a continuously variable belt contact transmission 10 of conventional design not thus far described is shown in a sectional view in fig1 ; in this connection reference is to be made , for example , to fig1 of de 195 45 492 a1 . the belt contact transmission 10 has a conventional driving wheel pair 12 rotatably mounted with a drive shaft 14 in a transmission housing not shown and drives a driven wheel pair ( not shown ) by way of a link chain 16 . the driving wheel pair 12 ( and , of course , the driven wheel pair as well ) has a fixed wheel 18 and a non - rotating gearing wheel 20 which nevertheless may be moved axially by way of gearing 19 ; the link chain 16 may be continuously adjusted , by hydraulic adjustment of the gearing wheel 20 relative to the fixed wheel 18 , within the two end positions illustrated for the purpose of assigning a desired transmission ratio . for this purpose pressurized hydraulic fluid from a hydraulic control unit not shown is delivered by way of channel 22 in the drive shaft 14 to a first hydraulic chamber 24 or drained from it . the gearing wheel 20 has non - rotatably mounted on it a drive bell 26 which pushes axially oriented sliding guides 30 by way of carriers 28 projecting inward through straight - line levers 32 ( also see fig2 ). the carriers 28 also engage longitudinal grooves 34 of a ringshaped control sleeve 36 which is guided on the shaft 14 by a hub section ( or control edge ) 38 b the annular edge of which forms a choke in conjunction with a drain channel 40 . hydraulic fluid may be fed to the hydraulic chamber 44 bounded by the control sleeve 36 and an annular partition 42 rigidly connected to the shaft 14 by way of a channel 46 in the shaft 14 also connected to the hydraulic control unit and another channel 48 in the partition 42 , it being possible to control the pressure (= contact pressure of the link chain 16 ) among other means by way of the choke 38 a . six levers 32 distributed over the circumference are provided , each of which is hinge connected by way of bolts 50 to a driving gear wheel 52 of the belt contact transmission 10 . fig1 a shows a view of the structure from a different angle , showing a second lever 32 ′. the other transmission elements on the drive side with a gear wheel 54 on another gear shaft are not shown . the driving gear wheel 52 is rotatably mounted on the drive shaft 14 by way of a rolling bearing 56 . the levers 32 support , between the support point on the carriers 28 and the bolt connection 50 , a roller 58 which is rotatably mounted on a bolt 60 of the levers 32 and operate each in conjunction with a ramp 62 , the ramps 62 being formed by molding in the control sleeve 36 . it is also to be noted that the carriers 28 on the drive bell 26 are guided with zero backlash in the sliding guide 30 and the control sleeve 36 and keep the control sleeve 36 nonrotatable by way of longitudinal grooves 34 . contact pressure control of the link chain 16 by way of the gearing wheel 20 is as follows : if driving torque is introduced by way of the driving gear wheel 52 , such torque is transmitted by the six levers 32 ( see fig2 ) and by the carriers 28 to the drive bell 26 and the gearing wheel 20 . the control sleeve 36 is pretensioned to the left by the pressure of the hydraulic fluid in the hydraulic chamber 44 as shown in fig1 and 2 , the ramps 62 being pressed against the rollers 58 and accordingly , because of their configuration ( chamfering angle ), counteract excursion of the levers 32 in both directions of rotation (= traction or thrust ). if the torque increases , the levers 32 overcome the hydraulic prestressing force and are deflected , the rollers 58 displacing the control sleeve 36 in fig1 and to the right by way of the ramps 62 and guiding the control edge 38 a toward the drain channel 40 , and accordingly throttling the latter . because of the oil volume flow introduced , this results in increase in pressure in the hydraulic chamber 44 and so increase in the contact pressure of the link chain 16 by way of the gearing wheel 20 . since the gearing wheel 20 and thus the drive bell 26 are displaced axially over a distance s ( see fig1 ) on change in the transmission ratio of the belt contact transmission 10 , the carriers 28 also shift correspondingly relative to the levers 32 inside the longitudinal openings 30 . this leads to a change in the leverage relationships from a ( constant ) to b ( variable ), lower contact pressure obviously being introduced with increase in the length of the lever b (= link chain 16 on the outside ); hence the torque - dependent contact pressure decreases continuously in the event of a link chain moving outward . fig3 and 4 illustrate another exemplary embodiment ; in order to avoid repetition , it will be described only to the extent that it differs significantly from the embodiment shown in fig1 and 2 . identical components are identified by the same reference numbers . as is to be seen in fig3 and 4 , the three levers 70 are configured in the shape of a cross ; one arm 72 is coupled by means of a bolt 74 to the driving gear wheel 52 ′, the opposite projecting arm 76 is introduced into recesses 78 in the form of pockets in the annular partition 42 ′, and the two cross - arms 80 , 82 operating in conjunction with rolling elements or balls 84 , 86 . the balls 84 , 86 of the three levers are guided in annular rolling bearing cages 88 , 90 ; the bearing cages 88 , 90 have radially projecting carriers 92 , 94 which extend into obliquely oriented guide slots 96 , 98 in an annular extension 100 on the drive bell 26 ′. the guide slots 96 , 98 per lever 70 are convergent , as is to be seen in fig5 , so that , on displacement of the gearing wheel 20 with drive bell 26 or 26 ′, the rolling bearing cages 88 , 90 rotate in opposite directions relative to each other by way of the carriers 92 , 94 , and accordingly the balls 84 , 86 , as is shown in fig3 with reference to the balls 84 , are displaced toward or away from each other and thus form the variable lever length b . the constant lever length a results from the distance between the bolt connection 74 of the arms 72 and the point of engagement of the arms 76 of the pocket - shaped recesses 78 in the partition 42 ′. the balls 84 , 86 in turn act on a radial , annular stopping face 102 on the control sleeve 36 ′. when drive torque is transmitted from the driving gear wheel 52 ′ by way of the levers 70 to the partition 42 ′ rigidly connected to the shaft , the levers 70 are rotated around the bolts 74 , where the control sleeve 36 ′ is correspondingly displaced by way of the arms 80 , 82 ( on application of tractive or thrust force ) and the balls 84 , 86 . the function is as described previously in connection with fig1 and 2 . in the event of change in the transmission ratio of the belt contact transmission 10 the gearing wheel 20 is displaced with that of the drive bell 26 ′, the rolling bearing cages 88 , 90 with the balls 84 , 86 being rotated in opposite directions relative to each other and the balls 84 , 86 being moved toward or away from each other by way of the oblique guide slots 96 , 98 and the carriers 92 , 94 for the purpose of changing the lever length b . contact pressure control is applied by way of the control sleeve 36 ′ in the drive direction ( tractive load application ) by the balls 84 and in the event of propulsive load application by the balls 86 ( or conversely ). if in the event of axial displacement of the gearing wheel 20 and the drive bell 26 ′ the rolling bearing cages 88 , 90 with the balls 84 , 86 are rotated so that the ball ( e . g ., 84 ) relevant in the case of drive torque is moved closer to the swivelling axis ( bolt 72 ) of the levers 70 , the hydraulic pressure application of the link chain 16 as already described in the foregoing increases as a result of reduction of the length of lever arm b ( see fig3 ). the same applies in the event of torque reversal ( propulsive operation ), the balls 86 operating accordingly .