HO CHI MINH CITY NATIONAL UNIVERSITY

HO CHI MINH CITY UNIVERSITY OF TECHNOLOGY

FACULTY OF TRANSPORTATION ENGINEERING
DEPARTMENT OF AUTOMOTIVE ENGINEERING

TECHNICAL DRAWING

STUDENT: Nguyễn Thùy Linh

STUDENT ID: 1752316

Ho Chi Minh City, 2022

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 COMMITMENT

I commit that:
- This graduation thesis is made and written by me.
- All of the figures, data, and conclusions presented in the thesis are
genuine and have never been published in any other papers.
- All the citations and measurements utilized in this thesis for comparative
purposes are referenced with highest accuracy in the scope of my
knowledge.

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 ACKNOWLEDGEMENTS

This graduation thesis is the result of five months of effort and research at the

Bosch Automotive Lab on campus, which is a university-industry collaboration

between Ho Chi Minh City University of Technology (HCMUT) and Bosch R&D Center

To begin, I would like to express my gratitude to all of the academics and

teachers at HCMUT's Aerospace Engineering Department for assisting and

facilitating my thesis advancement. Prof. Le Thanh Long, my project

supervisor, deserves my gratitude for providing me with the Bosch internship

opportunity and for providing me with useful advice while I was experiencing

problems with my thesis and project.

To Bosch engineers, who have been by my side and guided me with my thesis and project
during my stay at the firm, I gratefully express my thanks and appreciation.

Finally, I want to convey my deep gratitude to my family, classmates, and other

Bosch Lab members who have been encouraging me, walking beside me, and

sharing all of the pleasures and hardships of my university years.

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 ABSTRACT

The topic of this thesis was chosen because the most outstanding advantage of the
continuously variable transmission (CVT) compared to other types of gearbox is fuel
economy, thereby reducing fuel consumption, reduce emissions to the environment. In
the current situation of shortage of clean energy sources, protecting the environment and
saving resources towards sustainable development is also an issue worthy of attention and
consideration by engineers in particular and society in general.

This thesis demonstrates overall layout design for CVT test bench, present how to design
mechanical components connecting CVT L-Box with motor and generator. Including user
manual for both teaching and learning about the continuously variable transmission.

Keywords: CVT, CVT test-bench, mechanical design, user manual, belt box.

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 TABLE OF CONTENTS

Contents
CHAPTER 1 : OVERVIEW OF THE PROJECT 1
1.1 : Reason for topic choosing: 1
1.1.1 : The opening of the "BOSCH Automotive Lab" at the University of Technology - Vietnam
National University, Ho Chi Minh City 1
1.1.2 : Project overview 3
1.1.3 : CVT Overview 6
1.1.4 CVT TEST BENCH OVERVIEW 10
CHAPTER 2 : THEORETICAL BASIC 13
2.1 Design diagram 13
2.2 Mechanical design diagram 13
CHAPTER 3 PRESENTING, ANALYZING AND CHOOSING PLAN 14
3.1 Methods for connecting torque flange sensor to motor/ generator shaft 15
3.1.1 Using cardan shaft 15
3.1.2 Using bellow coupling 16
3.2 Methods for connecting torque flange sensor to pulley of CVT L-box 17
3.2.1 Two flanges are separated and connected by a shaft 17
3.2.2 A flange with two different rows of holes 18
CHAPTER 4 GENERAL LAYOUT DESIGN 20
4.1 Select motor 20
4.2 Select generator 21
4.3 Select torque flange sensor 22
4.4 Select coupling 24
4.5 Block diagram of CVT test bench mechanical components 24
4.6 Overall layout picture 25
CHAPTER 5 : TECHNICAL DESIGN 26
5.1 Design flange 26
5.2 Design extended shaft 27
5.3 Design connector 28
5.4 Design flywheel 29

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CHAPTER 6 : USER MANUAL 30
6.1 Scope 30
6.2 Purpose 30
6.3 Definition and abbreviations 30
6.4 Description of instruction 30
6.4.1 Overview of CVT Test Bench 30
6.4.2 CVT belt box 31
6.4.3 CVT Test Bench overall connection diagram 32
6.4.4 Mechanical connection diagram 32
6.4.5 Electrical connection diagram 33
6.4.6 Electrical cabinet 33
6.4.7 Hydraulic part 34
6.4.8 Mechanical part 35
6.4.9 Protection 37
6.4.10 Warning sign 39
6.4.11 Emergency stop 39
6.5 Operation 40
Appendix 55
CHAPTER 7: CONCLUSION 56
REFERENCES 57

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 LIST OF FIGURE

Figure 1.1: BOSCH Automotive R&D Center……………………………………………1

Figure 1.2: BOSCH Automotive lab at University of Science and Technology………….2

Figure 1.3: Two test bench in HCMUT Lab ……………………………………………..2

Figure 1.4: Manual transmission………………………………………………………….4

Figure 1.5: Automatic transmission……………………………………………………….4

Figure 1.6: Continuous Variable Transmission………………………………………...…5

Figure 1.7: Dual Clutch Transmission…………………………………………………….5

Figure 1.8: Manual-Automatic Transmission……………………………………………..5

Figure 1.9: Direct Shift Gearbox………………………………………………………….6

Figure 1.10: Tiptronic Transmission……………………………………………………...6

Figure 1.11: CVT Transmission…………………………………………………………..7

Figure 1.12: CVT structure………………………………………………………………..7

Figure 1.13: CVT structure diagram………………………………………………………8

Figure 1.14: CVT clamping force…………………………………………………………8

Figure 1.15: Gear ratio ……………………………………………………………………9

Figure 1.16: Common speed mode…………………………………………………..……9

Figure 1.17: Fuel consumption with different speed mode…………………………...…10

Figure 1.18: System diagram…………………………………………………….………12

Figure 1.19: CVT Test Bench in HCMUT Lab………………………………….………12

Figure 2.1 CVT test bench overall connection diagram…………………………………13

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Figure 2.2 CVT test bench mechanical connection diagram ………………………....…14

Figure 3.1 Cardan shaft for TF torque flange sensor……………………………..…...…15

Figure 3.2 Bellow coupling for TF torque flange sensor…………………………..….…16

Figure 3.3 Two separated flanges connected by a shaft………………………….…...…17

Figure 3.4 One flange with two different rows of holes……………………………....…18

Figure 4.1 Motor Dolin MLA 7.5 kW…………………………………………….…..…20

Figure 4.2 Motor Fuji MLA 7.5 kW…………………………………………………..…21

Figure 4.3 Complete torque measurement system TF311…………………………….…22

Figure 4.4 BKC-TF150/xx bellow coupling……………………………………….….…23

Figure 4.5 Block diagram of CVT test bench mechanical components…………………24

Figure 4.6 Overall layout picture of CVT test bench……………………………………24

Figure 4.7 Overall layout picture of CVT test bench……………………………………25

Figure 5.1 Flange’s 3D model………………………………………………………...…26

Figure 5.3 Extended shaft’s 3D model………………………………….…...…..………27

Figure 5.4 Connector’s 3D model………………………….……………….….……..…27

Figure 6.1: CVT Test Bench………………………………………………………….…29

Figure 6.2: CVT L-Box………………………………………………………………….30

Figure 6.3: CVT test bench overall connection diagram…………………………...……31

Figure 6.4: CVT test bench mechanical diagram……………………………………..…32

Figure 6.5: CVT test bench hydraulic diagram………………………………………..…32

Figure 6.6: Electrical cabinet components………………………………………….……33

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Figure 6.7: Hydraulic components…………………………………………………….…34

Figure 6.8: Hydraulic connection…………………………………………………..……35

Figure 6.9: Primary connection……………………………………………………..……35

Figure 6.10: Secondary connection………………………………………………………36

Figure 6.11: Belt box cover…………………………………………………………...…36

Figure 6.12: CVT’s sliding door ………………………………………………...………36

Figure 6.13: Electrical cabinet…………………………………………………...………37

Figure 6.14: Emergency stop (1) …………………………………………..……………37

Figure 6.15: Emergency stop (2) …………………………………………………..……37

Figure 6.16: Monolithic pilot light………………………………………………………38

Figure 6.17: Overheating indicator light for pump………………………………………38

Figure 6.18: Electrical diagram…………………………………………..………………40

Figure 6.19: Hydraulic components…………………………………………...…………40

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 LIST OF TABLE

Table 4.1 Specification of Motor Dolin MLA 7.5 kW……………………………..……20

Table 4.2 Specification of Motor Fuji MLA 7.5 kW……………………………….……21

Table 4.3 Specification of Magtrol TF311 100Nm……………………………...………23

Table 6.1: CVT L-box specification………………………………………………..……31

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 CHAPTER 1 : OVERVIEW OF THE PROJECT
This chapter will give an overview of the continuously variable transmission, its
advantages and disadvantages. In addition, this chapter also outlines the reasons why this
topic was chosen for this thesis.

1.1 : Reason for topic choosing:

1.1.1 : The opening of the "BOSCH Automotive Lab" at the University of Technology -
Vietnam National University, Ho Chi Minh City
One of the core products that BOSCH's research and development center (BOSCH
Automotive R&D Center) is interested in is CVT gearboxes in general or pushbelts in
particular.

Figure 1.1: BOSCH Automotive R&D Center

From that interest, as well as the desire to invest in education and future students,
BOSCH Automotive R&D Center cooperates with Bach Khoa university - Ho Chi Minh
City National University implemented a project to build a BOSCH Automotive Lab
located at the University of Technology.

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 Figure 1.2: BOSCH Automotive lab at University of Science and Technology

The "BOSCH Automotive Lab" currently has 2 test-bench products:

• CVT test bench (CVT Test-bench)

• FLS Test Bench (FLS Test-bench)

Figure 1.3 a: CVT Test bench Figure 1.3 b: FLS Test bench

Figure 1.3: Two test bench in HCMUT Lab

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To build and complete these two test platform projects, it is necessary to have a close
cooperation of Bosch engineers and teachers and students of Bach Khoa University.
Therefore, I was selected to participate in the project "CVT Test Platform" with the role
of designing mechanical components for the system.

CVT test bench is a project consisting of 4 major work packages:

1. Mechanical design (mechanical design)

2. Electrical system design (electrical design)

3. Hydraulic system design (hydraulic design)

4. Design control system (control system design)

1.1.2 : Project overview

Currently, the car market is developed, new car models are increase, so besides the model
and features of the car, the car's gearbox is also an important issue. Many leading car
manufacturing companies are interested and directed to this topic.

There are many types of car gearboxes being used on the market today, in which some
common types are:

o Manual transmission (Manual Transmission)

o Automatic transmission (Automatic Transmission)

o CVT (Continuous Variable Transmission)

o Dual Clutch Transmission DCT (Dual Clutch Transmission)

o Semi-automatic transmission (Manual-Automatic Transmission)

o Direct Shift Gearbox (DSG)

o Tiptronic Transmission

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 Figure 1.4: Manual transmission

Figure 1.5: Automatic transmission

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Figure 1.6: Continuous Variable Transmission

Figure 1.7: Dual Clutch Transmission

Figure 1.8: Manual-Automatic Transmission

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 Figure 1.9: Direct Shift Gearbox

Figure 1.10: Tiptronic Transmission

Among the types of gearboxes mentioned above, the continuously variable transmission
(CVT) deserves the most attention due to its outstanding advantages compared to other
types of gearboxes, which is fuel economy. In the midst of the current serious shortage of
fuel sources as well as the use of too much fuel, which has a great impact on the
environment, CVT is the right gearbox to be considered.

1.1.3 : CVT Overview

1.1.3.1 : What is CVT Transmission :

A CVT transmission, or continuously variable transmission, shifts seamlessly through an

endless range of effective gear ratios as you drive, while other types of mechanical
transmissions offer a fixed number of gear ratios and have hard shifts between each (CVT
usually has a gear ratio range from 0.5 to 2.2).

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 Figure 1.11 : CVT Transmission

1.1.3.2 Structure of CVT

Basically CVT includes:

+ Primary pulley

+ Secondary pulley

+ Pushbelt (pushbelt)

Figure 1.12: CVT structure

Normally, the primary pulley will connect to the engine to make the drive wheel, the gear
ratio is transmitted through the belt to the secondary wheel connected to the wheel.

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 Figure 1.13: CVT structure diagram

1.1.3.3 How CVT shift ratio

While a traditional transmission uses a wide variety of intricate parts to shift between a
range of preset gears, most CVT systems work through a pulley system. In short, this
system consists of cones at each pulley connected via a chain belt. The cones can move to
increase or decrease the belt diameter to change gear ratios, allow for quick shifting into
the needed ratio for increased power, and boost fuel economy.
One pulley in the CVT is connected to the engine and the other directs power to the
wheels. The width of these pulleys changes based on the needed power; as one gets
larger, the other gets smaller. 

Figure 1.14: CVT clamping force

1.1.3.4 Gear ratio

The gear ratio is the ratio of the input rotation to the output rotation (with the same units
of measurement).

𝑖𝑛𝑝𝑢𝑡 𝑟𝑜𝑡𝑎𝑡𝑖𝑜𝑛
I = 𝑜𝑢𝑡𝑝𝑢𝑡 𝑟𝑜𝑡𝑎𝑡𝑖𝑜𝑛

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 Figure 1.15: Gear ratio

Name of difference speed mode :

Figure 1.16: Common speed mode

1.1.3.5 Advantages of CVT

● Gives a smooth, comfortable feeling when driving; Eliminates jerky gear shifting,
due to a continuously variable gear ratio range.
● Optimal CVT rotation speed should reduce fuel consumption and maximize fuel
economy.
● The ability to accelerate quickly and limit loss of force compared to conventional
automatic transmission lines.

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 Figure 1.17: Fuel consumption with different speed mode

Operating in all ratios within the range of gear ratios allows, giving the CVT the freedom
to choose which gear ratio to operate in for the most fuel economy.

1.1.4 CVT TEST BENCH OVERVIEW

1.1.4.1 Test bench structure
The main target and heart of this test platform is the continuously variable transmission
(CVT belt-box).

The test bench is composed of:

• 2 electric motors (AC 3 phase motor)

• 2 voltage converters (one to AC and vice versa - 2 inverters)

• 2 torque sensors (Torque Transducer)

• 2 speed sensors (Encoder)

• 1 flywheel

• 1 set of CVT transmission (CVT belt-box).

• 1 NI controller (compact RIO).

• 1 set of hydraulics.

Details of each device's parameters are attached in the appendix.

Specifically:

• Motor 1 is the driving motor, operating in motor mode.

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• Motor 2 is a passive motor, operating in generator mode.

• Two inverters operate in 2 different modes, inverters 1 and 2 share the same DC Bus
line to share DC power.

• Inverter 1 uses DC power taken from inverter 2 and then converts direct current into
alternating current (DC to AC), used to control motor 1.

• Inverter 2 will initially take power from the grid and then share it with inverter 1 for the
system to operate. After the system works (motor 2 works), inverter 2 will receive power
from motor 2, sharing electricity (sharing). DC Bus) for inverter 1, inverter 2 is the
inverter that consumes excess power.

• Flywheel is attached behind motor 2 to create initial moment of inertia for motor.

• The CVT gearbox (CVT belt-box) includes 2 belt wheels and 1 push belt.

Figure 1.18: System diagram

1.1.4.2 Purpose of CVT Test Bench

CVT Test Bench is applied to simulate a vehicle using CVT transmission.

CVT Test Bench allows the user to change the speed like a normal vehicle and simulate
the load of the road surface. The controller of the CVT Test Bench changes the CVT gear
ratio according to different operating modes.

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 Figure 1.19: CVT Test Bench in HCMUT Lab

• Users can not only directly observe the operation of the CVT gearbox, but also see
some technical parameters such as gear ratio, speed, power, ... displayed on the screen.

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 CHAPTER 2 : THEORETICAL BASIC
In this chapter, overall connection diagram of the system and the requirement for the test
bench are considered.

2.1 Technical requirements:

Frame :
Suitable height for student to observe & operate
Total length : not exceed 2.6m ( easy to put in HCMUT Lab, the shorter the better (
cost-saving) – as required in figure 6.
Durable enough for 500 kg of all components .
Can adjust motor , generator, belt box for concentric
Adjust the height of motor , generator, belt box for coaxial
Transparent material ( look when CVT working)
Easy to open, space saving, easy to disassembly to fix small errors .
Transmission parts :
Connect motor, generator, belt box, torque flange, flywheel
Shortest length ( cost and space saving )
Flywheel can disassembly easily.
Cover for belt box can easily to look when push belt working
Prevent oil leaked when running

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 Figure 6:Overall diagram for HCMUT Lab
2.2 Design diagram
Compartment

▶ L-box demo: simulate the working condition of belt in real condition

▶ Hydraulic system: control pulley shifting, lubrication and cooling

▶ Motor: same as combustion engine

▶ Generator: simulate load in working condition

▶ Control box: same function as ECU in car. Control speed, moment, power, shifting
speed, slip…

Figure 2.1 CVT test bench overall connection diagram

2.3 Mechanical design diagram

▶ Main component

⮚ L-box demo (available)

⮚ AC motor 10~15kW, 30~40Nm, 2000~3000rpm, 03 phases

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⮚ Generator 7.5~10kW

⮚ Inverter: torque & speed control

⮚ Torque transducer

⮚ Shaft connection: cardan, chain, coupling, spline, belt…

⮚ Frame with support connection of L-box, motor, generator, hydraulic

tank…

⮚ Electricity cabinet

⮚ Control panel for demo operation, hydraulic connection…

⮚ Safety box

⮚ New transparent cover for L-box demo

Figure 2.2 CVT test bench mechanical connection diagram

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CHAPTER 3 PRESENTING, ANALYZING AND CHOOSING PLAN
In this chapter, different design plan is consider for choosing the best to design for the
connection between motor , generator, CVT belt box ,torque flange.

3.1 Methods for connecting torque flange sensor to motor/ generator shaft
3.1.1 Using cardan shaft

Figure 3.1 Cardan shaft for TF torque flange sensor

Advantages:

- Full set of components, just need to assemble and use.

- Suitable for use where there is a big difference in height between motor/generator
shaft and torque flange sensor.

Disadvantages:
- Heavy, making the overall system length elongated.

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 - Difficulty in disassemble and maintenance.
- High cost.

3.1.2 Using bellow coupling

Figure 3.2 Bellow coupling for TF torque flange sensor

Advantages:
- Compact, lightweight.
- Small concentric deviation is allowed.
- Low cost

Disadvantages:
- Need to design some components for easy assemble-disassemble.
- Not usable when concentric deviation is big.

Conclusion: We prioritize the overall length of the whole system to be small as well as
consider the cost when designing additional components for bellow coupling which is

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also lower than buying a cardan shaft. Therefore, the option we choose is to use bellow
coupling to connecting torque flange sensor to motor/generator shaft

3.2 Methods for connecting torque flange sensor to pulley of CVT L-box
Pulley output is a flange and torque flange sensor is also a flange as well as the screw
hole sizes of these two flanges are not the same diameter. Therefore, there are no
couplings or connection flanges available on the market. We needed to design a flange to
be able to connect these 2 parts.

3.2.1 Two flanges are separated and connected by a shaft

Figure 3.3 Two separated flanges connected by a shaf

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Advantages:
- Easy assemble-disassemble with two parts.

Disadvantages:
- Increase the overall length of the system.
- Difficult to manufacture.
- The relatively heavy weight leads to a high moment of inertia.
- Must be concentric when installing.
3.2.2 A flange with two different rows of holes

Figure 3.4 One flange with two different rows of holes

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Advantages:
- Lightweight, easy to manufacture.
- Simple and compact design.
- Small moment of inertia.

Disadvantages
- Must follow the correct assembly order.
- Must use an additional blocking or blocking glue to prevent the screw from
loosening.

Conclusion: We prioritize the overall length of the whole system to be small as well as
flange does not affect the operation of the system too much. Therefore, a flange with two
different rows of holes corresponding to the row of holes on the output pulley and torque
flange sensor is the best choice.

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 CHAPTER 4 GENERAL LAYOUT DESIGN
In this chapter, I choose suitable components to purchase, then design, draw 3D layout
for CVT test bench.
4.1 Select motor
Requirements for motor:
- Type: 3-phase AC motor

- Output power: 7.5 – 11 kW

- Voltage: 380 V

- Frequency: 50 Hz

- Rated speed: 750 rpm

- Durable, high reliability.

- Cheap and available in domestic market.

From the above requirements, choose Fuji MLA 6165 B 7.5 Kw

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 Figure 4.1 Motor Fuji MLA 6165 B 7.5 Kw

Table 4.1 Specification of Fuji MLA 6165 B 7.5 Kw

Type
3-phase AC motor
Pole 6
Rated output (kW) 7.5
Rated voltage (V) 380
Rated frequency (Hz) 50
Rated speed (rpm) 750
Frame No. 160M
Installation Foot mounted
Manufacturer Taiwan
4.2 Select generator
Requirements for generator:
- Type: 3-phase AC motor

- Output power: 7.5 – 11 kW

- Voltage: 380 V

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- Frequency: 50 Hz

- Rated speed: higher than 750 rpm.

- Maximum speed: higher than 5000 rpm

- Durable, high reliability.

- Cheap and available in domestic market.

From the above requirements, choose Mitsubishi 160 M SF-PR-VN 11 Kw

Figure 4.2 Motor Mitsubishi 160 M SF-PR-VN 11 Kw

Table 4.2 Specification of Motor Mitsubishi 160 M SF-PR-VN 11 Kw
Type
3-phase AC motor
Pole 8
Rated output (kW) 7.5
Rated voltage (V) 380

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 Rated frequency (Hz) 50
Rated speed (rpm) 1460
Maximum speed (rpm) 6000
Frame No. 160M
Installation Foot mounted
Manufacturer Japan

4.3 Select torque flange sensor

Requirements for torque flange sensor:
- Rated torque: higher than 90 Nm.

- Maximum speed: higher than 5000 rpm.

- Can withstand torque overload.

- Compact, easy to assemble.

- Easy to buy, fast delivery time.

→ From the above requirements, choose Magtrol TF311 100Nm

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 Figure 4.3 Complete torque measurement system TF311

Table 4.3 Specification of Magtrol TF311 100Nm

Rated torque (Nm) 100

Maximum speed (rpm) 17000
Overload limit 400% of rated torque
Diameter (mm) ø105
Width (mm) 45.5
Weight (kg) 1.4

4.4 Select coupling

After we have selected the torque flange sensor from Magtrol, we only have the choice of
coupling from Magtrol. Since torque flange sensor both have 2 flanges but we have to
connect it to motor/generator shaft so we have to choose bellow coupling. The best
choice is the BKC-TF150/xx coupling which is designed to match the torque flange
sensor we have selected.

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 Figure 4.4 BKC-TF150/xx bellow coupling

4.5 Block diagram of CVT test bench mechanical components

Figure 4.5 Block diagram of CVT test bench mechanical components

4.6 Overall layout picture

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 Figure 4.6 Overall layout picture of CVT test bench

Figure 4.6 Overall layout picture of CVT test benc

CHAPTER 5 : TECHNICAL DESIGN

5.1 Design flange
- Due to the distance between the screw holes of the rotating face of the CVT system is
much larger than the distance between the screw holes on the torque flange. Therefore, it
is necessary to design an intermediate flange to be able to connect these two parts
together.

- The intermediate flange will have two hole rings, the outer 6 holes will connect to the
rotating face of the CVT and the 8 inner holes will connect to the torque flange.

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 Figure 5.1 Flange’s 3D model

[2d drawing is attached in predix]

5.2 Design extended shaft

To facilitate assembly and disassembly of torque flange sensor and bellow coupling to the
system, on the motor will have an extension shaft.

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- In order to disassemble of the extended shaft along with other components on the
motor/generator shaft easier, the inside of the extended shaft is hollowed so that we can
use puller.

Figure 5.3 Extended shaft’s 3D model

5.3 Design connector

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In order to connect the extended shaft and flywheel to the motor shaft, an intermediate
part is required to connect these components.

- The 6 holes in the front will connect to the extended shaft and the 8 holes in the back
will connect to the flywheel.

Figure 5.5 Connector’s 3D model

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5.4 Design flywheel

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 CHAPTER 6 : USER MANUAL
This chapter will give a step-by-step instruction when using this test bench, warning signs
and components name.

6.1 Scope
This Work Instruction is applied for the operation of CVT Test Bench in HCMUT lab.

6.2 Purpose
o To ensure that the operators who operate the CVT Test Bench can perform a test
on the machine correctly and safely. CVT test bench is designed for simulating a
vehicle using CVT transmission.
o Allow the user to change speed as a normal vehicle and apply load of the road.
o The user can study the operation of CVT transmission & observe some
specifications such as ratio, speed, power.
6.3 Definition and abbreviations
CVT: Continuously Variable Transmission

6.4 Description of instruction

6.4.1 Overview of CVT Test Bench

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 Figure 6.1: CVT Test Bench

CVT test bench contains:

● CVT belt box

● Mechanical parts
● Hydraulic & electrical components
● Control system
6.4.2 CVT belt box
A Continuous Variable Transmission, best known as a CVT. A CVT does not have any
gears. Instead, it has two pulleys. One pulley connects to the engine, and the other
connects to the wheels. A flexible belt connects the two pulleys.
CVT L-box is a system that simulates the CVT transmission in a car. CVT L-box has all
the functions of a CVT transmission, designed for educational purposes. This system is
funded by a lead plant based in the Netherlands.

Figure 6.2: CVT L-Box

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 Belt type 24/9/1.5
Weight ~200 kg
Ratio 0.45~2.2

Table 6.1: CVT L-box specification

6.4.3 CVT Test Bench overall connection diagram

Figure 6.3: CVT test bench overall connection diagram

6.4.4 Mechanical connection diagram

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 Figure 6.4: CVT test bench mechanical diagram

6.4.5 Electrical connection diagram

Figure 6.5: CVT test bench hydraulic diagram

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6.4.6 Electrical cabinet

Figure 6.6: Electrical cabinet components

1.Main light indicator

2.Main pump light

3.Exhaust pump light

4.Supply power button

5.Power ON

6.Power OFF

7.Emergency stop

8.Inverter ON

9.Inverter OFF

10.Overheatig indicator light for main pump

11.Overheating indicator light for secondary pump

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6.4.7 Hydraulic part

Figure 6.7: Hydraulic components

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1.System pressure gauge 9.Check valve

2.Lubrication pressure gauge 10.Check valve

3.Primary pressure gauge 11.Check valve

4.Secondary pressure gauge 12.Secondary control valve

5.Proportional valve main pump 13.Primary control valve

6.Proportional valve secondary pump 14.Flow control valve

7.Belt lubrication valve 15.Relief valve

8.Bearing lubrication valve 16.Reducing pressure valve

6.4.8 Mechanical part

Figure 6.8: Hydraulic connection

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 Figure 6.9: Primary connection

Figure 6.10: Secondary connection

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6.4.9 Protection
The machine is only permitted to be operated if the safety devices are working properly.

Before operating CVT test bench, belt box cover ,CVT sliding door and electrical cabinet
must be closed.

Figure 6.11 : Belt box cover Figure 6.12 : CVT’s sliding door

Figure 6.13: Electrical cabinet

In case of danger, press the emergency stop immediately .

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Figure 6.14 : Emergency stop (1)
Figure 6.15 : Emergency stop (2)

Everybody, even observers, should use Safety shoes, safety gloves and ear bug at the
testing area.

❖ Warning :

Figure 6.16: Monolithic pilot light

[3 light turn on, this is normal. When

monolithic pilot light turn off, 1 of 3
phase have problem]

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 Figure 6.17: Overheating indicator light for pump

[Normal when overheating indicator light turn off. When overheating indicator light
turn on, 1 of 2 pump have problem]

6.4.10 Warning sign

6.4.11 Emergency stop

Electricity OFF Hydraulic OFF

Open CVT’s sliding door X

Press emergency button X X

6.5 Operation
Process Instruction:

- Step 1: Checking before operation

- Lock CVT’s sliding door

- Check oil level in oil tank

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 - Check oil leakage (coupling, flange ,..) connection

❖ Electrical & mechanical operation

- Step 2: Switch on the machine

2.1 : Switch on the power

switch

2.2 : Check Monolithic pilot

light

2.3 : Switch on the system

2.4 : Switch on Inverter

Figure 6.18 : Electrical diagram
2.5 : Check overheating
indicator light for pump

2.6 : Run pump

❖ Hydraulic operation:

- Step 3: Hydraulic operation

43
 3.1 : Check pump pressure ( pump
pressure not exceed 21 bar)

3.2 : Check lubrication pressure

(lubrication pressure not exceed 2.5
bar)

Figure 6.19: Hydraulic components

❖ Control operation (on LabVIEW) :

1- Overall about LabVIEW User Interface

1.1- Monitoring area

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Note about the number (marked with a round frame):

1 Pri. Speed (rpm) Speed recorded by primary encoder (Unit: rounds

per minutes).

2 . Pri. Torque (Nm) Torque recorded by primary torque flange (Unit:

Newton metre).

3 Power_Inv1 (kW) Power of primary inverter (Unit: kilowatt).

4 Pri. Pressure (bar) Pressure recorded by primary pressure sensor

(Unit: bar).

5 Current Ratio Current transmission ratio

6 Sec. Pressure (bar) Pressure recorded by secondary pressure sensor

7 Pri. Speed (rpm) Speed recorded by secondary encoder (Unit:

rounds per minutes).

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 8 Pri. Torque (Nm) Torque recorded by secondary torque flange (Unit:
Newton metre)

9 Power_Inv1 (kW) : Power of secondary inverter (Unit: kilowatt).

Note about the led light (marked with a rectangle frame):

10 DC bus (Green) + ON – DC bus on

+ OFF – DC bus off.

11 DC bus (Red) + ON (blinking) – DC bus has error

+ OFF – DC bus has no error.

12 Power supply for + ON – Primary inverter has power supply

primary inverter + OFF – Primary inverter has no power supply.
(Green)

13 Primary inverter + ON - Primary inverter is off

(Red) + ON (blinking) – Primary inverter has error

+ OFF – Primary inverter has no error

14 .Primary inverter + ON – Primary inverter is running

(Green) : + OFF – Primary inverter is not running.

15 Primary inverter + ON – Primary inverter ready

(Yellow) + OFF – Primary inverter is not ready yet.

16 . Primary motor + ON – Primary motor is running

(Green) + OFF – Primary motor is not running.

46
17 Primary motor + ON (blinking) – Primary motor has error
(Red) + OFF – Primary motor has no error.

18 Primary pulley + ON(blinking) - Flashing speed is proportional to

primary motor speed

+ OFF - Primary motor is not running.

19 Main pump + ON - Main pump is running

(Green) + OFF – Main pump is not running.

20 Main pump (Red) + ON(blinking) - Main pump has error

+ OFF – Main pump has no error.

21 Suction pump + ON - Suction pump is running

(Green) + OFF – Suction pump is not running.

22 Suction pump + ON(blinking) - Suction pump has error

(Red) + OFF – Suction pump has no error.

23 Secondary pulley + ON(blinking) - Flashing speed is proportional to

secondary motor speed

+ OFF - Secondary motor is not running.

24 Power supply for + ON – Secondary inverter has power supply

secondary inverter + OFF – Secondary inverter has no power supply.
(Green)

25 Secondary + ON - Secondary inverter is off

inverter (Red) + ON (blinking) – Secondary inverter has error

47
 + OFF – Secondary inverter has no error.

26 Secondary + ON – Secondary inverter is running

inverter (Green) + OFF – Secondary inverter is not running.

27 Secondary + ON – Secondary inverter ready

inverter (Yellow) + OFF – Secondary inverter is not ready yet.

28 Generator (Green) + ON – Generator is running

+ OFF – Generator is not running.

29 Generator (Red) + ON (blinking) – Generator has error

+ OFF – Generator has no error.

30 E_stop (Red) + ON – Emergency stop button is on

+ OFF – Emergency stop button is off.

31 DoorOpen (Red) + ON – Door is opened

+ OFF – Door is closed.

32 Overheat (Red) + ON – System is overheat

+ OFF – System is not overheat.

1.2- Operation area

48
 33 Reset button (Latch when Reset whole system (inverter, motor,…)
pressed)

34 Ready button (Switch when - DC bus on.

pressed) - Ready primary inverter and
ndary inverter.

35 Run (Switch when pressed) - Main pump and suction pump on.

- Run primary inverter and

ndary inverter (run the select the
tion).

36 Forward button (Switch when Choose clockwise direction.

pressed)

37 Reverse button (Switch when Choose counter-clockwise direction.

pressed)

1.3- Setpoint Values area

Yellow boxes : Desired value ; Green boxes : Actual value which system can run.

+ Set Pri. Speed (rpm) : Primary speed setpoint (Unit: rounds per minutes).

+ Set Trans. Ratio : Transmission ratio setpoint.

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 + Set Sec. Torque : Secondary load setpoint (Unit: Newton metre).

1.4- Measurement area

Meas. time (yellow box) : period sampling time to take one sample (Unit: Second).

Measure (Latch when pressed) : Medium value in measurement time .

Note :

Parameters can measure :

1) Primary Speed
2) Secondary Speed
3) Primary Torque
4) Secondary Torque
5) Primary Pressure
6) Secondary Pressure
7) Power of primary inverter
8) Power of secondary inverter
9) Transmission ratio

1.5- Recording area

Sampling Rate (Hz) (Yellow box) : sampling frequency (Unit: Samples per second).

Rec (Switch when pressed) : start recording.

Save (Latch when pressed) : Save a record (in .csv file).

50
 Delete (Latch when pressed) : Delete a record.

Note :

Parameters can record :

1) Primary Speed
2) Secondary Speed
3) Primary Torque
4) Secondary Torque
5) Primary Pressure
6) Secondary Pressure
7) Power of primary inverter
8) Power of secondary inverter
9) Transmission ratio

1.6- Graph area

This is the area to display charts, graph about speed, torque, ratio, pressure,…

1.7- Warning area

51
 This is the area to display warning, measurement results,…

- Step 1: Checking before operation

1.1 Checking E_stop led (no. 30). 1.1. E_stop led

1.2 Checking DoorOpen led (no. + OFF : can run.

31).
+ ON : rotate to switch Emegency stop (hard) button
1.3 Checking Overheat led (no. to off .
32).

1.4 Checking Power supply for

1.2. DoorOpen led
primary inverter led (no. 12)
+ OFF : can run.
1.5 Checking Power supply for
secondary inverter led (no. 24) + ON : close the door.

1.6 Checking inverter status

1.7 Checking motor status 1.3. Overheat led

1.8 Checking pulley status + OFF : can run.

+ ON : turn off system and wait for the oil to cool.

1.1 + 1.2 + 1.3 :

1.4. Power supply for primary inverter led

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 + OFF : Supply power supply for primary inverter.

+ ON : can run.

1.4 :

1.5. Power supply for secondary inverter led

+ OFF : Supply power supply for secondary inverter.

+ ON : can run.
1.5 :

1.6

+ Primary inverter (Red) led (no. 13) is ON.

+ Secondary inverter (Red) led (no. 27) is ON.

1.7

+ Primary motor (Red) led (no. 17) is ON.

+ Secondary motor (Green) led (no. 26) is ON.

1.8

+ Primary pulley (Green) led (no. 18) is OFF.

+ Secondary pulley (Green) led (no. 23) is OFF.

- Step 2 : Operation

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2.1 Click to “Reset” button (no. 33).
2.2 Click to “Ready” button (no.
34).
2.3 Choose rotate dimension by
click “Forward” or “Reverse” button
(no. 36 and no. 37).
2.4 Click “Run” button (no.35).
2.5 Input desired speed to yellow
box “Set Pri. Speed” (no. 38).
2.6 Input desired ratio to yellow box
“Set Trans. Ratio” (no. 40).
2.7 Input desired load to yellow box
“Set Sec. Torque” (no. 42).
Optional :
2.8 Input measurement time in
yellow box “Meas. time” (no. 44
2.9 Input sampling frequency in
yellow box “Sampling Rate (Hz)”
(no. 46).
2.1 After click “Reset”, you have to check :
+ “Setpoint Values” area and make sure that the
number in each yellow box is 0.
2.2 After click “Ready”, you have to check and
make sure that :
+ Led on “Ready” button is ON.
+ Primary inverter (Yellow) led (no. 15) is ON.
+ Secondary inverter (Yellow) led (no. 29) is
ON.
+ DC bus (Green) led (no. 10) is ON.
+ Primary inverter (Red) led (no. 13) is OFF.
+ Secondary inverter (Red) led (no. 27) is OFF.
2.4 After click “Run”, you have to check and
make sure that :
+ Led on “Run” button is ON.
+ Primary inverter (Green) led (no. 14) is ON.
+ Secondary inverter (Green) led (no. 28) is ON.
+ Main Pump (Green) led (no. 19).
+ Suction Pump (Green) led (no. 21).
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+ “Forward” or “Reverse” button (led no. 36
and no. 37) is ON

2.5 After input desired speed to yellow box “Set

Pri. Speed” (no. 38), you have to check green
box (at the same row; no. 39) to know that your
number you input is accepted.

Check “Warning” area to know the reason why

your desired is unsatisfied.

Check and make sure that :

+ Primary motor (Green) led (no. 16) is ON.

+ Primary pulley (Green) led (no. 18) is

ON-blinking.

+ Secondary motor (Green) led (no. 25) is ON.

+ Secondary pulley (Green) led (no. 23) is

ON-blinking.

+ Primary motor (Red) led (no. 17) is OFF.

+ Secondary motor (Green) led (no. 26) is OFF.

2.6 After input desired speed to yellow box “Set

Trans. Ratio” (no. 40), you have to check green

55
 box (at the same row; no. 41) to know that your
number you input is accepted.

Check “Warning” area to know the reason why

your desired is unsatisfied.

2.7 After input desired speed to yellow box “Set

Sec. Torque” (no. 42), you have to check green
box (at the same row; no. 43) to know that your
number you input is accepted.

Check “Warning” area to know the reason why

your desired is unsatisfied.

2.8 After input measurement time in yellow box

“Meas. time” (no. 44), click “Measure” button if
you want measure (no. 45).

2.9 After input sampling frequency in yellow

box “Sampling Rate (Hz)” (no. 46), click “Rec”
(no. 47) button if you want record.

2.10 Graph will display on graph area.

.1 Click “Run” button (no.35). 3.1 After click “Run” aigain, you have to check
and make sure that :
3.2 Click to “Ready” button (no.
34). + Led on “Run” button (no. 35) is OFF.

56
3.3 Click to “Reset” button (no. 33). + Primary inverter (Green) led (no. 14) is OFF.

3.4 Check all in “ Checking before + Secondary inverter (Green) led (no. 28) is
operation” again. OFF.

+ Primary inverter (Yellow) led (no. 15) is ON.

+ Secondary inverter (Yellow) led (no. 29) is

ON.

+ Main Pump (Green) led (no. 19) is OFF.

+ Suction Pump (Green) led (no. 21) is OFF.

3.2 After click “Ready” aigain, you have to

check and make sure th0at :

+ Led on “Ready” button is OFF.

+ Primary inverter (Yellow) led (no. 15) is OFF.

+ Secondary inverter (Yellow) led (no. 29) is

OFF.

+ DC bus (Green) led (no. 10) is OFF.

+ Primary inverter (Red) led (no. 13) is ON.

+ Secondary inverter (Red) led (no. 27) is ON.

3.3 After click “Reset” aigain,

+ “Setpoint Values” area and make sure that the

number in each yellow box is 0.

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- Step 3: Checking after operation

- Check oil leakage (coupling, flange ,..) connection

Appendix

-2D drawing

-Maintenance manual

58
 CHAPTER 7: INSTALLATION AND TESTING
7.1 Frame stress distribution testing
7.1.1 Static condition

7.1.2 Dynamic condition

Two diagram both show that von misses stress < yield strength .So it is durable enough

59
7.2 Testing process
7.2.1 Concentric, coaxial checking

7.2.2 Noise checking

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 CHAPTER 8: CONCLUSION
After the implementation process, the objectives of the project set out initially were
basically completed:

o Selected motor, generator, torque flange sensor, coupling.

o Designed mechanical components connecting CVT L-Box with motor and

generator like flange, extended shaft, connector and flywheel.
​
However, the project still has many limitations such as there is no technology design
process to evaluate the feasibility in manufacturing components.

The top speed currently in use is about 1500 rpm for motor 1 and 3000 rpm for motor 2.
However, the maximum speed allowed by the motor is much higher (>10000 rpm), so it
is possible to adjust the inverter parameters to operate at higher speeds. However, it
should be noted that some problems with belt slippage, vibration, oil temperature and
many other problems when running at too high speed.

Normally, the system operates for a period of 10-15 minutes, the oil temperature is
normal, not too hot. It should be noted that the oil temperature limit is 130 degrees
Celsius, exceeding this limit the system will stop working. It is necessary to control the
operating time so that the system does not overheat, since if overheated it will affect
many other parts as well as affect the belt performance.

It is not recommended to operate at the transmission ratio equal to one, this is the limit of
the belt-box because when operating at this transmission ratio pulley does not determine
the direction of movement.

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REFERENCES

[1] Lê Thanh Long (2021). CVT Demo at HCMUT. Bosch Automotive R&D Center in
HCMC.
[2] Nguyễn Hữu Lộc (2004). Giáo trình Cơ sở Thiết kế máy. Nhà xuất bản Đại học Quốc
gia thành phố Hồ Chí Minh.
[3] Robert L. Norton (2010). Machine Design: An Integrated Approach Fourth Edition.
Worcester Polytechnic Institute, Worcester, Massachusetts.

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