11

Metal – metal friction characteristics and the

transmission efficiency of a metal V-belt-type
continuously variable transmission
K Narita1,2 and M Priest2
1
Lubricants Research Laboratory, Idemitsu Kosan Co., Ltd. Ichihara-shi, Chiba, Japan
2
Institute of Tribology, School of Mechanical Engineering, The University of Leeds, Leeds, UK

The manuscript was received on 9 December 2005 and was accepted after revision for publication on 8 August 2006.

DOI: 10.1243/13506501JET169

Abstract: The influence of metal – metal friction characteristics on the efficiency of a continu-
ously variable transmission (CVT) of a metal pushing V-belt type was experimentally investi-
gated using a commercial CVT unit of a metal belt assembly and pulley design. The
experiments for transmission efficiency were carried out, varying the clamping force on the sec-
ondary pulley from 10.5 to 34.6 kN and the speed ratio from 2.36 (reduction ratio) to 0.44 (over-
drive ratio). In order to analyse the metal –metal friction characteristics of each contact pair, a
ring-on-disc tribometer was developed. Fluids giving a higher transmittable CVT torque
capacity of CVT were found to have the potential for decreasing the maximum required
pulley clamping force, resulting in the reduction of overall power loss in the CVT unit. The trans-
mission efficiency of the CVT decreased under an overdrive speed ratio and lower load con-
dition. The maximum difference in the efficiency between all the commercial automatic
transmission and CVT fluids tested at the same pulley clamping force condition reached
3 per cent. This number depends on the friction losses caused by slipping behaviour between
the belt segments and pulley, the segments and band, and between the bands. Furthermore,
mathematical modelling of the friction loss in the belt was developed. Results calculated by
this model were similar to those obtained experimentally.

Keywords: continuously variable transmission belt, transmittable torque capacity, trans-

mission efficiency, friction loss, lubricants

1 INTRODUCTION employs sets of planetary gear trains and shift

The proportion of passenger cars in the USA and
Japan equipped with automatic transmissions (ATs)
is already more than 80 per cent and there is also a
gradual increase in the number of AT vehicles in
Europe. In Europe, it reached 20 per cent in 2002
[1], although ,10 per cent of all cars were equipped
with ATs at the beginning of the 1990s.
ATs may be classified into two categories accord-
ing to whether speed changes are controlled by
using gears or gear less devices. The first category
can be defined as a step-type AT, which normally

Corresponding author: School of Mechanical Engineering, Uni-
versity of Leeds, Woodhouse Lane, Leeds LS2 9JT, UK. email:
m.priest@leeds.ac.uk
clutches as a speed change mechanism.
An example of the second type is a continuously
variable transmission (CVT) of the pushing metal
V-belt type. CVT is attractive because it gives good
performance in terms of driving comfort (there
being no perceptible ratio change, due to the
absence of stepped gears). In addition, CVT allows
the engine to rotate at its maximum torque for opti-
mum performance or at a lower engine speed for fuel
economy [2]. Therefore, the use of CVTs has been
growing since a steel-belt CVT was for the first time
put to practical use in 1 l automobiles in 1987. Fur-
thermore, the CVT is now being installed in larger
cars of more than 2 l engine capacity. Regarding
lubricating oils for CVTs, automatic transmission
fluids (ATF) were used for both ATs and CVTs until

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the latter half of the 1990s. With the spread of appli-
cation to larger vehicles, fluids for belt CVT (CVTFs)
are required to give greater transmittable torque
capacity and excellent anti-wear performance
between the belt and the pulley [3]. This has led to
specific formulations for CVT application.
Studies on the effects of oil properties on the
transmittable torque capacity of a CVT have been
reported since the mid of the 1990s. Kato et al. [4]
evaluated the friction characteristics that affected
the torque capacity and stick-slip phenomena
between metal – metal interfaces by using a two-
plane friction-testing machine. Ishikawa et al. [5]
explained that the films in the contact regions gener-
ated by zinc-dithio phosphate (ZnDTP) additive con-
tribute to the improvement in torque capacity
between the belt and pulley. In addition, it was
reported [6] that ZnDTP in the presence of calcium
sulphonate detergent could form harder anti-wear
films on the rubbing surfaces compared with
ZnDTP alone. The individual effects of typical addi-
tives used in ATFs and CVTFs and the combined
effects [7] with the anti-wear agent (ZnDTP) on fric-
tion coefficient were investigated using a ball-on-
disc reciprocating friction tester. Since 2000, an
attempt to improve torque capacity by means of oil
formulation with non-ZnDTP type additive has
been made [8] and detailed analyse [9, 10] of bound-
ary lubrication films from CVT fluids have been
conducted.
Some mathematical models concerning the slip
mechanism of a metal CVT have been proposed.
Micklem et al. [11] proposed a friction model based
on elasto-hydrodynamic theory and it was shown
that there was a good agreement between measured
and calculated slip values between the belt and the
pulley. Kobayashi et al. [12] analysed the slip mech-
anism by focusing on the distribution of the gaps
occurring between the segments, and simulation
predicted the slip-limit torque at which the slip
ratio increases sharply. These modelling studies
paid attention to the slipping behaviour at the
reduction speed ratio and the maximum torque con-
dition, but they did not refer to the transmission effi-
ciency of CVT under a realistic running condition
such as an overdrive speed ratio. The series of
papers by Akehurst et al. [13 –15] details an investi-
gation into the loss mechanisms that occur within
the belt drive due to relative motion between the
bands and segments and between the pulleys and
the belt due to pulley deflection effects.
In some working points of a pushing V-belt CVT,
an unexplainable noise occurs. Lebrecht et al. [16]
built up a simulation model which contains an elas-
tic model of the pulley sheaves as well as a detailed
description of the belt in order to find out the
reason of noise phenomena.
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K Narita and M Priest
Poll et al. [17] predict the performance of
chain-type belt CVT through an iterative compu-
tation by numerically solving a set of differential
equations for the forces and motions coupled with
a finite-element computation of the deformations.
On the other hand, it will be a more important
issue for CVT fluids to improve fuel efficiency per-
formance because of forthcoming CO2 emissions
regulation. There are, however, quite a few papers
discussing the impacts of lubricating oils on the
transmission efficiency of CVTs. A difference in the
transmission efficiency with oil type was found in
our previous study [18], but the reason for this differ-
ence has not been made clear. The aims of this study
were to investigate the effects of metal – metal friction
characteristics on the efficiency of a metal V-belt
type CVT under various running conditions by
using an actual CVT and to develop a calculation
model for friction loss in the CVT.
2 CONSTRUCTION OF A METAL V-BELT TYPE
CVT
Figure 1 shows the general assembly of the pushing
metal V-belt type CVT [11, 19], which is composed
of two V-shaped pulleys connected by a steel belt.
The torque from the engine is transmitted to the
driven secondary pulley by the action of the steel
belt. Non-steady-state gear ratio can be obtained
by changing the relative groove widths of the pulley
under hydraulic control. The belt assembly consists
of about 400 flat segments and thin laminated ring
sets, which are set into the blocks on the right and
left side. Each band set contains 9 or 12 thin bands
for maximum flexibility when the belt moves round
a pulley. A peg in the forward face of a segment
engages with a dimple in the rear face of the segment
in front, and then that segment pushes the next
Fig. 1 Construction of a metal V-belt CVT
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 Metal–metal friction characteristics of a metal V-belt-type CVT
segment and so on. Contact between segments as the
belt moves around a pulley occurs through a line
contact parallel to the pulley axis called the rocking
edge. The distance from the centre of the pulley
axis to the rocking edge of the segment on a pulley
is defined as a pitch radius at a specified speed ratio.
It is known that the torque capacity depends on
the friction characteristics between the segment
sides and the pulley surface. Furthermore, it is
assumed that the contact surfaces between the seg-
ment and the pulley are under boundary lubrication
conditions [8]. The tribological interfaces between
the segment/pulley, the segment/band, and between
bands may also have a great impact on the overall
transmission efficiency.
A schematic of the belt assembly is shown in Fig. 2.
In this paper, the regions between 1 – 2, 2 – 3, 3 –4, and
4 – 1 are called the straight part of the upper side belt,
the arc part on the secondary pulley, the straight part
of the lower side belt, and the arc part on the primary
pulley, respectively.
3 EXPERIMENTAL PROCEDURES
3.1 CVT bench test
Parameters influencing the transmittable torque
capacity and efficiency of a CVT were evaluated
using a CVT bench tester, as shown in Fig. 3. This
test rig was designed to evaluate the transmission
performance which is caused by the friction charac-
teristics in essential CVT parts of the belt and pulley;
it is not a whole gearbox. The belt assembly and pull-
eys were taken out of a commercial CVT unit and set
in the belt box. The bearings supporting the pulley
shafts are hold in the pillow blocks. This CVT unit
is designed for a vehicle having engine displacement
volume of 2.0 l. An AC motor drives the primary
pulley and the drive torque is transmitted to the sec-
ondary pulley through the belt. The output from the
Fig. 2 Section of the belt
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secondary pulley is absorbed by a dynamometer. The
dynamometer was programmed so that the drive
torque could be adjusted to set values. Speed and
torque transducers were connected to the drive and
output shafts. The measurements were carried out
varying the clamping force on the secondary pulley
from 10.5 to 34.6 kN. The values of clamping force
in actual cars are determined by their running con-
ditions. For example, the force of 34.6 kN represents
the required clamping force so that the CVT used in
this study can transmit the maximum engine torque
of 200 Nm. Hydraulic pressure supply to both pulleys
can be adjusted by solenoid valves installed in the oil
pressure and temperature control device (Fig. 3).
During all measurements, the test fluid is directly
sprayed on to the backside of the belt through the
belt lubricant tube and its temperature kept constant
at 100 8C. The belt lubricant flow was adjusted to
3.3  1025 m3/s. In order to monitor the splash
temperature from the primary pulley, a thermo-
couple was fitted at a location about 5 mm from
the belt, also as shown in Fig. 3. All data in this
system were automatically logged at a rate of 60 Hz
and collected data could be rapidly averaged every
second. The measurements were repeated three
times for each oil.
3.1.1 Transmission efficiency
Transmission efficiency of the CVT is
Vs  M s
Transmission efficiency ¼ (1)
Vp  Mp
where Vp is the primary pulley rotated speed, Mp the
primary pulley torque, and Ms the secondary pulley
torque.
Power loss of the CVT from this equipment is
2p(Vp  Mp  Vs  Ms )
Power loss ¼ (kW) (2)
60000
The power loss given by equation (2) includes
slipping losses arising between each contacting com-
ponent in the CVT, the belt torque loss caused by the
resistance to radial resistance and the loss from four
bearings supporting the pulley shafts. The slipping
losses in the whole power loss can be quantified as
a friction loss by the experimental procedure
described in section 4.4.
Speed ratios were ranged from 2.36 to 0.44 by
controlling hydraulic pressure supplied to the pri-
mary pulley, keeping pressure on the secondary
pulley at a constant value. Speed ratio of 2.36 corre-
sponds to the reduction ratio, and 0.44 is the
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Fig. 3 Schematic of belt CVT bench tester
overdrive ratio. Speed ratio I is expressed as
Vp
I¼
Vs
3.1.2 Transmittable torque capacity
There are slipping phenomena due to relative
motion between the belt and pulley, between the
belt segments and bands, and between the bands.
Especially, a large slipping between the belt and
pulley could cause a significant damage to the belt
side and pulley sheave surface because the contact-
ing pressure between the belt and pulley is estimated
at 100 MPa [2], this value seems to be more than
ten times as high as those between the segments
and bands.
In loaded operation, the CVT runs at a slightly
reduction speed ratio. This difference is known as
the slip ratio between the belt and pulley, SR as
defined by (Van Doorne’s Transmissie) [20].
(IL  IN )
SR ¼  100 ( per cent)
IN
where IL is the speed ratio at a loaded condition and
IN is the specific value at a no load.
Under lower drive torque conditions, some of the
drive in the belt passed by the bands tension not by
compression in the segments, and there is a very
small increase in the slip ratio. The slip ratio
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K Narita and M Priest
suddenly rises at approximately quarter load, which
corresponds to the transition point, at which the
compression side and the slack side change sides
(3)
[21]. From then, compressive force acts on the belt
in a forward direction and the slip ratio gradually
increases. When the drive torque reaches the slip
limit torque, a macro-slip occurs and no more
torque can be transmitted. This macro-slip is
known to occur on the condition when the slip
ratio reaches 4 –6 per cent [12].
Torque capacity tests were conducted by holding
the primary pulley speed stable at 14 m/s and the
speed ratio at 2.36. The drive torque was raised step
by step at a rate of 5 Nm every minute until a remark-
able increase in the slip ratio was detected. Once the
slip ratio reached the limit value, the load on the
dynamometer was instantaneously released to pre-
vent catastrophic damage to the pulley sheave and
belt. The torque capacity of that fluid was then
defined as the drive torque at the moment when
the slip ratio reached 3 per cent so that the belt
system would not be damaged significantly. Any sur-
face damage seemed to give little influences on the
(4)
results because the repeatability of torque capacity
was found to be within +3 per cent.
3.1.3 Test oils
ATFs were originally used for belt CVT until the latter
half of the 1990s. Belt CVTFs have been brought to
market since the end of the 1990s. The test oils
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 Metal–metal friction characteristics of a metal V-belt-type CVT 15

used were commercial ATFs and CVTFs with proper-

ties are listed in Table 1. For example, oils A and B
demonstrate good compatibility for wet shift
clutches in ATs. Oils C and D are conventional type
ATFs. CVTFs E and F are only for use in CVT, which
may cause friction coefficient between the metals.

3.2 Ring-on-disc tribometer

Some tribometers [5, 7, 8] simulating the friction
characteristics between each contacting pair of the
CVT have been proposed. These test methods were
designed to evaluate the friction under conditions
of relatively high contact pressure (.50 MPa) such
as between the belt segment and the pulley.
Fewkes et al. [2] reported that the contact
pressures between the segment and the band and
Fig. 4 Schematic of ring-on-disc tribometer
between the bands were estimated to vary from 2
to 10 MPa. To investigate the tribology of these inter-
faces, a ring on disc tribometer was developed and a device is able to measure the friction coefficient
schematic of the test device is shown in Fig. 4. This under conditions of low normal contact pressure,
device is designed to simulate low load contact and from 1 to 6 MPa, and slipping velocity ranging from
a wide range of slipping speed conditions such as 0.003 to 0.55 m/s.
between the belt segment shoulder and innermost
band and between the bands. Test conditions (con-
tacting pressures, slipping speed and oil tempera- 4 EXPERIMENTAL RESULTS AND DISCUSSION
ture) in the tribometer were selected to be in
similar lubrication regimes in actual CVT com-
4.1 Torque capacity of test oils
ponents. Note that the tribometer has a continuous
contact, whereas the contact force between the seg- Figure 5 shows the torque capacities of commercial
ment and band varies as the belt rotates. ATFs and CVTFs. The tests were conducted at a sec-
The trial upper ring was of the similar material (JIS ondary pulley force of 34.6 kN, primary pulley speed
S45C) and hardness (HRC ¼ 30) as the band of of 14 m/s, and a speed ratio of 2.36. The torque
the CVT. The surface was lapped, and three capacity of oil C, a conventional ashless-type ATF,
equi-spaced radial oil grooves were cut around the was normalized as a torque capacity of 1. The
ring. The trial lower disc was of the same material actual value at the torque capacity of 1 was
(JIS SUJ-2) and hardness (HRC ¼ 58) as the belt seg- 182Nm and repeatability was within +3 per cent.
ment. The centre-line average surface roughness The torque for oil E was the greatest of all tested
(Ra) of the disc was about 0.6 mm. Loads were oils and 40 per cent greater than that of oil C. The
applied by hydraulic pressure and the ring was in torque capacities for oils A and B were of inter-
flat contact with the disc, as shown in Fig. 4. This mediate value.

Table 1 Properties of test oils

Test oils A B C D E F
Description ATF ATF ATF ATF CVTF CVTF

Viscosity (mm2/s)
40 8C 32.2 36.6 33.4 34.9 38.1 30.3
100 8C 7.48 7.18 7.45 6.81 7.20 7.00
Viscosity index 211 168 200 158 155 204
CA 0.07 0.01 — — 0.12 0.05
Elements mass (%)
Zn — — — 0.02 0.07 —
P 0.03 0.03 0.03 0.02 0.06 0.04
N 0.08 0.19 0.09 0.08 0.08 0.11
Cp (kJ/kg 8C) 100 8C 2.18 2.18 2.17 2.17 2.18 2.18
r (kg/m3) 100 8C 805 809 816 814 812 806

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Fig. 5 Torque capacity of test oils (pulley clamping
force ¼ 34.6 kN and primary pulley speed ¼
14 m/s, I ¼ 2.36)
4.2 Advantage of high torque capacity fluids
In our previous study [18], it was found that the
requirements for the efficiency of the transmission
at low load were in contradiction with those for
maximum torque capacity. However, improving
torque capacity potentially brings another advantage
other than application to large vehicles. Here, the
relationship between torque capacity and pulley
clamping force with two oils having different
torque capacity levels will be examined. The effect
of pulley force on the torque capacity is shown in
Fig. 6(a). Oil E gave 15.3 per cent greater torque
capacity than oil A at 34.6 kN secondary pulley
load. When the secondary pulley force was reduced
from 34.6 to 29.1 kN (by 15.8 per cent) for oil E, oil
E obtained the same torque capacity level as oil
A with a pulley force of 34.6 kN. In addition, the
effect of pulley force on transmission efficiency at
a low load of 50 Nm drive torque is shown in
Fig. 6 Effects of pulley clamping force on (a) torque capacity (primary pulley speed ¼ 14 m/s and
I ¼ 2.36), and (b) transmission efficiency (primary pulley speed ¼ 14 m/s, I ¼ 2.36 and drive
torque ¼ 50 Nm)
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K Narita and M Priest
Fig. 6(b). The efficiency of oil E is less than oil A if
they are compared at the same pulley force. How-
ever, this comparison should not be conducted at
the same pulley force because the high torque oil
facilitates reduction the force. Transmission effi-
ciency of oil E under 29.1 kN pulley force was esti-
mated to be almost the same as oil A at 34.6 kN.
Therefore, applying higher torque capacity fluids
to CVT units could contribute to reduce the maxi-
mum required pulley clamping force. This suggests
that it is possible to have lower oil pump load,
which results in the reduction of total power loss in
the CVT unit. If the oil pump flowrate was assumed
to be 3.3  1024 m3/s, the oil pump load with oil E
could be reduced by 0.14 kW in comparison with
oil A. From the viewpoint of the improvement of
transmission efficiency, it is clarified that the priority
for the performance of CVTF should be focused on
the higher transmittable torque capacity. In addition
to giving higher torque capacity, anti-wear perform-
ance between the belt and pulley is necessarily
important for the durability of CVT components.
4.3 Transmission efficiency of test oils
It is known that transmission efficiency decreases at
an overdrive speed ratio [18]. The efficiency of each
oil under a secondary pulley force of 10.5 kN, primary
pulley speed 24 m/s, drive torque 80 Nm, and speed
ratio 0.44 (overdrive) is shown in Fig. 7. This con-
dition corresponds to the road load condition at a
vehicle speed of 130 km/h. The standard deviation
of the results was found to be +0.05. Oil C showed
the highest efficiency though its torque capacity
was the lowest. There is the maximum difference of
3 per cent in efficiency among all tested oils.
JET169 # IMechE 2007
 Metal–metal friction characteristics of a metal V-belt-type CVT
Fig. 7 Transmission efficiency of test oils (pulley
clamping force ¼ 10.5 kN, primary pulley
speed ¼ 24 m/s, drive torque ¼ 80 Nm, and
I ¼ 0.44)
4.4 Calculation of friction loss in the belt by using
experimental data
The reason for the difference in the efficiency
between the oils will be considered. There may be
three significant factors influencing the efficiency in
these experiments. One is the friction loss caused
by slipping between the belt and pulley and by slip-
ping between the bands. The second is the belt
torque loss [22] caused by the resistance to radial
sliding when the belt segments are wedged into
and out of the pulleys. This loss could be scarcely
influenced by friction characteristics of test oils
because of little radial sliding speed. The third is
the loss from four bearings supporting the pulley
shafts. Assuming that friction coefficient in the roll-
ing bearings varies from 0.01 to 0.03, there seems to
be little difference in the bearing loss with test oils.
If relative slipping occurred between components
of the CVT, heat would be generated from frictional
work. In order to quantify the friction loss in the
belt, the lubricant splash temperature from the pri-
mary pulley was measured, Tout as shown in Fig. 3.
Belt lubricant is supplied only on to the backside of
belt, temperature Tin as also shown in Fig. 3. Further-
more, the belt lubricant supply is completely separ-
ated from oil lubricating the bearings and that used
to hydraulically load the pulleys. Presuming heat
loss by radiation, conduction, and convection from
the belt to the atmosphere is small compared with
heat generation by slipping, the friction loss Qbelt in
the belt under a steady state can be experimentally
determined by the following equation
Qbelt ¼ r  Cp  L  (Tout  Tin )
where r is the density of oil, Cp specific heat at
constant pressure, L belt lubricant volumetric
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flowrate, Tin belt lubricant inlet temperature, and
Tout the splash temperature from the primary pulley.
Note that a part of heat generated between the belt
and pulley could be conducted into the pulleys,
which would have implications for the results.
Figure 8 illustrates the friction loss calculated
using experimental data with high, middle, and low
efficiency oils. The test condition was the same as
that shown in Fig. 7. The friction losses with each
oil increased slightly with increasing drive torque.
Oil E which gave the lowest efficiency level of all
tested oils exhibited the highest friction loss. Figure
9 shows the fraction of estimated friction loss to
power loss. The remainder from subtracting friction
loss from power loss is attributable to the belt
torque loss and the pulley shaft support losses. In
Fig. 9, these losses are almost the same for the
three oils. Consequently, it is shown that the
difference in transmission efficiency between oils
depending on the friction loss caused by slipping
between the belt and pulley, the segment and band,
and between the bands.
5 MODELLING OF FRICTION LOSS IN THE BELT
A model of friction loss arising from slipping between
each contacting pair of the CVT was developed.
Assumptions in this analysis are as follows.
1. Friction losses between the belt segment side and
the pulley surface, the segment shoulder and the
innermost band, and between the bands will be
considered. Other losses between the outermost
band and the segment ear, the band sets and the
pulley surface, and between the segments are neg-
ligible, because the loads and slipping velocities
for these interfaces are relatively small.
(5)
Fig. 8 Friction loss in the belt (pulley clamping
force ¼ 10.5 kN, primary pulley speed ¼ 24 m/s,
and I ¼ 0.44)
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Fig. 9 The fraction of friction loss to power loss
(pulley clamping force ¼ 10.5 kN, primary
pulley speed ¼ 24 m/s, I ¼ 0.44, and drive
torque ¼ 80 Nm)
2. Relative slipping between the belt and the pulley
occurs on the pulley with the smaller active arc
with the belt because there are larger gaps
between the neighbouring segments on a smaller
arc pulley, due to the smaller radius of curvature,
and the gaps facilitate slipping [12]. Thus, slipping
occurs on the primary pulley in the case of
a reduction speed ratio and on the secondary
pulley in the case of an overdrive speed ratio. It
is confirmed that the amount of depth-wear on
the primary pulley after finishing durability test
under a constant reduction speed ratio condition
was more than 20 times higher than that on the
secondary pulley. These results may support this
assumption that slipping occurs mainly on
a smaller active arc pulley.
3. The distribution of slipping between components
is constant in the active arc part of the belt. Slip-
ping velocities between the segment and the
band and between the bands are determined by
the running conditions, but they are not
influenced by friction coefficient of test oils.
4. Forces acting on components due to defor-
mations when the belt edges move into and out
of the pulley are neglected.
5. All inertia forces are negligible.
5.1 Friction loss between segment side and pulley
surface
The friction loss that occurs is based on the relative
slipping and contact load between each segment
side and the two pulley surfaces. The friction loss
Qsp between one segment and one pulley is thus
Qsp ¼ 2  msp  Fsp  Vsp
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K Narita and M Priest
where m is friction coefficient, F the normal load,
V the relative slipping speed, and subscript sp
refers to the segment side/pulley interface.
The friction coefficient msp is given by equation (7).
Torque capacity can be determined as a function of
the axial pulley clamping force and the friction coef-
ficient [21].
Fax Mmax
¼ (7)
cos (l) 2  msp  Rp
where Fax is the axial clamping force on a pulley,
Mmax the torque capacity of test oil, Rp the radius
to the rocking edge on the primary pulley, and,
l half the pulley edge angle (118).
The axial clamping force on a pulley consists of the
static clamp force which is calculated by multiplying
the hydraulic pressure by the apply piston area and
the centrifugal force generated from the oil pressure
inside the apply piston as it rotates [20].
Assuming that no slip occurs when the drive
torque is at no load, the relative slipping velocity
Vsp may be calculated from [23]
Vs  SR
Vsp ¼ (8)
100
where Vs is the tangential velocity of the rocking
edges of the segments on the primary pulley and
SR is the slip ratio expressed as equation (4).
5.2 Friction loss between segment shoulder and
innermost band
The radius to the rocking edges of the segments on
a pulley is about 1 mm inboard from the segment
shoulder with which the innermost band contacts.
The innermost band slides relative to the segment
shoulder both in the arc part of the belt and in the
straight part of the belt. The friction loss Qbr based
on this phenomena is
Qsb ¼ Qsb-a þ Qsb-st
¼ msb  Nsb-a  Vsb-a þ msb  Nsb-st  Vsb-st
(9)
where N is normal load and subscripts sb-a and sb-st
refer to the segment shoulder/innermost band inter-
faces in the arc part of the belt and in the straight part
of the belt, respectively.
5.3 Friction loss between the bands
The laminated band sets in this system are
composed of 12 sheets of thin metal. The summation
of the friction loss Qbb arising from relative slipping
(6) between neighbouring bands is given by
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 Metal–metal friction characteristics of a metal V-belt-type CVT 19

with the secondary pulley. T is the band tension at

Qbb ¼ Qbb-a þ Qbb-st angle u and T þ dT is the band tension at angle
X
12 u þ du. Similarly, C and C þ dC are the segment com-
¼ mbb  ½Nbb-a (n)  Vbb-a (n) þ mbb pressive force at angle u and u þ du, respectively.
n¼2
Considering the equilibrium of forces between
X
12
components in the active arc area of the secondary
 ½Nbb-st (n)  Vbb-st (n) (2 4 n 4 12)
pulley, the following differential equations [24, 25]
n¼2
are obtained, neglecting second-order terms.
(10)

where N is normal load and subscripts bb-a and dT þ msb dNsb-a ¼ 0 (12)
bb-st refer to the band/band interfaces in the arc dNsb-a  (T  mb Vb2 )du ¼0 (13)
part of the belt and the straight part of the belt, dC þ 2msp dFsp þ msb dNsb-a ¼ 0 (14)
respectively. msp
And so, the total friction loss Qbelt in the belt can be dNsba  2 0 dFsp  C du  ms Vs2 du ¼ 0 (15)
m
expressed as follows

Qbelt ¼ Qsp þ Qsb þ Qbb (11) From equations (12) to (15), with boundary con-
ditions that when u ¼ 0, T ¼ T1, C ¼ C1

5.4 Calculation of normal loads between segment T ¼ (T1  mb Vb2 ) exp (  msb u) þ mb Vb2 (16)
shoulder and innermost band and between 0
block and pulley C ¼ C1 exp (m u) þ (T1  mb Vb2 )
 
exp (  msb u)  exp (m0 u)
Figure 10 illustrates the distribution of the band
tensions and the segment compressive forces in the þ ms Vs2 ½exp (m0 u)  1 (17)
case of the overdrive ratio. When two pulleys con-
nected by a belt are at rest, the tensions in the straight where C1and T1 are integral constants, mbV2b and
parts of the belt are equal. If a torque is applied to the msV2s are centrifugal force per length on the band
drive pulley, a macro slip occurs between the belt and and on the segment, respectively, and m0 ¼ msp/
pulley, with the result that the tensions in the straight [sin(l) þ msp cos (l)] represents the composite
parts will be no longer equal [24]. Here, T1 is the band friction coefficient between the segment and pulley.
tension in the upper side of the belt and T2 is that in The constants C1 and T1 vary with the input torque,
the lower side of the belt. T1 and T2 will be constant and they will be solved through the following
independent of the drive torque. In addition to the procedure.
difference between two tensions (T2 2 T1), segment Substituting the term of dNsb2a in equation (12) into
compressive force C1 acts in the upper side of the equation (15)
belt and it transmits torque.
msb msp
Next, equilibrium of forces acting on the segment dT ¼ 2 dFsp  C msb du
and on the band in the small active arc area on the sec- m0
ondary pulley is shown in Fig. 11. u being measured  ms Vs2 msb du ¼ 0 (18)
from the point at which the belt edges start to contact

Fig. 11 Equilibrium of forces in the small active arc

area. (a) forces acting on the band. (b) forces
Fig. 10 Distribution of band tensions and segment acting on the segment (I ¼ 0.44 on the
compressive force (I ¼ 0.44) secondary pulley)

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20 K Narita and M Priest

Considering the whole active arc on the secondary of the band tension for the laminated bands by
pulley, equation (18) may be simplified as equation (19) measuring the band stress of the outermost bands
each time another layer was added. They found
msb msp Fax that the tension of each band was uniformly
T2  T1 ¼ 2  C1 msb bs
m0 cosl shared. This implies that the laminated bands may
be treated as a single layered band which gives
 ms Vs2 msb bs (19) total band tensions of T1 and T2 [25]. By employing
The transmitted torque is given by equations (12) and (13), the equilibrium of loads
acting on the outermost band (n ¼ 12) may be
M given by
¼ (T2  T1 ) þ C1 (20)
Rp
dT (12) þ msb dNsba (12) ¼ 0 (25)
From equation (19) and (20), the constant C1 is obtained dNsb-a (12)  ½T (12)  mb (12)Vb2 du ¼0 (26)

½(M=Rp ) þ (msb msp =m0 )(Fax =cosl) þ ms Vs2 msb bs  From equations (25) and (26), when u ¼ 0 and
C1 ¼
(1  msb bs ) T(12) ¼ T1(12), by using the same procedure as
(21) described in solving equations (16) and (22)

when u ¼ bs, T2 ¼ 0, and from equations (16) and (17), T (12) ¼ ½T1 (12)  mb (12)Vb2 
T1 and T2 will be solved.  exp (  msb u) þ mb (12)Vb2 (27)
From equations (13) and (16), the normal load Nsb-a
T1 (12)  
between the segment shoulder/innermost band in Nsba (12) ¼  exp (  msb bs )  1
the active arc part is obtained msb
mb (12)Vb2  
T1   þ exp (  msb bs )  1 (28)
Nsb-a ¼  exp (msb bs )  1 msb
msb
(22) Assuming that the tension of each band is uniformly
mb Vb2  
þ exp (msb bs )  1 shared, the equilibrium of loads on the nth band may
msb
be expressed by
where bs is the angle of active arc on the secondary
pulley. X
12
dT (i) þ msb dNsb-a (n) ¼ 0 (29)
And so, from equations (13), (15), and (17), the i¼n
normal load Fsp between the segment and the X
12
pulley surface is given by dNbb-a (n)  ½T (i)  mb (i)Vb2 du ¼ 0 (30)
i¼n
1 
Fsp ¼ T1 ½exp (m0 bs )  1  C1 ½exp (m0 bs )  1 P
2msp when u ¼ 0, T (n) ¼ 12 i¼n T1 (i)
 The normal load Nbb-a(n) acting on the nth band in
mb Vb2 ½exp (m0 bs )  1  ms Vs2 ½exp (m0 bs )  1 the arc part can be expressed by
(23)
X12 
T1 (i)
Furthermore, the normal load Nbr-st between the Nbb-a (n) ¼  ½exp (  msb bs )  1
i¼n
msb
segment shoulder/innermost band in the straight part is 
mb (i)Vb2
þ  ½exp (  msb bs )  1
Nsb-st ¼ (T1 þ T2 )  tan (a) (24) msb
(2  n  12) (31)
Where  
Rp  Rs 
a ¼ sin1 Here, if the initial tensions of each ring are equal,
X constant T1(n) is given by

13  n
5.5 Calculation of normal loads between T1 (n) ¼ T1 (32)
the bands 12

Regarding the normal load acting on the laminated On the other hand, the normal load Nbb2st(n)
bands, Akagi Yoshidi [26] estimated the distribution between the bands in the straight part is

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 Metal–metal friction characteristics of a metal V-belt-type CVT 21

X
12 slipping tangential velocity Vsb-a of the segment
Nbb-st (n) ¼ ½T1 (i) þ T2 (i)  tan (a) shoulder to the innermost band in the arc part of
i¼n the segment can be calculated from
(2 4 n 4 12) (33)
 
1 1
Vsba ¼ jVss  V1 j ¼ Vs  dR     (36)
Rs Rp
5.6 Calculation of relative slipping velocity
between segment shoulder and innermost where dR is the distance from the rocking edge to the
band segment shoulder.
In the straight part of the belt, the bands run faster
Figure 12 shows relative slipping velocity between
than the segments [19]. The speed of the shoulder on
the belt and band. The segment shoulder is 1 mm
segments will be the same as that of the belt. Relative
outboard from the rocking edge. The tangential vel-
slipping tangential velocity Vsb-st of the segment
ocity Vss of the block shoulder on the secondary
shoulder to innermost band in the straight part of
pulley is
the belt is given by

dR
Vss ¼ Vs 1þ (34) dR
Rs Vsb-st ¼ Vs  , (I , 1),
Rp
On the pulley with the larger active arc, larger dR
Vsb-st ¼ Vs  (I . 1)
frictional resistance occurs between the segments Rs
and band based on larger contacting area. There- (37)
fore, there seems to be no slipping between the seg-
ments and band on the pulley with the larger active
arc [19, 23]. The speed of band is treated as constant
all around the belt. Thus, the tangential velocity of
the innermost band V1 will be equal to that of 5.7 Calculation of relative slipping velocity
segment shoulder on the pulley with the larger between the bands
active arc Relative speed between the bands can be calculated

by the same procedure as described earlier.
dR Here, each ring thickness is t. Tangential velocity
V1 ¼ Vs 1 þ (35)
Rp Vn of the nth band is
 
The segments move ahead of the bands in the dR (n  1)  t
smaller arc part of the belt. Therefore, the relative Vn ¼ Vs  1 þ þ (38)
Rp Rp

And so, speed Vn21,out on the outer surface of the

(n 2 1)th band is

t
Vn1,out ¼ Vn1  1 þ (39)
Rs

The speed of the (n 2 1)th band is faster than that

of the nth band on the pulley with the smaller active
arc. Therefore, relative slipping tangential velocity
Vbb-a(n) between the bands in the arc part of the
belt can be expressed as

Vbb-a (n) ¼ jVn1,out  Vn j ¼ Vs  t

 
1 1 dR  t (n  2)  t 2 

  þ þ (2  n  12)
R R s R R p s pR R  s p

(40)

Fig. 12 Relative slipping between segment shoulder On the other hand, relative slipping tangential
and innermost band, and between the bands velocity Vbb-st(n) between the bands in the straight
(I ¼ 0.44) part of the belt is

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22 K Narita and M Priest

Table 2 Friction conditions in the actual CVT for each t

contacting pair (pulley clamping force ¼ 10.5 Vbb-st (n) ¼ Vs  (I , 1),
Rp
kN, primary pulley speed ¼ 24 m/s, and I ¼ 0.44) t
Vbbst (n) ¼ Vs  (I . 1) (41)
Segment shoulder Band/band Rs
Contacting pair /innermost band (2 % n % 12)

P, contact pressure(MPa) 6.2 0.5–5.7

V, relative slipping speed(m/s) 0.38 0.075–0.079
5.8 Definition of friction coefficient between
segment and band and between the bands
To find the values of msb and mbb in the actual CVT is
very difficult. In this analysis, msb and mbb were
defined from the data obtained from the ring-
on-disc tribometer described in section 3.2. Firstly,
the frictional conditions in the actual CVT were
examined in order to define the simulation in the
tribometer. The estimated values of contacting
pressure and relative slipping speed between the
belt and band and between the bands are listed in
Table 2, for conditions of low contact pressure. Rela-
tive slipping tangential velocities Vsb-a and Vbb-a(n)
are estimated at 0.38 m/s and 0.075 to 0.079 m/s,
Fig. 13 Definition of friction coefficient between the respectively. The friction characteristics with oils
block shoulder and inner ring and between E, A, and C by the ring-on-disc tester are shown in
the rings (contact pressure ¼ 3 MPa and oil Fig. 13. The friction coefficients of msb and mbb were
temperature ¼ 100 8C) taken as the friction coefficients at the same slipping

Fig. 14 Calculation results of CVT friction loss with (a) oil E, (b) oil A, and (c) oil C (pulley
clamping force ¼ 10.5 kN, primary pulley speed ¼ 11 m/s, and I ¼ 0.44)

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 Metal–metal friction characteristics of a metal V-belt-type CVT 23

tangential velocity in the tribometer. Although the
tested contact pressure at 3 MPa was in the middle
of the range (Table 2), it was confirmed that the
dependency of friction coefficient on contact
pressure is very small, when pressure is ,6 MPa.
From the results in Fig. 13, higher efficiency oil
shows lower friction coefficient. This implies that it
is effective for further improvement of efficiency to
lower the friction coefficient under a lower contact
condition. Inevitably, the friction coefficient under
a high contact such as between the segment and
pulley should be higher, both for being applicable
to large vehicles and for reduction of the maximum
pump load, as discussed previously.
6 CALCULATION RESULTS AND DISCUSSION
The friction loss in the belt was calculated using the
model proposed above and compared them with the
experimental data. Figure 14 shows calculation
results of CVT friction losses with oils E, A, and C of
10.5 kN clamping force, primary pulley speed of
11 m/s, and an overdrive speed ratio of 0.44. This
condition corresponds to a vehicle speed of 60 km/h.
In this relatively low-speed case, there seems to be
good agreement between the calculated and
measured friction loss in the belt on the conditions
when the drive torque was up to 60 Nm. And then,
the calculated values diverge from experimental
ones with the increase of drive torque. Slipping
between the belt and pulley rises with increasing
drive torque. Consequently, heat generation based
on slipping behaviour in this regime will become
more significant rather than other interfaces, such
as between the segments and band and between
the bands. Heat generated on the segment side
may partially conduct to the pulley. In this study,
splash temperature from the belt was measured at
the position shown in Fig. 3. Therefore, the splash
temperature was not as high as expected due to the
additional conductive heat path, which accounts

Fig. 15 Calculation results of CVT friction loss with (a) oil E, (b) oil A, and (c) oil C (pulley
clamping force ¼ 10.5 kN, primary pulley speed ¼ 24 m/s, I ¼ 0.44)

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24
for the difference between calculated and experimen-
tal values for the friction loss at high drive torque.
The calculation results with a high-speed
condition of 24 m/s are shown in Fig. 15. It can be
seen that the calculated and measured results are
similar but with less agreement than Fig. 14, giving
about 20 per cent more friction at a lower drive
torque. The reason for the difference between these
values will be considered as follows. In the case of
high speed and overdrive speed ratio, the resistance
to the radial sliding may become more significant
than that at lower speed when the belt is edged
into and out of the primary pulley. In fact, the
torque loss (drive torque at no load) with a speed of
24 m/s was about 2.2 times higher than that at
11 m/s. This action could lead to the bending force
being imposed on the ring in addition to tensions,
which is not considered in the model. As a result,
experimental results were higher than predicted by
the model. On the other hand, the experimental
values with oils E and C are lower than the calculated
ones at more than 80 Nm drive torque. This differ-
ence may be caused by the effect of heat path to
the pulleys occurred in these experiments, as
described earlier. Consequently, results calculated
by this model are found to be similar to those
obtained by experimental procedure, which justifies
its use of this model.
7 CONCLUSIONS
The influence of metal – metal friction characte-
ristics on the transmittable torque capacity and the
efficiency of the CVT of a metal pushing V-belt type
were experimentally and analytically investigated.
The experiments were carried out using a CVT test
rig unit with a belt assembly and pulley, but it is
not a whole gearbox. Transmission efficiency was
evaluated varying the clamping force on the second-
ary pulley from 10.5 to 34.6 kN, and the speed ratio
from 2.36 (reduction ratio) to 0.44 (overdrive ratio).
In order to analyse the metal – metal friction charac-
teristics under conditions of low contact pressure,
such as between the belt and band and between
the bands, a ring-on-disc tribometer was developed.
The advantage of high transmittable torque
capacity fluids for CVT efficiency was estimated.
Fluids giving a higher transmittable torque capacity
have a potential for decreasing the maximum
required pulley clamping force, which results in the
reduction of total power loss in the CVT unit. From
the viewpoint of transmission efficiency, the priority
for performance of CVT fluids should be focused on
the improvement of torque capacity. In addition to
giving higher torque capacity, anti-wear
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K Narita and M Priest
performance between the belt and pulley is necess-
arily important for the durability of CVT
components.
Transmission efficiency decreased at an overdrive
speed ratio and lower load condition. The maximum
difference in the efficiency with all tested oils at the
same pulley clamping force reached 3 per cent. To
clarify the difference between test oils, the friction
loss in the belt was experimentally quantified. The
reminder subtracting friction loss from power loss
seems to be attribute to the belt torque loss due to
the radial resistance when the belt is edged into
and out of the primary pulley and the losses from
the bearings supporting the pulley shafts. These
losses were almost the same for tested oils. As
a result, it was shown that the difference in trans-
mission efficiency with oil type depends on the fric-
tion loss caused by slipping between the belt and
pulley, the segment and band, and between the
bands.
Furthermore, the modelling of friction loss arising
from slipping behaviour between each contacting
pair was developed. It was shown that there is good
agreement between the calculated and experimental
results in the case of a relatively lower speed on con-
ditions when the drive torque was up to 60 Nm. In
the case of a higher speed and a lower drive torque,
experimental data give about 20 per cent larger fric-
tion power loss than calculation due to the resistance
to radial sliding at the inlet and outlet of the pulleys.
Therefore, results calculated by this model are found
to be similar to those obtained by experimental
procedure, which justifies its use of the model.
REFERENCES
1 Murakami, Y. Half a century of automatic transmissions
for vehicles. J. Jpn. Soc. Tribologis., 2005, 50(9), 665–670.
2 Fewkes, R., Gunsing, J., and Sumiejski, J. L. Lubricants
as a construction element in the VDT push-belt CVT
system. SAE paper 932848, 1993.
3 Mitsui, H. Trends and requirements of fluids for metal
pushing belt type CVTs. J. Jpn. Soc. Tribol., 2000, 45(6),
13 – 18.
4 Kato, M., Igarashi, H., and Deshimaru, J. Performance
of a new generation belt CVT lubricant. In Proceedings
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vehicle transactions, Yohohama, 1998, pp. 128 – 131.
5 Ishikawa, T., Murakami, Y., Yautibara, R., and Sano, A.
The effect of belt drive CVT fluid on the friction coefficient
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6 Kapa, Ph., Martin, J. M., Blanc, C., and Georges, J. M.
Antiwear mechanism of ZDDP in the presence of
Calcium Sulfonate Detergent. Trans. ASME, 1981, 103,
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7 Sato, T. Mechanism of additives in belt type CVT
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8 Narita, K., Abe, A., Deshimaru, J., and Hara, S. 22 Tanaka, H. Fundamental course of automatic technol-
Improvement of torque capacity of metal V-belt type ogy. J. SAE Jpn, 2000, 54(3), 81 – 90.
CVT fluids. SAE paper 2003-01-1997, 2003. 23 Takahara, H. and Abo, K. Heat generation analysis
9 Minami, I., Ichihashi, T., Kubo, T., Nanao, H., and of a metal V-belt for CVTs. J. SAE Jpn, 2000, 54(4),
Mori, S. Tribochemical approach toward mechanism 16 – 20.
for synergism of lubricant additive on antiwear and fric- 24 Stolarski, T. A. Tribology in machine design, 1990, pp.
tion reducing properties. Synopses of 31st Leeds-Lyon 128 – 129 (Batterworth-Heinemann).
Symposium on Tribology, Leeds, 2004, Vol. VIII(iii). 25 Katsuya, A., Sato, T., and Kurimoto, K. Analysis of
10 Wada, H. and Iwanami, I. Xanes study on boundary behavior of CVT belt. In Proceedings of SAE of Japan
lubrication films generated from belt-drive continu- Conference, 1989, vol. 891, pp. 13 – 18.
ously variable transmission fluids. Synopses of Inter- 26 Akagi, H. and Yoshida, H. A study of the forces acting
national Tribology Conference, Kobe, 2005, pp. 319. on the layered rings of a metal pushing V-belt for
11 Micklem, J. D., Longmore, D. K., and Burrows, C. R. CVT. HONDA R&D Technical Review, 1999, vol. 11(1),
Modelling of the steel pushing V-belt continuously vari- pp. 101 –106.
able transmission. Proc. Instn Mech. Engrs, Part C:
J. Mechanical Engineering Science, 1994, 208, 13 – 27.
12 Kobayashi, D., Mabuchi, Y., and Kato, Y. A study on BIBLIOGRAPHY
the torque capacity of a metal pushing V-belt for
CVTs. SAE paper 980822, 1998. Micklem, J. D., Longmore, D. K., and Burrows, C. R.
13 Akehurst, A., Vaughan, N. D., Parker, D. A., and Belt torque loss in a steel V-belt continuously
Simner, D. Modelling of loss mechanisms in a pushing variable transmission. Proc. Instn Mech. Engrs, 1994,
V-belt continuously variable transmission. Part 1: 208, 91– 97.
torque losses due to band friction. Proc. Instn Mech.
Engrs, Part D: J. Automobile Engineering, 2004, 218,
1269 – 1280.
APPENDIX
14 Akehurst, A., Vaughan, N. D., Parker, D. A., and
Simner, D. Modelling of loss mechanisms in a pushing
V-belt continuously variable transmission. Part 2: Notation
pulley deflection losses and total torque loss validation.
C compressive force in the belt (N)
Proc. Instn Mech. Engrs, Part D: J. Automobile Engin-
Cp specific heat of test oil (kJ/kg 8C)
eering, 2004, 218, 1283 – 1293.
15 Akehurst, A., Vaughan, N. D., Parker, D. A., and dR distance from rocking edge of segment
Simner, D. Modelling of loss mechanisms in a pushing to segment shoulder (m)
V-belt continuously variable transmission. Part 3: Fax axial force on the secondary pulley (N)
belt slip losses. Proc. Instn Mech. Engrs, Part D: Fsp normal load between belt segment side
J. Automobile Engineering, 2004, 218, 1295 –1306. and pulley surface (N)
16 Lebrecht, W., Preiffer, F., and Ulbrich, H. Analysis of I speed ratio
self-induced vibrations in a pushing V-belt CVT. In M, Mmax torque, transmittable torque capacity
Proceedings of International Continuously Variable (Nm)
and Hybrid Transmission Congress, University of ms , m b mass per unit length of a segment and
California, USA, 2004.
a band, respectively (kg/m)
17 Poll, G., Kruse, T., and Meyer, C. Prediction of losses in
n number of bands, n ¼ 1 – 12
belt-type continuously variable transmission due to slid-
ing belt and discs. Proc. IMechE, Part J: J. Engineering V pulley rotated speed (r/min)
Tribology, 2006, 220(J3), 235–243. Nsb-a normal load between segment
18 Narita, K., Deshimaru, J., and Yamada, H. Perform- shoulder and innermost band in the
ance of lubricants for a metal V-belt type CVT. In arc part of the belt (N)
Proceedings of JSME International Conference on Nsb-st normal load between segment
Motion and power transmissions, Fukuoka, 2001, pp. shoulder and innermost band in the
730 – 735. straight part of the belt (N)
19 Ide, T. Metal V-belt used for continuously variable Nbb-a normal load between bands in the arc
transmission for passenger car. J. SAE Jpn, 2000, part of the belt (N)
54(4), 4– 9.
Nbb-st normal load between bands in the
20 Morgan, C. and Fewkes, R. Development of a belt
straight part of the belt (N)
CVT fluid test Procedure using the VT20/25E belt box
for the DEX-CVT specification. SAE paper 2002-01- L belt lubricant flow rate (m3/s)
2819, 2002. Qbelt total friction loss in the belt (kW)
21 Pennings, B., Drogen, M. V., Bansma, A., Ginkel, E. V., Qsp friction loss between belt segment side
and Lemmens, M. Van Doone CVT fluid test: a test and pulley surface (kW)
method on belt-pulley level to select fluids for Qsb-a friction loss between segment shoulder
push belt CVT appilication. SAE paper 2003-01-3253, and innermost band in the arc part of
2003. the belt (kW)

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26
Qsb-st friction loss between segment shoulder
and innermost band in the straight
part of the belt (kW)
Qbb-a friction loss between bands in the arc
part of the belt (kW)
Qbb-st friction loss between bands in the
straight part of the belt (kW)
R radius to rocking edge of segments on
a pulley at a specified speed ratio
r band thickness(m)
SR slip ratio (per cent)
T band tensions (N)
Tin belt lubricant supply temperature (8C)
Tout splash temperature from the primary
pulley (8C)
Vs, Vb velocity of belt and band, respectively
(m/s)
Vsp relative slipping tangential velocity of
segment side to pulley surface (m/s)
Vsb-a relative slipping tangential velocity of
segment shoulder to innermost band
in the arc part of the belt (m/s)
Vsb-st relative slipping tangential velocity of
segment shoulder to innermost band
in the straight part of the belt (m/s)
Vbb-a relative slipping tangential velocity
between bands in the arc part of the
belt (m/s)
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K Narita and M Priest
Vbb-st relative slipping tangential velocity
between bands in the straight part of
the belt (m/s)
X distance from centre of the primary
pulley to that of the secondary
pulley (m)
a angle shown in Fig. 2 (8)
b active arc angle on a
pulley (8)
l half the pulley wedge
angle (8)
r density of test oil (kg/m3)
msp coefficient of friction between belt
segment side and pulley surface
msb coefficient of friction between segment
shoulder and innermost band
mbb coefficient of friction between bands
m0 composite coefficient of friction
between belt segment side and pulley
surface
Subscripts
p primary (drive) pulley
s secondary (driven) pulley
1 upper part of the belt
2 lower part of the belt
JET169 # IMechE 2007