DESC:TOROIDAL-TYPE CONTINUOUS VARIABLE TRANSMISSION SYSTEM FOR ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321012851 filed on 25-02-2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to transmission systems. Particularly, the present disclosure relates to a toroidal-type continuous variable transmission (CVT) drive.
BACKGROUND
Continuous Variable Transmission (CVT) systems are designed to provide a seamless transition through an infinite range of effective gear ratios between minimum and maximum values, offering an alternative to traditional gear-based transmission systems. The primary advantage of CVT systems is to maintain the engine within its most efficient rpm range, thereby improving vehicle fuel efficiency and performance. Despite the benefits offered by existing CVT designs, there are inherent limitations and challenges that have restricted their performance and wider application.
One of the main issues with current CVT systems, including both hydrostatic and belt-driven types, is the inefficiency in power transmission under various load conditions. These conventional systems often suffer from high power losses due to slippage, particularly under high torque scenarios, which can lead to decreased fuel efficiency and reduced overall performance. Additionally, the durability and reliability of these systems can be compromised due to the physical wear and stresses on the transmission components, such as belts and pulleys, which are subject to continuous frictional forces. Furthermore, the ability of these systems to provide a truly continuous range of gear ratios is often limited by the mechanical constraints and operational characteristics of the components used.
In light of the above discussion, there exists an urgent need for solutions that overcome the challenges associated with conventional systems and/or techniques for transmitting power in a continuous variable manner, specifically addressing issues of complexity, cost, control and variability of the transmission ratio, and overall efficiency and durability. The proposed toroidal-type Continuous Variable Transmission (CVT) drive offers significant improvements over existing CVT systems by reducing power losses through slippage, enhancing the transmission's efficiency, and improving the durability and reliability of the system.
SUMMARY
An object of the present disclosure is to provide a a toroidal-type continuous variable transmission (CVT) drive for an electric vehicle with improved efficiency and adaptability to different driving conditions.
In an aspect, the present disclosure aims to provide a toroidal-type continuous variable transmission (CVT) drive. The toroidal-type CVT drive comprises an input toroid to receive rotational motion, associated with a first curved surface, and an output toroid, associated with a second curved surface. A roller engages both the first and second curved surfaces to transmit the rotational motion from the input to the output toroid. A rotary actuator mounts the roller, facilitating pivotal movement to adjust the transmission ratio by altering engagement of the roller with the curved surfaces. The improvement in transmission efficiency and adaptability to different rotational speeds and torques forms the core development of the toroidal-type continuous variable transmission (CVT) drive.
The present disclosure provides toroidal CVT system to provide smooth, stepless gear ratio changes such that the engine/motor can operate at optimal power range for a variety of speeds, improving the vehicle's performance and fuel/energy efficiency. Advantageously, the disclosed system allows high efficiency, with minimal slippage between the driving and driven toroid by direct contact between the roller and the toroidal surfaces for efficient transmission of power, minimizing energy loss and enhancing overall system efficiency. Furthermore, the transmission system is advantageous in terms of handling of a wide range of torque outputs, for applications requiring high torque transmission especially in heavy-duty vehicles and industrial machinery.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a toroidal-type continuous variable transmission (CVT) drive, in accordance with an embodiment of the present disclosure.
FIG. 2 illustrates a schematic illustration of toroidal-type CVT drive in a state of operation where the roller is tilted towards the second curved surface of the output toroid, in accordance with an embodiment of the present disclosure.
FIG. 3 illustrates another schematic illustration of toroidal-type CVT drive in a state of operation where the roller is tilted towards the first curved surface of the input toroid.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a toroidal-type continuous variable transmission (CVT) drive of an electric vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle” is used to refer to any vehicle having stored electrical energy, including vehicles capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the term “electric vehicle” as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term “transmission system” refers to a mechanism or assembly in an electric vehicle designed to transmit mechanical power from the motor to the drive axle. The system typically includes various gears and gear-changing mechanisms to adapt the output power for efficient driving under varying conditions.
As used herein, the term "toroidal continuous variable transmission" or "CVT system" or “CVT drive” refers to a specific type of transmission system that allows for a seamless change in the gear ratio between the engine and wheels in real-time, without perceptible steps or shifts. The system employs a toroidal (doughnut- or cone-shaped) design to facilitate the variable transmission of power and torque from the engine to the wheels. Unlike traditional transmissions with fixed gear ratios, the toroidal CVT drive adjusts the gear ratio continuously based on driving conditions, enhancing vehicle performance, fuel efficiency, and the driving experience.
As used herein, the term "input toroid" refers to the primary component within a toroidal CVT system responsible for receiving and transmitting rotational motion originating from the engine or power source. The input toroid is characterized by its toroidal (doughnut-shaped) geometry and is equipped with a curved surface, that plays a critical role in facilitating power transfer to the output toroid through mechanical contact.
As used herein, the term "output toroid" designates the component within the toroidal CVT system that receives rotational motion from the input toroid. Similar to the input toroid, output features a toroidal shape and is distinguished by a second curved surface. The interaction between the output toroid and the input toroid facilitates the onward transmission of power and torque to the vehicle's wheels or machinery.
As used herein, the term "curved surface" pertains to the specifically designed surface area on both the input toroid and output toroid. These surfaces are integral to the operation of the toroidal CVT system, enabling the roller to make contact and thus transmit rotational motion from the input toroid to the output toroid. The curvature of these surfaces is engineered to optimize the transfer of power while allowing for variable transmission ratios.
As used herein, the term "roller" describes a cylindrical component strategically positioned between or onto the input toroid and output toroid curved surfaces. The roller facilitates the transfer of rotational motion by engaging simultaneously with both curved surfaces. By adjusting position and orientation relative to the toroid, the roller allows for variation in the transmission ratio.
As used herein, the term "engage" refers to the action of establishing a mechanical connection or contact between components within the toroidal CVT system, specifically between the roller and the curved surfaces of the input toroid and output toroid. Engagement enables transmission of rotational motion and is dynamically adjustable to alter the transmission ratio based on operational demands.
As used herein, the term "rotary actuator" denotes the mechanism responsible for mounting and controlling the pivotal movement of the roller within the toroidal-type CVT drive. The rotary actuator enables the roller to adjust its position in relation to the curved surfaces of the input and output toroids, thereby modifying the transmission of rotational motion and the resultant gear ratio.
Figure 1, in accordance with an embodiment describes a schematic view a toroidal-type CVT drive (100) that enables continuous variability in the transmission ratio without discrete steps/gears. The toroidal-type CVT drive (100) comprises an input toroid (102) adapted to receive rotational motion from power source such as motor or engine of vehicle or another machine. Said input toroid (102) is associated with a first curved surface (104). The input toroid (102) is configured to transmit rotational motion to a output toroid (106) to facilitate transfer of power within the CVT system (100), wherein output toroid (106) is associated with a second curved surface (108).
In an embodiment, a roller (110) is disposed to simultaneously engage the first curved surface (104) of the input toroid (102) and the second curved surface (108) of the output toroid (106). The simultaneous engagement of the roller (110) with both curved surfaces enables the transmission of rotational motion from the input toroid (102) to the output toroid (106). Furthermore, a rotary actuator (112) is provided to mount the roller (110), wherein the rotary actuator enables which enables pivotal movement (i.e., perpendicular movement to length of either of input toroid (102) or output toroid (106)) to modify the engagement of the roller (110) with respect to the first curved surface (104) and the second curved surface (108). The displacement capability of the rotary actuator (112) enables change or vary transmission ratio, thereby allowing for a continuous variability in the speed and torque output from the toroidal-type CVT drive (100). The operational efficiency and flexibility of the toroidal-type CVT drive (100) can be enhanced by the ability to adjust the position of the roller (110), thereby optimizing the transmission of rotational motion according to the varying demands of the vehicle or machinery in which the toroidal-type CVT drive (100) is utilized. Optionally, the CVT system (100) may associated with additional components such as sensors and actuators to automate the adjustment process based on real-time performance data.
In an embodiment, the rotary actuator (112) can utilize motor, rack-and-pinion circular actuator, rotary vane actuators, combination actuators, a hydraulic actuator etc., to control the position of the roller (110) between the input toroid (102) and the output toroid (106). The rotary actuator (112) adjusts the engagement of roller (110) with the first curved surface (104) and second curve surface (108) to alter transmission ratio in response to varying operational demands such as acceleration or cruising. As the vehicle accelerates from a stop, the rotary actuator (112) positions the roller (110) for a low gear ratio to provide maximum torque. As speed increases, the hydraulic actuator gradually adjusts the roller (110) to higher gear ratios, enabling the vehicle to speed up smoothly without manual gear changes. By controlling position of roller (110), rotary actuator (112) enables smooth transition of gear ratios, minimizing slippage, and maximizing the efficiency and performance of the vehicle. Further, the rotary actuator (112) may integrate sensors and electronic controls to refine adjustment of roller (110) to enable the CVT drive (100) dynamically adapts to provide optimal performance based on real-time driving conditions and motor load to enhance the driving experience by delivering smooth acceleration and efficient power transmission. The rotary actuator (112) comprising position sensors to track location/position of roller (110) to fine-tune the engagement of roller (110) with the first curved surface (104), and the second curved surface (108). The ECU/VCU may processes sensor data to dynamically control the rotary actuator (112) to reposition roller (110), thereby adjusting the transmission ratio for optimal performance and efficiency. In an embodiment, the rotary actuator (112) enables displacement of the roller (110) in an axial direction that is perpendicular to the longitudinal axes of the input toroid (102) and the output toroid (106) to facilitate change in transmission ratios. Based on input form VCU/ECU, the rotary actuator (112) enables pivotal movement/displacement of roller (110) to change the contact point on the first curved surface (104) and the second curved surface (108).
In an embodiment, friction-increasing coating can be disposed on an exterior surface associated with the first curved surface (104), the second curved surface (108), and/or the roller (110) to improve the grip between the roller (110) and the toroids (102 and 106), thereby improving the transfer efficiency of rotational motion and reducing slippage under various operational conditions. The coating can be composed of materials (such as polymers composite of ceramic or metal particles, graphene, carbon fibre and the like) known for high friction coefficients to provide effective engagement. Such a coating improves the frictional engagement between the respective surfaces. The frictional coating enhances the grip between the roller (110) and the curved surfaces, thereby improving the transfer efficiency of rotational motion from the input toroid (102) to the output toroid (106).
In a subsequent embodiment, the first curved surface (104) and/or the second curved surface (108) comprise multiple ridges, which increases the surface area for contact with the roller (110) and also improv the mechanical grip and transmission efficiency. The improvement in mechanical grip can enhance torque transmission capacity of the CVT system (100), enable to handle higher loads with reduced slippage. The design/formfactor of the ridges may vary in terms of profile, spacing, and height to optimize the balance between grip and smoothness of operation. Furthermore, the ridges also facilitate controlled and precise variation of the transmission ratio, allowing for smoother acceleration and deceleration responses in the vehicle.
In another embodiment, the roller (110) comprises multiple grooves, wherein an annular groove of the multiple annular grooves engages with a corresponding ridge of the multiple ridges associated with the first curved surface (104) and/or the second curved surface (108). The engagement of annular grooves with corresponding ridges enables secure and controlled mechanical interface between the roller (110) and the input toroid (102) and output toroid (106) can facilitate efficient transfer of rotational motion. The engagement of annular grooves with corresponding ridges can enable high degree of control over the transmission ratio for a more responsive and efficient toroidal-type CVT system (100).
In an embodiment of the toroidal-type CVT drive (100), rotary actuator (112) may comprise gear mechanism for controlling the pivotal movement of the roller (110) with respect to the actuator rotary actuator (112) and/or input toroid (102) or output toroid (106). The gear mechanism facilitates adjustment in the positioning of the roller (110) in relation to the curved surfaces (104, 108). By adjusting the pivotal position of the roller (110), gear mechanism of rotary actuator (112) can alter the contact points between the roller (110) and the curved surfaces (104, 108) to alter transmission ratio between the input toroid (102) and output toroid (106). The VCU continuously receives input from various sensors in the vehicle, such as speed, engine/motor load, throttle position, and more. Based on received data, VCU calculates the optimal gear ratio for the current driving conditions. Based on determined optimal gear ratio is determined, the VCU triggers commands to the gear mechanism of rotary actuator (112). The gear mechanism may comprise activating motor or solenoid actuator to alter angle of roller (110) by pivoting around axis (passing through rotary actuator (112)) to achieve desirable contact angle between the roller (110) and curved surfaces (104 and 108) to achieve desired gear ratio. In an embodiment, the rotary actuator (112) comprises a hydraulic mechanism, a pneumatic mechanism, or an electric motor to adjust the pivotal movement of the roller (110). Specifically, if an electric motor is used, such a motor may be a stepper motor.

In an additional embodiment, the toroidal-type CVT drive (100) comprises a cooling arrangement, which comprises multiple coolant circulation channels disposed within the input toroid (102), the output toroid (106), and/or the roller (110). The cooling arrangement mitigates the heat generated during operation, maintaining the components within optimal temperature ranges. Temperature regulation prevents thermal degradation of the components and preserving the efficiency and reliability of the CVT drive (100). Optionally, the coolant circulation channels could be arranged to maximize heat dissipation from the area’s most susceptible to overheating. Efficient heat management (through cooling arrangement) can assist to maintain the mechanical properties of the components, reducing thermal expansion, and preventing thermal degradation of lubricants. Furter, the toroidal-type CVT drive (100) may comprise sensors and control systems to automate the adjustment process, improving the efficiency and responsiveness of the transmission system.
FIG. 2 illustrates a schematic illustration of toroidal-type CVT drive (100) in a state of operation where the roller (110) is tilted towards the second curved surface (108) of the output toroid (106). The pivotal movement of the roller (110) can be enabled by the rotary actuator (112), which allows the roller to engage the second curved surface at a variable angle. By tilting towards the output toroid (106), the roller (110) alters the contact radius/surface area on the second curved surface (108), to change gear ratio of the transmission to respond to conditions such as acceleration or climbing a slope, where increased torque is needed at the expense of speed. In such configuration, pivotal movement is actuated by the rotary actuator (112), which receives commands from the VCU, which determines the optimal gear ratio based on various sensor inputs, such as vehicle speed, engine load, and acceleration demand. The modified transmission ratio in this scenario could be utilized during driving conditions where lower torque but higher speed is required, such as cruising at a constant speed on a highway. Transformation of roller (110) position can be controlled by the rotary actuator (112), under the direction of the VCU. In case higher speed and lower torque (e.g., like highway cruising) VCU controls rotary actuator (112) to pivot the roller (110) to increase the contact radius on the output toroid (102). For an instance VCU determines that higher speed is required, VCU controls the rotary actuator (112) to enable tilting of roller (110) to contact radius on the input toroid (102) is decreased from 100 mm to 80 mm due to the tilting of the roller (110), the gear ratio might change from 1:1 to, for instance, 0.8 : 1.2 to increases output speed relative to the input speed, allowing the engine/motor to maintain a lower RPM for fuel/energy efficiency while the vehicle travels at a constant higher speed.
Fig. 3 illustrates another schematic illustration of toroidal-type CVT drive (100) in a state of operation where the roller (110) is tilted towards the first curved surface (108) of the input toroid (106). Similar to the action in Figure 2, the rotary actuator (112) is responsible for the pivoting of the roller (110), but in this instance, the movement is towards the input toroid (102) to enable changes in contact radius on the first curved surface (104), thus varying the gear ratio differently from Figure 2. The VCU continuously calculates the optimal tilt angle (based on data from sensor data such as throttle input, acceleration, driving surface etc.), for the roller (110) to meet the desired performance, ensuring that the vehicle operates optimal efficiency. When a higher torque output is necessary—such as for uphill driving—the VCU signals the rotary actuator (112) to tilt the roller (110) towards the first curved surface (108). For example, if the roller (110) starts in a position that represents a 1:1 gear ratio (as depicted in Fig. 1) and the VCU commands to increase torque, the rotary actuator (112) may pivot the roller (110) to angle where the contact radius on the input toroid (106) is increased. If the initial contact radius is, say, 100 mm and the tilting increases to 125 mm, such alteration effectively changes the gear ratio to something like 1.2:0.8, thereby increasing the torque transmitted to the wheels and decreasing the output speed proportionally.
In an embodiment, the toroidal-type CVT drive (100) comprises a lubrication arrangement to deliver a lubricant along the engagement of the roller (110) with the first curved surface (104) and/or the second curved surface (108). The lubrication arrangement enables formation of thin layer of lubricant on moving parts to reduce wear and tear, and maintaining smooth operation over time. Optionally, the lubrication arrangement can be controlled by VCU to adjust the flow of lubricant (based on operational conditions) or trigger notification if a level of lubricant is below pre-set range or requirement in change in lubricant. Further lubrication arrangement also enable heat management during operation.
In an embodiment, the rotary actuator (112) comprises a hydraulic mechanism, a pneumatic mechanism, or an electric motor to adjust the pivotal movement of the roller (110). The actuation mechanisms allow for the toroidal-type CVT drive (100) to be tailored to specific operational requirements. In another embodiment, the use of electric motor, particularly a stepper motor, enable adjustment of roller (110) position to achieve desirable transmission ratio change. The stepper motor enables rapid and finer-incremental adjustment during repositioning of roller (110) of efficient power delivery for varying driving conditions.
In an embodiment, the toroidal-type CVT drive (100) comprises a vibration damping mechanism connected to the rotary actuator (112). The vibration damping mechanism eases the effects of operational vibrations, improving the comfort of the user and reducing noise, thereby contributing to a smoother operation of the toroidal-type CVT drive (100). The vibration damper can be connected to the rotary actuator (112) to absorb and dissipate the vibration, which could be generated due to the rapid changes in rotational speeds, engagement forces between the roller (110) and toroids (102 and 104). Integrating a vibration damping mechanism, such as a viscous damper, within a toroidal-type CVT drive (102) can enhance overall performance and user experience.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.

,CLAIMS:Claims
WE CLAIM:
1. A toroidal-type continuous variable transmission (CVT) drive (100), the toroidal-type CVT drive (100) comprising:
- an input toroid (102) to receive rotational motion, wherein the input toroid (102) is associated with a first curved surface (104);
- an output toroid (106), wherein the output toroid (106) is associated with a second curved surface (108);
- a roller (110) to simultaneously engage the first curved surface (104) of the input toroid (102) and the second curved surface (108) of the output toroid (106), wherein the roller (110) transmits the rotational motion from the input toroid (102) to the output toroid (104); and
- a rotary actuator (112) to mount the roller (110), wherein the rotary actuator (112) enables pivotal movement of the roller (110) with respect to the rotary actuator (112) to change the engagement of the roller (110) with the first curved surface (104) and the second curved surface (108) to modify the transmission of the rotational motion from the input toroid (102) to the output toroid (104).
2. The toroidal-type CVT drive (100) as claimed in claim 1, wherein an exterior surface associated with the first curved surface (104), the second curved surface (108) and/or the roller (110) is disposed with a friction-increasing coating.
3. The toroidal-type CVT drive (100) as claimed in claim 1, wherein the roller (110) comprises multiple grooves disposed on the exterior surface thereof.
4. The toroidal-type CVT drive (100) as claimed in claim 3, wherein the first curved surface (104) and/or the second curved surface (108) comprise multiple ridges and wherein a groove of the multiple grooves of the roller (110) engages with a ridge of the multiple ridges of the first curved surface (104) and/or the second curved surface (108).
5. The toroidal-type CVT drive (100) as claimed in claim 1, wherein the rotary actuator (112) comprises a gear mechanism and wherein the gear mechanism enables to control the pivotal movement of the roller (110).
6. The toroidal-type CVT drive (100) as claimed in claim 1, wherein the CVT drive (100) comprises a lubrication arrangement to deliver a lubricant along engagement of the roller (110) with the first curved surface (104) and/or the second curved surface (108).
7. The toroidal-type CVT drive (100) as claimed in claim 1, wherein the rotary actuator (112) comprises a hydraulic mechanism, a pneumatic mechanism, or an electric motor to adjust the pivotal movement of the roller (110).
8. The toroidal-type CVT drive (100) as claimed in claim 7, wherein the electric motor is a stepper motor.
9. The toroidal-type CVT drive (100) as claimed in claim 1, wherein the toroidal-type CVT drive (100) comprises a cooling mechanism, and wherein the cooling mechanism comprises multiple channels disposed within the input toroid (102), the output toroid (106), and/or the roller (110).
10. The toroidal-type CVT drive (100) as claimed in claim 1, wherein the toroidal-type CVT drive (100) comprises a vibration damping mechanism connected to the rotary actuator (112).