Patent Abstract:
A three-wheel vehicle has two forward steered wheels and one rear powered wheel operatively connected to an engine disposed on a frame assembly. A straddle-type seat is disposed between the forward and rear wheels. A rear swing arm is pivotally connected at a first end to the frame at a pivot point and rotatably supports the rear wheel at a second end. A concentric sprocket assembly having first and second sprockets is attached to the swing arm at the pivot point. A transmission member operatively connects an output shaft of the engine and the first sprocket and a second endless flexible transmission member is operatively connnected between the rear wheel and the second sprocket. An eccentric endless flexible transmission member tension adjustment mechanism is attached to the swing arm to move the concentric assembly sprocket relative to a longitudinal axis of the swing arm.

Full Description:
This application claims priority to U.S. Provisional Application Nos. 60/358,436 and 60/358,400, both filed Feb. 22, 2002, the contents of which are herein incorporated by reference. This application also claims priority to U.S. Provisional Application No. 60/418,355, filed Oct. 16, 2002, the contents of which are herein incorporated by reference. 
   This application is related but does not claim priority to the following U.S. provisional applications that were filed on Feb. 22, 2002: No. 60/358,362; No. 60/358,390; No. 60/358,394; No. 60/358,395; No. 60/358,396; No. 60/358,397; No. 60/358,398; and No. 60/358,439 and any non-provisional patent applications claiming priority to the same. 
   This application is also related but does not claim priority to U.S. provisional application No. 60/358,737, which was filed on Feb. 25, 2002, and any non-provisional patent applications claiming priority to the same. The entirety of the subject matter of these applications is incorporated by reference herein. 
   This application is also related to but does not claim priority to U.S. Design application Ser. No. 29/155,964 filed on Feb. 22, 2002, and U.S. Design application Ser. No. 29/156,028 filed on Feb. 23, 2002. 
   This application is also related to but does not claim priority to U.S. patent application Ser. No. 10/346,188 and U.S. patent application Ser. No. 10/346,189 which were filed on Jan. 17, 2003. The entirety of the subject matter of these applications is incorporated by reference herein. 

   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates generally to a three-wheel vehicle, more particularly, to a concentric intermediate sprocket assembly for a three-wheel vehicle. 
   2. Description of Related Art 
   The three-wheel vehicle of the present invention is significantly improved over the straddle-type three-wheel vehicles with two front wheels and one rear wheel that are found in the prior art. 
   U.S. Pat. No. 4,787,470 discloses a three-wheel vehicle with two front wheels and a single rear wheel having a body formed by an ATV (all terrain vehicle) frame carrying two front fenders, one rear fender, and a straddle-type seat. An engine is supported on the frame but is exposed to the exterior of the vehicle body. The 470 patent also discloses a vehicle with a trailing arm assembly that rotatably supports the rear wheel for suspension movement relative to the frame. The trailing arm includes a pair of arm portions that extend on opposite sides of the rear wheel. The arm portions are joined to a single forwardly extending arm portion that is pivotally supported on the frame about a pivot axis. In addition, the 470 patent also discloses a sprocket supported by the trailing arm assembly at a point between the pivot axis and the end of the trailing arm assembly. The sprocket is supported on an intermediate shaft and engages a first endless chain driven by an output shaft of the engine. The intermediate shaft includes another sprocket on an outer end that engages and drives a second endless chain that drives the rear wheel. An output shaft of the engine drives the second endless chain that is connected between the output shaft and the intermediate shaft. As the intermediate shaft is on the trailing arm and the output shaft is on the frame, the lengths of the endless chains will vary as the trailing arm is displaced relative to the frame. 
   U.S. Patent Application Publication 2002/0017765 A1 discloses a three-wheel vehicle, including two front wheels and a single rear wheel, based on a snowmobile frame. The rear wheel is driven by an endless drive chain that extends between a sprocket on the rear wheel and a sprocket connected to a drive shaft. The drive shaft sprocket is connected to a continuously variable transmission (CVT) of an internal combustion engine by a endless chain. 
   Prior art three-wheel vehicles, such as the one described in the 470 patent, suffer from a number of shortcomings. For example, transmitting power from the engine to the rear wheel on vehicles, especially those that rely on a chain drive, poses particular difficulties. Specifically, if the drive chain is connected between the output shaft of the engine and the rear drive wheel and the distance from the engine output shaft to the drive wheel is particularly long, as the rear suspension flexes under stress, the chain length varies. This may cause difficulties, especially if the rear suspension collapses due to a significant extent. In particular, if the rear swing arm collapses toward the frame a sufficient distance, the chain tension may become sufficiently relaxed (i.e., slack) that the chain may disengage from the sprocket attached to the engine output shaft or the sprocket attached to the axle on which the rear wheel is disposed. Alternatively, if the rear swing arm extends a sufficient distance from the frame, a sufficient amount of tension may be applied to the chain to cause it to break. 
   As another example, the position of the drive shaft and the drive shaft sprocket of the 765 application publication is not adjustable and slack or tension that develops in the chain between the rear wheel sprocket and the drive shaft sprocket or in the chain between the drive shaft sprocket and the CVT may not be compensated for. 
   A CVT is considered to be superior to a traditional geared transmission because, unlike a traditional gear box that provides four or five separate gears, a CVT provides an infinite number of “gears.” As a result, CVT&#39;s are much more efficient at transmitting torque from the engine to the driven wheel. 
   Although the three-wheel vehicle disclosed in the 765 application publication includes a CVT, as the vehicle is based on a snowmobile frame, the output shaft of the CVT is placed above the drive shaft of the engine for connection to the endless track propulsion system of the snowmobile. Upon conversion of the snowmobile to the three-wheel vehicle, the output shaft of the CVT is connected to the drive shaft sprocket through a chain, which decreases the efficiency of the CVT to drive the rear wheel of the three wheeled vehicle. 
   The difficulties associated with chain drives for vehicles, especially three-wheel vehicles, has created a need for an improved construction where the chain driving the rear wheel is not subjected to excessive tension or slack and is driven with the highest possible efficiency by the engine. 
   SUMMARY OF THE INVENTION 
   An aspect of the present invention is a three-wheel vehicle including a frame, an engine supported by the frame, a pair of front wheels supported by the frame, a single rear wheel, a swing arm rotatably supporting the rear wheel at a first end and pivotally connected to the frame at a second end at a pivot point; concentric sprocket assembly attached to the frame at the pivot point, the concentric sprocket assembly including a sprocket and a rotary member, a first transmission element operatively connecting an output shaft of the engine and the rotary member, and a second endless flexible transmission element operatively connecting the sprocket to the rear wheel to drive the rear wheel. 
   Another aspect of the present invention is a three-wheel vehicle wherein the rear swing arm is forked shaped and includes fork members and the concentric sprocket assembly is fixed to one of the fork member laterally outward of the fork member. A further aspect of the invention is a three-wheel vehicle wherein the rear swing arm is forked shaped and includes fork members and the concentric sprocket assembly is fixed to one of the fork member laterally inward of the fork member. 
   Another aspect of the present invention is a three-wheel vehicle wherein the rotary member of the concentric sprocket assembly is a pulley of a CVT that is operatively connected to an output shaft of the engine by the first endless flexible transmission element which is a belt. It is a further aspect of the present invention to provide a speed reducing mechanism between the sprocket and the pulley. It is still a further aspect of the present invention that the speed reducing mechanism is a gear box. It is still a further aspect of the invention that the speed reducing mechanism is a second sprocket coaxial with the sprocket and a third sprocket coaxial with the rotary member, the third sprocket having a smaller diameter than the second sprocket and connected to the second sprocket by an endless chain. 
   Another aspect of the present invention is a three-wheel vehicle including an eccentric chain tension adjustment mechanism that adjusts the position of the concentric sprocket assembly along a longitudinal axis of the swing arm. It is a further aspect of the invention that the eccentric chain tension adjustment mechanism is indexable among a plurality of positions. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     For a better understanding of the present invention as well as other objects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where: 
       FIG. 1  is front view of a three-wheel vehicle according to the present invention; 
       FIG. 2  is a right side view thereof; 
       FIG. 3  is a top view thereof; 
       FIG. 4  is a perspective view of a frame assembly according to the present invention, as viewed from the rear left side; 
       FIG. 5  is a perspective view of the frame assembly, as viewed from the forward left side; 
       FIG. 6  is a left side view of the frame assembly; 
       FIG. 7  is a top view of the frame assembly; 
       FIG. 8  is a rear view of the frame assembly; 
       FIG. 9  is a schematic left side view of the rear suspension system connected to the frame assembly and rear wheel according to the present invention; 
       FIG. 10  is a schematic side view of the connection of the rear swing arm to the frame and the concentric intermediate sprocket assembly; 
       FIG. 11  is a top view of the rear swing arm, including the rear wheel and the concentric intermediate sprocket assembly of  FIG. 10  connected thereto; 
       FIG. 12  is a schematic side view of the connection of the rear swing arm to the frame and a concentric intermediate sprocket assembly according to another embodiment of the present invention; 
       FIG. 13  is a top view of a rear swing arm, including the rear wheel and the concentric intermediate sprocket assembly of  FIG. 12  connected thereto according to one embodiment of the present invention; 
       FIG. 14  is a top view of a rear swing arm, including the rear wheel and the concentric intermediate sprocket assembly of  FIG. 12  connected thereto according to another embodiment of the present invention; 
       FIG. 15  is a top view of a rear swing arm, including the rear wheel and the concentric intermediate sprocket assembly of  FIG. 12  connected thereto according to another embodiment of the invention; 
       FIG. 16  is a top view of a rear swing arm, including the rear wheel and the concentric intermediate sprocket assembly of  FIG. 12  connected thereto according to another embodiment of the present invention; 
       FIG. 17  is a top view of a rear swing arm and a concentric intermediate sprocket assembly according to another embodiment of the present invention; and 
       FIG. 18  is a top view of a rear swing arm and a concentric intermediate sprocket assembly according to another embodiment of the present invention. 
   

   DETAILED DESCRIPTION 
   Before delving into the specific details of the present invention, it should be noted that the conventions “left,” “right,” “front,” “rear,” “up,” and “down” are defined according to the normal, forward travel direction of the vehicle being discussed. As a result, the “left” side of a vehicle corresponds to the left side of a rider seated in a forward-facing position on the vehicle. 
     FIGS. 1-3  illustrate a three-wheel vehicle  10  according to the present invention. Left and right laterally spaced front wheels  30 ,  32 , with left and right tires  34 ,  36 , are supported by a front suspension system  600 . The front suspension system  600  is supported by a frame assembly  300  (FIG.  4 ). A steering assembly  50  is mounted to the frame assembly  300  and includes a handlebar mechanism  52  that is operatively connected to the front wheels  30 ,  32  to steer the vehicle  10 . The steering assembly  50  is preferably a progressive steering system. 
   A rear wheel  56  and tire  58  are supported by a rear suspension system  60 . For purposes of the following description, it should be appreciated that the rear wheel  56  may be include a single rim or may include a multi-rim arrangement having a rigid connection between the rims to form the wheel. It should also be appreciated that each rim accommodates a tire. In the case of a multi-rim arrangement, the plurality of rear tires may be in contact with one another or spaced from each other or a combination of spaced and touching. An engine  66  is supported by the frame assembly  300  and operatively connected to the rear wheel  56  to power the vehicle  10 . A cushioned straddle-type rider seat  70  is mounted to the frame assembly  300  between the forward wheels  30 ,  32  and the rear wheel  56 . 
   Referring to  FIGS. 4-8 , the frame assembly  300  of the vehicle  10  includes left and right laterally spaced rear suspension plates  310 ,  312 . The rear suspension plates  310 ,  312  generally form vertically and longitudinally extending reinforced plates. The suspension plates  310 ,  312  are preferably made of a strong light material such as cast aluminum. Left and right laterally extending swing arm pivot bores  314 ,  316  are centrally disposed on each suspension plate  310 ,  312  to accommodate pivotal mounting of a rear swing arm  400  ( FIG. 9 ) of the rear suspension system  60 . 
   Laterally-spaced left and right upper spars  320 ,  322  extend upwardly and forwardly from upper forward portions of the left and right rear suspension plates  310 ,  312 , respectively. The upper spars  320 ,  322  arc slightly upwardly as they progress forwardly to provide an attractive shape to the frame assembly  300  when viewed from the side. As illustrated in  FIG. 2 , the outer sides of the right upper spar  322  is visible from the right side of the vehicle  10 . The left upper spar  320  is similarly visible from the left side of the vehicle  10 . 
   An engine cradle assembly  330  extends forwardly from the lower front ends of the rear suspension plates  310 ,  312 . The engine cradle assembly  330  includes a rear engine support cross brace  334  that extends laterally between the lower front ends of the left and right rear suspension plates  310 ,  312 . Laterally spaced left and right lower rear engine anchors  336 ,  337  extend forwardly from the rear lower engine support cross brace  334 . 
   The engine cradle assembly  330  also includes left and right lower spars  338 ,  340  having rearward portions  342 ,  344  that are connected to the lower forward ends of the left and right rear suspension plates  310 ,  312 , respectively. The lower spars  338 ,  340  extend forwardly and laterally inwardly from their respective rearward portions to their forward portions  346 ,  348 . A laterally extending support leg bracket  360  is connected to the forward portions  346 ,  348  of the lower spars  338 ,  340 . The left and right lower spars  338 ,  340  and the engine support cross brace  334  generally form a triangle when viewed from above. 
   The engine cradle assembly  330  further includes a forward engine cradle plate  370  that is connected to a forward portion of the support leg bracket  360 . The plate  370  generally extends vertically and laterally and includes several small bends along lateral fold lines that improve the rigidity of the plate  370 . Left and right forward engine anchors  374 ,  376  extend rearwardly and upwardly from the plate  370 . 
   A seat support assembly  420  is connected between the rear suspension plates  310 ,  312 . The seat support assembly  420  includes left and right longitudinal legs  424 ,  426 . The longitudinal legs  424 ,  426  include forward portions that are connected to forward upper portions of the suspension plates  310 ,  312 , respectively, laterally inwardly from where the left and right suspension plates  310 ,  312  are connected to the spars  320 ,  322 . Left and right upper rear engine anchors  326 ,  328  are formed at the intersection between the forward portions of the longitudinal legs  424 ,  426  and the suspension plates  310 ,  312 . 
   A forward laterally extending seat frame cross brace  430  is connected between the forward portions of the longitudinal legs  424 ,  426 . A rear suspension link  432  is connected between rearward portions of the longitudinal legs  424 ,  426 . Left and right suspension support links  440 ,  442  extend upwardly and rearwardly from the upper rearward portions of the rear suspension anchor brackets  310 ,  312  to the rearward portions of the longitudinal legs  424 ,  426 . Consequently, the rear suspension plates  310 ,  312 , the suspension support links  440 ,  442 , and the longitudinal legs  424 ,  426  generally form triangles when viewed from the side. 
   The engine  66  is mounted to the forward engine anchors  374 ,  376 , the upper rear engine anchors  326 ,  328 , and the lower rear engine anchors  336 ,  337 . As the engine  66  is attached to the frame assembly  300  at three different places, as viewed from the side, the engine  66  itself adds structural rigidity to the frame assembly  300  by providing a structural connection between a front suspension sub-frame  380  and the rear suspension plates  310 ,  312 . The engine  66  is operatively connected to a CVT or other type of transmission. The engine  66  and the CVT or transmission are operatively connected to the rear wheel  56 . 
   Referring to  FIGS. 9-11 , the rear suspension system  60  includes a rear swing arm  400  pivotally attached to the frame assembly  300  by a swing arm axle  700  that passes through the swing arm pivot bores  314 ,  316  of the rear suspension plates  310 ,  312 , respectively. A concentric intermediate sprocket assembly  720  is supported on one end of the swing arm axle  700 . 
   Referring to  FIG. 10 , an output shaft  67  of a transmission operatively connected to the engine  66  has a sprocket  68  fixed thereto that engages an endless chain  69 . The endless chain  69  engages and drives the intermediate concentric sprocket assembly  720 . The concentric intermediate sprocket assembly  720  engages an endless chain  80  that engages and drives a sprocket  57  attached to the rear wheel  56 . The sprocket  57  is connected to a rear wheel axle  59 . Either or both chains  69  and  80  may be replaced by any mechanical transmission member, for example, an intermediate drive shaft. 
   As shown in  FIG. 11 , the rear swing arm  400  is in the shape of a fork and includes left and right tubular fork members  402 ,  404 . A plate  401  is attached to the rear swing arm  400 , for example by welding, between the forks  402 ,  404  to strengthen the rear swing arm  400 . A transverse bar  262  is rotatably mounted between the fork members  402 ,  404 . A dual plate extension bracket  264  is fixedly connected to the transverse bar  262 . The bracket  264  is connected to one end of a shock absorber of the rear suspension system  60 . 
   The tension of the endless chain  80  may be adjusted by a chain tension adjustment mechanism  30 . The chain tension adjustment mechanism  30  includes a block  31  placed within the tubular fork members  402 . The block  31  includes an aperture in a central portion through which the rear wheel axle  59  passes. A cap  32  is connected to the end of the tubular fork member  402  and fixed thereon, such as by welding. A threaded member  33  is threaded through the cap  32  and threadedly engages the block  31 . Turning of the threaded member  33  moves the block  31  toward and away from the cap  32  along a slot  403  in the tubular fork member  402 . 
   Referring to  FIGS. 10 and 11 , the intermediate concentric sprocket assembly  720  includes a laterally outer sprocket  721 , a laterally inner sprocket  722 , a bearing  724  supported in a bearing housing  728 , and an eccentric chain tension adjustment mechanism  723 . An end of the swing arm axle  700  is received in the bearing  724 . The bearing housing  728  is rotatably supported by the bearing  724 . The sprockets  721  and  722  are spaced from one another and connected to a spacer member  729 . The spacer member  729  is connected to the bearing housing  728  for rotation therewith around the bearing  724 . Although the sprockets  721  and  722  are shown with equal diameters, it should be appreciated that the sprockets may have different diameters. 
   The eccentric chain tension adjustment mechanism  723  is rotatably supported on the swing arm  400  and has an eccentric surface that engages a periphery of the bearing housing  728 . Rotation of the eccentric chain tension adjustment mechanism  723  causes the bearing housing  728  to move along the longitudinal axis of the swing arm  400 . Movement of the bearing housing  728  toward the output shaft  68  will loosen the chain  69  and tighten the chain  80 . Movement of the bearing housing  728  toward the rear wheel  56  will tighten the chain  69  and loosen the chain  80 . Loosening or tightening of the chain  80  can be accommodated or compensated for by adjustment of the chain tension adjustment mechanism  30  described above. 
   The position of the eccentric chain tension adjustment mechanism  723  may be set by an indexing bolt  725  that is selectively placed in one of a plurality of holes or notches  726  in the eccentric chain tension adjustment mechanism  723 . The indexing bolt  725  threadedly engages a portion of the swing arm  400 . It should be appreciated that other indexing mechanisms may be used and that an eccentric chain tension adjustment mechanism having an infinite number of positions may also be used. 
   As shown in  FIGS. 9-11 , the outer sprocket  721  engages and drives the chain  69  and the inner sprocket  722  engages and drives the chain  80 . It should be appreciated that the outer sprocket  721  may engage and drive the chain  80  and the inner sprocket  722  may engage and drive the chain  69 . 
   By supporting the intermediate concentric sprocket assembly  720  on the swing arm axle  700 , the length of chain  80  remains constant regardless of the up and down displacement of the rear wheel  56 , unlike prior art vehicles in which the sprocket assembly is supported such that the sprocket assembly is movable with respect to the vehicle frame, which causes a lengthening or shortening of the chain length as the vehicle suspension is displaced. In the vehicle  10  according to the present invention, as the rear wheel  56  and the swing arm  400  are displaced, no slack is developed in the chain  80  and the possibility of the chain  80  disengaging from either sprocket  57  or sprocket  722  is significantly reduced. No tension is developed in the chain  80  as the rear wheel  56  is displaced and the possibility of chain breakage is significantly reduced as the rear wheel  56  and swing arm  400  are displaced. 
   Referring to  FIGS. 12 and 13 , an alternate embodiment of the concentric intermediate sprocket assembly  820  is used with a CVT connected to the engine  66 . A pulley  868  of a CVT is connected to an output shaft  867  of the engine  66  and drives a pulley  821  of the CVT through an endless belt  869 . The concentric intermediate sprocket assembly  820  includes an eccentric chain tension adjustment mechanism  823 , a bearing  824  that receives an end of the swing arm axle  700  and a bearing housing  828  that is adjustable along the longitudinal axis of the swing arm  400  by rotation of the eccentric chain tension adjustment mechanism  823 . A sprocket  822  drives the chain  80  that is connected between the sprocket  822  and the rear wheel sprocket  57  to power the rear wheel  56 . 
   As the pulleys  868  and  821  are driven directly by the output shaft of the engine  66 , it is necessary to reduce the speed of the pulley  821  transmitted to the sprocket  822 . A gear box  829 , preferably including a planetary gear set, is connected between the pulley  821  and the sprocket  822  to reduce the speed transmitted to the sprocket  822  and provide a reverse “gear.” 
   The tension in the chain  80  may be adjusted by the eccentric chain tension adjustment mechanism  823 . When the tension in the chain  80  is reduced by moving the sprocket  822  towards the rear wheel  56 , the tension in the belt  869  increases as the pulley  821  moves away from the pulley  868 . Conversely, when the tension in the chain  80  is increased by moving the sprocket  822  away from the rear wheel  56 , the tension in the belt decreases as the pulley  821  moves toward the pulley  868 . It is apparent to one of ordinary skill in the art that a belt tension adjustment mechanism is necessary to compensate for changes in the tension in the belt  869  of the CVT as the tension in the chain  80  is adjusted by the eccentric chain tension adjusting mechanims  823 . 
   Referring to  FIG. 14 , a further embodiment of a concentric intermediate sprocket assembly  920  according to the present invention includes a sprocket  922  and a pulley  921  of a CVT operatively connected to the engine  66 . A gear box  929  reduces the speed transmitted to the sprocket  922  from the pulley  921  and provides a reverse gear. The concentric intermediate sprocket assembly  920  is placed laterally inward of the fork member  402 . 
   Referring to  FIG. 15 , a further embodiment of a concentric intermediate sprocket assembly  1020  according to the present invention includes a sprocket  1022  and a pulley  1021  of a CVT operatively connected to the engine  66 . There is no speed reduction or reverse gear between the pulley  1021  and the sprocket  1022 . 
   Referring to  FIG. 16 , a further embodiment of a concentric intermediate sprocket assembly  1120  according to the present invention includes a sprocket  1122  and a pulley  1121  of a CVT operatively connected to the engine  66 . There is no speed reduction or reverse gear between the pulley  1121  and the sprocket  1122 . The concentric intermediate sprocket assembly  1120  is placed laterally inward of the fork member  402 . 
   Referring to  FIG. 17 , a further embodiment of a concentric intermediate sprocket assembly  1220  according to the present invention includes a pulley  1221  of a CVT operatively connected to the engine  66 . A sprocket  1224  is fixed on a shaft  1225  with the pulley  1221 . The shaft  1225  is supported at both ends by bearings  1226  that are attached to the frame assembly  300  or engine  66  or both. A sprocket  1223  is operatively connected to the sprocket  1224  by an endless chain  1227 . The sprocket  1223  has a larger diameter than the sprocket  1224  and speed reduction is provided between the sprockets  1224  and  1223 . A sprocket  1222  is operatively connected to the rear wheel  56  by the endless chain  80  and the rear wheel sprocket  57  to drive the rear wheel  56 . 
   Referring to  FIG. 18 , a further embodiment of a concentric intermediate sprocket assembly  1320  according to the present invention includes a pulley  1321  of a CVT operatively connected to the engine  66 . A sprocket  1324  is fixed on a shaft  1325  with the pulley  1321 . The shaft  1325  is supported by a bearing  1326  that is attached to the frame assembly  300  or the engine  66  or both. A sprocket  1323  is operatively connected to the sprocket  1324  by an endless chain  1327 . The sprocket  1323  has a larger diameter than the sprocket  1324  and speed reduction is provided between the sprockets  1324  and  1323 . A sprocket  1322  is operatively connected to the rear wheel  56  by the endless chain  80  and the rear wheel sprocket  57  to drive the rear wheel  56 . The concentric intermediate sprocket assembly  1320  is placed laterally inward of the tubular fork member  402 . 
   Although not shown in  FIGS. 14-18 , it should be understood that the concentric intermediate sprocket assemblies  920 ,  1020 ,  1120 ,  1220  and  1320  each include an eccentric chain tension adjusting mechanism that adjusts the position of the sprockets  922 ,  1022 ,  1122 ,  1222  and  1322 , respectively, the adjust the tension in the endless chain  80 . It should also be appreciated that the CVT&#39;s of  FIGS. 13-18  may be any other type of transmission, for example an automatic transmission. 
   The foregoing illustrated embodiments are provided to illustrate the structural and functional principles of the present invention and are not intended to be limiting. To the contrary, various modifications are possible without departing from the spirit and scope of the present invention.

Technology Classification (CPC): 5