ABSTRACT

This project has originated from new trends in the automobile world. As the time
running with the speed of formula cars, our technology should get advanced with the
same rate. So, after looking at the emerging trends in automobile industry, there is a
great need to install our vehicles with such technology which make them more
economical, efficient and worth.

In earlier times, shocks and discontinuity in changing gears was a very big problem,
with the increasing speed ratios in the vehicles, gear transmission was creating many
problems,

So CONTINUOSLY VARIABLE TRANSMIISION acts as a MILESTONE in the

history of automobiles.

By the use of two pairs of pulleys, (both are variable), we can create many gear ratios
with in a particular range so that our efficiency can be maximised. There are many
types of CVTs according to the vehicle type i.e. whether the vehicle is heavy or light
duty vehicle.

In my project , I have used two sets of pulleys, in which one side is variable and other
is fixed, by using the belt and clutch the pulleys alternatively changes their effective
diameter, due to which we are provided with a lot of gear ratio, all of them will lead to
maximum efficiency of engine.

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 CONTENTS

1. CHAPTER 1:TRANSMISSION 1 - 13
1.1. Uses…………………………………………………………………………….3
1.2. Simple………………………………………………………………………….4
1.3. Multi Ratio systems……………………………………………………………5
1.3.1. Automotive basics
1.3.2. Manual
1.3.3. Non-synchronous
1.3.4. Automatic
1.3.5. Semi-automatic
1.3.6. Bicycle gearing
1.4. Uncommon types
1.4.1. Dual clutch transmission
1.4.2. Continuously variable transmission
1.4.3. Infinitely variable transmission
1.4.4. Electric variable
1.4.5. Hydrostatic
1.4.6. Hydrodynamic
1.4.7. Electric
1.5. Virtual transmission

2. Continuously Variable Transmission

2.1. Uses
2.2. Principle of variator
2.3. Types
2.3.1. Variable diameter pulley
2.3.2. Toroidal or roller base CVT
2.3.3. Infinitely Variable Transmission
2.3.4. Ratcheting CVT
2.3.5. Hydrostatic CVT
2.3.6. Variable toothed wheeled transmission
2.3.7. Cone CVT
2.3.8. Radial roller CVT
2.4. History
2.5. CVT Banned?????

3. Few definitions(acc. to project)

3.1. Front pulley assembly
3.1.2.Front pulley
3.1.3.Outer front pulley half
3.1.3.Variator
3.1.4. Ramp plate, ramps and rollers

3.2. Rear pulley assembly

3.2.1. Rear pulley

3.2.2. Bell housing
3.2.3. Contra spring

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 3.2.4. Clutch spring
3.2.5. CVT belt

4. Assembling the various

5. Working

6. List of new automobiles equipped with CVT

7. Old automobiles equipped with CVT

8. Power developed in CVT

9. Advantages of CVT

10. Disadvantages of CVT

11. Is CVT the car transmission of future?

12. Our experience

INTRODUCTION
The primary function of a transmission is to transmit mechanical power from a
power source to some form of useful output device. Since the invention of the internal
combustion engine, it has been the goal of transmission designers to develop more
efficient methods of coupling the output of an engine to a load while allowing the
engine
to operate in its most efficient or highest power range. Conventional transmissions
allow
for the selection of discrete gear ratios, thus limiting the engine to providing
maximum
power or efficiency for limited ranges of output speed. Because the engine is forced to
modulate its speed to provide continuously variable output from the transmission to
the

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load, it operates much of the time in low power and low efficiency regimes. A
continuously variable transmission (CVT) is a type of transmission, however, that
allows
an infinitely variable ratio change within a finite range, thereby allowing the engine to
continuously operate in its most efficient or highest performance range, while the
transmission provides a continuously variable output to the load.
The development of modern CVTs has generally focused on friction driven
devices, such as those commonly used in off-road recreational vehicles, and recently
in
some automobiles. While these devices allow for the selection of a continuous range
of
transmission ratios, they are inherently inefficient. The reliance on friction to transmit
power from the power source to the load is a source of power loss because some
slipping
is possible. This slipping is also a major contributor to wear, which occurs in these
devices.
To overcome the limitations inherent in the current CVT embodiments employing
friction, a conceptual, continuously variable, positive engagement embodiment has
been
proposed for investigation at Brigham Young University. This concept proposes
utilizing
constantly engaged gears which transmit power without relying on friction. Because
the
proposed embodiment is new, no engineering analysis has yet been performed to
determine its kinematic and meshing characteristics, an understanding of which are
necessary to validate the proposed concept as a viable embodiment. This research will
investigate both the kinematic and meshing characteristics of this and related
concepts.
The objective of this research is also to analyze the family of positive engagement
CVTs. Although the CVT embodiment that has been proposed for investigation is
new,
other embodiments belonging to this family have been developed and published. The
embodiments in this family do not rely on friction based power transmission. All

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embodiments in this family, however, have been based on overcoming a distinct
problem
which manifests itself seemingly regardless of the embodiment and will hereafter be
referred to as the non-integer tooth problem. This research describes the nature of the
non-integer tooth problem and details the occurrence of the problem in the proposed
concept, as well as three published embodiments, and details solutions to the non-
integer
tooth problem as embodied in the three published embodiments. The presentation of
some published solutions to the non-integer tooth problem clarifies the nature of the
noninteger
tooth problem, as well as aids in the development of characteristics of a general
solution to the non-integer tooth problem applying to all members of the positive
engagement CVT family.

DEFINITION AND TERMINOLOGY

A transmission is a device which allows the transmission of power

from a rotating
power source to a rotating load. Conventional transmissions allow
for the selection of
discrete gear ratios, thus limiting the engine to providing maximum
power or efficiency
for limited ranges of transmission output speed. A continuously
variable transmission,
however, is a type of transmission that allows an infinitely variable
ratio change within a
finite range, thereby allowing the engine to continuously operate in
its most efficient or

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highest performance range.
Beachley and Frank, 1979, present a sub-classification of the
continuously
variable transmission called the infinitely variable transmission
(IVT). While the two
terms are often used interchangeably, there is a distinct difference
between them. While
a CVT allows an infinitely variable ratio change within a finite
range, an IVT must be
capable of producing an output speed of zero for any input speed,
thus giving an infinite
speed ratio.

BACKGROUND

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A machine consists of a power source and a power transmission system, which
provides controlled application of the power. Merriam-Webster defines transmission
as: an assembly of parts including the speed-changing gears and the propeller shaft by
which the power is transmitted from an engine to a live axle. Often transmission
refers simply to the gearbox that uses gears and gear trains to provide speed and
torque conversions from a rotating power source to another device.

In British English the term transmission refers to the whole drive train, including
gearbox, clutch, prop shaft (for rear-wheel drive), differential and final drive shafts. In
American English, however, the distinction is made that a gearbox is any device
which converts speed and torque, whereas a transmission is a type of gearbox that can
be "shifted" to dynamically change the speed: torque ratio, such as in a vehicle.

The most common use is in motor vehicles, where the transmission adapts the output
of the internal combustion engine to the drive wheels. Such engines need to operate at
a relatively high rotational speed, which is inappropriate for starting, stopping, and
slower travel. The transmission reduces the higher engine speed to the slower wheel
speed, increasing torque in the process. Transmissions are also used on pedal bicycles,
fixed machines, and anywhere else rotational speed and torque needs to be adapted.

Often, a transmission will have multiple gear ratios (or simply "gears"), with the
ability to switch between them as speed varies. This switching may be done manually
(by the operator), or automatically. Directional (forward and reverse) control may also
be provided. Single-ratio transmissions also exist, which simply change the speed and
torque (and sometimes direction) of motor output.

In motor vehicle applications, the transmission will generally be connected to the

crankshaft of the engine. The output of the transmission is transmitted via driveshaft
to one or more differentials, which in turn drive the wheels. While a differential may
also provide gear reduction, its primary purpose is to permit the wheels at either end
of an axle to rotate at different speeds (essential to avoid wheel slippage on turns) as it
changes the direction of rotation.

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Conventional gear/belt transmissions are not the only mechanism for speed/torque
adaptation. Alternative mechanisms include torque converters and power
transformation (e.g., diesel-electric transmission, hydraulic drive system, etc.). Hybrid
configurations also exist.

Interior view of Pantigo Windmill, looking up into cap from floor -- cap rack, brake
wheel, brake and wallower. Pantigo Windmill is located on James Lane, East
Hampton, Suffolk County, and Long Island, New York.

Early transmissions included the right-angle drives and other gearing in windmills,
horse-powered devices, and steam engines, in support of pumping, milling, and
hoisting.

Most modern gearboxes are used to increase torque while reducing the speed of a
prime mover output shaft (e.g. a motor crankshaft). This means that the output shaft
of a gearbox will rotate at a slower rate than the input shaft, and this reduction in
speed will produce a mechanical advantage, causing an increase in torque. A gearbox
can be set up to do the opposite and provide an increase in shaft speed with a
reduction of torque. Some of the simplest gearboxes merely change the physical
direction in which power is transmitted.

Many typical automobile transmissions include the ability to select one of several
different gear ratios. In this case, most of the gear ratios (often simply called "gears")

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are used to slow down the output speed of the engine and increase torque. However,
the highest gears may be "overdrive" types that increase the output speed.

1.1 USES

Gearboxes have found use in a wide variety of different—often stationary—

applications, such as wind turbines.

Transmissions are also used in agricultural, industrial, construction, mining and

automotive equipment. In addition to ordinary transmission equipped with gears, such
equipment makes extensive use of the hydrostatic drive and electrical adjustable-
speed drives.

1.2 SIMPLE

The main gearbox and rotor of a Bristol Sycamore helicopter

The simplest transmissions, often called gearboxes to reflect their simplicity (although
complex systems are also called gearboxes in the vernacular), provide gear reduction
(or, more rarely, an increase in speed), sometimes in conjunction with a right-angle
change in direction of the shaft (typically in helicopters, see picture). These are often
used on PTO-powered agricultural equipment, since the axial PTO shaft is at odds
with the usual need for the driven shaft, which is either vertical (as with rotary
mowers), or horizontally extending from one side of the implement to another (as
with manure spreaders, flail mowers, and forage wagons). More complex equipment,

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such as silage choppers and snowblowers, have drives with outputs in more than one
direction.

The gearbox in a wind turbine converts the slow, high-torque rotation of the turbine
into much faster rotation of the electrical generator. These are much larger and more
complicated than the PTO gearboxes in farm equipment. They weigh several tons and
typically contain three stages to achieve an overall gear ratio from 40:1 to over 100:1,
depending on the size of the turbine. (For aerodynamic and structural reasons, larger
turbines have to turn more slowly, but the generators all have to rotate at similar
speeds of several thousand rpm.) The first stage of the gearbox is usually a planetary
gear, for compactness, and to distribute the enormous torque of the turbine over more
teeth of the low-speed shaft. Durability of these gearboxes has been a serious problem
for a long time. Regardless of where they are used, these simple transmissions all
share an important feature: the gear ratio cannot be changed during use. It is fixed at
the time the transmission is constructed.

1.3 MULTI-RATIO SYSTEMS

Tractor transmission with 16 forward and 8 backward gears

Many applications require the availability of multiple gear ratios. Often, this is to ease
the starting and stopping of a mechanical system, though another important need is
that of maintaining good fuel efficiency.

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1.3.1. AUTOMOTIVE BASICS

The need for a transmission in an automobile is a consequence of the characteristics

of the internal combustion engine. Engines typically operate over a range of 600 to
about 7000 revolutions per minute (though this varies, and is typically less for diesel
engines), while the car's wheels rotate between 0 rpm and around 1800 rpm.

Furthermore, the engine provides its highest torque and power outputs unevenly
across the rev range resulting in a torque band and a power band. Often the greatest
torque is required when the vehicle is moving from rest or traveling slowly, while
maximum power is needed at high speed. Therefore, a system that transforms the
engine's output so that it can supply high torque at low speeds, but also operate at
highway speeds with the motor still operating within its limits, is required.
Transmissions perform this transformation.

A diagram comparing the power and torque bands of a "torquey" engine versus a
"peaky" one

The dynamics of a car vary with speed: at low speeds, acceleration is limited by the
inertia of vehicular gross mass; while at cruising or maximum speeds wind resistance
is the dominant barrier. In the former torque is required to overcome inertia, in the
latter power is needed to keep the car from being slowed down by wind resistance.

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Many transmissions and gears used in automotive and truck applications are
contained in a cast iron case, though more frequently aluminium is used for lower
weight especially in cars. There are usually three shafts: a mainshaft, a countershaft,
and an idler shaft.

The mainshaft extends outside the case in both directions: the input shaft towards the
engine, and the output shaft towards the rear axle (on rear wheel drive cars- front
wheel drives generally have the engine and transmission mounted transversely, the
differential being part of the transmission assembly.) The shaft is suspended by the
main bearings, and is split towards the input end. At the point of the split, a pilot
bearing holds the shafts together. The gears and clutches ride on the main shaft, the
gears being free to turn relative to the main shaft except when engaged by the
clutches.

Types of automobile transmissions include manual, automatic or semi-automatic

transmission.

1.3.2 MANUAL

Manual transmission comes in two basic types:

 a simple but rugged sliding-mesh or unsynchronized / non-synchronous

system, where straight-cut spur gear sets are spinning freely, and must be
synchronized by the operator matching engine revs to road speed, to avoid
noisy and damaging "gear clash",
 and the now common constant-mesh gearboxes which can include non-
synchronised, or synchronized / synchromesh systems, where diagonal cut
helical (and sometimes double-helical) gear sets are constantly "meshed"
together, and a dog clutch is used for changing gears. On synchromesh boxes,
friction cones or "synchro-rings" are used in addition to the dog clutch.

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The former type is commonly found in many forms of racing cars, older heavy-duty
trucks, and some agricultural equipment.

Manual transmissions are the most common type outside North America and
Australia. They are cheaper, lighter, usually give better performance, and fuel
efficiency (although automatic transmissions with torque converter lockup and
advanced electronic controls can provide similar results). It is customary for new
drivers to learn, and be tested, on a car with a manual gear change. In Malaysia and
Denmark all cars used for testing (and because of that, virtually all those used for
instruction as well) have a manual transmission. In Japan, the Philippines, Germany,
Poland, Italy, Israel, the Netherlands, Belgium, New Zealand, Austria, Bulgaria, the
UK, Ireland, Sweden, Estonia, France, Spain, Switzerland, the Australian states of
Victoria, Western Australia and Queensland, Finland and Lithuania, a test pass using
an automatic car does not entitle the driver to use a manual car on the public road; a
test with a manual car is required. Manual transmissions are much more common than
automatic transmissions in Asia, Africa, South America and Europe.

Many manual transmissions include both synchronized and unsynchronized gearing;

it is not uncommon for the first/reverse gear to lack synchros. Those gears are meant
to be shifted into only when the vehicle is stopped.

Some manual transmissions have an extremely low ratio for first gear, which is
referred to as a "creeper gear" or "granny gear". Such gears are usually not
synchronized. This feature is common on pickup trucks tailored to trailer-towing,
farming, or construction-site work. During normal on-road use, the truck is usually
driven without using the creeper gear at all, and second gear is used from a standing
start.

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1.3.3 NON-SYNCHRONOUS

There are commercial applications engineered with designs taking into account that
the gear shifting will be done by an experienced operator. They are a manual
transmission, but are known as non-synchronized transmissions. Dependent on
country of operation, many local, regional, and national laws govern the operation of
these types of vehicles (see Commercial Driver's License). This class may include
commercial, military, agricultural, or engineering vehicles. Some of these may use
combinations of types for multi-purpose functions. An example would be a power
take-off (PTO) gear. The non-synchronous transmission type requires an
understanding of gear range, torque, engine power, and multi-functional clutch and
shifter functions. Also see Double-clutching, and Clutch-brake sections of the main
article.

1.3.4 AUTOMATIC

Epicyclic gearing or planetary gearing as used in an automatic transmission.

Most modern North American and Australian and many larger, high specification
European and Japanese cars have an automatic transmission that will select an
appropriate gear ratio without any operator intervention. They primarily use
hydraulics to select gears, depending on pressure exerted by fluid within the
transmission assembly. Rather than using a clutch to engage the transmission, a fluid
flywheel, or torque converter is placed in between the engine and transmission. It is
possible for the driver to control the number of gears in use or select reverse, though
precise control of which gear is in use may or may not be possible.

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Automatic transmissions are easy to use. However, in the past, automatic
transmissions of this type have had a number of problems; they were complex and
expensive, sometimes had reliability problems (which sometimes caused more
expenses in repair), have often been less fuel-efficient than their manual counterparts
(due to "slippage" in the torque converter), and their shift time was slower than a
manual making them uncompetitive for racing. With the advancement of modern
automatic transmissions this has changed.

Attempts to improve the fuel efficiency of automatic transmissions include the use of
torque converters which lock up beyond a certain speed, or in the higher gear ratios,
eliminating power loss, and overdrive gears which automatically actuate above certain
speeds; in older transmissions both technologies could sometimes become intrusive,
when conditions are such that they repeatedly cut in and out as speed and such load
factors as grade or wind vary slightly. Current computerized transmissions possess
very complex programming to both maximize fuel efficiency and eliminate any
intrusiveness, and we are at a point in technological advancement where automatics
are beginning to outperform manuals in both performance and efficiency. This is due
to electronic advances however, rather than mechanical ones.

For certain applications, the slippage inherent in automatic transmissions can be

advantageous; for instance, in drag racing, the automatic transmission allows the car
to be stopped with the engine at a high rpm (the "stall speed") to allow for a very
quick launch when the brakes are released; in fact, a common modification is to
increase the stall speed of the transmission. This is even more advantageous for
turbocharged engines, where the turbocharger needs to be kept spinning at high rpm
by a large flow of exhaust in order to keep the boost pressure up and eliminate the
turbo lag that occurs when the engine is idling and the throttle is suddenly opened.

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1.3.5 SEMI-AUTOMATIC

The creation of computer control also allowed for a sort of cross-breed transmission
where the car handles manipulation of the clutch automatically, but the driver can still
select the gear manually if desired. This is sometimes called a "clutchless manual," or
"automated manual" transmission. Many of these transmissions allow the driver to
give full control to the computer. They are generally designed using manual
transmission "internals", and when used in passenger cars, have synchromesh
operated helical constant mesh gear sets.

Specific type of this transmission includes: Easytronic, and Geartronic.

A "dual-clutch" transmission uses two sets of internals which are alternately used,
each with its own clutch, so that only the clutches are used during the actual
"gearchange".

Specific type of this transmission includes: Direct-Shift Gearbox.

1.3.6 BICYCLE GEARING

Shimano XT rear derailleur on a mountain bike

Bicycles usually have a system for selecting different gear ratios. There are two main
types: derailleur gears and hub gears. The derailleur type is the most common, and the
most visible, using sprocket gears. Typically there are several gears available on the
rear sprocket assembly, attached to the rear wheel. A few more sprockets are usually

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added to the front assembly as well. Multiplying the number of sprocket gears in front
by the number to the rear gives the number of gear ratios, often called "speeds".

Hub gears use epicyclic gearing and are enclosed within the axle of the rear wheel.
Because of the small space, they typically offer fewer different speeds, although at
least one has reached 14 gear ratios and Fallbrook Technologies manufactures a
transmission with technically infinite ratios.

Causes for failure of bicycle gearing include: worn teeth, damage caused by a faulty
chain, damage due to thermal expansion, broken teeth due to excessive pedaling
force, interference by foreign objects, and loss of lubrication due to negligence.

1.4 UNCOMMON TYPES

1.4.1 DUAL CLUTCH TRANSMISSION

This arrangement is also sometimes known as a direct shift gearbox or power shift
gearbox. It seeks to combine the advantages of a conventional manual shift with the
qualities of a modern automatic transmission by providing different clutches for odd
and even speed selector gears. When changing gear, the engine torque is transferred
from one gear to the other continuously, so providing gentle, smooth gear changes
without either losing power or jerking the vehicle. Gear selection may be manual,
automatic (depending on throttle/speed sensors), or a 'sports' version combining both
options.

1.4.2 CONTINUOUSLY VARIABLE

The Continuously Variable Transmission (CVT) is a transmission in which the ratio of

the rotational speeds of two shafts, as the input shaft and output shaft of a vehicle or
other machine, can be varied continuously within a given range, providing an infinite
number of possible ratios.

The CVT should not be confused with the Infinitely Variable Transmission (IVT) (See
below).

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The other mechanical transmissions described above only allow a few different gear
ratios to be selected, but this type of transmission essentially has an infinite number of
ratios available within a finite range. The CVT allows the relationship between the
speed of the engine and the speed of the wheels to be selected within a continuous
range. This can provide even better fuel economy if the engine is constantly running
at a single speed. The transmission is in theory capable of a better user experience,
without the rise and fall in speed of an engine, and the jerk felt when poorly changing
gears.

1.4.3 INFINITELY VARIABLE

The IVT is a specific type of CVT that has an infinite range of input/output ratios in
addition to its infinite number of possible ratios; this qualification for the IVT implies
that its range of ratios includes a zero output/input ratio that can be continuously
approached from a defined 'higher' ratio. A zero output implies an infinite input,
which can be continuously approached from a given finite input value with an IVT.
[Note: so-called 'low' gears are a reference to low ratios of output/input, which have
high input/output ratios that are taken to the extreme with IVTs, resulting in a
'neutral', or non-driving 'low' gear limit.]

Most (if not all) IVTs result from the combination of a CVT with an epicyclic gear
system (which is also known as a planetary gear system) that facilitates the
subtraction of one speed from another speed within the set of input and planetary gear
rotations. This subtraction only needs to result in a continuous range of values that
includes a zero output; the maximum output/input ratio can be arbitrarily chosen from
infinite practical possibilities through selection of extraneous input or output gear,
pulley or sprocket sizes without affecting the zero output or the continuity of the
whole system. Importantly, the IVT is distinguished as being 'infinite' in its ratio of
high gear to low gear within its range; high gear is infinite times higher than low gear.
The IVT is always engaged, even during its zero output adjustment.

The term 'infinitely variable transmission' does not imply reverse direction,
disengagement, automatic operation, or any other quality except ratio selectability

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within a continuous range of input/output ratios from a defined minimum to an
undefined, 'infinite' maximum. This means continuous range from a defined
output/input to zero output/input ratio.

1.4.4 ELECTRIC VARIABLE

The Electric Variable Transmission (EVT) is a transmission that achieves CVT action
and in addition can use separate power inputs to produce one output. An EVT is
usually designed around an epicyclic differential gear system (also known as a
planetary gear system). The epicyclic gear acts as a differential, performing a "power-
split" function; a portion of the mechanical power is carried directly through the gear
set (the "mechanical path"). The rest of the power is converted to and from electrical
energy by electric motor-generators (the "electrical path"). Hence, the EVT is a class
of Power Split Transmission (PST).

Many EVTs are linked to batteries or other electrical energy storage devices. This
enables them to store or draw electrical power for better operation under various
conditions.

The pair of motor/generators forms an Electric Transmission in its own right, but at a
lower capacity, than the EVT it is contained within. Generally the Electric
Transmission capacity within the EVT is a quarter to a half of the capacity of the
EVT. An EVT is often preferable to a pure electrical transmission because the
mechanical transmission is cheaper, more compact, and more efficient than the
electrical path.

The EVT linked to a battery is the essential method for transmitting power in some
hybrid vehicles, enabling an Internal Combustion Engine (ICE) to be used in
conjunction with motor/generators for vehicle propulsion. Vehicle speed is controlled
primarily by adjusting the amount of power flowing through the electrical as opposed
to the mechanical path. The EVT may be used to generate electrical power for storage
in a battery, especially through 'regenerative braking' during deceleration. Various
configurations of power generation, usage and balance can be implemented with an
EVT, enabling great flexibility in propelling hybrid vehicles.

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The Toyota single mode hybrid and General Motor 2 Mode hybrid are production
systems that use EVTs. The Toyota system is in the Pries, Highlander, and Lexus
RX400h and GS450h models. The GM system is used in the Allison Bus hybrid
power trains and the Tahoe and Yukon models. The Toyota system uses one power-
split epicyclical differential gearing system over all driving conditions and is sized
with an electrical path rated at approximately half the capacity of the EVT. The GM
system uses two different EVT ranges: one designed for lower speeds with greater
mechanical advantage, and one designed for higher speeds. The electrical path is rated
at approximately a quarter of the capacity of the EVT. Other arrangements are
possible and applications of EVTs are growing rapidly in number and variety.

EVTs are capable of continuously modulating output/input speed ratios like

mechanical CVTs, but offer the distinct difference and benefit of being able to also
apportion power from two different sources to one output.

1.4.5 HYDROSTATIC

Hydrostatic transmissions transmit all power hydraulically, using the components of

hydraulic machinery. Hydrostatic transmissions do not make use of the hydrodynamic
forces of the fluid flow. There is no solid coupling of the input and output. The
transmission input drive is a central hydraulic pump and final drive unit(s) is/are a
hydraulic motor, or hydraulic cylinder. Both components can be placed physically far
apart on the machine, being connected only by flexible hoses. Hydrostatic drive
systems are used on excavators, lawn tractors, forklifts, winch drive systems, heavy
lift equipment, agricultural machinery, earth-moving equipment, etc. An arrangement
for motor-vehicle transmission was probably used on the Ferguson F-1 P99 racing car
in about 1961.

The Human Friendly Transmission of the Honda DN-01 is hydrostatic.

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1.4.6 HYDRODYNAMIC

If the hydraulic pump and/or hydraulic motor make use of the hydrodynamic effects
of the fluid flow, i.e. pressure due to a change in the fluid's momentum as it flows
through vanes in a turbine. The pump and motor usually consist of rotating vanes
without seals and are typically placed in close proximity. The transmission ratio can
be made to vary by means of additional rotating vanes, an effect similar to varying the
pitch of an airplane propeller.

The torque converter in most automotive automatic transmissions is, in itself, a

hydrodynamic transmission.

It was possible to drive the Dynaflow transmission without shifting the mechanical
gears.

Hydrodynamic transmissions are used in many passenger rail vehicles. In this

application the advantage of smooth power delivery may outweigh the reduced
efficiency caused by turbulence energy losses in the fluid.

1.4.7 ELECTRIC

Electric transmissions convert the mechanical power of the engine(s) to electricity

with electric generators and convert it back to mechanical power with electric motors.
Electrical or electronic adjustable-speed drive control systems are used to control the
speed and torque of the motors. If the generators are driven by turbines, such
arrangements are called turbo-electric. Likewise installations powered by diesel-
engines are called diesel-electric. Diesel-electric arrangements are used on many
railway locomotives, ships, large mining trucks, and some bulldozers

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2.CONTINOUSLY VARIABLE TRANSMISSION

A continuously variable transmission (CVT) is a transmission that can change

sleeplessly through an infinite number of effective gear ratios between
maximum and minimum values. This contrasts with other mechanical
transmissions that offer a fixed number of gear ratios. 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. Alternatively 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.

A Chain-driven CVT

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2.1 USES

Many small tractors for home and garden use have simple rubber belt CVTs. For
example, the John Deere Gator line of small utility vehicles use 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 shifting gears. Nearly all
snowmobiles, old and new, and motorscooters use CVTs, typically the rubber
belt/variable pulley variety.

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 or accelerate as needed to accommodate variations in thickness of the crop.

CVTs have been used in aircraft electrical power generating systems since the 1950s
and in Sports Car Club of America (SCCA) Formula 500 race cars since the early
1970s. CVTs were banned from Formula 1 in 1994 due to concerns that the best-
funded teams would dominate if they managed to create a viable F1 CVT
transmission. More recently, CVT systems have been developed for go-karts and have
proven to increase performance and engine life expectancy. The Tomcar 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 handwheel 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 the speed must be changed with the motor running.

23
CVTs should be distinguished from Power Sharing Transmissions (PSTs), as used in
newer hybrid cars, 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 Mitsubishi Lancer, Proton Inspira, Honda Insight, Honda Fit,
and Honda CR-Z hybrids, the Nissan Tiida/Versa (only the SL model), Nissan Cube,
Juke, Sentra, Altima, Maxima, Rogue, Murano, Honda Capa, Honda Civic HX, Jeep
Patriot and Compass use CVT.

2.2 PRINCIPLE OF VARIATOR

Many small tractors for home and garden use have simple rubber belt CVTs. For
example, the John Deere Gator line of small utility vehicles use 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 shifting gears. Nearly all
snowmobiles, old and new, and motorscooters use CVTs, typically the rubber
belt/variable pulley variety.

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 or accelerate as needed to accommodate variations in thickness of the crop.

CVTs have been used in aircraft electrical power generating systems since the 1950s
and in Sports Car Club of America (SCCA) Formula 500 race cars since the early
1970s. CVTs were banned from Formula 1 in 1994 because they were making the cars
too fast. More recently, CVT systems have been developed for go-karts and have
proven to increase performance and engine life expectancy. The Tomcar 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

24
fixed in diameter, or may have a series of given-diameter steps to allow a selection of
speed ranges. A handwheel 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 the speed must be changed with the motor running.

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

newer hybrid cars, such as the Toyota Prius, Highlander and Camry, the Nissan
Altima, and newer-model Ford Escape Hybrid SUVs. These transmissions are
fundamentally different. However the Mitsubishi Lancer, Honda Insight and Honda
CR-Z hybrids, the Nissan Tiida/Versa (only the SL model), Nissan Cube, Juke, Rogue,
Altima, Murano, Maxima, Jeep Patriot and Compass use CVT

2.3 TYPES:-

2.3.1 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
changes the effective diameters of the pulleys, which in turn 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 in order 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

25
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 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.

2.3.2 TOROIDAL OR ROLLER-BASED CVT (EXTROID CVT )

An example of a toroidal CVT, made in SolidWorks

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

26
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.

2.3.3 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 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 backdriving (reverse
IVT operation) ratio may be infinite, resulting in impossibly high backdriving 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

27
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
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.

An example of a true IVT is the SIMKINETICS SIVAT that uses a ratcheting CVR.
Its CVR ratcheting mechanism contributes minimal IVT output ripple across its range
of ratios.

Another example of a true IVT is the Hydristor because the front unit connected to the
engine can displace from zero to 27 cubic inches per revolution forward and zero to
-10 cubic inches per revolution reverse. The rear unit is capable of zero to 75 cubic
inches per revolution.

2.3.4 RATCHETING CVT

The ratcheting CVT is a transmission that relies on static friction and is based on a set
of elements that successively become engaged and then disengaged between the
driving system and the driven system, often using oscillating or indexing motion in
conjunction with one-way clutches or ratchets that rectify and sum only "forward"
motion. The transmission ratio is adjusted by changing linkage geometry within the

28
oscillating elements, so that the summed maximum linkage speed is adjusted, even
when the average linkage speed remains constant. Power is transferred from input to
output only when the clutch or ratchet is engaged, and therefore when it is locked into
a static friction mode where the driving & driven rotating surfaces momentarily rotate
together without slippage.

These CVTs can transfer substantial torque, because their static friction actually
increases relative to torque throughput, so slippage is impossible in properly designed
systems. Efficiency is generally high, because most of the dynamic friction is caused
by very slight transitional clutch speed changes. The drawback to ratcheting CVTs is
vibration caused by the successive transition in speed required to accelerate the
element, which must supplant the previously operating and decelerating, power
transmitting element.

Ratcheting CVTs are distinguished from VDPs and roller-based CVTs by being static
friction-based devices, as opposed to being dynamic friction-based devices that waste
significant energy through slippage of twisting surfaces. An example of a ratcheting
CVT is one prototyped as a bicycle transmission protected under U.S. Patent
5,516,132 in which strong pedalling torque causes this mechanism to react against the
spring, moving the ring gear/chainwheel assembly toward a concentric, lower gear
position. When the pedaling torque relaxes to lower levels, the transmission self-
adjusts toward higher gears, accompanied by an increase in transmission vibration

29
2.3.5 HYDROSTATIC CVTS

Honda DN-01 motorcycle

Hydrostatic transmissions use a variable displacement pump and a hydraulic motor.

All 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 differential components. This type of
transmission is relatively easy to use because all forward and reverse speeds can be
accessed using a single lever.

An integrated hydrostatic transaxle (IHT) uses a single housing for both hydraulic
elements and gear-reducing elements. This type of transmission, most commonly
manufactured by Hydro-Gear, has been effectively applied to a variety of inexpensive
and expensive versions of ridden lawn mowers and garden tractors. Many versions of
riding lawn mowers and garden tractors propelled by a hydrostatic transmission are
capable of pulling a reverse tine tiller and even a single bladed plow.

One class of riding lawn mower that has recently gained in popularity with consumers
is zero turning radius mowers. These mowers have traditionally been powered with
wheel hub mounted hydraulic motors driven by continuously variable pumps, but this
design is relatively expensive. Hydro-Gear, created the first cost-effective integrated
hydrostatic transaxle suitable for propelling consumer zero turning radius mowers.

30
Some heavy equipment may also be propelled by a hydrostatic transmission; e.g.
agricultural machinery including foragers, combines, and some tractors. A variety of
heavy earth-moving equipment manufactured by Caterpillar Inc., e.g. compact and
small wheel loaders, track type loaders and tractors, skid-steered loaders and asphalt
compactors use hydrostatic transmission. Hydrostatic CVTs are usually not used for
extended duration high torque applications due to the heat that is generated by the
flowing oil.

The Honda DN-01 motorcycle is the first road-going consumer vehicle with
hydrostatic drive that employs a variable displacement axial piston pump with a
variable-angle swashplate.

2.3.6 VARIABLE TOOTHED WHEEL TRANSMISSION

A variable toothed wheel transmission is not a true CVT that can alter its ratio in
infinite increments, but rather approaches CVT capability by having a large number of
ratios, typically 49. This transmission relies on a toothed wheel positively engaged
with a chain where the toothed wheel has the ability to add or subtract a tooth at a
time in order to alter its ratio relative to the chain it is driving. The "toothed wheel"
can take on many configurations including ladder chains, drive bars and sprocket
teeth. The huge advantage of this type of CVT is that it is a positive mechanical drive
and thus does not have the frictional losses and limitations of the roller-based or VDP
CVT’s. The challenge in this type of CVT is to add or subtract a tooth from the
toothed wheel in a very precise and controlled way in order to maintain synchronized
engagement with the chain. This type of transmission has the potential to change
ratios under load because of the large number of ratios, resulting in the order of 3%
ratio change differences between ratios, thus a clutch or torque converter is necessary
only for pull-away. No CVTs of this type are in commercial use, probably because of
above mentioned development challenge

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2.3.7 CONE CVTS
The Evans friction cone, a type of cone CV

A cone CVT varies the effective gear ratio using one or more conical rollers. The
simplest type of cone CVT, the single-cone version, uses a wheel that moves along the
slope of the cone, creating the variation between the narrow and wide diameters of the
cone.

In a CVT with oscillating cones, the torque is transmitted via friction from a variable
number of cones (according to the torque to be transmitted) to a central, barrel-shaped
hub. The side surface of the hub is convex with a specific radius of curvature which is
smaller than the concavity radius of the cones. In this way, there will be only one
(theoretical) contact point between each cone and the hub at any time.

A new CVT using this technology, the Warko, was presented in Berlin during the 6th
International CTI Symposium of Innovative Automotive Transmissions, on December
3-7, 2007.

A particular characteristic of the Warko is the absence of a clutch: the engine is

always connected to the wheels, and the rear drive is obtained by means of an
epicyclic system in output. This system, named “power split, allows the engine to
have a "neutral gear": when the engine turns (connected to the sun gear of the
epicyclic system), the variator (i.e., the planetary gears) will compensate for the
engine rotation, so the outer ring gear (which provides output) doesn't turn at all.

2.3.8 RADIAL ROLLER CVT

The working principle of this CVT is similar to that of conventional oil compression
engines, but, instead of compressing oil, common steel rollers are compressed.

The motion transmission between rollers and rotors is assisted by an adapted traction
fluid, which ensures the proper friction between the surfaces and slows down wearing
thereof. Unlike other systems, the radial rollers do not show a tangential speed
variation (delta) along the contact lines on the rotors. From this, a greater mechanical
efficiency and working life are obtained. The main advantages of this CVT are the
manufacturing inexpensiveness and the high power efficiency.

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2.4 HISTORY

Leonardo da Vinci, in 1490, conceptualized a stepless continuously variable

transmission.The first patent for a friction-based belt CVT was filed in Europe by
Daimler and Benz in 1886, and a US Patent for a toroidal CVT was granted in 1935.

In 1910 Zenith Motorcycles built a V2-Motorcycle with the Gradua-Gear which was a
CVT. This Zenith-Gradua was so successful in hillclimb events, that it was eventually
barred, so that other manufacturers had a chance to win.

1912 the British motorcycle manufacturer Rudge-Whitworth built the Rudge

Multigear. The Multi was a much improved version of Zenith’s Gradua-Gear. The
Rudge Multi was so successful that CVT-gears were eventually barred at the famous
Tourist Trophy race (which was the world's most important motorcycle race before
World War I) from 1913 on.

In 1922 Browne offered a motorcycle with variable-stroke ratchet drive using a face
ratchet.

An early application of CVT was in the British Clyno car, introduced in 1923.

A CVT, called Variomatic, was designed and built by Hub van Doorne, co-founder of
Van Doorne's Automobiel Fabriek (DAF), in the late 1950s, specifically to produce an
automatic transmission for a small, affordable car. The first DAF car using van
Doorne's CVT, the DAF 600,was produced in 1958. Van Doorne's patents were later
transferred to a company called VDT (Van Doorne Transmissie B.V.) when the
passenger car division was sold to Volvo; its CVT was used in the Volvo 340.

Many snowmobiles use a rubber belt CVT. In 1974, Rokon offered a motorcycle with
a rubber belt CVT.

CVTs are used in some ATVs. The first ATV equipped with CVT was Suzuki's LT80
mini in 1987.

In early 1987, Subaru launched the Justy in Tokyo with an electronically controlled
continuously variable transmission (ECVT) developed by Fuji Heavy Industries,

33
which owns Subaru. In 1989 the Justy became the first production car in the U.S. to
offer CVT technology. While the Justy saw only limited success, Subaru continues to
use CVT in its kei cars to this day, while also supplying it to other manufacturers.

In the summer of 1987 the Ford Fiesta and Fiat Uno became the first mainstream
European cars to be equipped with steel-belted CVT (as opposed to the less robust
rubber-belted DAF design). This CVT, the Ford CTX was developed by Ford, Van
Doorne, and Fiat, with work on the transmission starting in 1976.

The 1992 Nissan March contained Nissan's N-CVT based on the Fuji Heavy
Industries ECVT. In the late 1990s, Nissan designed its own CVT that allowed for
higher torque and included 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 Extroid, 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. The Nissan Murano, introduced in 2003, and the Nissan Rogue, introduced in
2007, also use CVT in their automatic transmission models. In a Nissan Press
Release, July 12, 2006 Nissan announced a huge shift to CVT transmissions when
they selected their XTronic CVT technology for all automatic versions of the Nissan
Versa, Cube, Sentra, Altima and Maxima vehicles in North America, making the CVT
a truly mainstream transmission system. One major motivator for Nissan to make a
switch to CVTs is as part of their 'Green Program 2010' aimed at reducing CO2
emissions by 2010. To date Nissan has had the most success with producing their
CVTs in high volume and on a wide range of vehicles. The CVT found in Nissan’s
Maxima, Murano and the V6 version of Altima is considered to be the worlds first
"3.5L class" belt CVT and can hold much higher torque loads then other belt CVTs.

After 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. The CVT is also currently employed in the Honda City
ZX that is manufactured in India and Honda City Vario manufactured in Pakistan.

34
Toyota used a Power Split Transmission (PST) in the 1997 Prius, and all subsequent
Toyota and Lexus hybrids sold internationally continue to use the system (marketed
under the Hybrid Synergy Drive name). The HSD is also referred to as an
Electronically-controlled Continuously-variable Transmission. The PST allows either
the electric motor or the internal combustion engine (ICE) or both to propel the
vehicle. In ICE-only mode, part of the engine's power is mechanically coupled to the
drivetrain, with the other part going through a generator and a motor. The amount of
power being channeled through the electrical path determine the effective gear ratio.
Toyota also offers a non-hybrid CVT called Multidrive for models such as Avensis.

Audi has, since 2000, offered a chain-type CVT (Multitronic) as an option on some of
its larger-engine models, for example the A4 3.0 L V6.

Fiat in 2000 offered a Cone-type CVT as an option on its hit model Fiat Punto (16v 80
PS ELX,Sporting).

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.

GM introduced its version of CVT known as VTi in 2002. It was used in the Saturn
Vue and Saturn Ion models. This transmission was quickly withdrawn in 2005 models
due to high failure rates.

Ford introduced a chain-driven CVT known as the CFT30 in their 2005 Ford
Freestyle, Ford Five Hundred and Mercury Montego. The transmission was designed
in cooperation with German automotive supplier ZF Friedrichshafen and was
produced in Batavia, Ohio at Batavia Transmissions LLC (a subsidiary of Ford Motor
Company) until March 22, 2007. The Batavia plant also produced the belt-driven
CFT23 CVT which went in the Ford Focus C-MAX. Ford also sold Escort and Orion
models in Europe with CVTs in the 1980s and 1990s.

35
Contract agreements were established in 2006 between MTD Products and Torotrak
for the first full toroidal system to be manufactured for outdoor power equipment such
as jet skis, ski-mobiles and ride-on mowers.

The 2007 Dodge Caliber and the related Jeep Compass and Jeep Patriot employ a
CVT using a variable pulley system as their optional automatic transmission.

The 2008 Mitsubishi Lancer model is available with CVT transmission as the
automatic transmission. DE and ES models receive a standard CVT with Drive and
Low gears; the GTS model is equipped with a standard Drive and also a Sportronic
mode that allows the driver to use 6 different preset gear ratios (either with the shifter
or steering wheel-mounted paddle shifters).

The 2009 SEAT Exeo is available with a CVT automatic transmission (multitronic) as
an option for the 2.0 TSI 200 hp (149 kW) petrol engine, with selectable 'six-speeds'.

Subaru offers CVT on the 2010 Legacy and 2010 Outback (Lineartronic)

36
2.4 CVT “BANNED”

Williams unleashed one of the greatest technological blows the sport has ever seen in
1992 when their computer-controlled active suspension FW14B stormed the
championship.

The technological onslaught continued in 1993 as traction control and anti-lock

braking became commonplace and Williams’ rivals up and down the pit lane grappled
with active suspension.

Astonishingly even as the FIA sought to ban the expensive innovations, several teams
concocted radical new technologies even though they knew they would be illegal in
1994. Benetton’s four-wheel steer was one.

Another was Williams’ Continuously Variable Transmission – which could have

revolutionised the way F1 cars sound, had it not been banned.

Great engineering innovations often start with an inspired logical observation. Here’s
one:

If a car’s engine is constantly decelerating and accelerating, it is not operating at

maximum efficiency. To do that it should rev constantly at the optimum point of
power and torque.

This point was well understood by car engineers outside of Williams long before
1993. One solution was to do away with a conventional gearbox and instead use a
system of pulleys to adapt the engine’s power in line with what the driver required.

The system – continuously (or “continually”) variable transmission – existed in

various different forms. DAF had produced a road car in 1958 called the 600 (or “A-
Type”) which featured a “Variomatic” gearbox – which was essentially a CVT.

The problem for using such technology in racing cars was the difficulty of finding a
strong enough belt to transit the power from an F1 engine.

In 1993 Williams cracked it and David Coulthard tested the car on a wet July day at
Pembrey in Wales. It was later driven by touring car racer

37
Alain Menu (his Renault 19 race car was prepared by Williams at the time).

At first it was feared that a ban on electronically controlled gearboxes would do away
with the CVT before it could race. But in the end the FIA came up with something
much more direct to get rid of it.

They stipulated that, from 1994, F1 cars had to have between four and seven fixed
gears – and for good measure added a sub-clause specifically banning CVT.

Williams’ CVT car sounded revolutionarily different to contemporary (and modern)

F1 cars because of the different way it used the engine. Instead of the revs rising and
falling with each corner they remaining constant through each bend – a wholly
unusual sound for spectators.

There was also speculation that it had instantly proved several seconds per lap quicker
than the conventional Williams – which was already streets ahead of its rivals.

Although the technology and offshoots of it have been used in road cars it remained
too exotic for the increasingly stringent demands of Formula One. A lone, unraced
Williams-Renault CVT sits in a DAF museum somewhere.

38
3.FEW DEFINITIONS (ACC. TO PROJECT):-

3.1 FRONT PULLEY ASSEMBLY:-

3.1.1 FRONT PULLEY

(Also known as the driving pulley)This is the collection of parts which includes the
variator, outer front pulley half and rollers. It sits on the output shaft that is the
extension of the crankshaft from the engine and provides the access to the power from
the engine

3.1.2 OUTER FRONT PULLEY HALF

(Also known as fixed pulley half, or static pulley…. or a combination of these terms)
This is the outer part of the front pulley mechanism that is fixed to the output shaft of
the engine and turns in time with it, it’s usually bolted on with a substantial nut that
has to be tightened up to a precise torque, this nut is usually known as a ‘variator nut’
and on some applications can only be used once. The pulley half is fixed on the output
shaft both rotationally and laterally

39
3.1.3 VARIATOR:-

The variator is driven directly by the engine. Inside the variator are 6
rollers that are positioned in individual slots with ramps that they will move along
outward when centrifugal force is applied. As the rollers move outward, they press
against the ramp plate which causes the pulley plates of the variator to move toward
one another, compressing the belt. This "V" shape created by the pulley plates pushes
the belt outward, which draws the belt inward on the driven (clutch) side, increasing
the gear ratio

40
3.1.4 RAMP PLATE, RAMPS, ROLLERS:-

41
42
At idle, the rollers are at their innermost position, the variator pulley plates are at their
farthest apart, and the CVT belt is low on the variator side and high on the clutch side
(see Image 2). With increasing RPMs, the rollers move outward along their ramps
applying pressure to the ramp plate, which compresses the variator pulley plates and
squeezes the CVT belt outwards.

3.2 REAR PULLEY ASSEMBLY/ CLUTCH ASSEMBLY:-

3.2.1 REAR PULLEY:-

The rear pulley (also known as the driven pulley) receives the input of power from the
front pulley via the drive belt. The rear pulley comprises the clutch bell, clutch
mechanism, torque controller and contra spring

3.2.3 BELL HOUSING:-

43
The clutch bell is something that you should inspect annually at minimum and more
often if you find that you are bogging down when climbing with the engine revving
high and the wheels won't spin. This can be indicative of a "glazed" or smoothed
clutch bell and/or clutch pads.

A tremendous amount of frictional heat is created when pushing the climbing limits of
your buggy, and this eventually leads to smoothing of the inside edge of the clutch
bell. The heat (and smoke) can turn the bell a purplish colour and result in a very
smooth, glazed appearance. When this happens, it's time to replace the clutch bell and
inspect your clutch pads for possible clutch replacement as well

3.2.3 CONTRA SPRING:-

(also known as contrast spring, pulley spring, clutch torque spring, etc)
The contra spring sits behind the clutch mechanism and maintains the gearing
at the correct level at the rear pulley

3.2.4 CLUTCH SPRING:-

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The main torque spring makes it harder for the variator to draw the belt inward on the
clutch. This keeps the buggy in a lower gear ratio longer, and "downshifts" faster
when decelerating so you have more power when you hit the gas again. This is
especially helpful when climbing or coming out of a corner. A higher tension main
torque spring downshifts you more quickly than a lower tension spring, but be aware
that high spring tensions can prevent very light roller weights from ever reaching the
maximum position inside the variator, sacrificing top speed.

3.2.5 CVT Belt:-

The CVT belt is the link between the variator and clutch drives. A good belt is
necessary for peak performance, and belts should be inspected for fraying and wear
and replaced if necessary. Belts are available in regular and Kevlar varieties. Kevlar
belts are stronger than regular belts, but may not always be the best option. If
something is going to give out and break in the CVT system, the least expensive and
easiest part to replace is the belt. Some people advocate not using Kevlar belts as they
may not be the first part to fail if something goes wrong.

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 DESIGN OF NUT
In design of nut the major dimension is the height or
length of the nut. It is decided by considering the bearing
criterion. Nut is also required to be safe under shearing .
The failure of nut in shearing takes place at its core
diameter and the area of core diameter of screw resisting
shear is less than the area at the core diameter of nut.

Secondly the materials for nut & screw are different

to avoid greater friction at contacts.

Material Selection
Material Allowable tensile Allowable shear
stress N/mm2 stress

N/mm2
Phospher 400 210
bronze

Design the nut

f bearing = W

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 /4 (d2 – dc2)x n

= 0.8x103

/4 (162-102) x 10

n = 0.59
n=1

AS ; n = no of the threads in contact.

ln = length of nut.

P = Pitch.
Ln
n=
p

 Ln = n x p

=1x6

ln = 6

Normally it is recommended that ratio of length or height

of nut (n) to core diameter (dc) should be between 1.2 to
2.5 for solid nuts.

ln = 1.2 x 10

=12 mm

Considering length of nut = 13 mm

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b) Shear stress due to axial load.

fs nut (act) = w

‫ ח‬dc x(ln/p)

0.8x103
=
‫ ח‬x 10 x 2.16

fs nut (act) = 11.78 N/mm2

As fs act < fs all the nut is safe in shear.

MATERIAL PROCUREMENT

Material is procured as per raw material specification and

part quantity. Part process planning is done to decide the
process of manufacture and appropriate machine for the
same.
GENERAL MATERIAL USED

EN24- ALLOY STEEL

EN9- PLAIN CARBON STEEL

MS-MILD STEEL

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STD- STANDARD PARTS SELECTED FROM PSG DESIGN
DATA/MANUFACTURER CATALOGUE

MATERIAL PROCUREMENT

Material is procured as per raw material specification and

part quantity. Part process planning is done to decide the
process of manufacture and appropriate machine for the
same.
GENERAL MATERIAL USED

EN24- ALLOY STEEL

EN9- PLAIN CARBON STEEL

MS-MILD STEEL

GM- GUN METAL

STD- STANDARD PARTS SELECTED FROM PSG DESIGN

DATA/MANUFACTURER CATALOGUE

APPLICATIONS OF A+ CVT

Light electric vehicles (LEVs)

Automobiles

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 All-terrain vehicles (ATVs)
Machine tool drives
Agricultural equipment

ADVANTAGES OF A+CVT
A) The sprocket bars are made round in shape and are made integral
with the cone, this reduces the problem of vibration and chatter.

B) The simple round shape of the sprocket bars make engagement

and disengagement of the transmission belt easy, and vibration
free so also offering an positive engagement, unlikely of any slip.

C) The simple shape of the sprocket bars makes the manufacturing

process easy and at low cost.

D) The transmission element of the A+ CVT is PIX ‘X’ treme Classical

Synchronous belt . Belt being standard element low cost and easy
availability .

E) More than 150 gear ratios possible.

F) Speed changing is single lever control, hence easy .

G) Step-less speed variation hence instant acceleration possible

H) Neutral position can be achieved with minimal modification

I) Compact in size, low in weight

J) Low cost and easy to apply.

K) Can be applied both to automobile and mechanical industry.

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References :

1. Mechanisms –Linkages- and Mechanical Drives –

- I A Chironis
2. Modern transmission systems
- A W Judge
3. PSG design data.
4. MACHINE DESIGN :- R S KHURMI
5. DESIGN OF MACHINE ELEMENTS :- V B
BHANDARI

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