Pump

Clutch for high mode

Clutch for low mode

Valve Assy for hydraulic
pressure control

Fig.2 Basic structure of next-generation CVT

Modularizing of variator.
Assembly cost reductions achieved by improving
ease of transmission assembly, and stricter control of
variator quality.

FEATURES AND STRUCTURES

BASIC STRUCTURE
We achieved faster and simpler mounting capability by
reducing the transmission size to that of a six-speed AT
(A761E). We then mounted the transmission to a luxury sedan
with an engine displacement of 4 liters. The whole structure
consisted of an oil pump, a hydraulic loader, a variator, a
planetary gear, a multiplate wet clutch (for switching between
low and high modes), and a hydraulic pressure control valve.
Fig.2 illustrates this configuration, and Table.1 lists the main
specifications.

The next-generation half-toroidal CVT features a gearedneutral system and a power-split mechanism. We were able to
eliminate the torque converter by adopting a geared-neutral
system, which allowed us to make significant weight
reductions. We improved the mid- and high-speed efficiency
of the transmission by adopting a power-split mechanism,
which also incorporated a two-mode switching method (low
and high) with wider gear ratios. This further enabled us to
achieve greater fuel economy of the vehicle. Greater details
are discussed here.

COAXIAL STRUCTURE
Size Down

Features

Structure - Since power takeoff from the variator is

transmitted from the intermediate wall of the output disc
backside to the countershaft, the transmissions diametrical
size was large. We focused on simplifying the structure by
using a coaxial layout. Size reductions were achieved by
eliminating the countershaft and intermediate wall by using a
coaxial structure in the power takeoff section, which uses a
planetary gear mechanism as shown in Fig.3.
Diametrical size of the transmission was reduced and
minimum height from ground was increased by utilizing the
newly acquired space at the bottom of the transmission where
the countershaft once was. Furthermore, eliminating the
intermediate wall resulted in a shorter transmission.
GEARED-NEUTRAL SYSTEM
Features

Variator at front side

Size reductions achieved by eliminating the countershaft

and intermediate wall.

Size and weight reductions achieved by eliminating the

torque converter.
Increased maximum torque by reducing variator load
Improved efficiency for launching from a standing start
through the low-speed range
Powerfully smooth drive at launching from a standing
start.

Structure - Conventionally, a torque converter was used for a

launching device. Due to its inherit characteristics, the torque
converter suffered from lag-time. When the torque converter
starts, only the engine rotation increases and acceleration of
the vehicle is delayed, which impairs fuel economy of the
vehicle. The European market, especially, demands quick and
responsive acceleration from a standing start. Additionally, the
load of a variator, which is used to attain a maximum
reduction ratio, is increased by the torque-amplifying action of
the torque converter. It was thus difficult to reduce the halftoroidal cavity diameter and, in fact, required a relatively
larger half-toroidal cavity diameter to match the high torque
capacity. To overcome these challenges, the next-generation
half-toroidal CVT adopts a geared-neutral system. This
system eliminates the torque converter as the starting device,
which allows reductions in size and weight of the transmission.
After eliminating the torque converter, we positioned the
variator towards the front, which is an added benefit for
automobile manufacturers. Elimination of the torque converter
also reduced the load of the variator, which allows ensured
compatibility between a smaller variator and increased
maximum torque by taking advantage of the high variator
ratio when starting. This new structure offers drivers greatly
enhanced performance and a powerfully smooth drive-away
feeling void of any lag-time at launching from a standing start,
with much better fuel economy by improving efficiency in the
low-speed ranges (Fig.3).

Co-axial

No launch device

Fig.3 Co-axial structure and geared neutral system

POWER-SPLIT MECHANISM
Features

Ensures compatibility between the smaller size and

increased maximum torque by reducing variator load
Improved mid- and high-speed efficiency

Structure The power-split mechanism is a component of the

power transmission that uses planetary gears and bypasses the
variator. This layout facilitates transmitting of a portion of the
load directly to the planetary gears to reduce load to the
variator. This further makes it possible to reduce the size of
the variator while maximizing torque-handling capability
(Fig.4). Accordingly, when operating in high mode, the
power-split mechanism contributes to efficiency in the mid- to
high-speed range thus achieving improved fuel economy.
Variator

Planetary gear set

E/G

Wheel
75%
25%

Fig.4 Torque flow in the new half-toroidal CVT

TWO-MODE STRUCTURE (LOW & HIGH)
Features

Improves high-speed fuel economy by using a wider

range of gear ratios
Low mode covers the low-speed range from stop to
forward and stop to reverse launching
High mode covers the speed range of middle to high

Current half-toroidal CVT in the market:

2.857 to 0.660 (Coverage ratio: 4.33)
Six-speed AT (A761E):
3.296 to 0.582 (Coverage ratio: 5.66)
Next generation half-toroidal CVT:
to 0.521 (Coverage ratio: infinite)

The low mode covers shifting for going forward and going in
reverse. The low mode also serves as the starting control when
combined with the geared-neutral (GN) system. This new
structure offers drivers greatly enhanced performance and a
powerfully smooth drive-away feeling void of any lag-time
(only the engine rotation increases, but the acceleration of the
vehicle is delayed) at launching from a standing start, which
promises much better fuel economy by improving efficiency
in low-speed ranges. When operating in high mode, the
power-split (PS) system helps to reduce load on the variator,
thus enabling a smaller diameter of the half-toroidal cavity.

Input
High (Power Split) Mode
Low (Geared Neutral) Mode

Engaged at Low Mode

Engaged at High Mode

Fig.5 High mode and low mode schemes

Six-speed AT A761E (Ratio range:5.66)

HIGH

-2

Variator ratio (speed ratio)

T/M ratio (Reduction ratio)

Next generation half-troidal CVT (Ratio range:Infinite)

2.5

Current half-troidal CVT in the market

(Ratio range:4.33)

0.667

0.5

0.4

2.5

Geared Neutral Point

2

REV

FWD

1.5
1
Mode change point
0.5
LOW

Structure We adopted a planetary gear mechanism and a

two-mode structure that consists of a multiplate wet clutch to
take full advantage of the benefits offered in a variable speed
system (Fig.5). By adopting a two-mode structure (low and
high), we were able to widen the gear ratio, and exceed the
high-speed fuel economy found in the highest gear ratio of a
six-speed AT (Fig.6).

LOW mode

0
-0.5

0
LOW

HIGH mode

0.5
1
1.5
T/M ratio (speed ratio)

HIGH

Fig.6 Comparison of variator ratio for low and high modes

HYDRAULIC LOADING MECHANISM
Features

Improved efficiency and reduced size by optimum control

of clamping force

Structure In a half-toroidal CVT, torque is transmitted by

applying clamping force to the power rollers between input
and output discs. The current model of the half-toroidal CVT
produces a clamping force by a loading cam mechanism. A
loading cam mechanism is a highly reliable device that can be
used to control clamping force without an external unit.
However, it was difficult for the loading cam mechanism to
perform optimum clamping force in relation to change-speed
ratios and oil temperature. The challenge we faced was an
excessive clamping force at the low end and the high end of
the variator gear ratio (Fig.7).
By replacing the loading cam mechanism with a hydraulic
loading method, optimum control of clamping force for
various driving conditions is possible. Clamping force varies
according to speed ratio, engine torque, and oil temperature.
By monitoring these conditions with a control unit, hydraulic
loading pressure can be controlled variably, thrust force can
be reduced, which promises much better fuel economy by
improving efficiency, and further size reductions of the
variator can be achieved.

Optimization of clamping force

OTHERS

By Variator ratio and Oil temperature

Cam loader

60000

Clamping force[N]

Hydraulic pressure control Fig.9 shows a hydraulic circuit

drawing of the next-generation toroidal CVT. Details of the
operating principles will be explained in another report. The
hydraulic pressure generated by an oil pump, which is driven
by engine rotation, is used as a source of power, and is
composed of switching valves and pressure-regulating valves
that control the pressure of each section.
By not relying solely on electronic controls, a highly reliable,
compact, and highly functional hydraulic pressure control
valve assembly was successfully manufactured.

50000
40000

at 140

30000
20000

at 90

10000
0

2.4

2.2

2.0

Low

1.8

1.6

1.4

1.2

1.0

Variator ratio

0.8

0.6

0.4

High

Fig.7 Optimal clamping force by variator ratio and oil

temperature

1.
2.
3.
4.
5.

Gear shift control mechanism

Mode change control mechanism
Torque control mechanism
Hydraulic loading pressure control mechanism
External gear pump mechanism

High Clutch

Step Motor
M

MODULARIZING OF VARIATOR

High

Features

Low Clutch

Shift Valve

Low

Load Regulator

Reduced assembly costs by improving ease

transmission assembly
Enhanced quality assurance at the subunit level

of

Structure Presently, main components used in the variator

are assembled as a sub-assembly. Compared to an AT,
assembly of a variator is very complicated and requires stricter
quality controls to ensure clean working conditions of related
components during the assembly process. By modularizing
variator parts (Fig.8), assembly cost of the transmission can be
reduced, and quality of the variator during assembly can be
controlled.

LUB

L D N R P

LUB

Manual Valve
Loader Pressure Control Solenoid
Mode Change Control Solenoid
Torque Control Solenoid

Fig.9 Circuit diagram for oil pressure control

ACTUAL FIELD TEST DATA FOR VERIFYING

EFFECTIVENESS
Our newly developed next-generation half-toroidal CVT was
mounted to a Lexus LS430 (Fig.10) with a rated engine torque
of 430 N-m for test-driving. We tested functionality under
actual vehicle driving conditions. Here, we will explain the
results of verification testing and test data of each function.
The electronic system diagram of the next-generation halftoroidal CVT is shown in Fig.11.

Fig.8 Modularized variator

Fig.10 Lexus LS430

Geared Neutral Control on Standstill condition

Brake
Pedal

Battery

e
kl
a
a
r
Bn
g
ti
oS
o
F

n
o
i
t
i
s
o
l
Pa
rn
g
oi
t
a
rS
a
l
e
c
c
A

y
rr
ep
wp
ou
PS

Accelarator
Pedal

Select Lever
Position

OD Rev Sensor

ID Rev Sensor

Engine
Control Unit

Oil Temperature Sensor

ACCEL OUT Signal

(Engine Rev Control)

Oil Pressurre
Sensorx 2

Output Shaft
Rev Sensor

Next Generation
Troidal CVT

N
R

Variator Speed Ratio

Selector Position

Control Unit

D
L

2.5
P

Vehicle test result

( Shifting from N to D and N to R with braking )

1.5
1
1500

Input Disc Rev. [rpm]

Low clutch pressure [kPa]
1000

500

0
300
Shift ActuatorStepping Motor)
Primary Pressure Control Solenoid
Torque Control Solenoid
Mode Change Solenoid

Fig.11 Electronic system diagram

200
100
0
-100
-200

T/M Output Torque [Nm]

-300

GEARED-NEUTRAL SYSTEM The next-generation

toroidal CVT abolishes starting devices such as the torque
converter and uses a differential mechanism of variator and
planetary gears, which achieves creep stop conditions, and can
initiate launching with geared-neutral control. This gearedneutral control can also adjust the output shaft near the geared
neutral point (for reverse, stop, and normal rotation control)
while the input shaft of the transmission is rotating. An outline
of the control method is as follows:
1. Gear ratio control
Adjusts change gear ratios, which can obtain optimal creep
force using a step motor (open-loop control).
2. Torque control
Calculates the optimal target torque for input to the variator by
the control unit. Adjusts input torque to the variator in order to
stabilize optimal target torque (creep force) using torque
control valves (feedback control of oil pressure).
3. Differential pressure control correction
Differential pressure of the trunnion detects input torque to the
variator. If input torque to the variator is out of a specified
range, the step motor can make adjustments the gear ratio.

10

15

20

25
[ Sec ]

30

35

40
45
50
Data Sampling : 0.1 sec (10Hz)

Test data 1
Vehicle test result

Geared Neutral Control on Standstill condition

( Quick shifting from D to R and R to D with braking )
3
D

2.5

2
1.5

Variator Speed Ratio

Selector Position

1
1500

Input Disc Rev. [rpm]

Low Clutch Pressure [kPa]

1000

500

0
300

T/M Output Torque [Nm]

200
100
0
-100
-200
-300
0

10

15

20

25
[ Sec ]

30

35

40
45
50
Data Sampling : 0.1 sec (10Hz)

Test data 2
Confirmation test results of vehicle
Neutral to Drive, Neutral to Reverse
Drive to Reverse, Reverse to Drive
Test data 1 reflects operation of the transmission from Neutral
to Drive and Neutral to Reverse ranges under standstill
conditions with the brakes being applied. Test data 2 reflects
operation of the transmission from Drive to Reverse and
Reverse to Drive the range during standstill with the brakes
being applied. Creep force in the forward direction quickly
occurred when connected to a low clutch in the drive range.
Creep force of reverse direction quickly occurred when
connected to a low clutch in the reverse range. There were no
vibrations transmitted to the geared-neutral system from the
engine and stability remained high. Whereas we achieved the
stability of creep force control, there was no instability of
creep force. Furthermore, we confirmed that the stability of
creep force was possible by only gear ratio control (without
any torque control) in half-toroidal CVT.

GEAR SHIFT CONTROL The serial data from a stopped

condition to launching by geared neutral control causes the
vehicle to accelerate. Gearshift control that takes into
consideration various factors such as vehicle speed, rate of
depression against the accelerator pedal, and braking pressure
are illustrated below.
Confirmation test results of vehicle
Start, acceleration, slowdown, and stop
Both engine speed and vehicle speed increased smoothly
while pushing the accelerator, and a quick and responsive
acceleration was obtained. In addition, smooth deceleration
and stopping of the vehicle was achieved after applying the
brake. Test data 3 illustrates conditions from a normal start to
stop, and Test data 4 shows conditions from start with full
acceleration to stop with strong braking.

Confirmation test results of vehicle

Vehicle test result

Start and Stop Feeling for Forward Gear (General)

While operating the test vehicle, we were unable to physically

sense when switching from low mode to high mode occurred,
nor when high mode to low mode switching occurred. The
smoothness of mode switching was confirmed regardless of
the amount of engine torque and any accelerating conditions.
Furthermore, we were able to confirm quick and smooth
switching under strong accelerating conditions as well.
Test results of mode change control during acceleration with
the accelerator pressed about 10% of the way down are shown
below in Test data 3. Test results with the accelerator pressed
about 30% of the way down are shown below in Test data 5.
Finally, results under full acceleration are shown below in
Test data 6.

( Start and Acceleration Feeling , Mode change Control , Stop Feeling )

5000

4000

HIGH MODE

Input Disc Rev. [rpm]

MODE [Low/High]
Selector Position

3000
2000
1000

LOW MODE

LOW MODE

0
250
200
150
100
50
0
-50
-100
1.75
1.5
1.25
1
0.75
0.5
0.25
0
-0.25
2500
2000
1500
1000
500
0
-500

FootBrake Release
Accel pedal (about 10% )

Accel Pedal [%]

Foot Brake [ON/OFF]
Vehicle Speed [km/h]
Engine Torque [Nm]

FootBrake Active

Vehicle Stop

Vehicle Start

Variator Speed Ratio

Vehicle Acceleration [G]

Low Clutch Pressure [kPa]

High Clutch Pressure [kPa]

( Mode change Control from Low to High and High to Low Feeling )
N

4000

HIGH MODE

2000

12

16

20

24
[ Sec ]

28

32

36
40
44
Data Sampling : 0.1 sec (10Hz)

Test data 3

Vehicle test result

Start and Stop Feeling for Forward Gear (Full Accel Pedal)
( Full Acceleration 0 - 100 km/h )

6000
5000

4000
Input Disc Rev. [rpm]
Selector Position
MODE [Low/High]

3000
2000

LOW MODE

1000
0
300
250
200
150
100
50
0
-50
-100
-150
-200
2

FootBrake Rlease
FootBrake Active

Accel pedal (100% )

Vehicle Start

Accel Pedal [%]

Foot Brake [ON/OFF]
Vehicle Speed [km/h]
Engine Torque [Nm]
Vehicle stop

Input Disc Rev. [rpm]

MODE [Low/High]
Selector Position

3000

Vehicle test result

Mode change Feeling by 30% Accel (General)

5000

1000

LOW MODE
LOW MODE

0
250
200
150
100
50
0
-50
-100
1.75
1.5
1.25
1
0.75
0.5
0.25
0
-0.25
2500
2000
1500
1000
500
0
-500

Accel Pedal [%]

Vehicle Speed [km/h]
Engine Torque [Nm]
Foot Brake [ON/OFF]

FootBrake Active

FootBrake Release
Accel pedal (about 30%)

Vehicle Start

Variator Speed Ratio

Vehicle Acceleration [G]

Low Clutch Pressure [kPa]

High Clutch Pressure [kPa]

12

15

18
[ Sec ]

21

24

27
30
33
36
Data Sampling : 0.1 sec (10Hz)

Test data 5

1.5
1

Vehicle test result

Full acceleration through the mode change

0.5

( Full acceleration through the mode change under engine torque about 250Nm )

Variator Speed Ratio

Vehicle Acceleration [G]

-0.5
-1
2500
2000
1500
1000
500
0
-500

5000

4000

Low Clutch Pressure [kPa]

High Clutch Pressure [kPa]

HIGH

Input Disc Rev. [rpm]

MODE [Low/High]
Selector Position

3000
2000
1000

10

12

14

16
18
[ Sec ]

20

22

24

26
28
30
32
34
Data Sampling : 0.1 sec (10Hz)

Test data 4
MODE CHANGE CONTROL The next-generation toroidal
CVT adopts either two modes, which consist of a low
multiplate wet clutch or a high multiplate wet clutch that
works in combination with a planetary gear system to make
the best use of continuous variable speed. Mode change
occurs when the speed ratio of the variator nears the
maximum deceleration (low). We were concerned about
switching shock, which can occur due to mode changes during
abrupt acceleration. However, we were able to resolves such
switching shock by engaging both low/high clutches
simultaneously. Data of mode changes is shown below.

LOW

0
300
250
200
150
100
50
0
-50
-100
2

FootBrake Release

Accel Pedal [%]

Vehicle Speed [km/h]
Engine Torque [Nm]
Foot Brake [ON/OFF]

FootBrake
Active

Accel pedal (100% )

Vehicle Start

Variator Speed Ratio

Vehicle Acceleration [G]

1.5
1
0.5
0
-0.5
2500
2000
1500
1000
500
0
-500

Low Clutch Pressure [kPa]

High Clutch Pressure [kPa]

10
[ Sec ]

Test data 6

12

14

16
18
20
Data Sampling : 0.1 sec (10Hz)

2.

CONCLUSION
We targeted various base functions of a conventional toroidal
CVT for further development and demonstrated how well the
new developments performed in a next-generation toroidal
CVT mounted to a vehicle. We thus verified that real-world
application of the next-generation toroidal CVT is highly
possible.
The main points of this next-generation CVT are summarized
here:
1.

2.
3.

Highlights of driving performance

Powerfully smooth driving at launching from a
standing start
Acceleration is responsive and free of any lag-time
Environmental considerations
Expect much better fuel economy by improved
efficiency, a compact size, and a wide ratio range.
Developed for motor vehicles equipped with large
displacement (high torque) engines
Achieved compatibility between a smaller size and
high torque capacity by using a geared-neutral and
power-split mechanism.

The newly developed next-generation half-toroidal CVT is as

compact as a six-speed AT (A761E) found in luxury vehicles,
which can be mated to a high-torque engine in the 450 N-m
range. Improved fuel economy can be expected by focusing
on enhancing efficiency, making reductions in weight and size,
utilizing a coaxial structure, and by adopting a wider ratio
(reduction ratio -6.25 to to 0.521) in tandem with high and
low modes. Additional features include quick and smooth
launching from a standing start, which was achieved by
eliminating the torque converter. Variator specifications are
shown in Table.2 Although we were faced with challenges
regarding the geared-neutral start control without a torque
converter, we succeeded in optimizing change control in the
low and high modes, which allowed us to mount the CVT to a
Lexus LS430 for demonstrating real-world use and
functionality. Taking advantage of proprietary control
technologies, we will further our efforts with a special focus
on durability and reliability of the total system, and develop
fail-safe characteristics necessary for mass-produced motor
vehicle applications.
Table.2 Variator specifications
Input disc diameter
Output disc diameter
Cavity diameter D
Disc radius Ro
Contact angle
Number of power rollers

148
158
124
37.5
62.5
4

REFERENCES
1.

S. Miyata, et al.: Study of the Stable Control System of

Half-Troidal CVT During Mode Change-A Comparison
of Hydraulic and Mechanical Loading Devices, CVT
2002 Congress NR.1709

3.

Imanishi, T., Machida, H. and Tanaka, H., A Geometric

Study of Toroidal CVT, CVT96 Yokohama, 9636411,
JSAE
Nakano, M., Kumura, H., Sugihara, J., Mori, H. and
Maruyama, N., Development of Large Torque Capacity
Half-Toroidal CVT, SAE 2000-01-0825