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Abstract—We present1 an experimental investigation of the a reliable model of the CVT mechanical behaviour. This is
pushing V-belt CVT dynamics with the aim of comparing the necessary in order to appropriately regulate the clamping
experimental data with the theoretical predictions of the forces, the speed ratio and the shifting speed, thus
Carbone, Mangialardi, Mantriota (CMM) model [1-2]. A very allowing the engine to operate on its economy line. In a
good agreement between theory and experiments is found. In
particular it is shown that, during creep-mode (slow) shifting,
previous paper [1] Carbone, Mangialardi and Mantriota
the rate of change of the speed ratio depends linearly on the (CMM) have developed a model that describes both the
logarithm of the ratio between the axial clamping forces acting steady-state and the shifting dynamics of the V-belt CVT.
on the two movable pulleys. The shifting speed is also shown to Aim of this study is to investigate the reliability of the
be proportional to the angular velocity of the primary pulley. CMM theory by comparing its predictions with the
The results of this study are of utmost importance for the design experimental outcomes. Also a brief comparison with
of advanced CVT control systems and the improvement of the other models is carried out.
CVT efficiency, cars' drivability and fuel economy.
II. The theoretical model
Keywords: Continuously variable transmissions,
automatic transmissions, CVT, V-belt CVT, pushing-belt In this section we briefly review the CMM model of CVT
CVT, metal-chain CVT, shifting dynamics. dynamics presented in Ref. [1]. The theory treats the belt
as a one-dimensional continuum body having a locally
rigid motion, the belt is indeed considered as an
I. Introduction inextensible strip with zero radial thickness and infinite
In the last decades, a growing attention has been focused transversal stiffness. Although the model may appear
on the environmental question. Governments are more suitable for the chain belt, as it does not take into
continuously forced to define standards and to adopt account the influence of the bands-segments interaction
actions in order to reduce the polluting emissions and the and that of the varying gap among the steel segments, the
green-house gasses. In order to fulfil these requirements, experimental investigations, carried out on a Van Doorne
car manufacturers have been obligated to dramatically type pushing-belt, have shown that the main predictions of
reduce vehicles' gas emissions in relatively short times. the CMM theory do not depend on the actual design of the
Thus, a great deal of research has been devoted to find belt. The friction forces, at the interface between the
new technical solutions, which may improve the emission pulley and the belt, are described by means of the simple
performances of nowadays internal combustion (IC) Coulomb-Amonton's friction law, i.e. the friction
engine vehicles. Among all the proposed solutions, the coefficient µ is taken to be constant. Figure 1 shows the
hybrid technology is very promising for the short term. kinematical and geometric quantities involved into the
But hybrid vehicles often need a complicated drive train problem, which satisfy the following relations.
to handle the power flows between the electric motor, the tan β s = tan β cosψ
IC engine and vehicles' wheels. A very good solution may (1)
rω s = r tanψ
be that of using a continuously variable transmission
(CVT), which is able to provide an infinite number of gear In Eq. (1) [see also Fig. 1] r is the local radial position of
ratios between two finite limits. CVT transmissions are the one-dimensional belt, β is the pulley half-opening
even potentially able to improve the performances of angle, β s is the half-opening angle in the sliding plane,
classical IC engine vehicles, by maintaining the engine ψ is the sliding angle, and ωs is the local sliding angular
operation point closer to its optimal efficiency line [3-6].
However, in order to achieve a significant reduction of velocity of the belt, defined as ω s = Ω − ω , with ω being
fuel consumption, it is fundamental to have a very good the pulley rotating velocity, and Ω the local angular
control strategy of the transmission, which in turns needs velocity of the belt.
*E-mail: Carbone@poliba.it
†
E-mail: Lmm@poliba.it
‡
E-mail: P.A.Veenhuizen@tue.nl
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12th IFToMM World Congress, Besançon (France), June18-21, 2007 CK-xxx
dR
vr = + a∆ωR sin(θ − θ c ) (5)
dt
( )
where a = 1 + cos 2 β 0 / sin(2β 0 ) . Besides the above
written equations, we also need to write the equilibrium
equations, where the forces acting on the belt are shown in
Figure 2.
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12th IFToMM World Congress, Besançon (France), June18-21, 2007 CK-xxx
S DR S
A = c(τ ) ln − ln DR (10)
S DN S DN eq
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12th IFToMM World Congress, Besançon (France), June18-21, 2007 CK-xxx
V. Steady-state Measurements follow a master curve, see continuous thin line in Fig. 5,
In steady-state conditions, the clamping force S DR , acting which is very close to the theoretical thick line. However,
we have also observed that very new pushing-belts have a
on the primary pulley, has been measured as a function of relatively significant different behaviour in comparison
the geometrical speed ratio τ = RDR / RDN , for a fixed with used belts, mainly at low clamping force values.
value of the driven pulley clamping force S DN . The speed This, of course, cannot be predicted by the theory and
ratio τ has been measured by using axial position sensors needs further investigations. One possible key factor
placed on one of the two movable half-pulleys. might be the interaction between the steel rings and the
segments which has not been taken into account by the
CMM model.
A. No-load tests
Fig. 5 shows the logarithm of the clamping forces ratio,
ln(S DR / S DN )eq , as a function of ln τ , in steady-state
conditions. Circles represent the measurements, the thin
line is the fit of the experimental data, while the thick one
represents the theoretical prediction of the CMM model.
Data have been measured for different primary angular
velocities ( ω DR = 1000, 2000, 3000 RPM ) and two
different values of the secondary clamping force
( S DN = 20, 30 kN ). The agreement with the theoretical
calculation is very good.
Fig. 6. The clamping force ratio as a function of the applied torque TDN
for different values of the geometric speed ratio.
Experiments have shown that, as predicted by the CMM
model, neither the magnitude of the secondary clamping
force S DN , nor the angular velocity of the primary pulley
ω DR have a significant influence on the clamping force
ratio in steady-state. All the experimental data, instead, Fig. 7. The shifting speed ratio as a function of clamping force ratio.
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12th IFToMM World Congress, Besançon (France), June18-21, 2007 CK-xxx
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12th IFToMM World Congress, Besançon (France), June18-21, 2007 CK-xxx
again that the logarithmic relation proposed in the CMM Management, September 25-26, 1997.
[5] Carbone G., Mangialardi L., Mantriota G., 2002: "Fuel
model is more suitable than a linear relation as proposed
Consumption of a Mid Class Vehicle with Infinitely Variable
instead by Ide [9-10]. Transmission", SAE J. Engines, 110(3), pp. 2474-2483.
[6] Carbone G., Mangialardi L., Mantriota G., Soria L.: Performance of
VII. Conclusions a City Bus equipped with a Toroidal Traction Drive. IASME
Transactions, 1 (1), pp. 16-23, January 2004.
In this work a detailed experimental investigation
[7] Sattler H., 1999: "Efficiency of Metal Chain and V-Belt CVT".
concerning the V-belt CVT dynamics has been carried Proc. CVT'99 Congress, Eindhoven, The Netherlands, pp. 99-104.
out, in order to compare the theoretical predictions of the [8] Tenberge P.: "Efficiency of Chain-CVTs at Constant and Variable
so-called CMM theoretical model by Carbone, Ratio. A new mathematical model for a very fast calculation of
chain forces, clamping forces, clamping ratio, slip and efficiency",
Mangialardi and Mantriota [1] with the experimental
paper no. 04CVT-35, 2004 International Continuously Variable and
results. A very good agreement between theory and Hybrid Transmission Congress, UC Davis, September 23-25, 2004.
experiments has been found, both in steady-state and [9] Ide T., Uchiyama H., Kataoka R., 1996: "Experimental
during shifting manoeuvres. This confirms all the most Investigation on Shift Speed Characteristics of a Metal V-Belt
CVT". JSAE paper 9636330.
important predictions of the model. In particular, it has
[10] Ide T., Udagawa A., Kataoka R., 1995: "Simulation Approach to
been shown that during relatively slow shifting maneuvers the Effect of the Ratio Changing Speed of a Metal V-Belt CVT on
(creep-mode) the rate of change of the speed ratio τ is a the Vehicle Response", Veh. Syst. Dyn., 24, pp. 377-388.
linear function of the logarithm of the clamping force ratio [11] Bonsen B. , Carbone G. , Simons S.W.H. , Steinbuch M. and
Veenhuizen P.A., "Shift dynamics modeling for optimizing slip
S DR / S DN . The linear relation between τ and control in a continuously variable transmission", 31st FISITA
ln(S DR / S DN ) has also been compared with the Ide's Congress, Yokohama 22 - 27 October 2006
[12] Simons S.W.H., Klaassen T.W.G.L., Steinbuch M., Veenhuizen
formula, which is, instead, a linear relation between τ P.A. and Carbone G. " Shift dynamics modeling and optimized
and S DR / S DN . The experiments have shown that Ide's CVT slip control ", in preparation
References
[1] Carbone G., Mangialardi L., Mantriota G.: "The influence of pulley
deformations on the shifting mechanisms of MVB-CVT". ASME
Journal of Mechanical Design, 127, 103-113 (2005).
[2] Carbone G., Mangialardi L.; Bonsen B.; Tursi C., Veenhuizen P.A.,
CVT Dynamics: Theory and Experiments, Mechanism and
Machine Theory, in press (2006)
[3] Brace C., Deacon M., Vaughan N. D., Horrocks R. W., Burrows C.
R., 1999: "The Compromise in Reducing Exhaust Emissions and
Fuel Consumption from a Diesel CVT Powertrain over Typical
Usage Cycles", Proc. CVT'99 Congress, Eindhoven, The
Netherlands, pp. 27-33.
[4] Brace C., Deacon M., Vaughan N. D., Burrows C. R., Horrocks R.
W., 1997: "Integrated passenger cat diesel CVT powertrain control
for economy and low emissions". ImechE International Seminar
S540, Advanced Vehicle Transmission and Powertrain