i

DESIGN AND FABRICATION OF CONE TYPE

CONTINUOUSLY VARIABLE TRANSMISSION

A PROJECT REPORT

Submitted by

DINESH KUMAR.T

DHAYALAN.S

KARTHIKEYAN.R

KARTHIKEYAN.P

In partial fulfillment for the award of the degree

of

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

PANIMALAR ENGINEERING COLLEGE, CHENNAI

ANNA UNIVERSITY: CHENNAI 600 025

APRIL 2018
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ANNA UNIVERSITY: CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this project report “DESIGN AND FABRICATION

OF CONE TYPE CONTINUOUSLY VARIABLE

TRANSMISSION” is the bonafide work of “DINESH KUMAR.T,

DHAYALAN.S, KARTHIKEYAN.P and KARTHIKEYAN.R”

who carried out the project work under my supervision.

SIGNATURE SIGNATURE
Mr. P. KARTHIKEYAN. Mr. N. BALAJI, M.Tech.
HEAD OF THE SUPERVISOR
DEPARTMENT Assistant professor
Department of Mechanical Department of Mechanical
Engineering Engineering
Panimalar Engineering College, Panimalar Engineering
Chennai College, Chennai.
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ABSTRACT

One hardly needs to be an automotive engineer to understand that the less

fuel an engine consumes, the fewer pollutants produced, and the cleaner the
air we breathe. Unfortunately, improving the variables in that equation is
becoming increasingly difficult. To achieve additional fuel economy
improvements, we have begun to focus on increasing efficiency in areas
where improvements are much more difficult and costly to achieve -
largely on powertrain components such as the transmission This stems
from the fact that transmissions operate over a range of power conditions,
such as low speed-high torque to high speed-low torque, as well as through
a variety of gear ratios. To achieve gains in this area, we have challenged
the conventional thinking associated with powertrain functions and designs.

Using a CVT-configured powertrain, the engine operates at or near

maximum load conditions. This allows the engine to operate at or near its
best brake specific fuel consumption rate, which means that the engine is
operating at its highest average adiabatic efficiencies. For internal
combustion engines this would be 36 percent, while for diesel engines it is
45 percent.

This project report evaluates the current state of CVTs and upcoming
research and development, set in the context of past development and
problems traditionally associated with CVTs. The underlying theories and
mechanisms are also discussed.
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TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO

ABSTRACT iii

LIST OF TABLES v

LIST OF FIGURES vi

1. INTRODUCTION 1

1.1 HOW CVT WORKS 2

1.2 USES OF CVT 3

1.3 TYPES OF CVT 5

1.3.1 VARIABLE DIAMETER PULLEY 5

1.3.2 PULLEY BASED CVT 6

1.3.3 TOROIDAL CVT 10

1.3.4 INFINITELY VARIABLE TRANSMISSION 12

2. LITERATURE REVIEW 15

3. METHODOLOGY 19

4. PROBLEM IDENTIFICATION 20

5. DESIGN 21
5.1 CVT MODEL PARTS 22

5.2 PART DETAILS 22

6. FABRICATION 27

7. OBSERVATION 28

8. SCOPE OF FUTURE 29

9. CONCLUSION 30

10. REFERENCE 31
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LIST OF TABLES

TABLE NO TITLE PAGE NO

1. Behaviour of CVT 14

2. Variation in Speed 28
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LIST OF FIGURES

FIGURE NO TITLE PAGE NO

1.1 CHAIN DRIVE CVT 2

1.3.1(a) VARIABLE PULLEY 7

1.3.2(b) WORKING OF VARIABLE PULLEY 8

1.3.1(c) METAL BELT DESIGN 9

1.3.3(a) EXTROID TOROIDAL CVT 11

1.3.3(b) TOROIDAL CVT 12

5.3.1 TAPERED ROLLER BEARING 24

5.3.2 SIMPLE BEARING 24

5.3.3 BEARING SUBJECTED TO RADIAL LOAD 25

5.3.4 BALL BEARING – CUTAWAY VIEW 26

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CHAPTER 1

INTRODUCTION

A Continuously variable transmission (CVT) is a transmission which

can change steplessly through an infinite number of effective gear ratios
between maximum and minimum values. This contrasts with other
mechanical transmissions that only allow a few different distinct gear ratios
to be selected. The flexibility of a CVT allows the driving shaft to maintain
a constant angular velocity over a range of output velocities. This can
provide better fuel economy than other transmissions by enabling the
engine to run at its most efficient revolutions per minute (RPM) for a range
of vehicle speeds.

In order to enact 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. CVTs use infinitely
adjustable drive ratios instead of discrete gears to attain optimal engine
performance. Since the engine always runs at the most efficient number of
revolutions per minute for a given vehicle speed, CVT-equipped vehicles
attain better gas mileage and acceleration than cars with traditional
transmissions.

CVTs are not new to the automotive world, but their torque capabilities and
reliability have been limited in the past. New developments in gear
reduction and manufacturing have led to ever more-robust CVTs, which in
turn allows them to be used in more diverse automotive applications.
CVTs are also being developed in conjunction with hybrid electric
vehicles. As CVT development continues, costs will be reduced further
 2

and performance will continue to increase, which in turn makes further

development and application of CVT technology desirable.

1.1 HOW CVT WORKS

Traditional transmissions use a gear set that provides a given number of

ratios (or speeds). The transmission (or the driver) shifts gears to provide
the most appropriate ratio for a given situation: Lowest gears for starting
out, middle gears for acceleration and passing, and higher gears for fuel-
efficient cruising.

Though there are several types of CVTs, most cars use a pair of variable-
diameter pulleys, each shaped like a pair of opposing cones, with a metal
belt or chain running between them. One pulley is connected to the engine
(input shaft), the other to the drive wheels (output shaft).

FIGURE 1.1 CHAIN DRIVE CVT

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The halves of each pulley are moveable; as the pulley halves come closer
together the belt is forced to ride higher on the pulley, effectively making
the pulley's diameter larger. Changing the diameter of the pulleys varies the
transmission's ratio (the number of times the output shaft revolves for each
revolution of the engine), in the same way that a 10-speed bike routes the
chain over larger or smaller gears to change the ratio. Making the input
pulley smaller and the output pulley larger gives a low ratio (a large
number of engine revolutions producing a small number of output
revolutions) for better low-speed acceleration. As the car accelerates, the
pulleys vary their diameter to lower the engine speed as car speed rises.
This is the same thing a conventional automatic or manual transmission
does, but while a conventional transmission changes the ratio in stages by
shifting gears, the CVT continuously varies the ratio -hence its name.

1.2 USES OF CVTs

Many small tractors for home and garden use have simple rubber belt
CVTs. For example, the John Deere Gator line of small utility vehicles uses
a belt with a conical pulley system. They can deliver an abundance of
power and can reach speeds of 10–15 mph (16–24 km/h), all without need
for a clutch or shift gears. Nearly all snowmobiles, old and new, and motor
scooters use CVTs. Virtually all snowmobile and motor scooter CVTs are
rubber belt/variable pulley CVTs.

Some combine harvesters have CVTs. The CVT allows the forward speed
of the combine to be adjusted independently of the engine speed. This
allows the operator to slow down and speed up as needed to accommodate
variations in thickness of the crop.
 4

CVTs have been used in aircraft electrical power generating systems since
the 1950s and in SCCA Formula 500 race cars since the early 1970s. More
recently, CVT systems have been developed for go-karts and have proven
to increase performance and engine life expectancy. The Tomcat range of
off-road vehicles also utilizes the CVT system.

Some drill presses and milling machines contain a pulley-based CVT

where the output shaft has a pair of manually-adjustable conical pulley
halves through which a wide drive belt from the motor loops. The pulley on
the motor, however, is usually fixed in diameter, or may have a series of
given-diameter steps to allow a selection of speed ranges. A hand wheel on
the drill press, marked with a scale corresponding to the desired machine
speed, is mounted to a reduction gearing system for the operator to
precisely control the width of the gap between the pulley halves. This gap
width thus adjusts the gearing ratio between the motor's fixed pulley and
the output shaft's variable pulley, changing speed of the chuck; a tensioner
pulley is implemented in the belt transmission to take up or release the
slack in the belt as the speed is altered. In most cases, however, the drill
press' speed must be changed with the motor running.

CVTs should be distinguished from Power Sharing Transmissions (PSTs),

as used in newer hybrids, such as the Toyota Prius, Highlander and Camry,
the Nissan Altima, and newer-model Ford Escape Hybrid SUVs. CVT
technology uses only one input from a prime mover, and delivers variable
output speeds and torque; whereas PST technology uses two prime mover
inputs, and varies the ratio of their contributions to output speed and power.
These transmissions are fundamentally different. However the Honda
Insight hybrid, the Nissan Versa (only the SL model), Nissan Cube and the
Nissan Altima use CVT.
 5

1.3 TYPES OF CVTs

1.3.1 Variable-diameter pulley (VDP) or Reeves drive

In this most common CVT system, there are two V-belt pulleys that are
split perpendicular to their axes of rotation, with a V-belt running 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. 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 this change the effective
diameters of the pulleys, which changes the overall gear ratio. 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.

The V-belt needs to be very stiff in the pulley's axial direction in order to
make only short radial movements while sliding in and out of the pulleys.
This can be achieved by a chain and not by homogeneous rubber. To dive
out of the pulleys one side of the belt must push. This again can be done
only with a chain. Each element of the chain has conical sides, which
perfectly fit to the pulley if the belt is running on the outermost radius. As
the belt moves into the pulleys the contact area gets smaller. The contact
area is proportional to the number of elements, thus the chain has lots of
very small elements. The shape of the elements is governed by the static of
a column. The pulley-radial thickness of the belt is a compromise between
maximum gear ratio and torque. For the same reason the axis between the
pulleys is as thin as possible. A film of lubricant is applied to the pulleys. It
needs to be thick enough so that the pulley and the belt never touch and it
 6

must be thin in order not to waste power when each element dives into the
lubrication film. Additionally, the chain elements stabilize about 12 steel
bands. Each band is thin enough so that it bends easily. If bending, it has a
perfect conical surface on its side. In the stack of bands each band
corresponds to a slightly different gear ratio, and thus they slide over each
other and need oil between them. Also the outer bands slide through the
stabilizing chain, while the center band can be used as the chain linkage.

1.3.2 Pulley-based CVTs

Peer into a planetary automatic transmission, and you'll see a complex

world of gears, brakes, clutches and governing devices. By comparison, a
continuously variable transmission is a study in simplicity. Most CVTs
only have three basic components:

 A high-power metal or rubber belt

 A variable-input "driving" pulley

 An output "driven" pulley

CVTs also have various microprocessors and sensors, but the three
components described above are the key elements that enable the
technology to work.
 7

Fig 1.3.1(a) Variable pulley

The variable-diameter pulleys are the heart of a CVT. Each pulley is made
of two 20-degree cones facing each other. A belt rides in the groove
between the two cones. V-belts are preferred if the belt is made of rubber.
V-belts get their name from the fact that the belts bear a V-shaped cross
section, which increases the frictional grip of the belt.

When the two cones of the pulley are far apart (when the diameter
increases), the belt rides lower in the groove, and the radius of the belt loop
going around the pulley gets smaller. When the cones are close together
(when the diameter decreases), the belt rides higher in the groove, and the
radius of the belt loop going around the pulley gets larger. CVTs may use
hydraulic pressure, centrifugal force or spring tension to create the force
necessary to adjust the pulley halves.

Variable-diameter pulleys must always come in pairs. One of the pulleys,

known as the drive pulley (or driving pulley), is connected to the crankshaft
of the engine. The driving pulley is also called the input pulley because it's
 8

where the energy from the engine enters the transmission. The second
pulley is called the driven pulley because the first pulley is turning it. As an
output pulley, the driven pulley transfers energy to the driveshaft.

Fig 1.3.1(b) Working of variable diameter pulley

The distance between the centers of the pulleys to where the belt makes
contact in the groove is known as the pitch radius. When the pulleys are far
apart, the belt rides lower and the pitch radius decreases. When the pulleys
are close together, the belt rides higher and the pitch radius increases. The
ratio of the pitch radius on the driving pulley to the pitch radius on the
driven pulley determines the gear.

When one pulley increases its radius, the other decreases its radius to keep
the belt tight. As the two pulleys change their radii relative to one another,
they create an infinite number of gear ratios -- from low to high and
everything in between. For example, when the pitch radius is small on the
driving pulley and large on the driven pulley, then the rotational speed of
the driven pulley decreases, resulting in a lower “gear.” When the pitch
 9

radius is large on the driving pulley and small on the driven pulley, then the
rotational speed of the driven pulley increases, resulting in a higher “gear”.
Thus, in theory, a CVT has an infinite number of "gears" that it can run
through at any time, at any engine or vehicle speed.

The simplicity and stepless nature of CVTs make them an ideal

transmission for a variety of machines and devices, not just cars. CVTs
have been used for years in power tools and drill presses. They've also been
used in a variety of vehicles, including tractors, snowmobiles and motor
scooters. In all of these applications, the transmissions have relied on high-
density rubber belts, which can slip and stretch, thereby reducing their
efficiency.

The introduction of new materials makes CVTs even more reliable and
efficient. One of the most important advances has been the design and
development of metal belts to connect the pulleys. These flexible belts are
composed of several (typically nine or 12) thin bands of steel that hold
together high-strength, bow-tie-shaped pieces of metal.

Fig.1.3.1(c) Metal belt design

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Metal belts don't slip and are highly durable, enabling CVTs to handle
more engine torque. They are also quieter than rubber-belt-driven CVTs.

1.3.3 Toroidal or roller-based CVT

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. Systems may be
partial or full toroidal. Full toroidal systems are the most efficient design
while partial toroidals may still require a torque converter, and hence lose
efficiency.
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Fig.1.3.3(a)Extroid toroidal CVT

Although 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:

 One disc connects to the engine. This is equivalent to the driving

pulley.
 Another disc connects to the drive shaft. This is equivalent to the
driven pulley.
 Rollers, or wheels, located between the discs act like the belt,
transmitting power from one disc to the other.
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Fig 1.3.3(b) Toroidal CVT

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). A simple tilt of the wheels, then,
incrementally changes the gear ratio, providing for smooth, nearly
instantaneous ratio changes.

1.3.4 Infinitely Variable Transmission (IVT)

A specific type of CVT is the infinitely variable transmission (IVT), in

which the range of ratios of output shaft speed to input shaft speed includes
a zero ratio that can be continuously approached from a defined "higher"
ratio. A zero output speed (low gear) with a finite input speed implies an
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infinite input-to-output speed ratio, which can be continuously approached

from a given finite input value with an IVT. Low gears are a reference to
low ratios of output speed to input speed. This low ratio is taken to the
extreme with IVTs, resulting in a "neutral", or non-driving "low" gear limit,
in which the output speed is zero. Unlike neutral in a normal automotive
transmission, IVT output rotation may be prevented because the back
driving (reverse IVT operation) ratio may be infinite, resulting in
impossibly high back driving torque; ratcheting IVT output may freely
rotate forward, though.

The IVT dates back to before the 1930s; the original design converts rotary
motion to oscillating motion and back to rotary motion using roller
clutches. The stroke of the intermediate oscillations is adjustable, varying
the output speed of the shaft. This original design is still manufactured
today, and an example and animation of this IVT can be found here. Paul
B. Pires created a more compact (radially symmetric) variation that
employs a ratchet mechanism instead of roller clutches, so it doesn't have to
rely on friction to drive the output. An article and sketch of this variation
can be found here

Most IVTs result from the combination of a CVT with a planetary gear
system (which is also known as an epicyclic gear system) which enforces
an IVT output shaft rotation speed which is equal to the difference between
two other speeds within the IVT. This IVT configuration uses its CVT as a
continuously variable regulator (CVR) of the rotation speed of any one of
the three rotators of the planetary gear system (PGS). If two of the PGS
rotator speeds are the input and output of the CVR, there is a setting of the
CVR that results in the IVT output speed of zero. The maximum
 14

output/input ratio can be chosen from infinite practical possibilities through

selection of additional input or output gear, pulley or sprocket sizes without
affecting the zero output or the continuity of the whole system. The IVT is
always engaged, even during its zero output adjustment.

IVTs can in some implementations offer better efficiency when compared

to other CVTs as in the preferred range of operation because most of the
power flows through the planetary gear system and not the controlling
CVR. Torque transmission capability can also be increased. There's also
possibility to stage power splits for further increase in efficiency, torque
transmission capability and better maintenance of efficiency over a wide
gear ratio range.

Table 1 Behaviour of CVT

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CHAPTER 2

LITERATURE REVIEW

Leonardo technologist, in 1490s, conceptualized a step-less variable

transmission. The 1st patent for a friction-based belt CVT was filed by
Benz in 1880s, and a patent on solid-CVT by a North American country
was granted in 1930s.
In 1910s, a V2-engine bike was designed by Celestial Point
Motorcycles with the Gradua-Gear that`s also a CVT. This Zenith-Gradua
was thus roaring in hill climbing, that it absolutely barred, so that
alternative makers got a chance to excel.
In 1912, a people bike brand Rudge-Whitworth designed the Rudge
Multi-gear. The Multi was much improved compared to Zenith’s Gradua-
Gear. In 1920s, Browne offered a motorbike with variable-stroke ratchet
drive.
Early few uses of CVT was constrained to only Clyno automotive
(British), introduced around 1920s. A CVT, referred to as Variomatic, was
designed and brought to use by Hub van Doorne, co-founder of DAF,
around Nineteen Fifties, paticularly to provide power transmission for a
tiny & reasonable automotive. The primary DAF automotive victimization
van Doorne's CVT, the DAF Six Hundred, was created in 1958. His patents
were later shifted to an organization referred to as VDT (Van Doorne
Transmissie B.V.).
Many snowmobiles make utilization of elastic belt CVT. In and
around 1974, Rokon offered utilization of CVTs in some ATVs. Polaris'
administrator in 1985 turned into the 1st to be outfitted with CVT. In 1987,
Subaru propelled the Justy in national capital with Electronically
Controlled Variable Transmission (ECVT) grew by Fuji Industries. In
 16

1980s, the Justy turned into a primary generation organization in U.S. to

supply CVT innovation while Justy could just see restricted achievement,
Subaru is as yet utilizing CVT as a part of its autos till now. It gives CVT
on the 2010 blessing furthermore 2010 Outback (Linear-electronic)
In the summer of 1987, Ford begun to equip the European cars with
steel-belt CVT (as a replacement for less strong rubber-belt model). In
1976, Ford and Fiat together developed a CVT technology, named the Ford
CTX, which was then used in the transmission systems.
Nisan March helped the Fuji serious Industries ECVT with N-CVT in the
year 1992. Around late Nineteen Nineties, Nisan designed its own CVT
allowing greater force and enclosed a convertor. This shell was then
installed in numerous local models. Nissan is additionally the sole
automotive manufacturer to start using a roller-type CVT back 4 then. It`s
solid-CVT, Extroid, was obtainable within the local country market in Y34
Nisan Gloria and also in V35 Skyline GT-8. However, the shell wasn't used
again once the Cedric/Gloria was substituted by Nisan Fuga in 2004. The
Nisan Murano (2003) and therefore the Nisan knave (2007) additionally
make use of CVT in their transmissions. Amid a Nisan declaration
(12/07/2006), Nisan proclaimed a gigantic movement to CVT frameworks
after they assigned their XTronic (CVT) for all models of Versa, Cube and
Maxima vehicles in North America. One noteworthy normal rationale in
Nisan to shape a change to CVTs was as under area of their 'Green
Program 2010' outfitted towards lessening nursery gas discharges by 2010.
The CVT found in Nisan's Maxima, Murano and in this manner the V6
adaptation of the Altima is mulled over to be the world's starting "3.5L
class" belt-sort CVT and may hold a considerable measure of more
prominent power masses contrasted with option belt-sort CVTs.
 17

After figuring out pulley-sort CVT for quite a long time, Honda also
presented their own particular form on 1995 Honda Civic VT-i. Named
Honda Multi Matic, this CVT shell acknowledged higher power than
antiquated CVTs, and also incorporates a convertor for "jerk" activity. The
CVT is right away used inside the Honda town ZX that is industrial facility
made in Republic of India and Honda town Vario plant made in West
Pakistan.
Toyota made utilization of an impact Split Transmission (IST)
inside the 1997 Prius, and each one future Toyota and Lexus cross breeds
sold-out universally still utilize the framework. The HSD is moreover
talked as Electronically Controlled Variable Transmission (ECVT). The
common time allows either the electrical engine or the Inner Combustion
Engine (ICE) to impel the vehicle. In ICE-just mode, an a piece of the
motor's energy is naturally coupled to the drivetrain, with the inverse half
examining a generator and an engine. The amount of force being diverted
through the electrical way affirm the successful rigging quantitative
connection. Toyota moreover offers a non-crossover CVT alluded to as
Multi-drive for models like Avensis. Audi has, following 2000, offered a
chain-sort CVT (multi-electronic) as an alternative on a no. of its bigger
motor models. Case in point, the A4 3.0 L V6 Fiat in 2000 offered a Cone-
construct CVT as decision with respect to one of its fruitful model Punto
(16V).
Ford introduced a chain-type CVT, called the CFT30, in their 2005
Ford race, Ford 500. The transmission was designed in cooperation with
German manufacturer ZF Friedrichshafen and was created in Batavia, Ohio
at Batavia Transmissions LLC (22/03/2007). The Batavia plant additionally
created the belt-type CVT that was then used in the Ford Focus C-MAX.
 18

Ford additionally sold-out Escort and Orion models in Europe with CVTs
around 1980-1990.
Agreements were signed b/w MTD products and Torotrak (2006) for
the primary full system to be factory-made for outside power
instrumentality like jet skis and ski-mobiles. The Dodge Caliber (2007) and
therefore the connected machine Compass and machine national use a CVT
as their optional transmission system.
Mitsubishi trooper model (2008) was employed with CVT.
American state models and Es models received a regular CVT with drive &
low gears; the GTS model was provided with a regular drive and
additionally a Sport-electronic mode that enables the motive force to use
six completely different fixed gear ratios. The SEAT Exeo (2009) was
installed with CVT (multi-electronic) as a choice for the 2.0 TSI 200 HP
(149 kW) gasoline engine, with selectable '’six-speeds’'.
A North American brand issued patent range 7, 647, 768 B1 for a
series of hydraulic force converters as a CVT in 2010. It'll be mated to a
pair of four cylinder boxer engine.
 19

CHAPTER 3

METHODOLOGY

PROBLEM
IDENTIFICATION

DESIGN

SELECTION OF
MATERIALS

FABRICATION

COST ESTIMATION

RESULTS AND
DISCUSSION
 20

CHAPTER 4

PROBLEM IDENTIFICATION

The major problem in manual transmission is that there is a delay when

shifting gears and upon overtaking on highways the manual transmission
takes time to shift the gears.

Unlike in an automatic, starting off on a hill ranges from being slightly

inconvenient to being absolutely terrifying, depending on your driving
skill. Many drivers have rolled back into traffic or stalled out after trying
(and failing) to pull away from a hill.

Depressing the clutch pedal is a way of life in manual shift cars, but the
experience can be a bit more painful in cars with heavy clutch pedal
feedback. Over time, it can definitely mess with your left leg, especially at
the joints.

It takes time, patience and effort to learn the joys of manual shift
driving. If you’re looking at a six-speed manual sedan or coupe for your
next vehicle, you can weigh these pros and cons to see if you’re ready to
take the plunge.
 21

CHAPTER 5

DESIGN
The above mentioned problems can be easily overcome by using either
of the above studied CVTs'.

CVTs offer better fuel efficiency and keeps the engine balanced in its
maximum rpm and the CVT can vary the engine speed as needed to access
maximum power as well as maximum fuel efficiency.

After studying different types of CVT, we considered the “Cone

CVTs” for our term project. The main reason for which is its simplicity
and its ease in designing and manufacturing.

The CVT model fabricated by us is same as the real time CVT with slight
changes which are mentioned as follows:

We used our own designed Gear changing Mechanism to change the

corresponding gear ratios in our model that changes the gear ratios
manually, whereas in the real Cone CVTs, microprocessors and
microcontrollers serve the function after performing several calculations
and setting the belt at a such a position that an optimal output speed is
gained by the output shaft/cone.

The input shaft of our model of CVT is driven by an AC electric motor

whereas in the real Cone CVTs, it’s the engines’ crankshafts that rotate the
input shaft.
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5.1 CVT Model Parts

1. Mild steel shafts

2. AC Motor
3. Two specially designed cone pulley
4. Plummer Blocks
5. Worm and Pinion Mechanism
6. Rubber Belt

5.2 Part Details

1. SHAFT
Weight of the Cone, W1 = 8.8 N

Weight of the Pulley, W2 = 8.8*2 = 17.6 N

Given wt of the pulley acts as a pt. load on the shaft (weight of all other

components is considered to be negligible).

Bending Moment because of this pt. load is given by,

M = W2 *L/4 = (17.6*0.470)/4 = 2.07 N-m

Power of the motor used, P = 0.25 HP = 186.5 watt

Speed of the motor used, S = 1400 rpm (approx.)

For the material used i.e. mild steel,

Permissible Bending Stress = 56 Mpa

Permissible Shear Stress = 42 Mpa; FOS = 6 22

 23

Now,

Me = (σb/6 )* (π/32)*D3

2.24 = (56*106/6 ) *(π/32)*D3

D = 14.44 mm

Net Torque, Te = (T2 +M2)1/2

Te = (2.072+1.272)1/2

Te = 2.43 Nm

Now,

Te = (τ/6)* (π/16)* D3

2.43 = (42*106/6)* (π/16)* D3

D = 12.09 mm

For safe design of the shafts, the larger dia has to be taken into

consideration. i. e. D = 25mm
 24

3. BEARING
The bearings make functioning of many of the machines we use in our
everyday life possible. Without the installation of bearings, there would
have been a constant necessity to change parts which wore out due to
friction.

Figure 5.3.1: Tapered Roller Bearing - Manual Transmission`

In this current article, it will be seen how exactly bearings work, and also
will look at different bearing types. Also, some of their common uses will
be explored.
Bearing Basics
The concept guiding functioning of a bearing is too simple i.e. Rolling is
way too easy compared to Sliding because frictional differences. For
instance, the wheels of a car are just analogous to big bearings.

Figure 5.3.2: Simple Bearing

 25

Friction is greatly reuced by using bearings because bearings have smooth

metal cylindrical/spherical entities and a smooth inner and outer metal
surfaces for the metal entities to roll against. A smooth spin is provided to
the device by these entities because they "bear" the load, and hence the
name.
Type of Loads taken by the Bearings
Bearings usually deal with only 2 kinds of loading – Radial & Thrust.
Depending on the place of use or application, the bearings may see radial,
thrust or both. Below are some figures showing the type of loads taken by
the bearings.

Figure 5.3.3: Bearing subjected to radial load

Ball Bearings

Ball bearings, as shown in the figure below, are the most common type of
bearings used. Their use can be found everywhere ranging from hard drives
to inline skates. Both thrust & radial loads can be handled by these
bearings, and is typically found in applications where relatively small loads
are to be taken.
 26

Figure 5.3.4: Ball Bearing – Cutaway View

In this type, first the load is being transferred from the external race to the
ball, and then from the ball to the internal race. Since the ball is spherical in
geometry, it maintains only a point contact with both the internal & the
external race, which provides a very smooth spinning. Thus, the balls can
sometimes deform or squish if the bearing is overloaded.
 27

CHAPTER 6

FABRICATION

Engine Power

Power to
Transmission

High Speed Cruising Speed Low Speed

 28

CHAPTER 7

OBSERVATION

THE OBSERVED SPEED VARIATION

Motor RPM, N = 1400 rpm, D2 = 200mm, D1 = 100mm

1st gear ratio obtained is, G1 = D2/D1

=2

Final gear ratio obtained is, Gf = D1/D2

= 0.5

GEAR RATIO DRIVING SPEED (rpm) DRIVEN SPEED (rpm)

2 110 55

0.5 110 220

Table 2 Variation in speed

 29

CHAPTER 8

SCOPE OF THE FUTURE WORK

Speaking of CVTs, there isn’t much of knowledge base around due to the
existing research work and literature whereas conventional/standard
transmission systems have been continuously improving since the very
beginning of the 20th century. CVTs are going to be even more prominent
in a few years of time as per automotive landscape because of the
continuous improvement in the infrastructure along with the said
knowledge base. Even today, CVTs which predominantly represent 1st
generation designs or models at best, outrun Standard transmission
systems. Automobile manufacturers and developers who fail to enhance
CVT technology now (this field is still in its early improvement stages),
much risk being perceived as CVTs R&D and applications continues to
grow exponentially and will continue to do so. CVTs, however, do not fall
that exclusively into the domain of IC engines.
 30

CHAPTER 9

CONCLUSION

Working through this project, I managed to explore a vast pool of

knowledge in the field of Automobiles and its component-parts. It also
provided me with valuable experience on power transmission. I became
aware of work criterion, challenges & other activities performed during the
research practice and the project implementation. This project has helped
me to gain lot of technical as well as practical knowledge. The Study of
CVTs gave me a handful knowledge about its component-parts and design
criterion and its performance parameters.
Assuming a random set of data or dimensions, the CVT has been
theoretically designed as well as its assembly has been done. Accordingly,
a CAD model has been designed to show the various parts and functioning
of the CVT technology. And also, for the modelled designed on the basis of
assumed data, a set of performance specifications have been mentioned.
At present, CVTs are only being used in a fewer no. of vehicles but the
applications & pros of CVT could only be improved based on R&D. As
automobile manufacturers continue to develop CVTs, more and more
vehicles will use them, and also performance and fuel efficiency will
continue to increase inevitably. This sense of development will lead to
increased sales which, in turn, will prompt further R&D, and the cycle will
keep repeating. Cruising development of CVTs will foster competition
among the manufacturers which in turn lowers manufacturing costs. The
CVT has only just begun to blossom.
 31

REFERENCES

[1]. D. Kobayashi, Y. Mabuchi and Y. Katoh: “A Study on the Torque

Capacity of a Metal Pushing V-Belt for CVTs” SAE Paper No. 980822, in
SAE SP –1324, Transmission and Driveline Systems Symposium, pg. 31-
39 SAE, 1998.
[2]. K. Abo, M. Kobayashi and M. Kurosawa: “Development of a Metal
Belt Drive CVT Incorporating a Torque Converter for Use with 2-liter
Class Engines” SAE Paper No. 980823, in SAE SP-1324, Transmission
and Driveline Systems Symposium, pg. 41-48 SAE, 1998.
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 32

[7]. N. Hattori, S. Aoyama, S. Kitada and I. Matsuo: “Functional Design of

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