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MIP IOP Publishing
IOP Conf. Series: Materials Science and Engineering 537 (2019) 032007 doi:10.1088/1757-899X/537/3/032007

Optimization of gear ratio of variable mechanical gearboxes

A G Ulanov1 and I P Troyanovskaya1,2

1
South Ural State University, 76, Lenin Avenue, Chelyabinsk 454080, Russia
2
South Ural State Agrarian University, 75, Lenin Avenue, Chelyabinsk 454080, Russia

E-mail: [email protected]

Abstract. The effectiveness of the coordination process of the “engine-transmission” system is

largely determined by the functional purpose of the car being designed. The solution to this
problem is possible by choosing the optimal transmission parameters. Using a continuously
variable transmission will make this process manageable. However, optimization is always
performed according to a certain criterion. You can use its dynamic performance and fuel
economy as an optimization criterion. The article presents a mathematical model for determining
the current gear ratios of a continuously variable transmission of a vehicle depending on its mode
of movement. The dependence of the transmission ratio of the vehicle on speed allowed us to
find the mode of movement of the car with the minimum acceleration time. The dependence of
the transmission ratio of the vehicle on the engine speed allowed us to find the driving mode
with minimal fuel consumption. The recommendations received by the authors on the choice of
transmission ratios can be used in the design of the control system. Automation of control will
allow optimizing the pattern of change in the gear ratio of a continuously variable transmission
depending on the mode of movement of the vehicle.

1. Introduction
Consumer requirements for cars are constantly growing. This leads to a variety of existing designs.
Ensuring the required performance of the car becomes the main task of design. This can be achieved
only with full coordination of the joint work of the engine and transmission [1, 2, 3, 4].
The effectiveness of the process of coordinating the joint work of the engine and transmission is
largely determined by the functional purpose of the vehicle. For example, some want to have minimal
fuel consumption, and others want to have the best dynamic performance. In this regard, of great interest
are studies aimed at unlocking the potential of the “engine-transmission” system.
Mechanical step transmissions have practically exhausted their possibilities of technical
improvement today [5]. The emergence on the market of continuously variable transmissions provides
the ability to control the movement depending on the priorities set [6, 7, 8, 9]. A variety of designs of
modern variable transmission allows [10, 11, 12, 13, 14] making the control process optimal [15, 16,
17, 18]. The result of optimization depends on the selected criterion determined by the mode of
movement of the vehicle [19].
The purpose of this study was to develop a mathematical model to determine the optimal gear ratios
of the variable transmission, depending on the selected criterion. The article presents the results of
optimization of the gear ratio of a continuously variable transmission according to the criterion of
dynamism and fuel efficiency.

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MIP IOP Publishing
IOP Conf. Series: Materials Science and Engineering 537 (2019) 032007 doi:10.1088/1757-899X/537/3/032007

2. Mathematical model
The maximum acceleration j acceleration of the car when the engine is running with full fuel supply is
equal to [20, 21].
𝑑 𝑔
𝑗= 𝑑𝑡
= (𝐷 − 𝑓)  , (1)
where j is acceleration of the car, υ is speed of the car, t is acceleration time, D is the dynamic factor, f
is the road drag coefficient, g is acceleration of gravity, δ is the coefficient of accounting for rotating
masses.
The dynamic factor is equal to
𝑃𝑘 −𝑃𝑤
𝐷= 𝑚𝑔
, (2)

where Pk is traction force on the wheels, Pw is air resistance force; m is the mass of the car.
The traction force on wheels is equal to
𝑀𝑘 𝑖𝑡𝑟 𝑡𝑟
𝑃𝑘 = 𝑅𝑘
, (3)

where Mk is the engine torque, itr is gear ratio of continuously variable transmission, tr is coefficient of
efficiency of transmission, Rk is the rolling radius of the wheel.
The air resistance force is equal to
𝑃𝑤 = 𝑘𝐹 2 , (4)
where kF is the streamlining factor,  = 𝑛𝑁 /30𝑅𝑘 is speed of the car.
The system “Eqs. 1 – 4” is a mathematical model of vehicle movement during acceleration, where
the vehicle speed depends on the transmission ratio and engine speed.
The task of optimizing the gear ratio of the continuously variable transmission was solved by finding
the extremum of the acceleration function “Eq. 1” by some criterion.

2.1. Optimization of vehicle dynamics

Exploring the function find of the vehicle acceleration changes by the speed of its movement at the
extremum expression the expression [22, 23] to determine the ratio of the transmission values,
depending on the vehicle speed was obtained.
0.0628𝑅𝑘2 𝑛𝑛
2
2 0.1253𝑅𝑘 𝑛𝑁
𝑖𝑡𝑟 = −2√ 2
𝑐𝑜𝑠 ( + 3 ) + 
, (5)

where Rк is the rolling radius of the wheel, nN is rated engine speed.

The quantity φ in equation “Eq. 5” is equal to
1 0.000469𝑚𝑔 𝑘𝐹 2
 = 3 𝐴𝑟𝑐𝑐𝑜𝑠 ( 𝑁𝑚 𝑡𝑟
[
13𝑚𝑔
+ 𝑓0 (1 + 𝑘1 2 )] − 0.6875), (6)

where Nm=9550Mknm is maximum engine power, f0 is coefficient of rolling resistance at low speeds, k1
is the empirical coefficient equal to (4…5).10-5.
Figure 1 represents the dependence “Eq. 5” of the transmission ratio on the speed of movement on
the example of a Subaru Impreza 2.0R car.
Using patterns “Eq. 5” when choosing the gear ratio of a continuously variable transmission allowed
the car to achieve maximum speed in the shortest time, i.e. it provides the best dynamics of vehicle
acceleration.

2
MIP IOP Publishing
IOP Conf. Series: Materials Science and Engineering 537 (2019) 032007 doi:10.1088/1757-899X/537/3/032007

Figure 1. The change regularity

of the transmission ratio of the
variable speed drive depending
on the vehicle speed.

2.2. Optimization of vehicle fuel economy

Exploring the function of change of car acceleration through the speed of the motor shaft “Eq. 1” at the
extremum [22, 23] the expression to determine the ratio of the transmission values, depending on the
engine speed, was obtained.
3 0.1414𝑅𝑘3 𝑚𝑔𝑛𝑚
2 (𝑘𝐹⁄13𝑚𝑔+𝑓 𝑘 )𝑛
0 1
𝑖𝑡𝑟 = √ 9550𝑁𝑚 𝑡𝑟 (0.5−𝑛⁄𝑛𝑚 )
, (7)

where nm is the maximum engine speed, n is the current value of the number of revolutions of the engine
shaft.
The area of existence of the resulting function “Eq. 7” to determine the ratio of the transmission itr is
limited by the values of engine speed 𝑛 < 0.5𝑛𝑚 .
Figure 2 shows, as an example, the proposed regularity of the change of the gear ratio of the variable
speed drive depending on the speed of the motor shaft of Subaru Impreza 2.0R.

Figure 2. The change regularity of the

transmission ratio of the variable speed
drive depending on the speed of the
motor shaft.

Using the patterns “Eq. 7” for selecting the gear ratio of a continuously variable transmission,
depending on the speed of the motor shaft will allow the car to move with the least fuel consumption.

3. Calculation results
Comparative calculations confirmed the assumptions. We made calculations of acceleration time and
vehicle fuel consumption of Subaru Impreza 2.0R with serial mechanical transmissions and serial
variable speed drive, whose gear ratios changed during acceleration in the first case, according to the
expression “Eq. 5”, and in the second – according to the expression “Eq. 7”. The results are presented
respectively in figures 3 and 4.

3
MIP IOP Publishing
IOP Conf. Series: Materials Science and Engineering 537 (2019) 032007 doi:10.1088/1757-899X/537/3/032007

Figure 3. Graphics
of acceleration time
of Subaru Impreza
2.0R.

Figure 4. The fuel-

economical
characteristics of
Subaru Impreza
2.0R.

It is seen from these diagrams that, if during a vehicle acceleration with a continuously variable
transmission its gear ratios vary according to the patterns “Eq. 5” and “Eq. 7”, in the first case the vehicle
will accelerate to a predetermined velocity in the shortest amount of time, and in the second the fuel
flow rate will be minimal. And in fact, in both cases the goal is reached: the acceleration process is
controlled and optimal.

4. Conclusion
The pattern of change in the gear ratio of the continuously variable transmission is controlled and
optimal depending on the mode of movement of the car. The results of the presented research can be
used in the design of modern gearboxes. The modern level of development of automation tools makes
it easy to implement the process of choosing the optimal gear ratios in practice.

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