Nicola Galluzzi - Research project presentation

Dec 17, 20163 likes144 views

This document describes the development of a program to calculate losses in a pushbelt continuously variable transmission (CVT). It outlines the objectives, methodology, inputs, and models used, which include friction coefficient modeling, transverse belt speed influence, and adhesive friction between belt layers. The results show that accounting for these factors in the new model leads to higher total loss calculations than the traditional model.

Development of a program for determining losses in a CVT
Objective
Calculating of losses in a pushbelt CVT.
Methodology for the calculation of losses
1. evaluation of the corrent state of research regarding simulation and calculation
of losses in pushbelt CVT;
2. development of an alternative approach to determine losses in a pushbelt CVT;
3. implementation of the model in a Matlab routine;
4. results.

Development of a program for determining losses in a CVT
INPUT DATA
Manufacturer: Bosch Transmission Technology B.V.
Product name: 24/12/1,50/208,8
Design: push belt
Centre distance: 155 mm
Conical angle: 11°
Contact surfaces pro wheel: 432
Length: 656 mm
Segment width: 1,50 mm
Width: 34,3 mm
Height: 13,1 mm
Mass: 1050 g
Transmission ratio. 2,37
RPMIN:1500 1/min
RPMOUT: 633 1/min
TorqueIN: 120 Nm
TorqueOUT: 284 Nm

Development of a program for determining losses in a CVT
The changes made over the traditional model concern:
- the friction coefficient model;
- the influence of the transversal speed of the belt;
- the mathematical model used for the calculation of the absolute and relative
speeds of the belt;
-the adhesive friction between the various layers forming the transmission belt.
FRICTION COEFFICIENT
I used a mathematical model that approximates the behavior of a CVT with V-
belts: these particular kinds of belts have a section with an isosceles trapezoid
shape. They operate on pulleys that have the outer surface on which is a groove
also trapezoidal in shape. The friction coefficient becomes:

ALGORITHM FOR CALCULATING THE ABSOLUTE AND RELATIVE
SPEED
The hypothesis behind such mathematical model for calculating speeds is to
approximate the motion of the belt around the pulley with a chain transmission.
This model considers:
-transversal dynamics;
-longitudinal dynamics;
-contact between elements: it is modeled in one dimension, since there is no
relative velocity in radial and axial direction;
-the polygonal frequency: I approximate the operation of a CVT with a chain
transmission, because neighboring elements possess a certain distance to each
other depending on the specific design of the belt. Therefore the chain (or belt)
does not enter (or leave) the pulley continuously but in a discrete way.
Development of a program for determining losses in a CVT

Development of a program for determining losses in a CVT
TRANSVERSE FORCE AND SPEED
The friction force FR should be smaller than the maximum static friction force:
FR<FS=µKFN. For rolling contact, the maximum friction force is determined using
the kinetic friction coefficient FS=µKFN, because it deals with the transition from
partial to complete sliding. It is possible calculating the transverse force acting on
the belt.
Force and velocity components of a
sliding wheel that is actuated by a
small transverse force F┴

Development of a program for determining losses in a CVT
ADHESIVE CONTACT BETWEEN BANDS
Adhesion plays an essential role in rubber friction and is therefore an important
phenomenon that must be accounted. In the first model, it is assumed that the
contacting surfaces did not “adhere”. Actually, there are relatively weak
interactive forces between two bodies: it decrease very quickly as the distance
between the bodies increases. These forces lead, in most cases, to mutual
attraction and are known as adhesive forces.

Traditional model Own model
Primary pulley Secondary
pulley
Primary pulley Secondary
pulley
Torque loss due to segment
sliding relative to a pulley (Nm)
0,0094 0,0094 0,0082 0,0082
Pulley penetration loss (Nm) 0,2408 0,0416 0,2180 0,0376
Pulley wedge loss (Nm) 0,3112 0,1268 0,3110 0,0855
Losses (Nm)
(Watt)
0,5614
88,184
0,1778
11,785
0,5372
84,383
0,1313
8,7030
Transversal speed of the belt
(Nm)
0,2260 0,3094
Losses (Nm)
(Watt)
0,5614
88,184
0,1778
11,785
0,7632
119,88
0,4407
29,211
Total losses (Nm)
(Watt)
0,7393
99,969
1,2039
149,091
Development of a program for determining losses in a CVT
RESULTS

The team created theoretical models of the continuously variable transmission (CVT) on the Cal Poly Baja car to improve performance. Their Adams model showed that increasing weight on the primary pulley results in faster expansion and quicker response time. Their Simulink model calculated that using the ideal CVT ratio would reduce the 0-100 ft time to under 5 seconds, improving their acceleration time by over 10%. Testing different ramp angles on the primary pulley also showed potential for obtaining the ideal ratio. Experimental validation was recommended over relying solely on analytical models.

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This document presents an experimental study on the transmissibility of shock absorbers for a two-wheeler vehicle. Researchers tested the performance of shock absorbers under different conditions, including varying spring stiffness and oil types. They analyzed a single degree of freedom spring-mass-damper system to model the shock absorber and plotted dynamic characteristic curves. The shock absorbers were tested on an experimental setup that applied disturbances through a rotating drum with speed breakers. Readings from sensors attached to the shock absorbers were analyzed using an FFT analyzer and validated with MATLAB simulations. The results show transmissibility values for different loads, oils and spring stiffnesses, with some error compared to the MATLAB model.

IRJET- Design, Development and Manufacturing of CVT for ATV through Real ...IRJET Journal

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1. The document describes the design, development, and manufacturing of a continuously variable transmission (CVT) for an all-terrain vehicle (ATV) through real-time tuning. 2. A team of students designed and built the CVT to improve acceleration and handling for their ATV, which would compete in SAE BAJA events, in a more cost-effective way than options on the market. 3. The CVT design calculations include determining optimal gear ratios between the driving pulley and driven pulley to keep the engine operating at peak efficiency based on the ATV's specifications and competition requirements.

Iaetsd estimation of frequency for a single link-flexibleIaetsd Iaetsd

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This document proposes an adaptive control method for an uncertain flexible robotic arm. It uses a fast online closed-loop identification method combined with an output feedback controller called a Generalized Proportional Integral (GPI) controller. An algebraic identification method is used to identify unknown system parameters and update the GPI controller in real-time. Simulations show the robustness of the adaptive controller. The document describes the flexible manipulator model, GPI controller design, algebraic estimator development, adaptive control procedure, and simulation results showing the effectiveness of the adaptive control system.

High Speed Tilting Train TechnologyIRJET Journal

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This document discusses high speed tilting train technology. It provides background on tilting trains, which tilt the passenger cars inward on curves to reduce lateral acceleration and allow higher speeds on regular tracks. There are two main types of tilting systems - active systems which use sensors and actuators to control tilting, and passive systems which rely on centrifugal force and the tilt axis being above the center of gravity. The document examines the mechanics of tilting, comparing lateral acceleration in the track and car body. It also describes the typical components of tilting train mechanisms, including long-stroke air springs on the bogies and hydraulic actuators to control tilting.

FEA OF A CRANKSHAFT IN CRANK-PIN WEB FILLET REGION FOR IMPROVING FATIGUE LIFEijiert bestjournal

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A crankshaft is often designed with a fillet radius to improving fatigue life of crankshaft. The fatigue life of crankshaft is depend on the proper fillet radius. This fillet radius is changes than fatigue life is also changes of crankshaft. In most of the time fatigue failure is occur in crank-pin web fillet region. The crankshaft fillet rolling process is one of the commonly adopted methods in engineering to improve fatigue life of the crankshaft. A finite element analysis is implemented to approximate the stress distribution induced in the crankpin fillet region. The modelling of crankshaft is created by Creo-parametric. Finite element analysis is performed to obtain the variation of stress at critical locations and fatigue life of the crank shaft using the ANSYS software and applying th e boundary conditions. Radius of fillet is changes in model of crankshaft to improvement in fatigue life. Th is work in doing for optimization of a crankshaft in crank-pin web fillet region with fatigue life as well as to study a relation between fillet radius/diameter of crankpin to fatigue life. .

IRJET- Speed Variation using Cone Ring Traction DriveIRJET Journal

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This document summarizes a research paper on a cone ring traction drive continuously variable transmission (CVT). The CVT uses an input cone, output cone, and transfer ring to provide an infinite number of gear ratios between maximum and minimum values. It maintains a constant angular velocity for improved fuel efficiency compared to other mechanical transmissions with discrete gear ratios. The CVT concept described uses only mechanical components like rollers, clamping, and adjustment units to change gear ratios quickly without hydraulic delays. A mechanical torque sensor applies axial pressure proportional to output torque. This allows high transmission efficiency at light loads without costly electronic controls.

Design Optimization and CFD Analysis of Car using Active Mounting to Reduce D...IRJET Journal

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This document discusses computational fluid dynamics (CFD) analysis and simulation of air flow around a car to optimize downforce and minimize drag at high speeds. The study uses ANSYS Fluent software to model the rear wing and external surfaces under various velocities. The wing angle of attack and surface geometries are optimized to enhance downforce and reduce drag, improving stability. Pressure contours and graphs of downforce, lift, and drag coefficients at different speeds with and without a spoiler are presented and analyzed. The results indicate the best spoiler heights and angles of attack to maximize downforce while minimizing drag for high-speed stability and control.

IRJET- Experimental Analysis and Topology Optimization of Lower Suspension Ar...IRJET Journal

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This document presents an analysis of the lower control arm of a car's suspension system. It begins with an introduction to suspension systems and the role of the lower control arm. Finite element analysis is then used to model and analyze the stresses and deformation on the original lower control arm design. Topology optimization is performed to reduce the weight by 15% while maintaining structural integrity. Modal analysis shows the optimized design has slightly higher stresses but a reduced weight of 2.2kg compared to the original 2.6kg. Experimental testing of the optimized part validated the finite element analysis results.

IRJET- Sensitivity Analysis Study of CVT Parameters using Mathematical ModelIRJET Journal

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IRJET- Shock Absorber Testing using FFT Analyzer with DewesoftIRJET Journal

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Continuous Variable Transmissionm, Report.Manojkp11

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B02120609researchinventy

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2- AUTOMOTIVE LONGITUDINAL DYNAMICS (ACCEL, BRAKING, CRASH)Brian Wiegand

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Continuous Variable Transmissionpaperpublications3

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A Novel 4WD Permanent Magnet Synchronous Motor for an Electrical Vehicle Cont...IRJET Journal

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Design, Analysis, and Optimization of Continuous Variable TransmissionIRJET Journal

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IRJET- Design and Development of Kinematic Linkages Variable Speed DriveIRJET Journal

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IRJET- Design Simulation and Production of 2-Stage Reduction Gearbox for all ...IRJET Journal

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IRJET- Design and Experimental Testing of a Two-Terminal Mass Device with a V...IRJET Journal

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Optimum design of braking system for a formula 3 race cars with numeric compu...IRJET Journal

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IRJET- Experimental Transmissibility Investigation of Shock Absorber and Comp...IRJET Journal

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IRJET- Design, Development and Manufacturing of CVT for ATV through Real ...IRJET Journal

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Iaetsd estimation of frequency for a single link-flexibleIaetsd Iaetsd

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High Speed Tilting Train TechnologyIRJET Journal

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FEA OF A CRANKSHAFT IN CRANK-PIN WEB FILLET REGION FOR IMPROVING FATIGUE LIFEijiert bestjournal

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IRJET- Speed Variation using Cone Ring Traction DriveIRJET Journal

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Design Optimization and CFD Analysis of Car using Active Mounting to Reduce D...IRJET Journal

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IRJET- Experimental Analysis and Topology Optimization of Lower Suspension Ar...IRJET Journal

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Nicola Galluzzi - Research project presentation

1. Development of a program for determining losses in a CVT Objective Calculating of losses in a pushbelt CVT. Methodology for the calculation of losses 1. evaluation of the corrent state of research regarding simulation and calculation of losses in pushbelt CVT; 2. development of an alternative approach to determine losses in a pushbelt CVT; 3. implementation of the model in a Matlab routine; 4. results.

2. Development of a program for determining losses in a CVT INPUT DATA Manufacturer: Bosch Transmission Technology B.V. Product name: 24/12/1,50/208,8 Design: push belt Centre distance: 155 mm Conical angle: 11° Contact surfaces pro wheel: 432 Length: 656 mm Segment width: 1,50 mm Width: 34,3 mm Height: 13,1 mm Mass: 1050 g Transmission ratio. 2,37 RPMIN:1500 1/min RPMOUT: 633 1/min TorqueIN: 120 Nm TorqueOUT: 284 Nm

3. Development of a program for determining losses in a CVT The changes made over the traditional model concern: - the friction coefficient model; - the influence of the transversal speed of the belt; - the mathematical model used for the calculation of the absolute and relative speeds of the belt; -the adhesive friction between the various layers forming the transmission belt. FRICTION COEFFICIENT I used a mathematical model that approximates the behavior of a CVT with V- belts: these particular kinds of belts have a section with an isosceles trapezoid shape. They operate on pulleys that have the outer surface on which is a groove also trapezoidal in shape. The friction coefficient becomes:

4. ALGORITHM FOR CALCULATING THE ABSOLUTE AND RELATIVE SPEED The hypothesis behind such mathematical model for calculating speeds is to approximate the motion of the belt around the pulley with a chain transmission. This model considers: -transversal dynamics; -longitudinal dynamics; -contact between elements: it is modeled in one dimension, since there is no relative velocity in radial and axial direction; -the polygonal frequency: I approximate the operation of a CVT with a chain transmission, because neighboring elements possess a certain distance to each other depending on the specific design of the belt. Therefore the chain (or belt) does not enter (or leave) the pulley continuously but in a discrete way. Development of a program for determining losses in a CVT

5. Development of a program for determining losses in a CVT TRANSVERSE FORCE AND SPEED The friction force FR should be smaller than the maximum static friction force: FR<FS=µKFN. For rolling contact, the maximum friction force is determined using the kinetic friction coefficient FS=µKFN, because it deals with the transition from partial to complete sliding. It is possible calculating the transverse force acting on the belt. Force and velocity components of a sliding wheel that is actuated by a small transverse force F┴

6. Development of a program for determining losses in a CVT ADHESIVE CONTACT BETWEEN BANDS Adhesion plays an essential role in rubber friction and is therefore an important phenomenon that must be accounted. In the first model, it is assumed that the contacting surfaces did not “adhere”. Actually, there are relatively weak interactive forces between two bodies: it decrease very quickly as the distance between the bodies increases. These forces lead, in most cases, to mutual attraction and are known as adhesive forces.

7. Traditional model Own model Primary pulley Secondary pulley Primary pulley Secondary pulley Torque loss due to segment sliding relative to a pulley (Nm) 0,0094 0,0094 0,0082 0,0082 Pulley penetration loss (Nm) 0,2408 0,0416 0,2180 0,0376 Pulley wedge loss (Nm) 0,3112 0,1268 0,3110 0,0855 Losses (Nm) (Watt) 0,5614 88,184 0,1778 11,785 0,5372 84,383 0,1313 8,7030 Transversal speed of the belt (Nm) 0,2260 0,3094 Losses (Nm) (Watt) 0,5614 88,184 0,1778 11,785 0,7632 119,88 0,4407 29,211 Total losses (Nm) (Watt) 0,7393 99,969 1,2039 149,091 Development of a program for determining losses in a CVT RESULTS

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Nicola Galluzzi - Research project presentation

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