河南人，倭猪都喜欢吹牛。
无级变速器本不是什么难东西，机械工业的CVT中国20世纪50年代就可以量产了。
什么垄断，什么首创的。
补充点历史知识吧，1897年美国人发明了CVT,50年代还没倭车什么事时，车用CVT欧洲，美国就已经普及了。
http://www.histomobile.com/histomob/tech/2/83.htm
developed and tested on a GS car the system designed by engineer Flichy, a concept which included two external sleeves providing double variation so that the input and output shafts were coaxial. In the figure, the input shaft 1 drives the male discs 4, the output shaft 2 being driven by its female discs 5. The ratio continuously varies between the direct drive and the maximum underdrive by offsetting the sleeve 3.
Another "friction" system, known as toroidal and invented in 1877 was improved by Frank Hayes in the Twenties and used again around 1930 by Austin. 700 Austin Seven "York" equipped with this transmission hardly gave satisfaction. Nevertheless, research and development on this principle did not cease in Great Britain (see our file).
http://www.histomobile.com/histomob/tech/2/107.htm
Meanwhile, another concept of mechanical CVT became widespread: the V-belt and conical pulleys of variable effective diameter. Patented in 1897 in the USA by H. C Spaulding, this device was initially used on machine tools, then as from the Fifties on motor cycles (Mobymatic of Mobylette) and scooters (DKW Hobby) as well as for the drive of centrifugal compressors (Mac Culloch VS 57). It was then popularized by DAF under the name Variomatic in 1958, with a ratio span of 3.72. This transmission remained in production until 1990 for the Volvo 340 with the Renault 1.4 L engine ? in spite of a longevity of the two belts hardly reaching 40000 km. Working in the open, it was also fitted successfully on two Brabham-Cosworth of Formula 3 which gained 2 victories in 1967. It had been possible to tune their engines to extract the maximum of power without being concerned about their torque back-up. Some F3 Tecno were then also equipped with such a CVT.
This system has been further sophisticated lately since it is able today to transmit torques of more than 350 Nm, thanks to a single chain or metal belt working in oil inside a casing. Since 1987, the fragile rubber belts had seen the competition of a metal version mass-produced by Van Doorne Transmissie (VDT) and composed of two parallel endless steel rings enclosing 300 to 400 "push plates". The sides of these push plates, in V at the angle of the pulleys flanks, ensure the contact with them. The push plates press against each other while being constrained to follow the path dictated by the rings. That's why this belt is known as a "push-belt". A Formula 1Williams FW15C using this new type of belt would have semi-officially set a new elapsed-time track record at Silverstone in 1993[1 ]. The CVT were then banished by the FIA for the following year.
Williams-Renault FW 15 C - CVT
In Europe, the preconceived and prevalent idea remains that automatic transmissions are intended for the quiet and slow driving characteristic of the elderly and not so sporty guys, although the opposite was clearly shown in racing by JimHall's Chapparals in the 60's and by some other racing drivers, amongst them the engineer and great journalist Paul Frère.
In order to give a better image of the product by launching it again on the race tracks, Emery Hendriks of Van Doorne Transmissions contacted in 1991 Patrick Head, technical director of the Williams Formula 1 team. After a simple gentleman's agreement, it was decided to go forward. VDT built a test bench able to handle CVT powertrain prototypes with Formula 1 engines of 800 kW and more. The transmission was planned for a ratio span of 2.5 and a lifespan 4 hours. Its development took one and half year, Williams taking care of the design and manufacturing of the casings, gears and conventional starting clutch controlled by the usual pedal. A sophisticated electronic control system was conceived in collaboration. Several small oil pumps were set, each one affected to a specific task. This made it possible to increase the transmission efficiency up to 95% instead of the much lower percentage of the marketed versions. A car was ready in 1993 and entrusted to David Coulthard, then development driver at Williams.
The results were promising, accelerations being uninterrupted and the maximum power permanently available. Moreover the pilot had his two feet available to accelerate with one and to brake with the other (advantage inherent to every automatic transmission as soon as the driver is accustomed to this practice) and its attention could be focused on driving itself. It was possible for him to adjust the engine revs according to the needed power, in fact to reduce the rpm if his advance on the other competitors would have been sufficient.
Being given that a CVT contains intrinsically all the conceivable ratios, it wouldn't have been necessary any more to transport for each race some 600 kg of gears in order to adapt the transmission ratios to the track's characteristics. However, the FIA banned any driving assistance such as ABS, ESP and CVT, this probably in a bid to maintain the spectacle and the popularity of the Grand-Prix. The Williams FW 15C then finishes quietly her days in a museum and documentation relative to these developments takes the dust in the drawers of the two companies.
Sources:
Yamaguchi Jack: CVT' S rapid expansion, Automotive Engineering, March 1996
Without author's name: CVT, Transmission à Variation Continue ou Transmission Viable
in 'Ingénieurs de l’Automobile N° 690, Juin-Juillet 1994'
