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A Seminar Report
Submitted by
VARGHESE JOY
CERTIFICATE
This is to certify that the Seminar Report entitled CONTINUOUSLY VARIABLE
TRANSMISSION submitted by Mr. VARGHESE JOY of the Mechanical Engineering
Division towards the partial fulfillment of the requirements for the VII Semester of the B.
Tech Degree course in Mechanical Engineering of Cochin University of Science and
Technology, is a bonafide record of the seminar talk presented by him/her on
Seminar Coordinator
Seminar Supervisor
ACKNOWLEDGEMENT
I express my deep gratitude to almighty, the supreme guide, for bestowing his
blessings up on me in my entire endeavor.
I would to like to express my sincere thanks to Dr. P.S Sreejith Head of
Department of Mechanical engineering for all his assistance
I wish to express my deep sense of gratitude to Lecturer Mr. Gireesh Kumaran
Thampi. Department of Mechanical Engineering who guided me through out the seminar.
His overall direction and guidance has been responsible for the successful completion of
the seminar.
I would also like to thank Lecturer Mr. Ajith Kumar for his valuable suggestions.
Finally, I would like to thank all the faculty members of the department of
mechanical engineering and my friends for their constant support and encouragement.
ABSTRACT
Continuously Variable Transmissions (CVT) offer a continuum of gear ratios
between desired limits. This allows the engine to operate more time in the optimum range
given an appropriate control of the engine valve throttle opening (VTO) and transmission
ratio. In contrast, traditional automatic and manual transmissions have several fixed
transmission ratios forcing the engine to operate outside the optimum range. The present
research focuses on developing models to understand the micro slip behavior and to define
an operating regime of a metal pushing V-belt CVT. Slip is modeled on the basis of gap
redistribution between the elements. Studies were conducted to observe the influence of
loading conditions (i.e. axial forces and torques) on the slip behavior and torque
transmitting ability of the CVT. The model also investigates the range of axial forces
needed to initiate the transmission and to successfully meet the load requirements. The
mathematical model and the results corresponding to different loading scenarios are
discussed. CVT (Continuously Variable Transmission) is a system that makes it possible to
vary progressively the transmission ratio and it allows engine to run at its optimum speed.
In this paper a CVT using a belt with changing thickness is described. Developments in
clamping force control for the push belt Continuously Variable Transmission (CVT) aim at
increased efficiency in combination with improved robustness. Current control strategies
attempt to prevent macro slip between elements and pulleys at all times for maximum
robustness. CVT efficiency increases which will lead to an improvement in fuel
consumption up to 5%.
CONTENTS
1. Introduction
2. History
3. Why there is a need for transmission?
4. Continuously Variable Transmission
5. Why we use a CVT?
6. How does CVT Work?
7. Belt design
8. Types of CVT
9. Advantage and drawbacks
10. Implementation- Example
11. Conclusion
12. Reference
1. INTRODUCTION
The overwhelming majority of transmissions in road going vehicles are either
manual or conventional automatic in design. These transmissions use meshing gears that
give discrete ratio steps between engine and the vehicle speed .However, alternative
designs exist that can transmit power and simultaneously give a step less change of ratio; in
other words a Continuously Variable Transmissions. Continuously Variable Transmissions
are a type of automatic transmission that provides an uninterrupted range of speed ratios,
unlike a normal transmission that provides only a few discrete ratios.
Continuously variable transmissions (CVT) offer a continuum of gear ratios
between desired limits. The present research focuses on developing models to understand
the micro slip behavior and to define an operating regime of a metal pushing V-belt CVT.
Slip is modeled on the basis of gap redistribution between the elements. Studies were
conducted to observe the influence of loading conditions (i.e. axial forces and torques) on
the slip behavior and torque transmitting ability of the CVT. The model also investigates
the range of axial forces needed to initiate the transmission and to successfully meet the
load requirements. CVT is an emerging automotive transmission technology that offers a
continuum of gear ratios between high and low extremes. Today, Continuously Variable
Transmissions have lured a great deal of automotive manufacturers and customers. Several
car companies like Honda, Toyota, Ford, Nissan, etc., have been doing intensive research to
exploit the advantages of a CVT. The chief advantage of a CVT is its ability to offer an
infinite range of gear ratios with fewer moving parts, and consequently this influences
engine efficiency, fuel economy, and cost.
Continuously Variable Transmissions (CVTs) have developed notably indifferent
applications over the past years. This is especially true in the automobile field because of
advantages in terms of car handling and efficiency on urban roads. The advantages of a
Continuously Variable Transmission are in terms of its power and efficiency. A
Continuously Variable Transmission is different from the conventional automatic
transmission unit.
2. HISTORY
The CVT (Continuously Variable Transmission) design was developed by inventor
Dr Jan Naude as a result of a long felt need for an all gear non-traction fluid, non-hydraulic,
continuously variable gearbox/transmission. CVTs
19th century, but are just now coming into their own in a big way in the American market
place. The CVT results in a more efficient and versatile drive train in comparison to
conventional drive trains and has been designed as an alternative to existing gearboxes,
providing greater efficiency for equivalent cost. The formation of the company is the
culmination of negotiations between partners Dr Jan Naude and Marinus van den Ende and
Barloworld Equipment. This Barloworld Equipment Smart PartnershipTM, Varibox CVT
(Pty) Ltd trading as Barloworld CVT Technologies was created to expand and bring to the
market the innovative inventions of Dr Jan Naude.
According to TOROTRAK, the first patent for a toroidal CVT was filed at the end
of the century was designed and built by Dutch Hub van Doorne, co-founder of DAF, in the
late 1950s, specifically to produce an automatic transmission for a small, affordable car.
The first DAF car using van Doorne's CVT was produced in 1958. Van Doorne's patents
were later sold to Volvo along with DAF's car business
which allows the engine to operate more time in the optimum range given an appropriate
control of the engine valve throttle opening (VTO) and transmission ratio .In contrast,
traditional automatic and manual transmissions have several fixed transmission ratios
forcing the engine to operate outside the optimum range With growing interest in
improving the fuel economy in the moving vehicles continuously variable transmission s
has attracted a great deal of interest. This type of transmission provide continuously
variable reduction ratio that enables the engine to operate under the most economical
conditions over a wide range of vehicle speed.
Two representative type of continuously variable transmission are Van Doorne belt
system and Perbury (Trotrak) system. Van Doorne system, it was installed in since 1955.
It has pair of conically faced pulleys, as shown in figure. The effective radius of the pulley,
and hence the reduction ratio, can be varied by adjusting distance between the two sides of
the pulley. on the original system the reduction ratio can be controlled by mechanical
means through centrifugal weight on the driving pulley and engine vacuum actuator .more
recently microprocessor based control system has-been developed .this type continuously
variable trans mission
mechanical efficiency of
efficiency with input torque and speed at a reduction ratio 1 for a system designed for a
light weight passenger car. To improve the efficiency with reduce noise and wear, a
segmented steel belt
element about 2 mm thick , with slots on each side to fit two high tensile steel bands which
hold them together .unlike the conventional v-belt ,it transmit power by the compressive
force between the belt elements ,instead of tension . The Van Doorne system is most
suitable for low power applications, mainly in front wheel drive vehicles and has been used
in small size passenger cars and snow mobiles.
The continuously variable transmission (CVT) has been around as long as the
automobile. Engineers have always recognized its theoretical advantage over the multi ratio
gearbox. A CVT enables the engine to run at its most fuel-efficient or most power-efficient
speed while driving the vehicle at any speed desired.
With a CVT engine speed and vehicle speed are no longer connected by a series of
discrete ratios. Instead, they can function independently across a wide and step less band
according to engine characteristics and performance requirements. The advantages of this
infinite ratio selectivity are enormous. Most obvious in the IC engine application is that the
engine can be loaded into its most fuel-efficient region at cruising speeds, then allowed to
accelerate into its region of greatest output when peak power is needed, regardless of
vehicle speed. Practical problems have consistently plagued the design. hut the CVT is now
coming of age.
Fig No.1
Continuously Variable Transmissions (CVT)
Fig No.2
Van Doorne belt system
The Perbury System is shown in fig. the key component of the system is variator,
which consists of three disks .with the outer pair connected to the input shafts and the inner
one is connected to the output shaft .the inner surface of the disk are of the toroidal shape
Fig No.3
Perbury (Trotrak) systems
Fig No.4
Cross Section Of CVT Pulley
action
is
infinitely
variable,
with
no
"steps"
between.
The "stepless" nature of its design is CVT's biggest draw for automotive engineers. Because
of this, a CVT can work to keep the engine in its optimum power range, thereby increasing
efficiency and gas mileage. A CVT can convert every point on the engine's operating curve
to a corresponding point on its own operating curve
With these advantages, it's easy to understand why manufacturers of high-mileage vehicles
often incorporate CVT technology into their drive trains. Look for more CVTs in the
coming years as the battle for improved gas mileage accelerates and technological advances
further widen their functionality.
A CVT operates on dynamic principles which are based on three main mechanical
components flyweights or cams, springs, and ramps. Essentially, these three componenttypes work in conjunction to transmit engine power and torque to the ground, while
maintaining a constant engine speed. There are certain mechanical feedback systems,
created by the CVT components, which govern how the transmission behaves, and
ultimately how the snowmobile performs. 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.
Fig No.5
Continuously Variable Transmissions (CVT) Unit
Fig No.6
CVT Unit Incorporated In The Vehicle
7. BELT DESIGN
7.1 Push Belt Loading During Variator Operation
The heart of a CVT system is the variator, i.e. the push-belt/pulley system illustrated
in Figure 1. In the variator, torque or power is transmitted from the primary to the
secondary pulley via friction between the push-belt elements and the pulley sheaves
.Stepless shifting between the extreme LOW (under drive) and OD (overdrive) ratios is
achieved by varying the pulley clamping forces and thereby changing the axial position of
the moveable pulley sheaves, modifying the effective running radius. An example of a Van
Doorne push-belt is shown in Figure 2.
During operation of the variator, the push-belt and pulleys undergo cyclic (fatigue)
loading. Stress levels in the push-belt elements and pulleys are determined by the applied
pulley clamping forces, rotational speeds, and torque levels. Experience has shown that
fatigue loading of the elements and pulleys is less critical in practice than ring fatigue
loading. The push-belt rings are mainly subjected to bending and tensile stresses, although
in a rather complex manner. In general, the bending stresses are determined by the applied
running radii (transmission ratio) and the ring thickness. The tensile stresses are mainly
determined by the applied pulley clamping forces, rotational speeds, and torque.
Fig No.7
Fig No.8
Example Of A Variator And Its Working Principle
Fig No.9
Push Belt Loading And Doorne Push Belt
point. This would be impossible with a belt, since a belt has multiple speed ratios across its
width, and a CVT cannot function with multiple speed ratios simultaneously. A U.S. Patent
for the A+CVT Chain has been applied for.
The original A+CVT used a beaded chain for demonstration purposes. The new
A+CVT Steel Block Chain was developed in response to concerns expressed by some
engineers that a beaded chain would be too weak for heavy-duty applications. We remain
convinced that a beaded chain of sufficient quality and strength could be developed for use
with the A+CVT. However, our attention has shifted to the new A+CVT Steel Block Chain,
as it can be scaled to meet any torque requirements more easily
CVT stands for continuously variable transmission. This type of transmission
allows for a change in ratios without stopping or disengaging the gears. Most CVT's are
friction drive, with some means of varying the relative diameters of the driving components
while driving. These friction drive transmissions are simple, but can only transmit a limited
amount of torque before the wheels start slipping. There are some CVT's that use gears and
cranks that offer positive drive without a chance for slippage, but these are much more
complicated. My Lego CVT is a friction drive assembly, and it is really just a quick concept
that wouldn't be very practical in real applications.
8. TYPES OF CVT
8.1 Pulley Based CVT
Fig No.10
Pulley Based CVT
This type of CVT uses pulleys pulley is a wheel with a groove along its edge, for holding a
rope or cable. Pulleys are usually used in sets designed to reduce the amount of force
needed to lift a load. However, the same amount of work is necessary for the load to reach
the same height as it would without the pulleys. The magnitude of the force is reduced, but
it must act through a longer distance. Pulleys are usually considered one of the simple
machines. A chain Roller chain or bush roller chain is the type of chain most commonly
used for transmission of mechanical power on bicycles, motorcycles, and in industrial and
agricultural machinery. It is simple, reliable, and efficient (as much as 98% efficient under
ideal conditions), but requires more attention to maintenance than may be desired by
potential owners; therefore there has been of late a tendency towards the use of other modes
of other modes of power transmission such as the cog belt.
Fig No.11
Toroidal
The toroidal CVT transfers torque with the help of a traction fluid, which becomes
glass-like under extremely high pressures. This configuration handles extremely high
torques at high efficiencies. SWRI engineers use computer models to model CVTs and
other transmissions to determine optimal sizing, estimate expected performance levels, and
evaluate many different options in a timely manner before beginning hardware fabrication all of which reduce overall development time and costs.
8.6 Super Simple
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. Beltdriven CVTs are friction dependent and that result 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.
Fig No.12
Anderson's Dual-Cone CVT
Because of this simplicity in design, CVT offers some advantages over traditional
transmissions, although it also has certain Drawbacks. For instance, its belt-driven
orientation limits its application; until recently, cars with engines larger than 1.2 liters were
considered incompatible with CVT. More and more, however, CVTs are becoming
available that can handle more powerful engines, such as the V6 power plants found in
some Nissan and Audi vehicles. CVTs offer a continuum of infinitely variable gear ratios
by changing the location of pulleys heaves. As a result, CVTs have the potential to increase
the overall vehicle efficiency and reduce the jerk usually associated with manual and
automatic transmissions. One shortcoming, however, is their difficulty in transmitting high
torque at low operating speeds, which so far has limited their use to small vehicles. Other
disadvantages include its larger size and weight. Still, in the right situation, CVT's
advantages outweigh its disadvantages. Less complexity and moving parts theoretically
mean fewer things to go wrong and maintain.
Fig No.13
Modified CVT Efficiency Map
11. CONCLUSION
12. REFERENCES
1. M J Nunney, Light and Heavy Vehicle Technology, Elsevier Publishers
2. W D Erickson, Belt Selection and Application for Engineers, Marcel Dekker Publishers
3. Heinz Heisler, Advanced Vehicle Technology, Elsevier Publishers
5. William B Ribbens, Understanding Automotive Electronics
6. Belt Slip-A Unified Approach by Gerbert.G, ASME Journal of Mechanical Design,
Voll.118, No.3
7. www. howstuffs works.com
8. http://www.lib.ucdavis.edu/dept/pse/resources/CVT04/
9. www.theaudimultitronic CVT