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There are many times when words can¶t express thankfulness, often fails as
same as with us today, as we can¶t find perfect words that would express our deep
dense of gratitude and satisfaction. We are intended to our inspiring guide who has
extended all valuable guidance, help and constant encouragement through various
different stages for the onslaught of project.

In the final year of graduation, every student is really very excited as they
have to prove themselves capable of applying the concept to practical cases in
project preparation. If student¶s enthusiasm is properly directed by teachers, it may
have potential to create history.

We take immense pleasure to thank Prof. H.S.Patil for his valuable guidance
and co-operation in our project work. We would also like to thank head and other
faculties of mechanical department for their support to carry out the project.
Finally we would like to thank parents, friends and all other persons who were
involved directly or indirectly in project for their help and motivation to complete
our project work successfully.



c
c

cs the U.S. government enacts new regulations for automotive fuel
economy and emissions, the continuously variable transmission, or CVT, continues
to emerge as a key technology for improving the fuel efficiency of automobiles
with internal combustion (IC) engines.c à

 

  



() is a transmission which can change steplessly through an infinite number of
effective gear ratio between maximum and minimum values. This contrasts with
other mechanical transmissions that only allow a few different distinct gear ratios
to be selected. Since the engine always runs at the most efficient number of
revolutions per minute for a given vehicle speed, CVT-equipped vehicles attain
better mileage and acceleration than cars with traditional transmissions.
clternatively it can be used to maximize the performance of a vehicle by allowing
the engine to turn at the RPM at which it produces peak power. This is typically
higher than the RPM that achieves peak efficiency.Different types of CVTs are
used by automobile companies viz. Variable diameter pulley type CVT,
ToroidalCVT,Cone CVT, Hydrostatic CVT etc. In this project we are working on
Toroidal type of CVT, which uses discs and rollers. Here, we are going to design
and manufacture a working model of toroidal CVT and at last will calculate the
torque and power delivered at the output.
‘




The word ³transmission´ is used for a device that is located between the
clutch and shaft. c transmission allows power to be sent from a power source,
most often an engine or motor, to a drive mechanism. Transmissions use gears and
a clutch to convert the speed of the power source into torque. c basic automotive
transmission system or auto transmission system comprises of various transmission
components such as gears, shafts and other parts, which function together to enable
the movement of an automobile. cutomobile or automotive transmission system
consists of various devices that help in transmitting power from the engine through
the drive shaft to the live axle of an automobile. Gears, brakes, clutch, fluid drive
and other auto transmission parts work together for transforming the speed ratio
between the engine and wheels of a vehicle.

The purpose of the transmission is to provide high torque at the time of

starting, hill climbing, accelerating and pulling a load. When a vehicle is starting
from rest, hill climbing, accelerating and meeting other resistances, high torque is
required at the driving wheels. Hence a drive must be provided to permit the
engine crankshaft to revolve at relatively high speed. This is obtained by a set of
gears called a transmission or gear set.

  
c   
 

The automobile transmission system can be classified into two types

including manual transmission and automatic transmission. In case of the manual
transmission system, the vehicle is driven with the assistance of gearshift and foot
clutch. The other components, which are used in this process, are flywheel,
pressure plate and ring gears.In case of the automatic transmission system, the
gears are changed automatically corresponding with the vehicle's speed. The basic
components essential for this process are modulator, torque converter, planetary
gears, governor, computer, seals and hydraulic designs.

c
 
c   
 
The manual as well as automatic transmission systems have their own
advantages and disadvantages. To start with, the manual transmission system
increases fuel efficiency of the vehicles. It is cost-effective in terms of
maintenance. In this process, the driver has the optimum control over the vehicle.
cutomobiles enabled with manual transmission system can overtake other vehicles
much easily as it comes with extra throttle valve. It allows driver to go for lower
gear that makes the process more powerful. The automatic transmission systems
remove the task of depressing clutch pedal and choosing a gear ratio. The process
makes the task simple and easy. Unlike manual transmission, the auto transmission
system has only two pedals instead of three. To select any mode, the diver needs to
use a gear-shift lever fixed on the car floor. Here, the person needs to maneuver
through shift lock buttons provided on the lever. In the vehicles enabled with
automatic transmission system, you would find P for Park, R for Reverse, N for
Neutral and D for Drive. On the selection of option P, the transmission system gets
locked mechanically. The car stops to move. The Neutral option is selected to stop
the wheels completely. If driver puts car on Neutral mode, one cannot start it.
However, car can be shifted forth or back smoothly. Reverse mode helps the driver
to drive in reverse direction. For this, the driver needs to push the shift lock button
on the lever. Drive option allows the car to go in forward direction through various
forward gears.

Some of the cars in India, which have set the best examples of the automatic
transmission system, are Skoda Superb, Toyota Camry and Honda CR-V.
Nevertheless, both the systems have certain disadvantages also. In manual
transmissions, the driver needs to be very careful and proficient. It loses to
automatic transmission system in case of driving in the hilly regions. cs per
automatic transmission system is concerned, it does not allow optimum fuel
efficiency.
 
 cc

c  
The continuously variable transmission (CVT) although a pretty new
innovation to the automobile industries, the idea has been around since the 15th
century when Leonardo Da Vinci sketches his version of a stepless continuously
variable transmission. The main advantage and appeal of the CVT is the fact that
there are infinite amounts of gear ratios between a maximum and a minimum
(there are no gears in the CVT; however the term gear ratio is still used for what it
represents). It provides better fuel economy, a smoother drive and more useable
power than offered by an automatic transmission.

Fig---
With a CVT you never feel the transmission shift when driving and it changes
adapting to the driving condition.

The CVT operates on many different systems of which there are 3 common
types which will be discussed here:

m‘ The Variable-Diameter System

m‘ The Toroidal System
m‘ The Hydrostatic system.


 
     
In this most common CVT system, there are two V-belt pulleys that are split
perpendicular to their axes of rotation, with a V-beltrunning between them. The
gear ratio is changed by moving the two sections of one pulley closer together and
the two sections of the other pulley farther apart.

Fig-------

Due to the V-shaped cross section of the belt, this causes the belt to ride
higher on one pulley and lower on the other. Doing these changes the effective
diameters of the pulleys, which change the overall gearratio. The distance between
the pulleys does not change, and neither does the length of the belt, so changing the
gear ratio means both pulleys must be adjusted (one bigger, the other smaller)
simultaneously to maintain the proper amount of tension on the belt.

  

cnother version of the CVT -- the toroidal CVT system -- replaces the belts
and pulleys with discs and power rollers.
Fig----
clthough such a system seems drastically different, all of the components are
analogous to a belt-and-pulley system and lead to the same results -- a
continuously variable transmission. Here's how it works:

m‘ One disc connects to the engine. This is equivalent to the driving pulley.
m‘ cnother disc connects to the drive shaft. This is equivalent to the driven
pulley.
m‘ Rollers, or wheels, located between the discs act like the belt, transmitting
power from one disc to the other.

 
à
 Fig-----

Hydrostatic transmissions use a variable displacement pump and a hydraulic

motor. cll power is transmitted by hydraulic fluid. These types can generally
transmit more torque, but can be sensitive to contamination. Some designs are also
very expensive. However, they have the advantage that the hydraulic motor can be
mounted directly to the wheel hub, allowing a more flexible suspension system and
eliminating efficiency losses from friction in the drive shaft and
differentialcomponents. This type of transmission is relatively easy to use because
all forward and reverse speeds can be accessed using a single lever.

In this project we are working on Toroidal type of CVT, which uses two
discs and two rollers. Toroidal CVTs are made up of discs and rollers that transmit
power between the discs. The discs can be pictured as two almost conical parts,
point to point, with the sides dished such that the two parts could fill the central
hole of a torus. One disc is the input, and the other is the output (they do not quite
touch). Power is transferred from one side to the other by rollers. When the roller's
axis is perpendicular to the axis of the near-conical parts, it contacts the near-
conical parts at same-diameter locations and thus gives a 1:1 gear ratio. The roller
can be moved along the axis of the near-conical parts, changing angle as needed to
maintain contact. This will cause the roller to contact the near-conical parts at
varying and distinct diameters, giving a gear ratio of something other than 1:1.





 
c 


c new version of the CVT - the toroidal CVT system -- replaces the belts and
pulleys with discs and power rollers.

clthough such a system seems drastically different, all of the components are
analogous to a belt-and-pulley system and lead to the same results -- a
continuously variable transmission. Here's how it works:

6‘ One disc connects to the engine. This is equivalent to the driving pulley.
6‘ cnother disc connects to the drive shaft. This is equivalent to the driven
pulley.
6‘ Rollers, or wheels, located between the discs act like the belt, transmitting
power from one disc to the other.

The wheels can rotate along two axes. They spin around the horizontal axis and tilt
in or out around the vertical axis, which allows the wheels to touch the discs in
different areas. When the wheels are in contact with the driving disc near the
center, they must contact the driven disc near the rim, resulting in a reduction in
speed and an increase in torque (i.e., low gear). When the wheels touch the driving
disc near the rim, they must contact the driven disc near the center, resulting in an
increase in speed and a decrease in torque (i.e., overdrive gear). c simple tilt of the
wheels, then, incrementally changes the gear ratio, providing for smooth, nearly
instantaneous ratio changes.



  
m‘ Many small tractors for home and garden use have simple rubber belt
CVTs.
m‘ Nearly all snowmobiles, old and newscooters use CVTs(rubber belt or
variable pulley type).
m‘ Some drill presses and milling machines contain a pulley-based CVT.

cc
c 
6‘ngine runs at optimum rpm
6‘It provides a smooth and rapid torque for the same engine
6‘It enhances fuel efficiency and smooth operation.
6‘Less greenhouse emissions.
6‘It is simpler to build and repair

6‘ It operates smoothly as there is no gear changing in its operation. Decreases

engine fatigue

6‘ cllows for an ³infinite´ number of gear ratios, maintaining the engine in its
optimum power range

6‘ More mechanically efficient than cutomatic transmissions.

6‘ Greater fuel efficiency than both manual and automatic transmissions.(Fuel

savings of more than 17% have been achieved).

6‘ Cheaper and lighter than cutomatic transmission,

6‘ Smooth, responsive and quiet to drive



 cc
c 
6‘ Purelymechanical operation so inherent limitations.
6‘ Steel belts, hydrostatic and ratchet CVT advancements are costlier.
6‘ Some CVTs in production vehicles have seen premature failures.
6‘ CVT torque-handling capability is limited by the strength of
theirtransmission medium.
6‘ Some CVTs transmit torque in only one direction, rendering them useless
for regenerative or engine-assisted vehicle braking; all braking would need
to be provided by disc brakes, or similar dissipative systems.



Leonardo da Vinci, in 1490, conceptualized a stepless continuously variable
transmission. The first patent for a toroidal CVT was filed in 1886. From the
1950s, CVTs have been applied to aircraft electrical power generating systems.
c CVT, called Variomatic, was designed and built by the Dutchman Huub van
Doorne, co-founder of Van Doorne'scutomobielFabriek (DcF), in the late 1950s,
specifically to produce an automatic transmission for a small, affordable car. The
first DcF car using van Doorne's CVT was produced in 1958. Van Doorne's
patents were later sold to Volvo along with DcF's car business and CVT was used
in Volvo 340.
In the 1980s and 1990s, the Subaru Justy was offered with a CVT. While the Justy
saw only limited success, Subaru continues to use CVT in its keicars to this day,
while also supplying it to other manufacturers.
Nissan first introduced CVT in the 1992 Nissan March with a unit sourced from
Subaru. In the late 1990s, Nissan designed its own CVT that allowed for higher
torque, and includes a torque converter. This gearbox was used in a number of
Japanese market models. Nissan is also the only car maker to bring roller-based
CVT to the market in recent years. Their toroidal CVT, named the X-troid, was
available in the Japanese market Y34 Nissan Gloria and V35 Skyline GT-8.
However, the gearbox was not carried over when the Cedric/Gloria was replaced
by the Nissan Fuga in 2004.
cfter studying pulley-based CVT for years, Honda also introduced their own
version on the 1995 Honda Civic VTi. Dubbed Honda Multi Matic, this CVT
gearbox accepted higher torque than traditional pulley CVTs, and also includes a
torque converter for "creep" action.
Toyota introduced the -CVT in the 1997 Prius, and all subsequent Toyota and
Lexus hybrids sold internationally continue to use the system. clthough sold as a
CVT it is in fact not such a device as the gear ratios are fixed and the transmission
is actually a torque blending device, allowing either the electric motor or the IC
(internal combustion engine) or both to propel the vehicle. The response of the
complete system (under computer control) is similar in feel to a CVT in that the
IC speed is relatively low and constant under low power or high and constant
under high power.
BMW used a belt-drive CVT as an option for the low and middle range MINI in
2001, forsaking it only on the supercharged version of the car where the increased
torque levels demanded a conventional automatic gearbox. The CVT could also be
manually 'shifted' if desired with software simulated shift points.
General Motors designed a CVT for use in small cars, which was first offered in
2002. cfter just three years, however, this transmission will be phased out in favor
of conventional planetary automatic transmissions. cudi has, since 2000, offered a
chain-type CVT as an option on some of its larger-engine models, for example the
c4 3.0 L V6.
The 2005 Ford Freestyle and Five-hundred use a new chain-driven CVT allowing
engine torque to go up to 300 N-m. The transmission was designed in cooperation
with the German Company Sachs - ZF and is currently produced in Batavia, Ohio.
The CVT is computer controlled and combines fuel efficiency and smooth riding.
Ford also sold scort (uropean version) and Orion models in urope with CVT
transmissions in 80's and 90's.

The 2007 Dodge Caliber and the related Jeep Compass employ a CVT using a
variable pulley system as their optional automatic transmission. Sachs - ZF
supplied its belt drive CVT unit to many car manufacturers including BMW and
MG Rover. Contract agreements were established in 2006 for the first full toroidal
system to be manufactured for outdoor power equipment such as jetsski-mobiles
and ride on mowers.
Many small tractors for home and garden use have simple hydrostatic or rubber
belt CVTs. They can deliver a lot of power but can also build up speed to 10-15
MPH, all without need for a clutch or gearshift. Most snowmobiles use CVTs.
Most new motorscooters today are equipped with CVT. Virtually all snowmobile
and motor scooter CVTs are rubber belt/variable pulley CVTs.

Some combine harvesters have CVTs. The machinery of a combine is adjusted to

operate best at a particular engine speed. The CVT allows the forward speed of the
combine to be adjusted independently of the machine speed. This allows the
operator to slow down and speed up as needed to accommodate variations in
thickness of the crop. CVTs have been used in SCCc Formula 500 race cars since
the early 1970s. More recently CVT systems have been developed for karts, and
have proved to increase performance, and engine life expectancy.
Charles W. Hunt of Richmond, New York, U.S.c., wasthe first in the world
to conceive of the principle of the toroidal CVT. His invention is contained in U.S.
patent 197 472, November 27, 1877. In the patent (Fig. 1), an oscillating wheel ()
is placed between disks B and D. By varying the angle of this wheel, speed is
changed. The surfaces of disks B and D are spherical. cs this structure is very
simple, industrial use was attempted. With the appearance of automobiles,
application in automotive transmissions was examined and in the 1920s many
samples were made and sold. c car called a ³friction drive car,´ which was
equipped with such a mechanism, was even produced, though it did not meet much
commercial success. Then, in 1943, Wright ceronautical devised the half toroidal
CVT. Wright acquired a patent from Charles . Kraus in 1959 and developed the
CVT shown in Fig. 2. They conducted many bench tests and tests in actual cars.
Kraus pointed out that reducing the spin at the contact point that transmits power
not only increases the size of the contact point surface but also contributes to
improved transmission efficiency and endurance and reduced size. In 1973, at
Traycall, Texas, Charles Kraus and his son James conducted tests on a traction
drive CVT installed in a Ford Pinto with 85 HP.1) ct that time the transmission
ratio of the CVT was from 2.65:1 to 0.6:1 (transmission ratio range 4.417). From
the results of this test, they anticipated that the CVT was capable of realizing good
acceleration, high fuel efficiency and cleaner vehicle emissions. In 1978, applying
lessons learned from the Oil Shock and considering Professor Tomoo Ishihara¶s
(Institute of Industrial Science, University of Tokyo)suggestion that automatic
transmission would shift to the CVT because of its higher fuel efficiency, NSK
Ltd. Started research and development on the half toroidal CVT jointly with
Professor Ishihara¶s research group.
‘
 
c


 c c 

‘ 


  
 

c little about CVT transmissions. The fourth part of our six-part series previewing
Honda's Jazz
By Overdrive Team

c CVT or Continuously Variable Transmission is essentially the same as an

cutomatic Transmission, the only minor difference being that while in an cT you
have set gear ratios at which the car moves into a higher or lower gear, in a CVT
you can freely work the engine through its gears and at the most preferable RPM
thereby providing improved fuel economy over cutomatics while cruising and also
the maximum power available at that moment when the pedal is floored. In order
to explain a CVT in simple terms, we shall go back to the basic definition of a
gear. It can be said that a gear is a lever which when with a set of planetary gears,
which is the usual case, transmits rotational forces at set torques and engine speeds
depending upon the diameters of the two meshing gears but unlike regular
cutomatic Transmissions, a CVT does not apply a set of planetary gears thereby
allowing the gear lever to transmit power at variable and infinite torques and
engine speeds by changing the gear ratio of engine shaft speed to driveshaft speed
according to the situation. These sorts of transmissions are generally used in
automatic scooters and have come into use in four-wheelers off late with
companies like Honda and Nissan taking an initiative. c nice way isn¶t it, to
convince your father to pick up the automatic Jazz so it gives him convenience as
well as good fuel economy while providing you with 117HP every time you push
the engine to 6600rpm though before you plan on doing that, we¶ll leave you with
the task to convince Honda to launch the Jazz with the 1.5 liter and seven-speed
CVT in India because as of now it isn¶t too likely to come down.

—

  















‘ —
  
 Jake Venter discusses the latest technical developments...
There's nothing like a bit of pressure to bring out the
best in people and companies. In the automotive world,
we find that legislative bodies in many countries are
applying an ever-tightening noose around the corporate
needs of the major manufacturers to produce cars that
are safer to drive, safer to be in, and more economical
to operate, even if they cost an arm and a leg to buy. In R  
—
     
  
 
addition, they're also competing amongst themselves to 
 
 

 
   
 
   
be the first to produce another breakthrough in the 
      

   
   
battle for the customer. ven the smallest advance is R
 
    
    
 
  
hailed as an industry first, and it doesn't seem to matter  
 


if history proves them wrong.

On the positive side, one has to admit that the results have been
spectacular, and the end is not yet in sight, if the recent Frankfurt motor show is
anything to go by. There were a number of new developments on show as well as
some refinements of previously shown components.
These modern wonders are being challenged by CVT's (continuously
variable transmission) and electronically controlled manual gearboxes. ¢ has
been in the forefront of CVT development, and its new version is available on the
new Mini. The same company is involved in a joint venture with Ford to build
CVTs in the USc for some Ford products in 2003. LUK, the clutch and drivetrain
specialist, has a very interesting CVT, described that is already in production for
the new cudi c6. In Japan, cisin and Jatco units have been fitted to small
production runs of various Japanese models since the late '90s when a small Subaru
car used a CVT.
 cll of these units incorporate steel belts and variable-width pulleys, often
with a torque converter, but 
à most interesting exhibit was a toroidal CVT.
This uses tapered rollers that tilt while remaining in contact with specially shaped
pulleys to transmit the torque, which can be as high as 370Nm in the case of the
largest unit.

ZF has also developed an electro-hydraulic transmission with help from

4
!
4
 , to enable a manual gearbox to change sequentially, like a GP
racing car's. This unit is already in production for certain BMW 3-Series models.

c




—

   




‘ ˜  "


 #$
%

Chinese car maker ˜  is planning to grab the headlines as maker of the world¶s
cheapest car, when it launches a small hatchback based on the IG concept shown at
Beijing.

Tipped to cost between £1500 (Rs 1.01lakh) and £2000 (Rs 1.35lakh), the IG
would undercut the Tata Nano, which currently retails at Rs 1.55lakh for the base
variant.˜ , which recently bought Volvo from Ford, also claims that the IG, or
Intelligent ˜ , will be of better quality than the Nano. clthough the IG is
185mm longer than the Toyota iQ and sits on a 100mm longer wheelbase, it is
billed as a 2+2, with very limited rear space.The concept¶s expensive gull wing
doors are expected to be deleted in favour of a more conventional design. There¶s
even a chance that an electric version of the IG will be sold in urope and the
US.˜  already sells cars in Russia and astern urope, and is looking to expand
its reach. ³The concept has had a very positive reaction, and with the car not
launching until 2012 there is time for us to expand our network before then,´ said a
spokesman.

The Chinese version of the IG will be powered by a 988cc petrol engine

developing 70bhp and 9.5kgm of torque and driving the front wheels through a
    & '.The electric version will follow around 2014 or 2015,
featuring a lithium ion battery, an 80bhp and 18.4kgm electric motor and an
estimated range of 150km.

( à
)


*+% 4
!


Source

7 May 2010

 cc  c 

The shape of parabola can be obtained by using the equation of parabola i.e
Y=aX^2.

Where Y= height of the disc.

X= length of the disc.

a= constant.

Let us assume Y=35mm and X=150mm to find the value of constant a.

Substituting the above values in equation of parabola,

35=a *150^2

a= 0.001555.
 





Now, quation for this Parabola is:

Y=c+aX^2,

Here c=15, Small end Height of disc.

So, Y=15+aX^2,

Now divide the length of disc in 10 equal divisions, so length of each division is 15
mm

Now substituting the different values of X, we get the following 10 values of Y

Sr. X=distance moved in Y= radius of disc

based on distance
no. (mm)
moved(mm)

1 15 15.35

2 30 16.40

3 45 18.15

4 60 20.60

5 75 23.75

6 90 27.60
 7 105 32.15

8 120 37.40

9 135 43.35

10 150 50.00

By obtaining these values of Y, we can draw the profile of the parabola which is
shown in above figure.

  c

cssume maximum motor power

P= V*I*cosØ

Taking power factor cosØ= 0.8 and current I= 0.8amp

= 240*0.8*0.8

P= 154 watt.

Now power P= 2ʌNTm/60

Where, N= synchronous speed of motor 1440rpm

Tm= torque on motor shaft.

So Tm= 60P/2ʌN

= 60*154/2ʌ*1440

= 1.09 N-m.

For finding the torque generated in input shaft

Tm*Nm=Ts*Ns

cssume input speed of disc= 300rpm.

Therefore T= Tm*Nm/Ns
 = 1.09*1440/300

= 5.23N-m.

Material of shaft is mild steel having ultimate strength of 600MPa (from the design
data book). Taking factor of safety as 5.

So, the shear stress of shaft material is

IJ = ısut/F.O.S*2

= 600/5*2

IJ = 60MPa

Now checking whether the design is safe or not by taking the diameter of shaft as
ð ,

Torque on shaft Ts= ʌIJd^3/16

So, shear stress IJ= 16*Ts/ʌd^3

= 16*5230/ʌ*25^3

= 1.70MPa < 60MPa.

So the design of shaft is safe.