Continuously variable transmission (CVT), an old idea that recently become a hope to the

automobile industry. CVT can constantly cnhge its speed ratio to optimize the engine efficiency
and gives a perfectly asmooth spped-torque curve, rather than slecting different gears. This
improves acceleration as well as mileage compared to traditionanal transmission. CVT have been
used by automakers from decades, very limited work has been done on their growth. Nowadays,
an ample amount of research work is ongoing on CVT. As Continuously variable transmission
development continues, costs reduces and performance increases, which will increase demand of
development.

A Continuously variable transmission (CVT) can gradually shift to any effective spped ratio in a
finite upper and lower limit. Where, traditional gear box vehicle can have only 4 – 6 gear ratios.
The infinite speed ratios allows engine to run at a constatnt spedd while increasing vehicle speed.
This will lead in a better performance of vehicle and produces most power, due to infinite speed
ratios. CVT operates without jerks

Here, the groove angel mentioned in this reasearch work will maximize the torque transmission
capacity of Car. The current model of CVT pulley belt, shaft is created by using modeling
software CATIA. Simulation software ANSYS 19.2 Workbench is used for Finite Element
Analysis. The analysis is carried out to find the equivalent stresses, maximum principle stresses,
total deformation etc. Here, from the design of cvt pulley and its analysis, we can clearly say that
thickness of 2mm will be on safe side.Now, we know that the CAE gives an approximation of
the solution. So, this dissertation work includes delvelopment of a performing component
through the phases of Design, Development and Testing. Heavier material can be replaced with
the aluminum.

Necessity of CVT

 To increase vehicle performance.

 Driving Comfot, Smooth Riding experience, without jerks.
 A well-chosen engine speed also leads to a minimum of exhaust gases. To reduece
emmsiion of poissions gases in environment
History of CVT

Fig. Leonardo da Vinci's concept of Continuously Variable Transmission

“Life is pretty simple: You do some stuff. Most fails. Some works. You do more of what works.
If it works big, others quickly copy it. Then you do something else. The trick is the doing
something else.” (Leonardo da Vinci, 1452-1519)

Leonardo da Vinci was said to be the first one who thought about a CVT system around 1490.
But when the invention of the car was a fact at the end of the 19th century, CVT became a true
issue. The first CVT patent dates from 1886. The first commercial CVT equipped vehicle was
produced in 1958 by DAF (van Doorne Automobiel Fabriek), in the Netherlands, this factory
was set up by Hub van Doorne in 1928. He invented the Variomatic CVT, this is based on a
double V-belt system. The transmission was placed on the rear wheels and the drive train did not
contain a differential gear. The system and the produced car can be seen in figure.
INTRODUCTION

Aftermorethanacenturyofresearchanddevelopment,theinternal combustion(IC)
engineisnearingbothperfectionandobsolescence.Engineers
continuetoexploretheouterlimitsofICefficiencyandperformance,but
advancementsinfueleconomyandemissionshaveeffectivelystalled.While
manyICvehiclesmeetlowemissionsvehiclestandards,thesewillgiveway tonew
strictergovernmentregulationsintheverynearfuture,withlimited
roomforimprovement,automobilemanufacturershavebegunfull-scale
developmentofalternativepower vehicles.Still,manufacturersareloathto
scrapacenturyofdevelopmentandbillionsorpossiblyeventrillionsofdollars
inICinfrastructure.Speciallyfortechnologieswithnohistoryofcommercial
success.Thus,theidealinterimsolutionistofurtheroptimizetheoverall efficiencyofvehicles.

Onepotentialsolutiontothisfueleconomydilemmais the
continuouslyvariabletransmission(CVT),anoldideathathasonlyrecently
becomeabastionofhopetoautomakers.CVTcouldpotentiallyallowICvehiclestomeetthefirstwaveofne
wfuelregulationswhiledevelopmentof
hybridelectricandfuelcellvehiclescontinues.Ratherthanselectingoneof
fourorfivegears,aCVTconstantlychangesitsgearratiotooptimizeengine
efficiencywithaperfectlysmoothtorque-
speedcurve.Thisimprovesbothmileageandaccelerationcomparedtotraditionaltransmissions.Thefund
amentaltheorybehindCVThasundeniablepotential,but
laxfuelregulationsandboomingsalesinrecentyearshavegivenmanufacturers asenseofcomplacency.
Ifconsumersarebuyingmillionsof
carswithconventionaltransmissions,whyspendbillionstodevelopand manufactureCVT.

AlthoughCVThavebeenusedinautomobilesfordecades,limited
torquecapabilitiesandquestionablereliabilityhaveinhibitedtheirgrowth. Today,however
ongoingCVTresearchhasledtoever-morerobust transmissions,andthusever more
diverseautomotiveapplications.AsCVTdevelopmentcontinues,manufacturingcostswillbefurtherred
ucedand performancewillcontinuetoincrease,whichwillinturnincreasethedemand
forfurtherdevelopment.ThiscycleofimprovementwillultimatelygiveCVT
asolidfoundationintheworld’sautomotiveinfrastructure.

The job of transmission is to change the speed ration between engine and wheels of an
automobiles.

Growing demand for environment friendly technologies, automobile manufacturers today

are increasingly focusing on ‘Continuously Variable Transmissions’ (CVT) as an alternative to
conventional gearbox transmission; to achieve a balance between fuel economy and vehicle
performance. By allowing for a continuous band of gear ratios between the driver shaft and
driven shaft, a CVT permits the engine to operate for the most part in a region of high
combustion efficiency resulting in lower emissions, and higher fuel economy.

A continuously variable transmission (CVT) is a transmission which can gradually shift

to any effective gear ratios between a set upper and lower limit. In contrast, most transmissions
equipped on production cars have only 4-6 specific gear ratios that can be selected. The almost
infinite variability of a CVT allows the engine to maintain a constant speed while the vehicle
increases in velocity. This can result in better vehicle performance if the CVT is shifted such that
the engine is held at the RPM that it runs most efficiently at and/or produces the most power.
Because there are no steps between effective gear ratios, CVTs operate smoothly with no sudden
jerks commonly experienced in manual transmission. Since drivers expect a car to jerk or the
engine sound to change as they press the accelerator pedal further, it is very confusing for them
when the car smoothly accelerates without the engine revving faster. Drivers have unfortunately
perceived this as the car lacking power which is causing a marketing problem for the
transmissions.

Necessity of CVT?

Nowadays the car has become the most used transportation application in the world. From some
estimation there are nowadays almost 1000 million registered vehicles over our entire planet
[Ref: 1], and this number is still rising. This enormous number of cars has great influence on our
environment. The exhaust gases are filled with toxic gases and particles, like nitrogen oxides and
sulphur oxides, and also not directly poisonous gases like carbon dioxide and vapour. The toxic
gases contribute to smog problems in big cities, and other air pollutions, this leads to all kinds of
health problems. Carbon dioxide has a significant contribution to the greenhouse effect. This
extended greenhouse effect leads to global warming and climate change we are dealing with.
Different solutions are thought of to solve this problem. In the late seventies vehicles became
equipped with catalytic converters, these converters reduce the toxic gases in the vehicle exhaust.
Also the internal combustion engines have been further developed to produce less exhaust gases.
These applications contributed to a decrease of the harmful exhaust gases. In the last decade also
other solutions have been thought of. Some of them exist of replacing the combustion engine by
a fuel cell, or a combination of the combustion engine with a battery, called hybridization.
Another solution is topology change of the drive train. For a few years a sixth gear has been
added to the conventional gear box, this to reduce the rotating speed of the engine at high vehicle
speed to reduce the exhaust gases.
Table Efficiency vs. Gear ration for Automatic Transmission

Table Various CVT Mechanism vs. Efficiency Range

One more solution is the use of a continuously variable transmission, CVT. This
transmission is able to provide infinite gear ratios between two constraint limits, without the use
of any clutch to disengage the engine from the drive line. By this property the combustion engine
can be driven in its optimal working point, the engine speed does no longer depend on the drive
line, because this can be freely chosen due the presence of the CVT. This means the combustion
engine always can be used in its working point at which it delivers the most power. A well
chosen engine speed also leads to a minimum of exhaust gases. This last solution is an
interesting one. A CVT can be easily used in place of classical transmission in a normal car. The
drive train must be replaced, but the combustion engine and other energy storage devices can
keep the “old” configuration. So the already used lay out of the car does not have to be fully
changed, as instead is the case of fuel cells or hybrid engines. Further more it has been estimated
that fuel reduction of 10% could be obtained using a CVT in comparison with a manual shitted
gear box [Ref: 2]. This may significantly reduce the above mentioned environmental problems
concerning fossil fuels. Also the driveability of a vehicle equipped with a CVT is very good. The
driver does not have to change gear, and by doing this lose his attention on the road. Moreover
the comfort rises, because the sudden (de)acceleration during shifting disappears. Torque
disengagement will also disappear, because no clutch is used during normal driving. The CVT
seems a good transmission to place in modern vehicles. But there are still some problems. A
CVT is a complicated transmission and must be controlled by a hydraulic system managed by an
electronic control unit (ECU). This control still must be further optimized and investigated, this
is necessary to obtain the lowest fuel consumption and emission, and highest driveability and
comfort. At this time the control and control strategy are not to be called optimal. The hydraulic
clamping forces determine the transmission’s efficiency and maximum torque that is transmitted.
The timing and size of these hydraulic forces must be further investigated to reach the optimal
desired working point. Another problem is the question wetter the consumer is prepared to buy
this new transmission, or not. Especially in Europe the manual shifted gear box has a big market
share, about 80% of all new produced cars are equipped with manual gear boxes. In Japan the
CVT has already a marking share of 20% and the American market is very promising for the
CVT.

CVT has been mainly classified into following types:

1. Pulley based CVT

2. Cone CVT

3. Toroidal CVT

4. Hydraulic CVT

1 Pulley Based CVT

The pulley based transmission consists of two pulleys connected with a V-shaped belt, this kind
of CVT is therefore also called the V-belt CVT. The pulley that is connected to the engine is
called the driving or primary pulley, the other pulley is connected to the wheels and is called the
driven or secondary pulley. By changing the axial position of the moveable sheave of each pulley
the pitch radius of the belt is changed and in turn the transmission ratio is modified, this is shown
in figure.

In the left figure the transmission is in its lowest gear and in the right figure in its highest gear.
One sheave of each pulley is connected with a hydraulic circuit, these controlled sheaves are on
the opposite side of the belt. With the hydraulic circuit the clamping force on each pulley can be
varied, by modifying the clamping force the radius of each pulley can be changed, and so the
transmission ratio. This kind of transmission can provide a speed ratio from 0.4 up to 2 or even
higher

BELT DESIGN
Pulley Material
The present invention relates to a steel for a pulley made of chromium steel or chromium
molybdenum steel, which is used for a pulley in a belt-type CVT which is one type of
transmission for automobiles or the like, and a belt type CVT pulley; and particularly to a steel
for a pulley, which is a belt-type CVT pulley provided through a hot forging process and a
Subsequent Surface hardening treatment under heating Such as a carburization treatment, and a
belt-type CVT pulley. [US 2013/0288838A1]

Driveline efficiency
Figure (a) shows the energy flow in a CVT driveline. The output in the CVT driveline is about the same as
the output of a manual transmission driveline. For this driveline the energy flow is shown in Figure (b).
The CVT losses are higher, but the engine losses are less than the losses with a manual gearbox. The
transmission is assumed to have an average efficiency of around 80% in the CVT driveline. CVT main loss
components are the variator loss and the hydraulic loss. The main reason for the low efficiency of
modern production CVTs is the high clamping force necessary to transfer the engine torque. To prevent
belt slip at all times, the clamping forces in modern production CVTs are usually much higher (at least
30% or more) than needed for normal operation, i.e. without disturbances. Higher clamping forces
result in higher losses in both the hydraulic and the mechanical system, i.e. increased pump losses and
increased friction losses because of the extra mechanical load that is applied on all variator parts. Excess
clamping forces also reduce the endurance of the belt, since the net pulling force in this
elementislargerthanstrictlyneededforthetransferoftheenginepower. Alsothecontactpressure between V-
belt and sheaves is higher than strictly needed, leading to increased wear. This excess loading leads to
heavier components, thereby compromising power density.
Working

How CVTs Work

Pulley-based CVTs Peer into a planetary automatic transmission, and you'll see a complex world
of gears, brakes, clutches and governing devices. By comparison, a continuously variable
transmission is a study in simplicity.

Most CVTs only have three basic components:

• A high-power metal or rubber belt.

• A variable-input "driving" pulley.

• An output "driven" pulley.

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

The variable-diameter pulleys are the heart of a CVT. Each

pulley is made of two 20-degree cones facing each other. A belt
rides in the groove between the two cones. V-belts are preferred
if the belt is made of rubber. V-belts get their name from the
fact that the belts bear a V-shaped cross section, which increases
the frictional grip of the belt. When the two cones of the pulley
are far apart (when the diameter increases), the belt rides lower
in the groove, and the radius of the belt loop going around the
pulley gets smaller. When the cones are close together (when
the diameter decreases), the belt rides higher in the groove, and
the radius of the belt loop going around the pulley gets larger. CVTs may use hydraulic

pressure, centrifugal force or spring tension to create the force necessary to adjust the pulley
halves. Variable-diameter pulleys must always come in pairs. One of the pulleys, known as the
drive pulley (or driving pulley), is connected to the crankshaft of the engine. The driving pulley
is also called the input pulley because it's where the energy from the engine enters the
transmission. The second pulley is called the driven pulley because the first pulley is turning it.
As an output pulley, the driven pulley transfers energy to the driveshaft.

The distance between the center of the pulleys to where the belt makes contact in the groove is
known as the pitch radius. When the pulleys are far apart, the belt rides lower and the pitch
radius decreases. When the pulleys are close together, the belt rides higher and the pitch radius
increases. The ratio of the pitch radius on the driving pulley to the pitch radius on the driven
pulley determines the gear. When one pulley increases its radius, the other decreases its radius to
keep the belt tight. As the two pulleys change their radii relative to one another, they create an
infinite number of gear ratios -- from low to high and everything in between. For example, when
the pitch radius is small on the driving pulley and large on the driven pulley, then the rotational
speed of the driven pulley decreases, resulting in a lower “gear.” When the pitch radius is large
on the driving pulley and small on the driven pulley, then the rotational speed of the driven
pulley increases, resulting in a higher “gear.” Thus, in theory, a CVT has an infinite number of
"gears" that it can run through at any time, at any engine or vehicle speed. The simplicity and
stepless nature of CVTs make them an ideal transmission for a variety of machines and devices,
not just cars. CVTs have been used for years in power tools and drill presses. They've also been
used in a variety of vehicles, including tractors, snowmobiles and motor scooters. In all of these
applications, the transmissions have relied on high-density rubber belts, which can slip and
stretch, thereby reducing their efficiency. The introduction of new materials makes CVTs even
more reliable and efficient. One of the most important advances has been the design and
development of metal belts to connect the pulleys. These flexible belts are composed of several
(typically nine or 12) thin bands of steel that hold together high-strength, bow-tie-shaped pieces
of metal.

Designing and Manufacturing of Continuously Variable Transmission (CVT)

As CVT is different than the conventional transmission system, components used in the CVT has
some definite functions to do and for the same the design of that components varies from the
conventional design of such components like for pulleys, cam, belt etc.

1) Primary and Secondary Clutches Function

Primary and secondary clutches are made of pulleys. To have the required performance of the
vehicle the speed of the engine has to be reduced in the CVT, this variation in the speed
reduction can be achieved by changing the contact diameters of the belt on pulleys. In normal
pulleys the diameter cannot be changed so to have change in the contact diameter between belt
and pulley, the pulley used are different from the conventional pulleys.
Fig. 1. shows how the variation of speed ratio can be achieved in CVT. At staring when the
speed of the engine is minimum the belt is at minimum diameter in primary clutch and at
maximum diameter in secondary clutch so have maximum speed reduction, which is shown in
Fig. 1. by minimum position. Now when the speed of engine increased due to throttling the belt
shifts in clutches such that have contact at maximum diameter in primary clutch and minimum
diameter in secondary clutch so have minimum speed reduction, which is shown in Fig. 1. by
maximum position.

2) Function of Pulley

Pulleys are the main components of the CVT. There is basically two types of pulleys are used in
CVT, one is fixed pulley and second one is movable pulley in both primary and secondary
clutches. The primary function of pulleys is to transfer power from input shaft to output shaft by
means of belt. These pulleys are differing from conventional pulleys in terms of variable distance
between two contact surfaces.

2.1) Function of Fixed Pulley

Fixed pulley is used in both primary and secondary clutches, and it cannot slide on the shaft. The
main function of the fixed pulley is to give support to the belt and to the secondary pulley. It has
internal splines which meshes with the splines on the shaft and thus transmits the power and
motion to the belt.

2.2) Function of Movable Pulley

Movable pulley is also used in both primary as well as secondary clutches. The main function of
this pulley is to change the contact diameter of the belt on the pulleys, means to change the speed
ratio. The pulley can slide on the shaft, thus the distance between the pulleys can vary and due to
this the belt will move up or down due to wedge action. The primary clutch movable pulley
moves on the shaft due to cam, which works on centrifugal force and came back to its original
position by means of primary spring. While in secondary clutch the movable pulley will move
due to belt tension generated by the primary pulley movement and it came back to original
position by means of secondary spring.

Function of Belt

Function of belt is to transmit the power from input primary clutch to the output secondary
clutch. The power is transmitted by friction between belt and pulleys. Generally rubber belts are
used for lower capacity CVTs and for higher capacity CVTs metal belts are used. Normal V
rubber belts cannot be used as they are not capable to withstand the higher tension and the
squeezing forces generated by pulleys to shift the belt, so special variable speed rubber belts are
developed. For high torque transmission metal belts are used.

Advantage:
  Better fuel consumption than a regular automatic transmission as the CVT is able to keep
the car in its optimum power range regardless of speed.
 There is improved acceleration due to the lower power loss experienced.
 Stepless transmission.
 It has the ability to allow the engine to rev almost immediately which delivers maximum
torque.
 Provides a smoother ride than automatic transmission.
 Adapts to varying road conditions and power demands to allows for a better ride.
 Better emission control and less greenhouse gas emissions because of improved control
of the engine’s speed range.

Disadvantage

 Higher cost.
 Belt-driven cvts have a limited amount of torque; however, the technology is constantly
being improved.
 Transmitting motion by friction causes greater wear.
 Require special oil and other materials.
  Applications ofCVTs

 Rubber-belt-cvts are used in many little tractors, all snowmobiles and motor scooters and
gardening purposes. For instance, a cone-shaped machine system along with a belt is used in the
luvs. They deliver sufficient power and might reach speeds of 16-24 kmph, and also doesn`t
require neither a clutch nor shift gears.

 cvts are also used in mix harvesters. CVT permits the forward speed of the harvester to be
varied in accordance with the engine speed. This facility of the CVT permits the user to weigh
down and increase PRN to achieve variations in crop thickness.

 cvts are employed in craft wattage generation since 1950s, and also in Formula500 race cars
since 1970s. In recent times, CVT systems are also developed for use in go- karts and are
successfully tested to further improve performance and engine lifespan. The domestic-cart of
cross-country automobiles conjointly uses the CVT systems.

 A pulley-block based CVT is being used in some drill presses and edge machines wherever
the O/P shaft contains manually-controllable cone-shaped pulley halves for generating a
numerous gear relations. The machine or pulley-block on the motor could have a series of dia
steps to permit a range of speed ranges. A hand wheel on the drill press is marked with index
equivalent to the required speed, and is mounted onto gear System for the user to exactly manage
the gap b/w the machine halves. This gap so adjusts the gears magnitude relation b/w the motor's
fastened machine and therefore the O/P shaft. A tensioner machine is enforced within the
transmission to unharness the slack within the belt in order to vary the speed. In most of the
cases, however, speed of the drill press should be modified corresponding to the motor running
speed.

 There is remarkable difference b/w cvts and psts (Power Sharing Transmissions). Psts are
employed in newer models like the Highlander, Toyota Prius and the Nisan Altima, and the
latest-model Ford Escape suvs. CVT uses only 1 I/P from a 1st-rate mover, and offers variable
O/P torque and speeds whereas psts use 2 premium mobile I/Ps, and changes the gear relation to
O/P power and speed.

OTHER APPLICATIONS
 Tractors just as cars have the need for a flexible system to convey power from their
engine to their wheels. The C.V.T. will provide just this and at high fuel savings with low
atmospheric pollution.
 Golf Carts stand to benefit from the C.V.T. as well in the way electric cars do. That is:
Large range of speeds, longer driving range between charges, Fewer baterries, lower
maintenance cost, less weight.
 Ride on Lawn Mowers like small tractors are gas powered and contribute to the air
pollution problem. The C.V.T. approach can prevent ride-ons to pollute the air to the
extend they currently do.
 Motorized Wheelchairs. Battery run, speed controlled by a rheostat. Going up a ramp
slowly, causes a drop in power (when it's most needed). C.V.T. is a form of transmission,
lower speed means MORE POWER.
 Bicycles. Ever try to shift gears while pedaling uphill? Good news; the KINESIS C.V.T.
will automaticaly select the appropriate for the situation "gear" ratio. No hasle, no
trouble. End of story.
 Power tools and household appliances, that vary from benchtop drills to wash machines
and blenders need to depart from the centuries old belt and pulley configuration for
smoother operation and more reliability.
 Industrial Equipment and production machinery often use either gears or cumbersom belt
and pulley configurations. C.V.T. can do away with all that and additionaly give them
infinite ratios.
 Minimachines. Small devices that need to operate in a wide range of speeds, as the need
arises. Our unique design allows the production of an inexpensive miniature C.V.T. to
enable them does just that!
CONCLUSION

The continuously variable transmission is a promising transmission for all kinds of drive trains,
good results can be obtained in the field of emissions, efficiency and driveability. The pulley
based CVT can be divided in two categories, the metal push belt and the metal chain. The
working principle of those two CVTs is more or less the same. Other kinds of CVTs exist, but
they are not investigated in this paper. To be able to reach the optimal in the categories of
emissions, efficiency and driveability, more understanding is needed of the behaviour of the
CVT. This can be done by doing experiments and modelling. In this paper a closer look was
taken to a Computer model. The model is derived by Catia.

Today, world make use of CVTs, but the applications and benefits of continuously variable
transmissions can only increase based on today’s research and development. As automakers
continue to develop CVTs, more and more vehicle lines will begin to use them. As Development
continues, fuel efficiency and performance benefits will inevitably increase; this will lead to
increased sales of CVT equipped vehicles. Increased sales will prompt further development and
implementation, and the cycle will repeat ad infinitum. Moreover, increasing development will
foster competition among manufacturersautomakers from Japan, Europe, and the U.S. are already
either using or developing cvts—which will in turn lower manufacturing costs. Any technology
with inherent benefits will eventually reach fruition; the CVT has only just begun to blossom.
Block

Aluminum block Resin

High strength aluminum alloy

Carbon, aramid short fiber reinforced heat resistant resin

Tension member

Rubber

Cord

Aramid short fiber reinforced super heat resistant rubber Aramid cord of special twisting con-
struction

Conclusion

(1) From the experiments on two types of A. CVT sys- tems provided with a torque of 55 N. m
and 85 N. m respectively, the initial design goal to make the A. CVT system with a fuel
consumption 8% superior and an accel- eration performance almost equal to MT vehicles could
be achieved. (2) As the reduction of transmission efficiency on the A. CVT system could be kept
within only 3% to MT vehicles, the target condition of the simulation, 6%, could be achieved. As
described above, we could achieve our development target of the power transmission efficiency
in a power transmission and variable speed mechanism by construct- ing an A . CVT system
which eliminates a hydraulic mech- anism and consists of only components with a high trans-
mission efficiency.

Bui
CVT THEORY & DESIGN

Today’s automobiles almost exclusively use either a conventional manual or automatic

transmission with “multiple planetary gear sets that use integral clutches and bands to achieve
discrete gear ratios”. A typical automatic uses four or five such gears, while a manual normally
employs five or six. The continuously variable transmission replaces discrete gear ratios with
infinitely adjustable gearing through one of several basic CVT designs.

Push Belt

This most common type of CVT uses segmented steel blocks stacked on a steel ribbon, as shown
in Figure (1). This belt transmits power between two conical pulleys, or sheaves, one fixed and
one movable. With a belt drive:

In essence, a sensor reads the engine output and then electronically increases or decreases the
distance between pulleys, and CVT thus the tension of the drive belt. The continuously changing
distance between the pulleys—their ratio to one another—is analogous to shifting gears. Push-
belt CVTs were first developed decades ago, but new advances in belt design have recently
drawn the attention of automakers worldwide.

Toroidal Traction-Drive

These transmissions use the high shear strength of viscous fluids to transmit torque between an
input torus and an output torus. As the movable torus slides linearly, the angle of a roller changes
relative to shaft position, as seen in Figure (2). This results in a change in gear ratio

What is CVT? and Why it is ?

A continuously or infinitely variable Transmission (CVT) is the “Holy Grail” of Mechanical
Engineering. It is a gearbox, which instead of having fixed step changes in gearing ratio, has an
infinite number of gear ratio, which can be selected and altered continuously.

Why use a CVT rather than conventional automatic or manual transmission? The answer is
efficiency; engine efficiency of CVT, the engine goes from an idle to a pre-programmed rpm
immediately so the engine input is constant and then varies the output speed for smooth,
seamless acceleration.

Other reason for using CVT’s include simplicity of design power application without any jerk to
the ground.

It consists of very few components

1. a high power/density belt

2. a hydraulically operated driving pulley.

3. A mechanical torque sensing driving pulley

4. Microprocessors and sensors.

How it works?

Working Principle:-

Although there are different variations on the CVT theme, most passenger car’s use a similar set
up.

Essentially a CVT transmission operator by varying the working diameter of the two main
pulleys in the transmission.

The pulley have V-shaped groove in which the on connecting belt rides. One side of pulley is
fixed; the other side is moveable, actuated by a hydraulic cylinder. When actuated, the cylinder
can increase or reduce the amount of space between two sides of the pulley. This allows the belt
to ride lower or higher along the walls of the pulley, depending on driving conditions, thereby
changing the gear ratio, this action is infinitely variable with no “steps” between.

The “step-less” nature of its design is CVT’s biggest draw for automotive engineers. Because of
this a CVT can work to keep the engine in its optimum power range, thereby increasing
efficiency and gas mileage.

With this advantages, it’s easy to understand why manufacturers of high-mileage vehicles often
incorporate CVT technology into their drive- trains.

Various Components of CVT Mainly the CVT has Primary and Secondary clutches which
are connected by belt in which the primary clutch is connected with engine and the secondary
clutch to the gear box and the power is transmitted form primary to the secondary clutch by Belt.

 This design does away with gears entirely. Instead it has two pulleys connected by a belt.
 The engine turns one pulley, and the other one is connected to the rest of transmission to the
wheels.
 The magic of CVT is that the size of the pulleys can change from small to large, and infinite
sizes in between.
 So to start off with, the engine’s pulley will be small and the other one large, just like first
gear. But as the car gathers speed, the engine’s pulley smoothly increases in size, exactly as
the other pulley decreases in size.
 In effect, you’re changing gear all the time. There’s a few different ways of achieving
variation in pulley sizes, but the fundamental principle is always the same.
 What this means for the driver is that the engine can go directly to the best revolving range
for a given situation.
 This revolving range is typically either the one that delivers the most efficiency, most power,
or most torque.
 The result is a smoother, more efficient and quicker drive than a normal automatic.
PROBLEM STATEMENT

Improvement in the pulley groove angle leads to high torque transmission, improvement in the
power transmission and acceleration. Vehicle performance will be at its best and that will lead to
less fuel consumption as well.
OBJECTIVE

 To find the optimal groove angle of pulley.

 Model the CVT and simulate.
 Perform the experimentation for the optimum results.
 Analyze the results.
1. INTRODUCTION

In automotive suspension, a steering knuckle is that part which contains the wheel hub or
spindle, and attaches to the suspension and steering components. It is variously called a steering
knuckle, spindle, upright or hub, as well. The wheel and tire assembly attach to the hub or
spindle of the knuckle where the tire/wheel rotates while being held in a stable plane of motion
by the knuckle/suspension assembly. When vehicle passes through the poor roads, bad surfaces
or cobblestone slalom, then road forces are transmitted to steering knuckle through various
linkages. Due to such condition forces which are cyclic in nature give rise to fatigue effect. This
may cause for fatigue failure.

Steering knuckle is one of the complex parts. Material properties, manufacturing parameters,
stiffness, frequency and methods plays important role with the optimization technique
implementation in order to carryout objective.

Figure 1.1 Steering knuckle Position

Depending upon the applications and type of suspension system used in the vehicle, steering
knuckle is available with different size and design. In independent suspension or non-drive
suspension, steering knuckle always come up with spindle. In passive suspension or drive
suspension, steering knuckle is included with hub. In manufacturing of component of automobile
industry faces lots of challenges to make cheaper, lighter in weight and more efficient
components which has precise dimensions and less time for machining.

Technology leaders follow different routes to improve these processes and development.
Integration of currently available technologies and new invented technologies are optimized with
respect to various design and by considering commercial aspects [3]. The conventional steering
knuckle which attached to brake and strut assembly is shown in figure 1.2.

Figure 1.2 Structure of steering parts [4]

Performance, speed, efficiency and handling play an important factor in vehicle

construction. Because of this, steering knuckle needs higher stiffness and strength but also it
must be lighter in weight and smaller in size.

In developing more efficient vehicle, all the importance goes to how to place the exact
weight of linear and angular parts. The overall performance of the knuckle is affected by some
inertia force especially during vehicle running condition which isgenerated due to the moving
parts in the vehicle. This inertia comes from the uneven forces that act on the wheel which can
affect the lifetime and the performance of steering knuckle. Apart from that, waste on material
may occur due to lack of knowledge of optimization and study in stress distribution on steering
knuckle [5]. Thus, study on steering knuckle needs to be done, to prevent or reduce any failure
which can affect the vehicle performance.

Figure 1.3 Steering knuckle location in McPherson suspension system [5]

Function of Steering Knuckle

1. The primary function of steering knuckle is to steer the vehicle.
2. Keeping the vehicle stable irrespective with uneven surface of the road upon which it is
travelling.
3. Steering knuckle supports the steering assembly, brake assembly and suspension system.
Steering knuckle allows the front wheel to connect rotating components to suspension system
 and allows rotating the wheel beside it helps distributing the loads that comes from the road
to vehicle body evenly.

Available Materials for Steering Knuckle

1. For manufacturing of steering knuckle spheroidal graphite iron or grey cast iron generally
used.
2. Most demanding material for steering knuckle components is forged steel.
3. Now days, different alloys are as used an alternative material for automobile components.
Less weight of the material helps to reduce the fuel consumption and CO 2 emission and there
are other advantages [6]. It can be possible to use Aluminum alloy and composites for
manufacturing of steering knuckle.

Motivation to do the project work

Reduction in the mass of vehicle directly triggers the improving the overall performance of
vehicle, also lowers its energy consumption demand. That will help to saving material resources
too. The uses of light weight alloys, metal matrix composite materials and optimization of
components concentrate on saving of material, it is becoming need in the automobile industry
because of the pressure from social and environmental aspect of society.

1.1. Problem Definition

Topology Optimization of Automotive Steering Knuckle subjected to different loading

conditions without affecting/improving strength with High Cycle Fatigue Life as Criteria for
given Manufacturing Processes like Forging, Casting& 3D Printing.

1.2. Objective
 Study and Fatigue Life Estimation of the existing Steering Knuckle subjected different
loading conditions.

 Topology Optimization of Steering Knuckle Considering High Cycle Fatigue Life & Stress
valuesas base for different loading conditions.

 Steering Knuckle Optimization for different Manufacturing Processes like 3D Printing,

Casting & Forging.

 Correlation of results by Numerical Method & practical testing.

1.3. Scope

There is scope to reduce some unsprung weight of vehicle and to improve the overall
performance. Steering Knuckle is a non-standard and complex part and it subjected to various
loads at different conditions. Optimization methods have developed to have lighter in weight,
less cost and may have better strength too. Now a day, because of the revolution of the high-
speed computing and software development many optimization types, methods and tools are
available [6].