IRJET- Design, Development and Manufacturing of CVT for ATV through Real Time Tuning

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 04 | Apr 2019 www.irjet.net p-ISSN: 2395-0072
© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 5009
“Design, Development and Manufacturing of CVT for ATV through Real
Time Tuning”
Kulkarni maithili1, Pawar hrushikesh2, Nashte kailas3,Uttarwar shivam4,Pratik Tikar5
1B.E. UG Student,Dept. Of Mechanical Engineering, Dr.D.Y.Patil Institute of Technology, Pimpri-411018, Maharashtra,India
5Assistant Professor, Dept. Of Mechanical Engineering, Dr.D.Y.Patil Institute of Technology, Pimpri-411018, Maharashtra,India
---------------------------------------------------------------------***---------------------------------------------------------------------
Abstract - As the government enacts new regulations for
automotive fuel economy and emissions, the continuously
variable transmission, or CVT, continues to emerge as a key
technology for improving the fuel efficiency of automobiles
with internal combustion (IC) engines. CVTs use infinitely
adjustable drive ratios instead of discrete gears to attain
optimal engine performance. Sincetheenginealwaysruns at
the most efficient number of revolutions per minute for a
given vehicle speed, CVT-equipped vehiclesattain bettergas
mileage and acceleration than cars with traditional
transmissions. The project aims at designing and
manufacturing the Continuously Varying Transmission
(CVT). The CVT is designed considering the requirements of
SAE BAJA event and the engine used in the event i.e. B&S 10
hp engine. This CVT provides better acceleration andease in
handling as compared to the manual transmission and cost
effective as compared to the other transmissionsavailablein
the market.
Key Words: SAE BAJA, CVT
1. INTRODUCTION
With growing demand for environment friendly
technologies, automobile manufacturers today are
increasingly focusing on ‘Continuously Variable
Transmissions’ (CVTs) 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.
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.
2. PROBLEM DISCRIPTION AND BAGROUND
The TEAM DURGYANAS is a student engineering project
team at the SPPU University that designs, builds, tests, and
competes with a fully custom off-road racing vehicle in the
Baja SAE racing series. The Baja SAE seriesrestrictsteams to
the use of a common engine that is not allowed to be
modified. This forces teams to concentrate on the efficient
power delivery to the wheels. The Baja team uses a custom
Continuously Variable Transmission (CVT), similar to those
used on commercial ATV’s and snowmobiles. One large
drawback to CVTs, as compared to a traditional gear based
transmission, is the inherent efficiency loss with the
transmission of torque through friction and belt slip. We are
the group of four members working towards improving
acceleration and general driveline performance in the 2018
vehicle by reducing these inefficiencies. Thus, the racing
team has tasked us with creating a Continuously Variable
Transmission (CVT)
3. ACTUATING MECHANISM OF CVT
Different types of variators are used to have desire
movement of the pulley, they are roller based, slider based
and cam base, these all are mechanically actuated variators,
while hydraulically operated and electrically operated
actuators are also available. Basically all the variator is used
to actuate the pulley to have the required speed ratio.
Mechanical variators are simple in construction but less
accurate while the other variators are complex but accurate.
In this CVT mechanical variator is used with cam based
actuator, which is smoother than the roller and slider type
actuators. Cam is designed base on the displacement of the
driving pulley required. This displacement is converted into
the rotating motion of the cam and the CG location of the
cam. Profile of the cam is generated in such a way that the
cam is always being in contact with the slider roller. Cam
push the movable pulley of the primary clutch to make them
closer to each other while the belt and the primary spring
resist the motion of the pulley and try to expands the pulley.
So cam has to produce enough force to overcome the belt
force and the spring force. But forces in cam is generated

only due to centrifugal action. Forces generated and
transmitted in primary clutch is shown
Fig-2 Actuating mechanism of cvt
4. CVT Vs STEPPED TRANSMISSION
The CVT is designed and tuned to maintain an optimal ratio
between the engine and drive train to keep the engine
operating at its peak power. The diagram below depicts the
difference between a standard“stepped”speedtransmission
and a CVT. For the Baja SAE India Racing vehicle, the
competition specified engine has a very narrow speedrange
where it produces the maximum power. Therefore, the CVT
is used to avoid operating outside of the maximum power
range.
Fig-3 CVT vs Stepped transmission
4. ANALYTICAL DESIGN OF CVT COMPONENTS
Data Available
Engine power= 10HP = 7.45Kw
Frontal area of Vehicle=0.778m^2
Weight of Vehicle=250Kg (With driver)
Maximum R.P.M=3800 RPM
Minimum R.P.M =1750 RPM
Maximum Speed= 60KMPH
Tyre Diameter=.5842m
Design of CVT
Step (1)
Gear Ratio Calculation as per the Requirement of Vehicle
1) Speed of Tyre (N)
V=
16.66=
N=544.64 RPM
Maximum Rpm of engine is 3800 Rpm and in the
drive train two stage reduction gear box is also
used with reduction ratio 7
2) So , speed reduction required in CVT is Calculated
as
=
=
=.9
So, Minimum gear Reduction Required to have a
maximum speed 60KMPH is = 0.9
3) Torque Required at wheel (TW)
Torque Required=
=
To calculate total resistance effort 1stup all we calculate
the total resistances which are coming on vehicle
4) Air Resistance (RA)
RA= µAR*A*V2
= 0.5*1.22*.778*16.662
=132.26 N
5) Rolling Resistance (RR)
RR=µRR*W
=0.05*250*9.81
=122.62 N
6) Gradient Resistance (RG)
RG= W*sinθ
= 250*9081*sin(35)
(θ=35 Because of Maximum Gradient in Hill climb
/sled pull Event is 350)
= 1406.69 N
7) Acceleration Resistance (RAc)

RA c = a*
Acceleration of Vehicle (a)
Total torque of Wheel as per rated engine Torque and two
stage reduction gear box and transmission efficiency
8) Torque at Wheel = Rated engine Torque *
Reduction Ratio of GB
= 19*7*4
=532 N.M
9) Torque =Force*Radius of Wheel
T = F*R
F=
=
= 1821.29*.75
F =1365 N
This is the force required at wheel
F=m*a
a=
a=
a= 5.74 m/sec2
So, RA c=a*
=5.74*
= 146.02 N
10) Then Total Resistance
(1) Considering air and rolling resistance only
TE= RA + RR
= 132.2+122.62
=254.88 N …………..(1)
(2) Considering air , Gradient and rolling
resistance
TE= RA + RR+ RG
= 132.26 + 122.62 +1406.69
= 1661.57 N …………..(3)
(3) Considering air , Gradient, Acceleration and
rolling resistance
TE= RA + RR+ RG +RA c
= 132.26 + 122.62 +1406.69 +146.02
=1807.59 N …………..(3)
So Torque Required at Wheel
Torque =Total resistance*Radius
TW = 1807.59*0.2921
TW = 527.99 N.M
11) So, speed reduction required
Higher Gear Ratio =
=
From equation (1) HGR1= =.55
From equation (2) HGR2= =3.24
From equation (3) HGR3= = 3.5
As per above result 3.5 is the lower gear
reduction ratio is selected
STEP (2)
Diameter calculation of primary and secondary
pulleys as per gear ratios
Higher gear ratio = 0.8
Lower gear ratio = 4
Then assume the dia of primary pulley
DP = 155 mm
dP = 45 mm
( these dia are selected as per packaging space of vehicle )
then
Calculation of dia. of secondary pulley
 The power transmission through pulley at pitch
dia. of pulley at which v belt in direct contact
So when we calculate the all dia. considering pitch
dia.
 For pitch dia. 1st up all we select the belt cross
section so according to power rating and max
RPM we select the V Belt with C-Cross Section
Which have Following Dimension.
 So We have also consider the pitch thickness of
belt while calculating the pitch dia. of secondary
(1) L.G.R=
3.5
Ds =220.5 mm
(2) H.G.R=
0.8
0.8
dS = 98.5mm
So final dimensions of primary and secondary

(1) Pitch dia. Of secondary and primary pulley
dp=59mm
Dp=141mm
ds=112.5mm
Ds=206.5 mm
(2) Edge to Edge dia. Of secondary and primary
pulley
dp=45mm
Dp=155mm
ds=98.5mm
Ds=220.5mm
Step (3)
Belt Length Calculation
(1) Considering lower dia of primary and higher dia.
Of secondary
D=216mm
d=54mm
L = 2C+
C=centre to centre distance =215mm
L = 2*215+
L=884.63mm
(2) Considering higher dia of primary and lower dia.
Of secondary
(3)
D=136mm
d=122.4mm
L = 2C+
C= centre to centre distance =215mm
L = 2*215+
L=836.10mm
So maximum length of above is considered and
calculate the actual length of C-section belt from
manufacturing catalogue
Then C-section with 890 mm belt length is selected
from manufacturing catalogue of V.B Bhandari.
Step (4)
Axial displacement of sheave (total) for transferring
belt lower to Higher Dia. Pitch dia.
( considering edge to edge dia of pulleys )
(1) Axial Displacement of movable primary pulley
Xp=2*(Rp-RpMin)*tan(α)
α=half wedge angle=110
Xp=2*(68-27)*tan(11)
Xp=15.93mm
Xpe= 2*(75-20)*tan(11)
Xpe=21.38mm
Xp=2*(68-27)*tan(11)
(2) Axial Displacement of movable Secondary pulley
(3)
Xs= 2*(Rsmax-Rs)*tan(α)
= 2*(108-61.2)*tan(11)
=18.193mm
Step (5)
calculation of maximum andminimumcentrifugalforce
C.F= mrw2
N max=3800 Rpm
N min=1750 Rpm 100 Rpm
r max =65mm
r min =45mm
w max= =397.93 rad /sec
w min= =183.25 rad /sec
m=0.06 kg
C.F max=
C.F max=617.5*8
=4940 N

C.F min=
C.F min=90.66*8
=725.28N
Step (6)
spring design
(1) Spring in primary side
Material- Aluminum Spring (SW --Grade)
Sut =1440 N/mm2
‫5.=ﭐ‬Sut
=570 N/mm2
Whals Factor
K=
C=8 for spring clutches
K=
K=1.184
Wire Diameter
‫ﭐ‬ = K ( )
= K (
d=4.241mm
d≈5mm
D=c*d
=8*5
= 40mm
Deflection
=
17 =
N=4.22
N=5
N= No of active coil
Total no of coil=N+2
Nt =5+2
=7
Actual deflection=20.135
Medium (soft) BetN black and orange
d=4mm
D=40mm
K=10N/mm
N=4
Nt=4+2=6
Solid length=24+16+7.5
=74mm
Spring in secondary pulley
d=4mm
D=56mm
K=1.962N/mm
N=4
Nt=N=4
Solid length=24+16+7.5
=74mm
Free length= 92+22
Solid length=24mm
5. PROCEDURE FOR TUNING
There are several methods and recommended processes for
“ideal” clutch tuning. however, if one is looking for optimum
output instead of simple performance improvement ,trial
and error iterations is the only key.
These steps can sum up the primary procedure:-
 Check the engine parameters : The entire working
of CVT setup depends upon the continues input
from engine and the feedback from CVT. we need to
assure that the CVT feedback keeps the engine at
power peak with increasing RPM .check first the
rpm where you obtain maximum torque and
maximum power. This rpm band will be where you
have to operate your cvt within. For briggs and

Stratton engine, its generally 2300-2700 rpm for
torque peak and 3500-3700rpm for power peak.
 Engagement rpm: it is preferred to have CVT
engagement rpm at torque peak rpm. this helps
your vehicle to propel at max possible torque to
wheels and hence provide optimum thrust for
further acceleration. thus, you need to set your
primary clutch spring pretension and flyweight
such that primary clutch sheaves come together to
clutch and engage the belt at torque peak rpm.
 Shiftout rpm : the ideal shiftout should take placeat
power peak due to obvious reason as your
transmission should reach to its least opposition to
engine at power peak rpm to harness optimum
efficiency.
 Coarse tuning parameters: They cause maximum
impact and hence need to be checked first
:1)flyweight 2)ramp profile .iterate within
tolerances till you get best performance.
 Fine tuning: change the secondary spring twisting
rate and helix. Continue iterations till you get best
performance .
 Super fine tuning : try various combinations like
low weights, low spring stiffness, high weight-high
spring stiffness; high weight low –low spring
stiffness ; high weight low spring stiffness to make
sure your vehicle weightanditsdynamic opposition
is collaborating with your engine performance.
6. RESULT ANALYSIS FOR TUNING
Fig-4 CVT performance curves
7 .MODELING OF CVT BY USING CATIA V5R19
Fig-5 Catia model of cvt
CONCLUSIONS
From the above research work our team concludedthatCVT
has potential to increase fuel efficiency of the vehicle as well
as decreasing the emission of harmful gases from exhaust
The research on CVT gives us increased acceleration and
torque by using various tuning option like flyweights, helix
optimization in secondary pulley and spring stiffness.
Further design and development of CVT laid to increase in
safety of vehicle and reduction in maintenance cost of
engine.

REFERENCES
[1] Kevin R. Lang- Continuously Variable Transmissions An
Overview of CVT Research Past, Present, and. Future, SAE
International, February 1998
[3]K VINOD KUMAR- study and design of automobile
continuously variable transmission Science Direct 2010
[4] Akshay Kumar, Sayan Karmakar Nasit Malay-
performance optimization ofcontinuously variable
transmission (cvt) using data acquisition systems Scientia
Iranica 23 Jule 2011
[5]Nur Cholis, Sugeng Ariyono, Gigih Priyandoko-Design of
single acting pulley actuator (SAPA) continuously variable
transmission (CVT),Science Direct

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