Primary Pulley Research Articles

Experimental Study of the Effect of Roller Shape Variations on the CVT System using Petrol-Pyrolytic Fuels toward the Power Characteristics of Automatic Motorcycles

There are two types of two-wheeled vehicles when viewed from the transmission system: manual and automatic. The automatic transmission circuit on the automatic motor, the roller (ballast), is on the primary pulley. In the market, various rollers (weights) are sold, starting from those that are standard and different from the standard with lighter or heavier weight variations. However, there are also aftermarket rollers produced in several automotive industries, one of which is UNIONMATERIAL. The difference lies in the shape and materials used. This study aims to analyze the effect of variations in the shape of the roller on the characteristics of power transmission on automatic motorcycles. The type of vehicle used is a motorcycle produced in 2009 using a dyno test test with two test methods. The first test is from low engine speed ± 1400-1600 rpm to 9000 rpm, while the second test is from medium engine speed ± 4000 rpm to 9000 rpm. In addition, the fuel consumption test was also carried out. The variation used is a roller shape consisting of a round roller, a sliding roller, and a flying roller weighing 12 grams. The highest results obtained at a power of 0.7 HP occurred on the flying roller with 7.1 HP/ 3916 rpm, while the torque was 5.19 N.m on the flying roller (23.96 N·m/1250 rpm). There is an effect on fuel consumption, but not too significant. The biggest difference occurred in the engine parameter RPM 5000 of 0.1 between the flying roller (0.9 L/h) and sliding roller (0.9 L/h) with the round roller (1 L/h) - this happens because the shape of the flying roller is not cylindrical and more dynamic, which is adapted to the movable drive face. There is an additional wing on the roller weight. The data from the results of this study have implications for increasing vehicle performance without changing engine capacity, which requires large costs.

RANCANG BANGUN PENERAPAN CVT VARIO 110 PADA MESIN CUCI PENGGERAK MEKANIS KAPASITAS MAKSIMAL 7 KG

Washing is an activity that is done every day by housewives, young people, and is done by anyone, so it takes time to do washing activities, especially housewives who have so many jobs at home that washing is quite a heavy job for housewives. ladder. The design of the application of the CVT Vario 110 on a mechanical driving washing machine with a maximum capacity of 7 kg is expected to be a solution to the problems of housewives in washing. The method used in this research is by design, Design Analysis and continued with the fabrication process of the design results, and testing the washing machine that has been made. The results of the calculation of washing and drying rotations at the front sprocket are 91.6 rpm, the rear sprocket is 436.3 rpm, and the tube rotation is 127.1 rpm. Then tested using a tachometer with the results of testing the front sprocket 86.3 rpm, rear sprocket 294.6 rpm, primary pulley (CVT) 294.6 rpm, secondary pulley (CVT) 145.5 rpm, and tube (tube) 127, 1 rpm. Based on the test results, this washing machine is capable of washing up to a capacity of 7 kg so it is suitable for use in helping housewives wash their jobs.

Analisis Pengaruh Berat Roller Standard Dan Racing Pada Sistem Cvt Terhadap Rpm Sepeda Motor Honda Beat Pgm-Fi Tahun 2015

Currently, automotive products, especially two wheels (motorbikes), are equipped with an automatic transmission system. The type of automatic transmission used is CVT (Continously Variable Transmission). A roller is a material that is composed of Teflon as the outer surface and copper or aluminum as the inner layer. The function of the roller is to press the inner wall of the primary pulley during high rotation. RPM (Revolution Per Minute) is the number of rounds done in one minute. The purpose of this study is to determine the results of RPM on the effect of roller use and to determine the comparison of the effect of using a weight variation of a 13 gram (standard) roller and a 10 gram (racing) roller on the RPM of a 2015 Honda Beat FI motorcycle. 4 steps. The research method used is an experimental method, namely by starting the engine and holding the throttle at 1400-1500 RPM after stabilizing then the throttle is rotated spontaneously up to 9000-9500 RPM. The results of this study can be concluded that the 10 gram roller on the primary and secondary pulleys only get good acceleration and RPM at low rotation speeds. Whereas at high rotational speed the RPM acceleration is less than optimal.

Experimental study of transmission ratio changing mechanism for motorcycle applications

Transmission ratio change in today’s motor cycle rubber belt Continuously Variable Transmission (CVT) are based on centrifugal forces resulted from engine revolution. Compare to manual transmission, this kind of CVT needs higher engine revolution to start engaging the transmision ratio which in turn requiring more fuel consumption. A transmission ratio change concept based on an Electro-mechanical actuator consisting of cam, actuator gears and DC motor has been developed to eliminate the dependancy of transmission ratio on engine revolution. The DC motor rotates the cam through actuator gears. The rotation of the cam causes the primary movable pulley sheave to move in axial direction, which in turn changing the belt-pulley pitch radius and changing the transmission ratio. This research aims to design and implement an electronic measurement system based on Arduino Uno as a data acquisition system and Matlab/Simulink as a controller program to obtain the measurement data of primary pulley and secondary pulley speeds and primary pulley axial position. Based on these data, the transmission ratio can be determined and the relationship between transmission ratio and primary pulley posistion can then be obtained. For future development, these measurement data will be used as important references when developing and testing the transmission ratio controller programs.

Current usage by a DC motor to vary ratio in an electro-mechanical continuously variable transmission

In a typical continuously variable transmission (CVT) for automotive, engine torque is transmitted from the primary pulley (connected to the vehicle’s engine) to the secondary pulley (connected to the wheels) through a metal pushing V-belt. The CVT ratio (rCVT ) is defined as the pitch radius of the belt on the secondary pulley divided by the pitch radius on the primary pulley. Conventionally, rCVT is varied using hydraulic pressure generated by an oil pump which is powered by the engine. A continuous hydraulic pressure is required to maintain high clamping force applied on the belt so that sufficient traction between the belt and the pulleys can always be provided. This requirement, unfortunately, causes significant power losses in the CVT and to address this, the idea of electro-mechanical CVT (EM CVT) is proposed. In an EM CVT, rCVT is varied using a power screw mechanism and a DC motor while the desired ratio and the belt’s clamping force is maintained using the thread of the power screw mechanism, consequently eliminating the aforementioned issue. This paper describes the process of measuring the current used by a DC motor to vary rCVT in an EM CVT. The results show that the current usage is higher during upshifting from rCVT of 1.95 to 1.43 (about 45 A) as compared to downshifting from 1.43 to 1.95 (about 23 A). This is due to the application of disc springs in the secondary pulley that reduces the required motor torque for downshifting. The results also prove that no current is consumed by the motor during a constant rCVT . In conclusion, the motor’s current usage has been successfully measured and the results can be used for a future development of the EM CVT’s battery system.

Analisa pengaruh variasi berat roller dengan pegas CVT terhadap kinerja mesin sepeda motor matic 113 cc

As the emergence of vehicles that use the CVT transmission system (Countinuesly Variable Transmission) or better known as the automatic motor. The automatic motor has a CVT roller and spring. Roller weight is a weight balance bearing that is useful for pressing the inner wall of the primary pulley when high rotation occurs, and a CVT spring is a spring whose function is to return the secondary pulley to its initial position or the position of the outer belt. The purpose of this study was to determine the effect of CVT springs with roller weight on the performance of the 113 CC automatic motorcycle engine and the effect on specific fuel consumption. In this study the type of vehicle used is Yamaha Mio Sporty 113 CC motorcycle, and the variation of CVT springs with roller weight used is CVT Spring 2.26 N / mm, 2.45 N / mm, and 2.67 N / mm, with a roller weight of 7 grams, 10.5 grams and 14 grams. The testing method used is to test torque and power with dynotest tools to determine the torque and power obtained, as well as acceleration testing to determine the ratio of speed on each variation of CVT springs to roller weight, and specific fuel consumption. From the research that has been done, the results are for the highest torque value obtained in the CVT spring 2.26 N / mm with a 7 gram roller that is 6.14 Nm at 5095 engine rpm, and the highest power in the CVT spring 2.26 N / mm with 7 and 14 gram rollers are 4.9 Hp with a maximum engine rpm of 9250, the best acceleration on a 2.67 N / mm CVT spring with a 14 gram roller that is 201 meters away with 12.63 seconds, and specific fuel consumption is saved on a 2.26 N / mm CVT spring with a 7 gram roller which is 1.98 kg / hour or equivalent to 2.45 ml / s.

Effect of pulley primary angle variation and roller 11 grams on 110 cc Scoopy injection engine

Transmission automatic or known as (CVT) is a transmission that makes us feel comfortable because we only need to pull the gas without moving the transmission because the transmission is automatic. Automatic motors not only make driving easier but also facilitate the maintenance of the transmission. However, among racing motorbike lovers, this automatic transmission type motor is lacking in power. So, it needs to be modified to the CVT component to improve the performance of the machine. To improve this performance, we analyze pulley and standard roller manufacturers and primary pulleys with 3 kinds of pulley, namely standard angles of 14°, 13°, 12° and roller 11 gram variations to determine the comparison of Performa (horse power and torque). To find out the comparison of the test, we do the test using the Dyno test. From the test results, 13° pulley and 11 gram roller have increased significantly compared to standard 14° and 13 gram roller standard pulleys. This can be seen from the results of an increase in horse power and torque when using pulley 13° and 11 grams roller can be obtained on the highest horse power (Hp) at 3246 rpm, which is the highest 9.0 hp and torque (Nm) at the engine speed 2087 rpm which is 22.16 Nm. While the standard pulley of the factory is 14° and the standard 13 grams roller can be seen the highest horse power (Hp) at 3923 rpm round, which is 7.8 Hp and the highest Torque (Nm) at 2972 rpm engine speed which is 16.99 Nm. then from the results of this test analysis has increased horse power 1.2 hp and torque of 5.17 Nm.

Electro-mechanical Transmission Ratio Shifter of Rubber Belt Continuously Variable Transmission for Motorcycle Applications

This paper introduces an electro-mechanical transmission ratio shifter of rubber belt continuously variable transmission (CVT). The CVT basic system consists of primary pulley (input), secondary pulley (output) and a rubber belt. This belt connects the primary pulley to the secondary pulley and tranfers the speed and torque from the input to output by means of belt-pulley contact friction. Each pulley set has one fixed and one sliding pulley sheaves. The axial movement of primary sliding pulley sheave is actuated by an electro-mechanical system consisting of the DC servomotor, actuator gears and cam mechanism, while the secondary sliding pulley sheave is constantly pushed by contra spring to mantain the overall belt tension and to prevent belt slip. By controlling the DC motor revolution, the axial position of the primary sliding pulley sheave can be adjusted to vary the primary belt-pulley contact radius, which in turn mechanically changing the secondary belt-pulley contact radius and finally changing the transmission ratio. The relationship between motor revolution, primary belt-pulley contact radius, secondary belt-pulley contact radius and transmission ratio can be determined based on mathematical equations of variator geometry, the total gear ratio of the actuator gears and cam mechanism

回転チェーン系における非線形摩擦特性のプロクシを用いた緩和と数値的安定性

This paper deals with non-linear relaxation and numerical stability of friction of a rotating chain system. A method of proxy is introduced to simulate the friction in Chain-CVT (continuously variable transmission) system which offers a continuum of gear ratios between desired limits. Chain-CVT systems fall into the category of friction-limited drives as their dynamic performance and torque capacity rely significantly on the friction characteristics of the contact patch between the chain and the pulley. In this research, a planer multibody model is used to predict production chain-CVT's characteristics and examine the three friction models. The chain is modeled link by link. CVT's non-smooth dry friction is approximated by an application of proxy based ODEs and it shows drastic effectiveness of numerical stability and superiority to application of smooth nonlinear function. The model is simulated under the conditions of a constant primary pulley speed and varying secondary torque.

Experimental Study of Electro-Mechanical Dual Acting Pulley Continuously Variable Transmission Ratio Calibration

This paper presents an experimental study of Electro-mechanical Dual Acting Pulley (EMDAP) Continuously Variable Transmission (CVT) ratio calibration. When there is no slip between belt and pulley sheaves, the CVT ratio will be the same as the geometrical ratio of secondary to primary pulley radii as well as the primary to secondary speed ratio. In EMDAP CVT system, both primary and secondary DC motors are used to control the primary and secondary axial pulley positions to vary the primary and secondary pulley radii. In this case, the pulley radii can be measured indirectly using axial pulley position sensors. Calibration process is carried out by manually adjusting the geometrical ratio of secondary to primary radii based on measurements of primary and secondary pulley positions and validated with the primary to secondary speed ratio determined from primary (input) and secondary (output) shaft speed measurements for the CVT ratio range of 0.7 to 2.0. The calibration results are recorded and used as reference data for future EMDAP CVT calibration and ratio control developments.

Pulleys' Axial Movement Mechanism for Electro-Mechanical Continuously Variable Transmission

Pulley-based continuously variable transmission (CVT) with Metal Pushing V-belt (V-belt) is a type of automotive transmission that is widely applied currently by many car manufacturers worldwide. Unlike the conventional automotive transmissions, in a pulley-based CVT with V-belt, the transmission ratio (CVT ratio) is changed continuously without the use of discrete gears. Instead, the CVT ratio is varied through the simultaneous axial movement of the primary pulley and the secondary pulley. By axially moving both pulleys simultaneously, the radius of the V-belt on both pulleys will be changed accordingly, resulting in the change of the CVT ratio. The existing pulley-based CVTs in the market use electro-hydro-mechanical (EHM) actuation system to change and to maintain the desired CVT ratio through the hydraulic pressure. However, the application of EHM actuation system leads to some disadvantages, particularly in term of the high power consumption from the engine needed to maintain the desired CVT ratio. This reduces the efficiency of the powertrain system, which eventually increases the fuel consumption of the vehicles. In addition to that, the existing pulley-based CVTs also use single acting pulley mechanism to axially move the pulleys for changing the CVT ratio. Therefore, the issue of V-belt's misalignment, which shortens the lifespan of the V-belt, is inevitable here. In this paper, the pulleys' axial movement mechanism that uses electro-mechanical (EM) actuation system is proposed. Consequently, the working principle of the proposal is described and its potential benefits are discussed.

Macroslip detection for a metal V-belt continuously variable transmission using the period difference

In this study, a macroslip detection method is proposed for a metal V-belt continuously variable transmission. The macroslip detection method was developed using the instantaneous periods of the primary pulley’s acceleration and the secondary pulley’s acceleration, which can be obtained from the existing speed sensors. To obtain the instantaneous periods of the accelerations of the pulleys in real time, a signal-processing method was developed on the basis of zero-cross detection. Using the instantaneous periods, the period difference is introduced, and a threshold value b is defined to evaluate the slip state. The characteristics of the period difference and b were investigated by a three-dimensional analysis, in which a three-dimensional model of the continuously variable transmission including the blocks, the bands and the pulleys was constructed, and the velocity of each element and the slip rate were obtained. From the simulation results, it was found that the period difference stays below the threshold value b in the microslip region and begins to increase over the threshold value b in the macroslip region. The macroslip detection method proposed in this study was validated by experiments, which showed that the method is effective for detecting the occurrence of macroslip, independently of the input torque and the speed ratio.

Research on Modeling and Ratio Control Based on Axial Displacement Feedback for CVT

Considering the coupling effect between clamping force control and speed ratio control, this paper takes the axial displacement of primary pulley as the feedback of speed ratio control which can overcome the impact of external load and disturbance of outside environment. By choosing typical working conditions, simulation was carried out and the results showed that this control method had strong capacity of robust and decoupling, good dynamic response and stability.

Primary Pulley Enlargement in Zone 2 by Incision and Repair With an Extensor Retinaculum Graft

This retrospective study documents the results of primary enlargement of tendon sheath pulleys by incision and extensor retinaculum graft repair during flexor tendon repairs in zone 2 in 9 fingers. The entire A2 or A4 pulley was enlarged by complete incision and repaired with an interposed extensor retinaculum graft at the time of primary flexor tendon repair in a total of 9 fingers in 7 patients, ages 15 to 54 years. The indication for primary pulley enlargement was failure of the tendon repair to glide smoothly and without snagging through the normally tight-fitting pulley system. In no case was more than one major pulley enlarged, and the entire A1 pulley was never enlarged. The zone 2 tendon repairs were done using a 2-strand modified Kessler 3-0 core suture and a 6-0 nylon running circumferential suture. The follow-up averaged 3.6 years. Interphalangeal total active motion and Strickland-Glogovac grade in patients with adequate follow-up of more than 6 months or obtaining full range of motion were obtained from a retrospective chart review. Interphalangeal total active motion averaged 127 degrees and the scores according to the Strickland-Glogovac system were excellent for 3, good for 2, fair for 2, and poor for 2. There were no tendon ruptures. Two fingers in one patient required a tenolysis and a third finger had secondary skin scar lengthening. Two fingers had visible and palpable bowstringing when seen at long-term follow-up and there was an average flexion contracture of 21 degrees. Primary pulley enlargement using a free graft in zone 2 tendon injuries may achieve the 3 goals of providing a good gliding environment, avoiding triggering, and minimizing bowstringing. These initial clinical outcomes are average for zone 2 tendon repair, but encouraging. Further research and refinement in surgical technique and rehabilitation method are needed to minimize flexion contractures.

Primary Tendon Sheath Enlargement and Reconstruction in Zone 2: An In Vitro Biomechanical Study on Tendon Gliding Resistance

To investigate our hypothesis that primary pulley enlargement and repair using an extensor retinaculum graft will reduce tendon repair gliding resistance. The benefit of pulley enlargement has been tested in experimental animals, but its effect on gliding resistance in vitro using human fingers is not known. In vitro gliding resistance in the proximal tendon sheaths (A1 through A3) was measured and compared in 7 cadaver fingers using the method of Uchiyama and colleagues at a fixed 50 degrees over the proximal sheath under 3 conditions: (1) intact tendons with intact proximal sheath; (2) laceration and 2-strand core plus running epitenon repair of the tendons with intact sheath; and (3) repaired tendons with enlargement of the A2 pulley and adjacent proximal sheath by incision and repair with an extensor retinacular graft. Results were analyzed statistically. Gliding resistance increased from an average of 0.44 N +/- 0.07 in the intact condition to an average of 1.51 N +/- 0.23 (a mean increase of 243%) when the tendons were cut and repaired. Enlarging the proximal sheath by sheath incision and graft repair reduced the gliding resistance from the repair condition to 1.04 N +/- 0.15 (a mean decrease of 31%). These changes are statistically significant. In vitro, repaired tendons had a greater resistance to gliding than that of the intact tendons through the proximal sheath when tested by the method of Uchiyama and colleagues. Enlargement and repair with an extensor retinacular graft of the A2 pulley and adjacent sheath significantly reduced resistance to repaired tendon gliding. These findings support further investigation into the concept that primary pulley enlargement may improve tendon function after repair.

CVT dynamics: Theory and experiments

Abstract We present a detailed experimental study of the pushing V-belt CVT dynamics and compare the experimental data with the theoretical predictions of the Carbone, Mangialardi, Mantriota (CMM) model [G. Carbone, L. Mangialardi, G. Mantriota, The influence of pulley deformations on the shifting mechanisms of MVB-CVT, ASME Journal of Mechanical Design 127 (2005) 103–113]. A very good agreement between theory and experiments is found. In particular it is shown that, during creep-mode (slow) shifting, the rate of change of the speed ratio is a linear function of the logarithm of the ratio between the axial clamping forces acting on the two movable pulleys. The shifting speed is also shown to be proportional to the angular velocity of the primary pulley, and to increase as the clamping force on the secondary pulley is increased. Indeed, a growth of the clamping force increases the pulley bending and, therefore, in agreement with the CMM model, increases the shifting speed. The authors also propose a relatively simple differential equation to describe the creep-mode evolution of the variator. Few parameters appear in the formula, which may be calculated either experimentally or theoretically. The results of this study are of utmost importance for the design of advanced CVT control systems and the improvement of the CVT efficiency, cars’ drivability and fuel economy.

2506 3 次元数値シミュレーションによるベルト CVT トルク伝達メカニズムの解析

The dynamic behavior of a metal CVT belt was calculated under the conditions of the lowest pulley ratio of a 2-liter class unit and high input torque by using 3-D finite element analysis (FEA) simulations. The calculated results were then used to analyze the torque-transmitting mechanism of the metal CVT belt. As a result, it was found that 62% of the input torque was transmitted by the compressive force of the elements and 32% by the tensile force of the bands. It was also revealed that the slip velocity between the primary pulley and the elements contributing to the compressive force between the elements was in a range of 500-1,000mm/s in the angle of contact on the primary pulley.

BCD-3 THE SLIP CHARACTERISTIC OF METAL-BELT CONTINUOUSLY VARIABLE TRANSMISSION(BELT AND CHAIN DRIVES)

The slip characteristic is one of the most important characteristics of metal-belt continuously variable transmission (CVT), which affects the accuracy of transmission ratio. In this paper, a new method for measuring slip ratio of CVT is presented. By measuring axial displacement of primary pulley cylinder, rotary speed of the primary and secondary pulley of the CVT system, the value of slip ratio of the CVT is got indirectly. The principle of the measuring method has been analysed. The influence of accuracy of displacement sensor on accuracy of the slip measurement is analysed, and the relation between fitting accuracy of transmission ratio and fitting method is investigated. A test rig of vehicle transmission with the CVT is built to carry out the measuring of the slip ratio of the CVT under the condition of different input torque, different input rotary speed, and different pressure in secondary pulley cylinder. The results of the study are analysed and the practicability of the measuring method is proved.