Bicycle CVT Transmission?

Garrison Hilliard said:

Friday, March 26, 2004 Inventor improves transmission

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By Mike Boyer The Cincinnati Enquirer

SPRINGFIELD TOWNSHIP - Larry Anderson started out looking
for a way to make it easier to climb hills on his bicycle.

But his efforts stretching back a decade could lead some
day to vehicles with more fuel-efficient, smoother-
shifting transmissions.

The 70-year-old Procter & Gamble Co. retiree has
received a U.S. patent for an innovation he believes
can dramatically improve continuously variable
transmissions (CVTs).

CVTs have been around for a hundred years or more, mainly
for industrial applications. But they are gaining
increased attention from automakers and others as a way to
improve fuel efficiency.

Ford Motor Co., for example, is producing CVTs at its
Batavia plant for the new Ford 500 sedan and the Freestyle
crossover vehicle.

HOW IT WORKS Traditional transmissions use gears, friction
plates and hydraulic fluid to transfer power from an
engine to a drive shaft. Continuously variable
transmissions use a simple belt and pulley system,
creating a "continuously variable" gear ratio that is more
fuel-efficient. The A+CVT developed by Larry Anderson uses
flexible sprocket bars along the pulley shafts to create a
more efficient and durable positive drive system rather
than the typical friction drive of a belt system.

CVT technology replaces the gears and friction plates in
traditional transmissions with a belt and pulley system to
transfer the power smoothly from a motor to the wheels.

The pulleys inside a CVT are typically cone-shaped, and
the belt that runs between them slides between the narrow
and wide ends of each pulley. That creates a "continuously
variable" gear ratio to transfer power from the engine to
the wheels.

Anderson's idea is a modification of the dual-cone CVT. It
uses floating sprocket bars along the length of each cone
to engage a chain.

This creates a more durable, positive drive system
instead of using simple friction to move a belt up and
down the cones. Belt-driven CVTs are friction dependent -
and that results in power loss and a less efficient
system, he said.

"There's not much more auto companies can do (to improve
fuel efficiency) by shaving weight and using plastic in
bumpers and fenders," Anderson said. "The transmission is
one place where they can go to improve fuel efficiency."

'A lot of inquiries'

Since receiving his patent last year, Anderson has set up
a Web site (www.andersoncvt.com) to describe his
invention, the A+CVT. He has met with at least half a
dozen companies in the automotive, bicycle, power
transmission and marine motor business.

"We've had a lot of inquiries, and we're doing a lot of
talking,'' he said.

Although not an engineer by training, Anderson, who
retired 10 years ago from P&G after working as a research
assistant in oleochemicals, says he's always liked
tinkering with mechanical things.

"I have no trouble understanding this kind of thing, gear
ratios and things like that," he said. "It's kind of
second nature to me."

An avid bicyclist, Anderson said he was interested in
developing a CVT for his bicycle initially.

"It's gotten harder to climb the hills," he said. "Even
with 10-18-21 speed bikes, shifting has always been very
clumsy."

'Hey, that works!'

His eureka moment came in his basement workshop, when he
saw a cone of yarn.

"I don't know what made my mind start turning, but there
was also a light socket chain just laying there. I looked
at that and got to thinking - I wonder what I can do with
that? It just seemed to fall in place," he said.

He crafted a crude model of the floating sprocket bars
using the yarn cone, chain and a coat hanger.

T is on the back burner

Quoted message said:

while he pursues interest from other manufacturers.

Been done already. The problem is that it's either heavy or
inefficient. Incidentally, the cone arrangement is what was
used on DAF cars so it's not new even in automotive terms.

Makes me laugh about car companies shaving weight though.
British cars are at least 50% heavier than 20 years ago. In
the US it's even worse (cheap fuel and crash testing that
rules out light vehicles).

Zog The Undeniable said:

Garrison Hilliard said:

Friday, March 26, 2004 Inventor improves transmission

---------------------------------------------------------
--------------------

---

Quoted message said:

Quoted message said:

By Mike Boyer The Cincinnati Enquirer

SPRINGFIELD TOWNSHIP - Larry Anderson started out looking
for a way to make it easier to climb hills on his
bicycle.

But his efforts stretching back a decade could lead some
day to vehicles with more fuel-efficient, smoother-
shifting transmissions.

The 70-year-old Procter & Gamble Co. retiree has received
a U.S. patent for an innovation he believes can
dramatically improve continuously variable transmissions
(CVTs).

CVTs have been around for a hundred years or more, mainly
for industrial applications. But they are gaining
increased attention from automakers and others as a way
to improve fuel efficiency.

Ford Motor Co., for example, is producing CVTs at its
Batavia plant for the new Ford 500 sedan and the
Freestyle crossover vehicle.

HOW IT WORKS Traditional transmissions use gears,
friction plates and hydraulic fluid to transfer power
from an engine to a drive shaft. Continuously variable
transmissions use a simple belt and pulley system,
creating a "continuously variable" gear ratio that is
more fuel-efficient. The A+CVT developed by Larry
Anderson uses flexible sprocket bars along the pulley
shafts to create a more efficient and durable positive
drive system rather than the typical friction drive of a
belt system.

CVT technology replaces the gears and friction plates in
traditional transmissions with a belt and pulley system
to transfer the power smoothly from a motor to the
wheels.

The pulleys inside a CVT are typically cone-shaped, and
the belt that runs between them slides between the narrow
and wide ends of each pulley. That creates a
"continuously variable" gear ratio to transfer power from
the engine to the wheels.

Anderson's idea is a modification of the dual-cone CVT.
It uses floating sprocket bars along the length of each
cone to engage a chain.

This creates a more durable, positive drive system
instead of using simple friction to move a belt up and
down the cones. Belt-driven CVTs are friction dependent -
and that results in power loss and a less efficient
system, he said.

"There's not much more auto companies can do (to improve
fuel efficiency) by shaving weight and using plastic in
bumpers and fenders," Anderson said. "The transmission is
one place where they can go to improve fuel efficiency."

'A lot of inquiries'

Since receiving his patent last year, Anderson has set up
a Web site (www.andersoncvt.com) to describe his
invention, the A+CVT. He has met with at least half a
dozen companies in the automotive, bicycle, power
transmission and marine motor business.

"We've had a lot of inquiries, and we're doing a lot of
talking,'' he said.

Although not an engineer by training, Anderson, who
retired 10 years ago from P&G after working as a research
assistant in oleochemicals, says he's always liked
tinkering with mechanical things.

"I have no trouble understanding this kind of thing, gear
ratios and things like that," he said. "It's kind of
second nature to me."

An avid bicyclist, Anderson said he was interested in
developing a CVT for his bicycle initially.

"It's gotten harder to climb the hills," he said. "Even
with 10-18-21 speed bikes, shifting has always been very
clumsy."

'Hey, that works!'

His eureka moment came in his basement workshop, when he
saw a cone of yarn.

"I don't know what made my mind start turning, but there
was also a light socket chain just laying there. I looked
at that and got to thinking - I wonder what I can do with
that? It just seemed to fall in place," he said.

He crafted a crude model of the floating sprocket bars
using the yarn cone, chain and a coat hanger.

T is on the back burner

Quoted message said:

while he pursues interest from other manufacturers.

Been done already. The problem is that it's either heavy
or inefficient. Incidentally, the cone arrangement is
what was used on DAF cars so it's not new even in
automotive terms.

This is true. Bicycle drivetrains are both lightweight,
and well over 90% efficient. This is inherent in chain
drive vs. gears. A CVT is actually slightly less efficient
than gears, but makes up for that with infinite
adjustment. Once CVTs are made in similar volumes, they
would be cheaper to produce than current automotive
transmissions, and lighter too. But they're not a quantum
leap in efficiency, and there's little incentive to
change, especially in the US market.

Quoted message said:

Makes me laugh about car companies shaving weight though.
British cars are at least 50% heavier than 20 years ago.
In the US it's even worse (cheap fuel and crash testing
that rules out light vehicles).

It really isn't the crash standards. That plays a part, but
the overriding factor is the demand for cars that are quiet
and smooth. The way to accomplish this is to make the body
structure as stiff as possible (more steel), then load it up
with sound isulation, thicker glass, etc. When a car is
stripped to build a race car, it's not uncommon to pull 3-
400 LB of sound deadening material out of it! Then there are
things like power everything, AC systems, comfortable seats,
etc. Heft a power seat from a luxury car sometime, vs. a
simple one from an econobox. All this stuff really adds up.
Finally, all cars tend to move upmarket with each new
iteration, becoming bigger, heavier, more solidly built, and
with more "stuff" in them, so they can be sold at a higher
price. Notice how the latest Saturn ION has gained 400 LB
over the previous SL, because of all these things.

Matt O.

cvt is more "efficient" for cars because it allows the
engine to be optimised to a more specific rev range. it does
/not/ mean the transmission itself is more efficient than a
traditional one, and /definitely/ not as efficient as chain
drive for a bike.

Garrison Hilliard said:

Friday, March 26, 2004 Inventor improves transmission

----------------------------------------------------------
----------------------

By Mike Boyer The Cincinnati Enquirer

SPRINGFIELD TOWNSHIP - Larry Anderson started out looking
for a way to make it easier to climb hills on his bicycle.

But his efforts stretching back a decade could lead some
day to vehicles with more fuel-efficient, smoother-
shifting transmissions.

The 70-year-old Procter & Gamble Co. retiree has
received a U.S. patent for an innovation he believes
can dramatically improve continuously variable
transmissions (CVTs).

CVTs have been around for a hundred years or more, mainly
for industrial applications. But they are gaining
increased attention from automakers and others as a way to
improve fuel efficiency.

Ford Motor Co., for example, is producing CVTs at its
Batavia plant for the new Ford 500 sedan and the Freestyle
crossover vehicle.

HOW IT WORKS Traditional transmissions use gears, friction
plates and hydraulic fluid to transfer power from an
engine to a drive shaft. Continuously variable
transmissions use a simple belt and pulley system,
creating a "continuously variable" gear ratio that is more
fuel-efficient. The A+CVT developed by Larry Anderson uses
flexible sprocket bars along the pulley shafts to create a
more efficient and durable positive drive system rather
than the typical friction drive of a belt system.

CVT technology replaces the gears and friction plates in
traditional transmissions with a belt and pulley system to
transfer the power smoothly from a motor to the wheels.

The pulleys inside a CVT are typically cone-shaped, and
the belt that runs between them slides between the narrow
and wide ends of each pulley. That creates a "continuously
variable" gear ratio to transfer power from the engine to
the wheels.

Anderson's idea is a modification of the dual-cone CVT. It
uses floating sprocket bars along the length of each cone
to engage a chain.

This creates a more durable, positive drive system
instead of using simple friction to move a belt up and
down the cones. Belt-driven CVTs are friction dependent -
and that results in power loss and a less efficient
system, he said.

"There's not much more auto companies can do (to improve
fuel efficiency) by shaving weight and using plastic in
bumpers and fenders," Anderson said. "The transmission is
one place where they can go to improve fuel efficiency."

'A lot of inquiries'

Since receiving his patent last year, Anderson has set up
a Web site (www.andersoncvt.com) to describe his
invention, the A+CVT. He has met with at least half a
dozen companies in the automotive, bicycle, power
transmission and marine motor business.

"We've had a lot of inquiries, and we're doing a lot of
talking,'' he said.

Although not an engineer by training, Anderson, who
retired 10 years ago from P&G after working as a research
assistant in oleochemicals, says he's always liked
tinkering with mechanical things.

"I have no trouble understanding this kind of thing, gear
ratios and things like that," he said. "It's kind of
second nature to me."

An avid bicyclist, Anderson said he was interested in
developing a CVT for his bicycle initially.

"It's gotten harder to climb the hills," he said. "Even
with 10-18-21 speed bikes, shifting has always been very
clumsy."

'Hey, that works!'

His eureka moment came in his basement workshop, when he
saw a cone of yarn.

"I don't know what made my mind start turning, but there
was also a light socket chain just laying there. I looked
at that and got to thinking - I wonder what I can do with
that? It just seemed to fall in place," he said.

He crafted a crude model of the floating sprocket bars
using the yarn cone, chain and a coat hanger.

"I ran the light chain up and down on the cone and said,
'Hey, that works!' "

After developing the idea with a bicycle in mind, he said,
he realized it could have broader applications.

Over the next few years, Anderson says he spent more than
$4,000 at a local machine shop to craft a prototype and
filed for a patent about three years ago.

Since receiving his initial patent, he's filed for a
couple more for modifications on his design.

His latest prototype includes a heavier-duty chain
consisting of steel links connected with steel pins and
side links. Anderson said the new chain design should
withstand torque for any application.

Looking to license

The U.S. Patent Office, of course, is filled with patents
on ideas that never saw the light of day, but Anderson
remains hopeful some company will license his idea.

"At least one company has shown a definite interest," he
said, although he declined to identify it. "The fact that
they've invited me back for a second and third meeting
tells me they're interested."

Anderson knows his device could make him wealthy some day.

"Well, I'm not even looking at that part," he said.
"Obviously there's a potential there, but that was not the
impetus to develop this."

The irony is that Anderson says his idea for a bicycle CVT
is on the back burner while he pursues interest from other
manufacturers.

But, he said, "that's not necessarily a bad thing."

E-mail [email hidden]

Matt O'Toole said:

... Heft a power seat from a luxury car sometime, vs. a
simple one from an econobox....

Then pick up an equally comfortable seat from a recumbent.
One of the sling mesh, steel frame tubing seats I have is in
the 3 pound (1-1/2 kgf) weight range.

--
Tom Sherman - Quad Cities (Illinois Side)

SHHHHH!! QUIET! If Shimano hears this, they'll go about
changing everything, everyone else will follow like the
lemmings they are and we'll all have to shell out hundreds
of dollars just to keep riding, whether we need the new
system or not!!!!

- - "May you have the wind at your back. And a really low
gear for the hills!"

Chris Zacho ~ "Your Friendly Neighborhood Wheelman"

Chris'Z Corner geocities.comczcornerOpen ↗

Quoted message said:

From: jim beam [email hidden]

Quoted message said:

cvt is more "efficient" for cars because it allows the
engine to be optimised to a more specific rev range. it
does /not/ mean the transmission itself is more efficient
than a traditional one, and /definitely/ not as efficient
as chain drive for a bike.

Yes, a CVT allows power to be coupled smoothly. But a
bicyclist chooses when and how to apply power. To ride a CVT
well, one would ride as if in fixed gear, continuously
applying power as the transmission made changes. Nobody I
know rides like this except fixed gear riders, and they both
power and brake with their legs.

I _enjoy_ the jolt I get shifting gears on my bike. I grab a
gear and go. CVT, would it be just boring, leading to a
plodding ride?

Yours,

Doug Goncz ( ftp://users.aol.com/DGoncz/ )

My physics project at NVCC: Google Groups, then
"dgoncz" and some of: ultracapacitor bicycle
fluorescent flywheel inverter

4-1-9 Fraud
secretservice.govelectronic evidence.shtmlOpen ↗