Secondary Pulley Research Articles

THE EFFECT OF V-BELT SIZE AND GROOVE ANGLE VARIATION ON THE SURFACE OF THE CVT CLUTCH DISK ON THE POWER AND TORQUE TRANSMISSION OF 125CC MOTORCYCLE

Continuously Variable Transmission (CVT) is an automatic transmission system with gear ratio shifts following engine speed controlled by the primary and secondary pulleys, as well as the V-belt that connects the two pulleys. The disadvantage of the CVT transmission system is that it often loses grip on the CVT clutch lining and the V-belt at low and high rotation so that research needs to be done so that the power from the engine to the wheels can be maximized. This study used an experimental method by changing the variation in the size of the V-belt and the groove angle on the clutch pads to find the best size for a 125 CC motorbike. The results showed that to get maximum results it is recommended to use a V-belt 803 x 19.0 mm with a CVT lining of 30° producing the highest power and a V-belt 840 x 21.8 mm with a CVT lining of 90° producing the highest torque

Bowstringing after percutaneous trigger finger release surgery: A case report

Objective: To evaluate percutaneous finger release surgery. Subjects and methods: Reconstructive surgery and suturing of the metatarsal capsule, suture of the ulnar collateral ligament of the hand interphalangeal joint in a 20-year-old female patient with arcuate complications, tendon adhesions and interphalangeal sub-dislocation right hand after surgery to release the thumb of the right hand through the skin. Results: One year after secondary pulley reconstruction, the patient relieves pain, returns to normal life, writes and draws well. MHQ scale (Michigan Hand Outcomes Questionnaire) scale: 80-95. In conclusion, there are many advantages to percutaneous trigger finger release surgery, which is growing in popularity, but it should be done by experienced surgeons, and thumbs are not recommended because serious complications that impair hand function are possible.

Validity and Reliability of Inertial Measurement System for Linear Movement Velocity in Flywheel Squat Exercise.

The aim of this study was to examine the validity and reliability of an Inertial Measurement System integrated into a secondary pulley (IMS) for determining linear velocity during flywheel squat exercises. Thirty-one male participants who were highly experienced in a flywheel resistance exercise training performed flywheel squat exercises with three incremental loads, and mean velocity (MV), mean propulsive velocity (MPV) and max velocity (Vmax) of the exercises were simultaneously recorded with a validated linear encoder and the IMS, in two different sessions. Validity was analyzed using ordinary least products regression (OLP), Lin's concordance correlation coefficient (CCC), and Hedge's g for the values from the linear encoder and the IMS. Test-retest reliability was determined by coefficient of variation (CV), Intraclass correlation coefficient (ICC), and standard error of measurement (SEM). Results showed a high degree of validity (OLP intercept = -0.09-0.00, OLP slope = 0.95-1.04, CCC = 0.96-0.99, Hedge's g < 0.192, SEM = 0.04-0.08) and reliability (CV < 0.21%, ICC > 0.88, SEM < 0.08). These results confirm that the IMS provides valid and reliable measures of movement velocity during flywheel squat exercises.

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.

Primarily conservative treatment for triple (A2-A3-A4) finger flexor tendon pulley disruption

Triple finger flexor tendon pulley injuries (A2-A3-A4) are generally reconstructed due to the considerable extent of bowstringing and resulting loss of range of motion (ROM). We present a series of 11 patients (12 cases) with triple pulley lesions. Six cases were diagnosed acutely (<2 weeks after injury), one subacutely (4 weeks), 3 late (>2 months) and 2 incidentally (asymptomatic). All patients but one were climbers. All acute and subacute patients were initially treated with two-pulley protection splint at the centre of the middle and proximal phalanx, proximal interphalangeal (PIP) joint extension splints for 2 months and had occupational therapy to prevent extension deficit. At 6 months’ follow-up, the 6 patients with acutely and the 1 subacutely diagnosed injuries were back climbing at the same level. Almost no pain or restriction in daily activities remained; they had full flexion but a slight extension deficit (0−25°). Two of the three patients who were seen and diagnosed late had secondary pulley reconstruction because of persistent pain and increased extension deficit in the PIP joint. Both patients gained almost full range of motion without remaining pain. The third patient was asymptomatic with an extension deficit of 30°. Our case series suggests that early conservative treatment in acute and subacute triple pulley ruptures holds promise to decrease bowstringing, regain full flexion and return to pre-injury climbing level. Delayed diagnosis with delayed treatment is associated with less favorable results. Secondary pulley reconstruction of these chronic injuries yields good results even when performed months after the injury occurred.

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.

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

Study on Fuzzy-PID control for SM-CVT speed ratio based on PSO algorithm

This paper puts forward a speed ratio control by changing the diameter of the Continuously Variable Transmission primary and secondary pulley with a single motor actuation system. The structural components and working principle of this actuation system are introduced. A control strategy based on Fu zzy-PID is proposed to improve the control precision of the nonlinear and solve problems such as the time lag and instability of Continuously Variable Transmission speed ratio control system. Fuzzy-PID speed ratio controller model is set up, in which parameter factors are optimized by the Particle Swarm Optimization algorithm to realize the optimization of the speed ratio control system. Simulation results show that the Fuzzy-PID controller optimized by Particle Swarm Optimization algorithm can improve the control precision of system and the performance of the speed ratio tracking.

SYSTEM IDENTIFICATION OF CLAMPING FORCE CONTROLLER FOR SECONDARY PULLEY OF ELECTRO MECHANICAL DUAL ACTING PULLEY CONTINOUSLY VARIABLE TRANSMISSION (EMDAP CVT)

This paper investigates the performance of clamping force at the secondary pulley actuator of Electro-mechanical Dual Acting Pulley Continuously Variable Transmission (EMDAP CVT) using an identification technique for development of intelligent control. The implementation details are described and the experimental studies conducted in this research are analyzed. To investigate the dynamic response of the system, step input was applied to the EMDAP CVT and clamping forced was measured. The modeling of the system was developed using the Genetic Algorithm (GA). The validation and verification of the obtained model were evaluated using mean squared error (MSE) and correlation test. The performance of the nonlinear approach was compared and discussed based on MSE value. The predictive ability of the model was further observed with unseen data. The result shows that, Nonlinear ARX (NARX) model converges to an optimum solution faster with increasing of model order and the obtained dynamic model also described the system well.

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.

Power transmission dynamics in micro and macro slip regions for a metal v-belt continuously variable transmission under external vibrations

In this paper, the power transmission dynamics of a metal v-belt continuously variable transmission (CVT) under external vibration conditions were investigated for the micro and macro slip regions. A CVT variator simulator was developed based on the CVT power transmission dynamics. Using the simulator, the influence of a slip on the external vibration transmission characteristics was analyzed in time and frequency domain. From the analysis results, it was found that the external vibration transmission characteristics were different between the micro slip region and the macro slip region. In the micro slip region, the vibrations of the primary and the secondary pulleys were coupled, which means that the vibration characteristics of the primary and secondary pulleys are determined by the torque vibrations characteristics of both the primary and secondary torque. However, in the macro slip region, the vibrations of the pulleys are decoupled and the vibration characteristic of each pulley is determined by the torque vibration of the corresponding side. Experiments were performed to validate the external vibration transmission characteristics for the load torque fluctuation. The test results were in good agreement with the simulation results. It is expected that the different vibration transmission characteristics of the micro and macro slip regions can be used to detect a macro slip in the CVT variator during actual operation.

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.

Indirect Clamping Force Measurement Method Using Current Sensor for Electro-Mechanical Dual Acting Pulley Continuously Variable Transmission System

This paper introduces an electro-mechanical dual acting pulley continuously variable transmission (EMDAP CVT) system and presents a method of measuring belt-pulley clamping force indirectly using a DC motor current sensor. The EMDAP CVT mainly consists of two movable primary (input) and secondary (output) pulley sheaves connected by metal pushing V-belt. Two DC motor’s actuation systems adjust the CVT ratio. Additionally, the secondary actuation system controls belt-pulley clamping force by adjusting the flatness of the spring discs placed at the back of each secondary pulley sheave to keep the belt tight and prevent belt slip. Ideally, a force sensor is used to measure the belt-pulley clamping force however the use of force sensor inside transmission gearbox is not feasible due to high temperature and oily environment. A viable solution for indirectly measuring the clamping force using current sensor for DC motor is proposed. Since the DC motor actuates the movable pulleys to clamp the belt, the relationship between the DC motor current and belt-pulley clamping force can then be investigated experimentally. The results will give positive impact on precisely controlling belt-pulley clamping force of EMDAP CVT using current sensor which is relatively simpler and less expensive than force sensor.

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.

Energy efficient electromagnetic actuated CVT system

A continuously variable transmission (CVT) system transmits the engine/battery power to the car driving wheel smoothly and efficiently. Several types of CVT already been developed to improve the transmission losses while maintaining acceleration time. However, most of the CVT has some constraints in the actuation mechanism which led us to develop an innovative electromagnetic actuator for CVT. Simplified mathematical equations have been developed for the kinematics analysis of clamping forces of the CVT and electromagnetic forces of EMA. The EMA has been developed for ¼ scale car with two sets of solenoid. Each of the two sets has been equipped with primary and secondary pulleys for pushing and pulling the movable sheave. The solenoid is operated by controlling the supply current with a fuzzy logic controller. A simulation based fuzzy logic controller has been introduced here for identifying the desired current of the EMA actuation. The experimental results show that the EMA develops electromagnetic forces 301 N for the supply current of 3.37 amp, which makes the acceleration time of the car in the range of 2.5∼3.5 sec and electromagnetic actuated CVT system highly energy efficient.

Macroslip detection and clamping force control for a metal V-belt continuously variable transmission

In this paper, a macroslip detection method is proposed for a metal V-belt continuously variable transmission, and a clamping force control strategy is suggested on the basis of a macroslip detection method. Using the rotational accelerations of the primary and secondary pulleys, the velocity of the secondary pulley and the speed ratio of the continuously variable transmission variator, observation signals are defined. The characteristics of the observation signals are investigated by simulations in a vehicle-driving environment. It is found that two observation signals became unsynchronized when macroslip occurs. Considering the oscillations of the acceleration signal and the noise from the sensors or the differentiating process, a signal-processing method for the observation signals is suggested. Based on the signal-processing results, a variable called the ‘amplitude difference rate’ is introduced for slip evaluation. A macroslip detection method that uses the amplitude difference rate is proposed. The effectiveness of the macroslip detection method is validated by experiments. It is found from the experiments that the proposed method can effectively detect macroslip with an acceptable time delay. In addition, a clamping force control strategy based on the macroslip detection method is developed. In this strategy, the clamping force is maintained at a minimum value with a safety factor of 1 in normal driving conditions but an additional clamping force is applied when macroslip is detected. It is found from the simulation results that macroslip is eliminated by clamping force control. It is expected that the efficiency of the continuously variable transmission system can be improved by reducing the marginal clamping force using the proposed macroslip detection method and the clamping force control strategy.

Intelligent Multiobjective Slip and Speed Ratio Control of a Novel Dual-Belt Continuously Variable Transmission for Automobiles

Van Doorne’s continuously variable transmission (CVT) is the most popular CVT design for automotive transmission, but it is only applicable to low-power passenger cars because of its low torque capacity. To overcome this limitation of traditional single-belt CVT, a novel dual-belt Van Doorne’s CVT (DBVCVT) system, which is applicable to heavy-duty vehicles, has been previously proposed by the authors. This paper, based on the published analytical model and test rig of DBVCVT, further proposes an intelligent multiobjective fuzzy controller for slip and speed ratio control of DBVCVT. The controller aims to safely control the clamping forces of both the primary and the secondary pulleys in order to improve the transmission efficiency, achieve the accurate speed ratio, and avoid the belt slip under different engine loads and vehicle speeds. The slip, speed ratio, and transmission efficiency dynamics of DBVCVT are firstly analyzed and modeled in this paper. With the aid of a flexible objective function, the analytical model, and fuzzy logic, a Pareto rule base for fuzzy controller is developed for multiobjective DBVCVT control. Experimental results show that the proposed controller for slip and speed ratio regulation of DBVCVT is effective and performs well under different user-defined weights.