I-Transmission

Transmission system 3720001

SEMINAR REPORT
ON

I-TRANSMISSION
TRANSMISSION SYSTEM
Submitted By
Name: RACHHADIYA JASMINKUMAR K.
K
Enrollment No: 190280711019

GUJARAT TECHNOLOGICAL UNIVERSITY

Mechanical Engineering Department,

L. D. College of Engineering,Ahmedabad.
2020
 I-Transmission system 3720001

C.U. SHAH POLYTECHNIC, SURENDRANAGAR

DEPARTMENT OF AUTOMOBILE ENGINEERING

CERTIFICATE
This is to certify that Mr. RACHHADIYA JASMINKUMAR K of
M.E. in I.C. Engine & Automobile,

Enrollment No. 190280711019 has successfully completed

Seminar on

I-TRANSMISSION SYSTEM

To My Satisfaction and Submitted the Same during Academic Year 2019-20

Towards To Partial Fulfillment of M.E. SEM-II Under

Gujarat Technological University under the guidance of

Department of Mchanical engineering,

L. D. College of Engineering,Ahmedabad.

Seminar guide HOD (Mechanical department)

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INDEX
NO. CONTENTS Page no.
Abstract 5
Introduction 6
1 1: I-brake (speed dependent dual caliper 8
braking system)
1.1: working of speed dependent dual caliper 9
Brake
1.2: Conclusion 10
1.3: Advantages 10

2 2: Active front steering system 11

2.1:Introduction 11
2.2: Components 11
2.3: working 12
2.4: Calculation 12-13
2.5: Advantages 14
2.6: Disadvantages 14

3 3: rear axle with AKC(active kinematic 15

control)
3.1:introduction 15
3.2 working 16
3.3: steering wheel configurations 17
3.4: Electromechanical actuator 19
3.5: Advantages 20
3.6: disadvantages 20

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4 4: CDC(continuously damping 21
control)suspension with shock generator
4.1: Fundamentals of suspension 21
4.2: introduction of CDC suspension 22
4.3: GenShock- Technology 23
4.4: working of CDC suspension 24
4.5: Advantages 26

5 5. IVT (Infinitely Variable Transmission) 27

Toroidal Traction Drive.
5.1: Introduction 27
5.2: components 27
5.2.1: double roller full toroidal variator 28
5.2.2: toroidal Discs 28
5.3: working 28-29
5.4: Reverse gear arrangement 29-30
5.5: Advantages 30

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(I-Transmission)
INTELIGANT TRANSMISSION SYSTEM

ABSTRACT
In the existing automobile market which is growing, the competition for better automobile in
climbing up enormously. We also know the importance of an incredible performance of
automotive vehicle by help of excellent working of braking system, steering system,
suspension system. Our present requirement is Comfortable drive and complies with current
factor of safety for vehicle.

My concept is an innovation in all conventional transmission system and gives a maximum

benefit like safety, comfort, control, low maintenance; comply with modernization, long life.
It’s all possible with I-Transmission system. It’s included five different systems. I-brake is
intelligent speed dependent system, its improved braking and decrease stopping distance. 4
Wheel Steering System gives 64.4% reduction in turning circle radius of a sedan which is
reduced from 5.394m to 1.92m, CDC is an electronic damping system that noticeably
increases driving safety, comfort, and dynamics by adjusting damping forces optimally for
each individual wheel. A control unit calculates the requisite damping forces within
milliseconds, and adjusts the dampers just as quickly.IVT is seamless transmission its provide
variable higher ratio and individual wheel rotation, its help in zero turn.

That’s the all challenges are face through this system and requirements are achieving by I-
Transmission system.

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INTRODUCTION
In this type of power train used intelligent system. The intelligent systems are controlled by
accurate controller; by using the I-transmission system improve vehicle drivability, seamless
transmission, fuel economy and comfortability. Reason of this advantages is the system is more
update and innovative than conventional transmission system. All systems are controlled by
sensors, actuators and ECU; some systems are relative with other system and totally different
than traditional.

I-brake (speed dependent dual caliper braking system) is controlled by vehicle speed, its
consists twin brake caliper. Both calipers are not work every time but is dependent on vehicle
speed. This braking system is very useful in pedestrian safety and prevent stopping distance.

Active front steering system is turn more than normal steering system because it’s have some
step-up gearing with hub knuckle and king pin assembly. Active front steering’s toe angle is
around up to 90°. Then the result is easy turning in heavy traffic, easy parking, improvement in
handling and decrease turning circle.

Rear axle with AKC (active kinematic control) it’s like four wheel steering system but it’s
different than mechanical four wheel steering system. Its consists rear mounted toe control
actuator is control the rear both wheel toe angle around 20°-30° by using some data of front
steering angle. Most useful during cornering, its prevent vehicle skidding and turn more easily.

CDC (continuously damping control) suspension with shock generator is work continuously
and damp shock continues, the shock generators is take mechanical shock through shock
absorber and generate the electricity. These systems is prevent vehicle rolling during cornering
and make sure good drivability, luggage safety and comfort, and generated electricity is used
for other vehicle application.

IVT (infinitely variable transmission) Toroidal traction drive is one type of CVT but consists its
Toroidal and roller; IVT is helpful for seamless power transmission and improve fuel economy.
But its main feature is the different rotation on one axle in both wheel, its help for sharp turn
and zero turn.

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Transmission system 3720001
When the all system is work together, that’s the II-TRANSMISSION
TRANSMISSION system, nothing is
conventional it’s like future of modern automobile.

I-transmission system included,

1. I-brake (speed dependent dual caliper braking system)

2. Active front steering system

3. Rear axle with AKC (active kinematic control).

4. CDC (continuously
sly damping control) suspension with shock generator

5. IVT (infinitely variable transmission) Toroidal traction drive.

Fig
Fig. I:I-transmission system
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1. I-BRAKE (SPEED DEPENDANT DUAL CALIPER BRAKING

SYSTEM)
A brake is a device by means of which artificial frictional resistance is applied to moving
machine member, in order to stop the motion of a machine. In the process of performing this
function, the brakes absorb either kinetic energy of the moving member or the potential energy
given up by objects being lowered by hoists, elevators etc. The energy absorbed by brakes is
dissipated in the form of heat. This heat is dissipated in to the surrounding atmosphere to stop
the automobile, so the brake system should have the following requirements:

1. The brakes must be strong enough to stop the automobile within a minimum Distance in an
emergency.

2. The driver must have proper control over the automobile during braking and the automobile
must not skid.

3. The brakes must have good ant fade characteristics i.e. their effectiveness should not
decrease with constant prolonged application.

The disc brake is a wheel brake which slows rotation of the wheel by the friction caused by
pushing brake pads against a brake disc with a set of calipers. The brake disc (or rotor in
American English) is usually made of cast iron, but may in some cases be made of composites
such as reinforced carbon–carbon or ceramic matrix composites. This is connected to the wheel
and/or the axle. To stop the wheel, friction material in the form of brake pads, mounted on a
device called a brake caliper, is forced mechanically, hydraulically, pneumatically or
electromagnetically against both sides of the disc. Friction causes the disc and attached wheel
to slow or stop. Brakes convert motion to heat, and if the brakes get too hot, they become less
effective, a phenomenon known as brake fade. But there is no increase in brake fluid pressure
getting increased while riding the automobile faster. As the same brake fluid pressure is going
to act on the Caliper whether the automobile goes faster or slower. So our idea comes in
bringing the changes of brake fluid pressure depending on the automobile speed.

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1.1: WORKING OF SPEED DEPENDENT DUAL CALIPER DISC

BRAKE
Whenever we press the brake pedal in automobile, the brake fluid enter into the Caliper of the
Disc Brake through the master cylinder. This is done by the ECU only if the automobile speed
is below the pre-setted
setted speed. Incase if the automobile speed exceeds
exceed the pre-set
set value then the
ECU is said to come into the play. The ECU sends signal to the another Caliper such that
indicating the automobile speed is high than the pre
pre-set
set value, Therefore the another caliper
also holds down the rotating disc along with the first caliper which is already in place. This
increases the efficiency with which the brake stops the automobile forward motion.
motio

Fig 1.1: Working Layout of ourr design Fig 1.2: Dual Caliper Action in Disc Brake

In this braking system, when the speed is lower than 130km/h then the second caliper pressure
valve is closed by speed sensing signal. And only actuate one of any caliper. If the vehicle
speed is higher than 130 km/h, then the both caliper work together.
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1.2: CONCLUSION

The graph which gets generated by the Solid Works Simulation tells that if two automobile are
said to have, one with the normal disc brakes with single caliper and other with the dual caliper.
The comparison shows that the stopping distance gets reduced by about 4.63%, Where if the
normal automobile stops at a distance of 194m running at 130km/hr., then this speed dependent
dual caliper action in disc brake makes the automobile to stop at a distance of 185m running at
130km/hr.

1.3: ADVANTAGES
1. Decrease stopping distance
2. Improve pedestrian safety by quick stopping
3. Increase vehicle and passenger safety
4. Accurate braking and control
5. Very useful in driver assistant system & emergency braking
6. Most helpful for Collision Prevention Assist and pre safe braking

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2. ACTIVE FRONT STEERING SYSTEM

2.1: INTRODUCTION
This system is not ordinary steering system; it has a different mechanism and working. Power
steering rack is common but lower arm is something discrete and used step gear for increase of
toe angle and steerablity. By using this steering mechanism, vehicle turns more easily and
decrease turning radius. Helpful in tight parking and used with Toroidal IVT (infinitely variable
transmission) transmission and AKC (Active Kinematic Control) together it’s create zero turn
and improve vehicle control and this steering is more turn than conventional steering ,its toe
angle is approx. 80°-90°.

2.2: COMPONENTS
1. Lower Arm(with suspension)
2. Stabilizer & Stabilizer link
3. Suspension Arm
4. Steering rack &Control rod
5. Step -up gearing
6. Power steering rack
7. Lamoine king pin

Fig.2.1 : zero turn steering mechanism

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2.3: WORKING

This steering mechanism has a common hydraulic rack & pinion steering but other components like
step gearing with suspension its help to turn more than ordinary vehicle. Stabilizer is connecting with
lower arm through stabilizer link. Lower arms are connecting with sub frame and upper joint of
suspension is connecting with body. The main steering gear is bigger than secondary king pin gear and
it has more teeth, therefore it’s allow to more turn than main gear and result is, toe angle is possible
about 80°-90°.

When this steering is work with Toroidal traction transmission and active toe rear axle are work
together, it means possible rhythmic vehicle control.

Fig.2.2: different movement of active steering system

2.4: CALCULATION
Calculation for steering angles for the turning radius.
Assume the 𝞱 and 𝟇 both are 85°
Wheel base (b) = 2.743m
Length of wheel track (a) = 1.274 m
Distance between pivot point (c) =1.065m

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Fig.2.3: Turning radius when assume the 𝞱 and 𝟇 both are 85°

Turning radius of rear front wheel

𝑹𝒊𝒇 = - (𝑎 − 𝑐/2)

𝑹𝒊𝒇 = 2.65 m

𝑹𝒐𝒇 = + (𝑎 − 𝑐/2)

𝑹𝒐𝒇 = 2.85 m

𝑹𝒊𝒓 = - (𝑎 − 𝑐/2)

𝑹𝒊𝒓 =0.126 m

𝑹𝒐𝒓 = + (𝑎 − 𝑐/2)

𝑹𝒐𝒓 =0.33 m

All radiuses are lower than convention vehicle turning radius

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2.5: ADVANTAGES
1. Easy parking in heavy traffic
2. Improvement in handling and drivability
3. Decrease turning circle
4. When using with Toroidal IVT (infinitely variable transmission) transmission and AKC
(Active Kinematic Control) ,its enables the vehicle to turn 360°
5. This system is help turn easier than convention vehicle because its toe angle is 80°-90°

2.6: DISADVANTAES
1. Size up steering system
2. More mechanical movement than common power steering system

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3. REAR AXLE WITH AKC (ACTIVE KINEMATIC CONTROL).

Fig.3.1: Active toe control rear axle

3.1: INTRODCTION
Sometimes called a Modular Rear Axle System. It’s designed for regular cars, not Jaguars and
Ferraris; axle replaces the twist beam axle and some double wishbone setups. The basic axle is
a further development of a Semi-Trailing Arm Rear Suspension (mSTARS) setup. But it will be
cheap, and it also provides more width between the arches for the trunk and fuel tank.

Just because the technology hints at a cheap FWD car doesn't mean that it's limited to Fiestas
and Corollas. In fact, it can be fitted with a conventional drive system or an electric one. It
consists of an electric motor, the single-speed transmission with differential, housing, and
cooling unit, as well as the power electronics complete with control software. Toyota recently
used such a system in Prius all-wheel drive.

Fig.3.2: Active rear axle with individual actuator

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3.2: WORKING
In this case, the rear wheels actively assist the front steering angle. At low speeds, this gives the
car a smaller turning radius, while at higher speeds it increases agility. Steerable rear axles
supporting the steering angle of the front axle stand have long been on the agenda of the
automotive industry because can improve both driving safety as well as driving dynamics by
this technique.

The tuning of the track is an important task in chassis development. This is done in the interest
of an optimal driving behavior, because the toe angle in the chassis is responsible, among other
things, for the straight-line braking and for perceived by the driver's steering precision.
Suspension components such as track and control arms provide for a series vehicle that defined
in chassis development adjusts the tracking maintains accurate.

This system consists an adjustable-length track link which is at the centre of the active system:
an electromechanical actuator can vary the toe angle while driving; integrated into the
Aktuatorelektronik control software gives the orders. An advantage is that due to the toe angle
change results in a steering movement. Although this is about three degrees small compared to
the front axle, a steering intervention on the rear axle has higher effects. In conjunction with the
steering angle of the front wheels, it makes a much more tangible positive influence on driving
behavior. This is the principle of Active Kinematics Control (AKC).

Depending on the requirements and available space there is energy efficient for the ‘Power-on-
demand’ principle working the AKC system in two ways: either with a controller in the centre
of the rear axle, also known as ‘central plate’ system designated or Porsche 911 Turbo (fig.)
and 911 GT3 with one actuator per wheel (fig.)

Fig.3.3:centrlal plate rear axle system Fig.3.4 :Individual actuator per wheel

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AKC® allows the track of both back wheels to be regulated actively and independently for
each wheel. This leads to greater driving stability at higher speeds. Handling, agility and
driving enjoyment are improved significantly at normal speeds, e.g. in city traffic. A turning
circle reduced by up to 100 % increases maneuverability con-
con siderably. Additional functional
benefits arise when AKC® works as part of a network of active driving dynamic systems.

3.3: STEERING WHEEL CONFIGURATIONS

Fig.3.5:
.3.5: possibilities of four wheel steering

(a)Two Wheel Steer: A 4-Wheel

Wheel Steering System is flexible enough to work as a 2-wheel
2 steer
by restricting the rear wheel movement.

(b)Four Wheel Steer: Front wheel directions are opposite to rear wheel directions. This helps
to take sharp turn with least turning
ning radius. This is done at slow speed.

(c)Crab Steer: At high speed lane change, both the front and rear wheels face in same
direction.

(d)Zero turn: Front and Rear wheels are so aligned that the vehicle moves in a circle of ‘zero

radius’.

3.5: ELECTROMECHANICAL
LECTROMECHANICAL ACTUATOR

Fig.3.5: Types of electromechanical actuator

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The steering assistance is performed by AKC by electromechanical actuator, which has no
mechanical connection to the steering wheel. It is therefore a pure ‘by-wire’ system. This has
the advantage that the AKC can be integrated into the active control network of the respective
cars. Then it supports the function of other active systems –for example, in combination with
ESP. Linked to AKC and improving the anti-lock braking system, stabilizing interventions of
brake and rear axles, the handling of the vehicle during braking. Thus, the system increases
safety and driving dynamics at the same time. When braking on different gripping surfaces the
braking distance is shortened.

At low speeds, AKC moves the rear wheels in the opposite direction to the steering angle of the
front wheels. This reduces the vehicle’s turning radius helping to improve driver comfort.

At higher speeds, the rear and front wheels steer in the same direction improving the vehicle’s
stability. When all wheels steer into the same direction, the vehicle rotation around the vertical
axis is reduced, enabling safer driving.

Even during lane change manoeuvres on low-mu surfaces, the car stays on course. Connecting
the two steering systems could also be leveraged for automated vehicle functions. The
prototype demonstrates an effective steer by-wire control concept. This could be used to control
autonomous overtaking and lane change manoeuvres with greater precision.

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3.6: ADVANTAGES
1. The rear wheels actively assist the front steering angle. At low speeds, this gives the car a
smaller turning radius, while at higher speeds it increases agility.
2. The technique brings benefits in almost every situation, when it comes slowly through narrow
streets; they deflected in opposite direction to the steering angle of the front wheels and
produced a higher yaw rate of the vehicle." In order up to ten percent, then reduced the
turning circle, cars are more easily maneuverable. At higher speeds, i.e. from about 60kph,
the system steers the rear wheels in the same direction as the front wheels and thus improves
directional stability and driving dynamics.
3. Safety and comfort can be increased even further when we combine our steering, braking,
active chassis systems as well as camera and radar systems to offer the next generation of
automated driving and driver assist systems. Even as a single system, it increases comfort,
driving dynamics and safety considerably.
4. Superior cornering stability: The vehicle cornering behavior becomes more stable and
controllable at high speed as well as on wet slippery road surfaces.
5. Improved steering response and precision: The vehicle response to steering input becomes
quicker and more precise throughout the vehicle enter speed range.
6. High speed straight line stability: The vehicle’s straight –line stability at high speed is
improved. Minimized negative effects of road irregularities and crosswinds.
7. Improved rapid lane-changing maneuvers: This is stability in lane changing at high speed
is improved. In high speed type operation become easier. The vehicle is less likely to go into
a spin even in situations in which the driver must make a sudden and relatively large change
of direction.
8. Smaller turning radius: By steering the rear wheels in the duration opposite the front wheels
at low speed, the vehicle’s turning circle is greatly reduced. Therefore, vehicle maneuvering
on narrow roads and during parking become easier.
9. Controlling: Computer-controlled Quadrasteer can be switched on and off and has an
effective trailer towing mode.

3.7: DISADVANTAGES
1. Their implementation was too expensive, too complicated or too intense usage.

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4. CDC (CONTINUOUSLY DAMPING CONTROL) SUSPENSION

WITH SHOCK GENERATOR
4.1: FUNDAMENTAL OF SUSPENSION
When moving, external forces and impacts act on the vehicle, producing movements and
vibrations in the direction of the vehicle's three spatial axes (transverse, longitudinal and
vertical axes). The aim is to minimize the impact of these forces on driving comfort, driving
safety and operating safety by striking a good balance between tthe
he suspension system and the
vibration damping system. The task of suspension systems is to absorb and reduce the forces
produced and, if possible, to keep them away from the vehicle body.

Fig.4.1
.4.1: vehicle vibration geometry

Twitching Vibration in the direction of the longitudinal axis (shudder)

Roll Torsional vibration about the longitudinal axis (snaking, rolling, tilting)

Drifting Vibration in the direction of the transverse axis

Pitching Torsional vibration about the transverse axis (pitching)

Bouncing Vibration in the direction of the vertical axis (impacts, vertical vibration)
Yawing Torsional vibration about the vertical axis
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4.2: INTRODUCTION OF CDC (CONTINUOUSLY DAMPING

CONTROL) SUSPENSION
CDC® is an electronic damping system that noticeably increases driving safety, comfort, and
dynamics by adjusting damping forces optimally for each individual wheel. A control unit
calculates the requisite damping forces within milliseconds, and adjusts the dampers just as
quickly

Vehicle sensors monitor values such as body, wheel, and lateral acceleration, and use them to
generate the ideal damping forces
orces for each individual wheel on a continuous basis. The
Customized Line includes the CDC® actuators; the Active Line goes beyond the actuators to
offer the entire system consisting of actuators, sensors, hardware, and software.

Fig.4.2: CDC (continuously damping control) adaptive suspension

With this project, it is making use of its long

long-standing know-how
how of adaptive dampers.
Continuous Damping Control (CDC) is currently used in Alpina, Audi, Bentley, BMW, Ferrari,
Maserati, Opel, Rolls-Royce,
Royce, Mercedes
Mercedes-Benz,
Benz, Porsche and Volkswagen. A total of around 14
million CDC systems have already come off the production line at ZF, and the company expects
an annual production of more than three million CDC units for passenger car applications alone
by
y 2016. In addition, there are ZF systems for buses, trucks, agricultural machines and
motorcycles.
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4.3: GENSHOCK-TECHNOLOGY
It's only a matter of time before cars' suspensions become a part of the electric power-
regeneration process (similar to regenerative braking). The active dampers employ a new type of
valve technology to regulate the flow of oil in the shocks, which is the basis for the active and
regenerative characteristics. The technology is contained in a device mounted to the outside of
each shocks.

The process is reversed when the shock is regenerating energy. As the vehicle is traversing
uneven terrain or is unsettled in a turn, during acceleration or while braking, the swaying motion
of the piston in the damper pushes fluid past the electrohydraulic gear pump, which drives the
electric motor and converts the kinetic energy into electricity that is fed back into the power
supply. If you think that a system like this would function better on poor road surfaces, you're
right. The rougher the road surface, the more movement the damper experiences, which
generates more electricity.

Fig.4.3.1: Flow diagram of GenShock

Automakers have long sought a suspension that allows sport cars handling while maintaining the
comfort of a premium luxury sedan. The difficulty in achieving this outcome rests in balancing
comfort and handling; comfort requires a soft suspension to absorb bumps, while handling
requires stiffness for control. Previous attempts to achieve high-bandwidth active suspension
have fallen short due to cost, complexity and power consumption. GenShock-technology to

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unite the vast gains of active suspension with modest power consumption, minimal complexity
and affordable cost.

Fig4.3.2: CDC control valve or shock generator with gear pump

As soon as the driving situation permits, the innovative valve system automatically uses the
swaying motion of the damper piston to recover energy. Then, the system guides the oil in the
damper in such a way that it drives the electric pump motor. This then functions like a generator;
it converts the generated kinetic energy into electricity and feeds it into the vehicle power
supply, thus contributing to a reduction in CO2 emissions. This effect is most powerful when the
vehicle is traveling on poor quality country roads.

4.4: WORKING OF CDC SUSPENSION

An innovative functional unit, fitted to the outside of the damper, forms the technological basis
of the active, regenerative system. The valve technology has been developed specifically for
this application. The very compact unit is composed of its own control unit, an electric motor
and an electrohydraulic gear pump. Driven by an electronically controlled electric motor, the
gear pump regulates the oil flow in the damper. "For dynamics comfort and safety, it is
essential that active forces can be applied into the chassis." For this reason.

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Fig.4.4.1: Flow chart of CDC

Fig4.4.2: Damping curve

The damping characteristic curve not only adapts optimally and automatically to each driving
situation, but bodywork pitch motions are also virtually eliminated during abrupt braking
maneuvers and rolling motions. Moreover, the technology is capable of actively raising each
individual wheel.

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Fig4.4.3: loop control of CDC

4.5: ADVANTAGES

1. GenShock-technology is a fully active system for passenger cars which combines

dynamics, safety and comfort characteristics with minimum energy consumption
2. Intelligent, simple design creates the basis for future cost-effective volume production
3. Greater safety thanks to optimized wheel damping
4. Enhanced driving comfort and dynamics
5. Reduced roll, pitch, and vertical motion
6. Shorter braking distances thanks to better road contact
7. Damping forces are only increased in the direction of motion where they are needed
8. Damping forces are adjusted with targeted precision
9. Optimum wheel damping
10. More degrees of freedom in vehicle tuning
11. Safety: Vehicle remains stable in terms of driving dynamics and is easy to keep under
control even in challenging situations
12. Greater safety and better handling in highly critical maneuvers:

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1. Braking: Potentially shorter braking distances
2. Lane changes: Better control and handling due to lower roll angle
3. Steering: Smaller steering angle
4. Acceleration: Less pitching, better wheel control

13. Cargo protection: Less damage to cargo & packaging.

14. Vehicle wear: Vehicle components are subject to less stress; maintenance costs decrease

15. Ride comfort: Reduced vehicle body and seat acceleration; CDC® lowers driver fatigue;
passengers have a more pleasant trip

5. IVT (INFINITELY VARIABLE TRANSMISSION) TOROIDAL

TRACTION DRIVE.

5.1: INTRODUCTION

Subsets of CVT designs are called infinitely variable transmission (IVT).its consists Toroidal
discs and roller, not a belt and tapper roller like CVT. fully system is controlled by hydraulic
and electronics. By using this transmission control of vehicle is easier, because both rear wheels
are turns individual speed and individual rotation. When this system is use with AKC & active
front steering its turn ZERO turn, because zero turn required individual rear wheel rotation

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Fig5.1: IVT (Infinitely Variable Transmission)

5.2: COMPOPNENTS

 Double full roller

 Toroidal discs
 Hydraulic controls
 Electronic control module

5.2.1: Double Roller Full Toroidal Variator – DFTV:

In this type of variator use two roller and give

higher ratio, system is possible more compact

Fig5.2.1: Double Roller Full Toroidal Variator

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5.2.2: TOROIDAL DISCS:

The discs are clamped onto the roller so that it contacts the discs with a very high force.

Fig5.2.2: full toroidal disc

5.3: WORKING
The heart of the Toroidal IVT is the full toroidal traction drive Variator. The schematic in
Figure explains the operating principle of the Variator. The engine drives the input discs (1)
and power is transmitted via the rollers (2) to the output discs (3)
(3).. When the rotational
velocities of the input and / or output discs change, the rollers automatically alter their
inclination in order to adjust to the new operating conditions (4). Power transmission is
achieved by traction, i.e. by shearing an extremely thin, elasto-hydrodynamic
hydrodynamic fluid film
(traction fluid [1]) and not through metal
metal-to-metal
metal friction. Hence the name 'traction drive',
which is defined in [2], as: “a power transmission 2 2

device which utilizes hardened, metallic, rolling

bodies for transmission of power through an elasto-
elasto
hydrodynamic fluid film”.

1. The input disc

Powered by the engine 4 4

2. The variator roller

Transfer power and match Disc speeds…
3. The output disc
Transmit power to the drive shaft Fig5.3.1: Full toroidal Variator schematic
 I-Transmission system 3720001
4. Ratio Change
Rollers “steer” like a castor to reflect
the ratio change.

In this transmission getting variable speed by controlling the variator roller and change gear
ratio without brake. Use three variator between two toroidal, and control the variator angle and
control the ratio by hydraulic control and the hydraulics are controlled by sensors and high
accurate actuators. But when required individual wheel control then require four toroidal discs
and individual output gear.

Fig5.3.2: Single full roller toroidal transmission

5.4: Reverse gear arrangement

Investigating a typical IVT arrangement in more detail, the mechanical shunt is achieved by providing a
split power path where the engine is connected directly to both the planet carrier of a mixing epicyclic
via a gear set and to the input of the Variator. The output from the Variator is connected to both the sun
gear of the epicyclic and to the output shaft of the transmission through a wet plate clutch (high regime
clutch). The annulus of the epicyclic is also linked to the output shaft of the transmission through
another wet plate clutch (low regime clutch).its help in individual wheel rotation. The reverse gear is
controlled by planetary gear train, its place at both input toroidal discs.

M.E. in I.C. Engine & Automobile Sem-II 29

 I-Transmission system 3720001

Fig5.4: reverse gear acting

5.5: ADVANTAGES

1. Toroidal IVT is provide seamless transmission and higher drive ratio

2. This transmission is very compact
3. Possible individual wheel rotation and speed
4. When use with AKC, possible ZERO turn and park in tight parking
5. A CVT operating at around 88% will still outperform the fuel efficiency and CO2.This is
because it can hold the IC engine at its most efficient power delivery during acceleration.
Operating at above 95% a DFTV - CVT will deliver over 10% greater fuel economy than
any automatic or DCT.

M.E. in I.C. Engine & Automobile Sem-II 30