PERFORMANCE INVESTIGATION OF A CONTROLLED DIFFERENTIAL CONTINUOUSLY VARIABLE DRIVE

NOVATEUR PUBLICATIONS
INTERNATIONAL JOURNAL OF INNOVATIONS IN ENGINEERING RESEARCH AND TECHNOLOGY [IJIERT]
ISSN: 2394-3696
VOLUME 2, ISSUE 7, JULY-2015
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PERFORMANCE INVESTIGATION OF A CONTROLLED
DIFFERENTIAL CONTINUOUSLY VARIABLE DRIVE
Mr. Mane Dhirajkumar G.,
Student,
M.E. Mechanical Design Engg.
SVERI’s College of Engg. Pandharpur, India
Prof. Gaikwad B. D.
M.E. Guide and Prof,
Department of Mechanical Engg.
SVERI’s College of Engg. Pandharpur. India)
ABSTRACT
Now a day’s development trends in car industry and mobile machines are driven by universal
concerns on energy limitations and greenhouse gases reduction, more energy efficient and
environmentally friendly vehicles will be needed. As the increasing concerns in the impact of vehicle
emissions of carbon dioxides and Nitrogen oxides on the biosphere combined with today’s shortage
fuel, hence need to find alternate fuel solutions or develop the transmission system in such a way that
lower consumption and lower emission should takes place.
Continuously variable drive is the type of automatic transmission that allows selection of infinite
number of transmission ratios within the finite range i.e. between minimum and maximum value.
Continuously variable drive is 34.91% more efficient than that of manual transmission. In order to
achieve emission reduction and fuel economy needs to improve fuel efficiency. Continuously
variable drive can be improved by coupling differential gear assembly to one of variable speed
drives; we can increase the speed variation range at the expense of the horse power range. Numerous
combinations of the variables are possible.
KEY WORDS- Differential gear assembly, continuously variable drive, Power, Torque, Ratio
Control, Torque Control, CVD input pulley Dia.-D1 and CVD output pulley Dia.-D2
INTRODUCTION
It was reported that the 50% improvement of fuel efficiency contributes to 33% reduction of CO2
gas. CVT allow the engine always to operate in its optimum revolutions per minute whatever the
vehicle's speed, which leads to improve the fuel economy. Continuously variable transmission is
35% more efficient than that of manual transmission.
The existing inventions of CVT are based on friction type, hydrostatic type, ratcheting type which
are all mechanical systems having diverse limitations, (compared to traditional
transmissions).Actually CVT can be seen as an actuator applying load to the engine where as CVT is
a system dedicated to converting the torque delivered by the engine to the wheels. Performance of
friction type CVT depends upon way of traction forces are generated & controlled. As CVTs are not

ISSN: 2394-3696
new technology, limited torque capabilities, poor reliability and the poor control schemes have
inhibited their growth.
Controlled differential continuously variable drive helps to improve drive capacity, efficiency &
durability. Differential gear assembly coupled to one of variable speed drives so as to improve
performance of continuously variable drive. We can increase the speed variation range by
compromising the horse power range.
The acting forces within the drive can be precisely calculated, assuring a sound drive design which is
especially important for heavy-duty applications. This system also offers compactness, low weight
and its low cost.
PROBLEM DEFINITION
After carrying out literature survey it is found that present continuously variable drive units have
inherent limitations relating to speed variation range, power loss, control systems etc. The
performance of continuously variable units depends upon its control systems and power split
function. Now our aim is to design power split type continuously variable drive unit for better
performance. So it is decided to design, development, testing of controlled differential continuously
variable drive unit to improve the Speed variation range as well as performance of continuously
variable drive unit.
FEATURES OF CONTROLLED DIFFERENTIAL CONTINUOUSLY
VARIABLE DRIVE
• Improved speed variation range can be obtained by Controlled differential continuously
variable drive.
• The developed system offers high horse Power Capacity & hence efficiency.
• High torque transmission capacity with simpler & effortless operation.
• Greater drive accuracy offers eco-friendly drive.
Experimental Set-Up
Fig.1.-Photograph of Schematic Experimental Set-Up
6
7
4
1
5
3
8
2

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Table No.1. –Nomenclature for Experimental Set-Up
In Experimental set up as shown in figure.1. Variable speed drive motor is used to give power to the
input shaft of differential gear assembly through belt and pulley drive. At the left hand side shaft of
differential gear assembly brake dynamometer is provided with cord and pan for applying step wise
load in the pan in order to improve speed variation range. L.H.S. and R.H.S. shaft of differential gear
assembly supported in two bearing housings.
At the right hand side shaft of differential gear assembly continuously variable drive is connected as
shown in fig.1. Input pulley and output pulley of continuously variable drive is connected by using
belt drive. At the output pulley of continuously variable drive we can apply the stepwise load so as to
measure the output torque and at the output pulley of continuously variable drive speed can be
measured by using tachometer. Number of combinations of the drive systems is possible. The type of
differential system depends on the combination that we developed. Such a system can be possible to
develop using bevel gear or planetary gear set. Both single and double differential configurations are
possible. Differential gear assembly allows the driving wheels to transmit twisting force or torque, at
different turning rates in an automobile's drive-train. Thus one wheel can follow the longer curve
around the outside of a turning road while the other wheel tracks the shorter inside of curve of
turning road without skidding on the road surface.
Such a combination will add up the advantages of continuously variable transmission with the
robustness, accuracy and high efficiency of the differential gear. Differential gear assembly coupled
to one of variable speed drives so as to improve performance of continuously variable drive. We can
increase the speed variation range by compromising the horse power range.
PERFORMANCE TESTING
Testing of drive has carried out by using following procedure:
1) Start motor by turning electronic speed aviator’s knob.
2) Now the mechanism should run & stabilize at certain speed (say 2750rpm)
3) Keep zero loading condition at brake dynamometer pulley for experiment 01 and full loading
condition at brake dynamometer pulley for experiment 02. By selecting any of the loading condition
between zero to full loading condition we can conduct following experiment. Here we are selecting
zero loading condition at brake dynamometer pulley for the following experiment.
4) Select First profile Gear ratio 1:2 at Continuously Variable Drive. (i.e. Input Pulley Dia. = 120
mm and Output Pulley Dia. = 60 mm)
5) Note down the Output speed at zero loading condition by tachometer.
1 Continuously Variable Drive input pulley. 5 Brake Dynamometer and cord provided
for applying load
2 Continuously Variable Drive output
pulley.
6 Variable speed drives motor.
3 Continuously Variable Drive belt. 7 Belt
4 Differential gear assembly. 8 Input pulley for Differential gear
assembly.

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6) Place the pulley cord on continuously variable drive output pulley and add 02 Kg weight into the
pan, note down the output speed for this load by means of tachometer.
7) Added another 02 Kg load into the pan & took the reading.
8) In this way 12 readings have taken for 24 Kg.
9) Now the readings should be tabulate in the observation table.
10) For second observation table Select Second profile Gear ratio 3:5 at Continuously Variable
Drive. (i.e. Input Pulley Dia. = 100 mm and Output Pulley Dia. = 60 mm) and repeated the
procedure.
11) For third observation table Select Third profile Gear ratio 3:4 at Continuously Variable Drive.
(i.e. Input Pulley Dia. = 83 mm and Output Pulley Dia. = 60 mm) and repeated the procedure.
12) In this way we can select infinite gear ratios within finite range and repeat the procedure for
precise change in speed ratio.
13) Finally Plotted Following performance characteristics Curves
a) Torque Vs speed characteristic.
b) Power Vs speed characteristic
c) Efficiency Vs speed characteristic.
DISCUSSION ON EXPERIMENTAL RESULTS
1) Torque Vs Speed:
Fig.2. Graph- Torque Vs Speed (Profile-01, Profile-02 and Profile-03)
Characteristics curve Torque Vs Speed have drawn for Profile 01 ( D1=120 AND D2=60), Profile 02
( D1=100 AND D2=60), and Profile 03 ( D1=83 AND D2=60). From the graph it is observed that as
profile changes (Gear ratio increases 1:2-3:5-3:4) speed increase for the same torque. For each
profile, as torque increases, speed decreases slowly up to 7.0632 N-M torque. Above 7.0632 N-M
torque, speed decreases at faster rate.

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2) Power Vs Speed:
Fig.3. Graph - Power Vs Speed (Profile-01, Profile-02 and Profile-03)
Characteristics curve Power Vs Speed have drawn for Profile 01 ( D1=120 AND D2=60), Profile 02
( D1=100 AND D2=60) and Profile 03 ( D1=83 AND D2=60). From the graph it is observed that as
profile changes (Gear ratio increases 1:2-3:5-3:4) speed increase for the same Power. For each
profile, as power increases, speed decreases slowly up to 7.730413 Watt power. Above 7.730413
Watt power, speed decreases at faster rate and again speed is constant.
3) Efficiency Vs Speed:
Fig.4. Graph- Efficiency Vs Speed (Profile-01, Profile-02 and Profile-03)
Characteristics curve Efficiency Vs Speed have drawn for Profile 01 (D1=120 AND D2=60); Profile
02( D1=100 AND D2=60) and Profile 03 ( D1=83 AND D2=60). From the graph it is observed that
as profile changes (Gear ratio increases 1:2-3:5-3:4) speed increase for the same Efficiency. For each
profile, as Efficiency increases, speed decreases slowly up to 51.53609 Efficiency. Above 51.53609
Efficiency, speed decreases at faster rate and again speed is constant.

ISSN: 2394-3696
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CONCLUSIONS
From the experimental setup of Controlled Differential Continuously Variable drive, the following
results were obtained
This paper describes the controlled differential continuously variable drive mainly
emphasizing on improvement of performance of drive in the sense of two concepts mainly
speed variation range and efficiency.
Speed variation range for the controlled differential continuously variable drive improved
considerably approximately 46 % to 50 %
As profile changes (Gear ratio increases 1:2-3:5-3:4) speed increase for the same Efficiency.
Torque transmitted by the drive drops with increase in speed marginally.
Continuum ratio control and torque control concept achieved so that developed system does
not act as actuator applying load to the engine.
The developed system enables for eco- friendly drive by minimizing emission of Cox and
Nox gasses.
The acting forces within the developed system can be calculated precisely, assuring a sound
drive design which is especially important for heavy duty applications. So these merits are
useful in some applications such as in Automobile transmission, dehydration oven and textile
spinning machinery, paper printing machines and automatic transfer lines used for industrial
applications.
REFERANCES
A. Reference Books
[1] V.B. Bhandari, Design of machine elements, 3rd edition, Tata McGraw hill publication, 2010,
India
[2] Joseph E. Shingley, Theory of machines and mechanisms, 3rd edition, Oxford publication, 2009
B. Reference Papers
[1] “Tonmoy Dutta Roy”,“Effect of continuously variable unit on powertrain dynamics”. A
parametric free vibration analysis, proceedings of the institution of mechanical Engineers, Part D:
Journal of Automobile Engineering. Vol: 218, 2004, pp. 471- 484. Faculty of Engineering ,
University of Technology, Sydney.
[2] “R.Fuchs, Y.Hasuda, Y.Rothernbuehler and K. Matsumoto”,“Control concepts of continuously
variable transmissions (CVT)”. JTEKT Engineering Journal English Edition No.1001 E, 2006, pp.
24-29.
[3] “Norman H. Beachley and Andrew A. Frank”, “Continuously variabletransmissions: Theory and
Practice.”College of Engineering Universityof Wisconsin, Madison This work was supported by the
United StatesNuclear Regulatory Commission under a Memorandum of Understandingwith the
United States Department of Energy. 12th Intersociety EnergyConversion Engineering Conference,
Sept. 1977, pp. 26-33.
[4]“Chengyan, Sun”,“Hydrostatic-mechanical power split CVT” Tampere university of technology,
Masters Degree program in Machines Automation. Master of science thesis, Jan-
2011.Agratechnische Forschung Vol.3, 1997,No.1:19-27.

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[5] “Druten, RoëllM.Van”,“Transmission design of the Zero Inertia Powertrain” by RoëllM.
vanDruten. -Eindhoven: Technische University Eindhoven, Proefschrift. - ISBN 90-386- 2603-7
NUGI 834, 2001, pp. 01-131.
[6]“AlaricoMacor and Antonio Rossetti”,“Optimization of hydro-mechanicalpower split
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Nicola, 3-36100 Vicenza, Italy.Available online 1 September 2011. Mechanism and Machine Theory
46,2011, pp.1901–1919.
[7] “Druten, RoëllM.Van”,“Transmission design of the Zero Inertia Powertrain” by RoëllM.
vanDruten. -Eindhoven :Technische University Eindhoven, Proefschrift. - ISBN 90-386- 2603-7
NUGI 834, 2001, pp. 01-131.
[8] “Chengyan, Sun”,“Hydrostatic-mechanical power split CVT” Tampere university of technology,
Masters Degree program in Machines Automation. Master of science thesis,Jan-
2011.Agratechnische Forschung Vol.3, 1997,No.1:19-27.
[9]“AlaricoMacor and Antonio Rossetti”,“Optimization of hydro-mechanical power split
transmissions” Department of Engineering and Management, University di Padova,
Stradella S. Nicola, 3-36100 Vicenza, Italy. Available online 1 September 2011.Mechanism and
Machine Theory 46, 2011, pp.1901–1919
[10] “P. Linares , V. Meńdez and H. Catala”,“Design parameters for continuously variable power-
split transmissions using planetaries with 3 active shafts.” Research Group “Tractors and Tillage”,
Universidad Politećnica de Madrid, Spain Received 6,February 2009; received in revised form 14
April 2010; accepted 19 April 2010.Journal of Terramechanics 47, 2010, pp.323–335.
[11] Da Wen Ge, SugengAriyono and DawThetThet Mon, “A review on continuously variable
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[12] Kazutaka Adachi, Yoshimasa Ochi, and Kimio Kanai, “Development of CVT control system
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226, September 2006
[13]P. Linares ,V. Meńdez , H. Catalań, “Design parameters for continuously variable power-split
transmissions using planetaries with 3 active shafts” Journal of Terramechanics 47 (2010),pp. 323–
335
[14] Francis van der Sluis, Tom van Dongen, Gert-Jan van Spijk,Arie van der velde and Ad van
Heeswijk, “Efficiency Optimization of the Pushbelt CVT”, Van Doorne’sTransmissie – Bosch
Group- 2007-01-1457

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