TECHNICAL SEMINAR ON

“CONTINUOUSLY VARIABLE TRANSMISSION ”

Submitted in partial fulfilment of the requirement for the award of

BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING

BY

CHIRANTH S KUMAR
(1SI19ME025)

Under the guidance of

Virupaxi Auradi
Associate Professor

DEPARTMENT OF MECHANICAL ENGINEERING

SIDDAGANGA INSTITUTE OF TECHNOLOGY, TUMAKURU
(An Autonomous Institute Affiliated to visvesvarya Technological University,Belgaum)
Recognized by AICTE and Accredited by NBA, New Delhi
2022-23
Sree Siddaganga Education Society (R)
 SIDDAGANGA INSTITUTE OF TECHNOLOGY
(An Autonomous Institution Affiliated to Visvesvaraya Technological University-Belagavi, Approved by AICTE, Program
Accredited by NBA, New Delhi& ISO 9001:2015 Certified)
Tumakuru-572103, Karnataka India

Department of Mechanical Engineering

CERTIFICATE
This is to certify that the Technical Seminar entitled “Continuously Variable Transmission” is
carried out by Chiranth S Kumar (1SI19ME025) bonafide students of Siddaganga Institute of
Technology, Tumakuru. Have submitted in partial fulfillment of the requirement for the award of
Bachelor of Engineering in Mechanical Engineering of Visvesvaraya Technological University,
Belagavi during the year 2022-23. It is certified that all corrections/suggestions indicated for
Internal Assessment have been incorporated in the report and same is deposited in the
departmental library. The Technical Seminar report has been approved as it satisfies the academic
requirements in respect of Technical seminar prescribed for the said degree.

Virupaxi Auradi
Associate Professor Dr. H R. Purushothama
Guide HOD

Examiners:

1. .........
2. .........
 ACKNOWLEDGEMENTS

First and foremost, I would like to extend my sincere gratitude to our holiness Dr. Sree
Sree Shivakumara Swamigalu and Sree Siddalinga Swamigalu who are the fore
runner of the Siddaganga Society. Everything would have been impossible without his
omnipresent blessings bestowed on us.

I also thank our beloved Director Dr. M.N.Channabasappa, CEO Dr.

Shivakumaraiah and the Principle Dr.S.V Dinesh who are the founding stones in every
endeavor of ours. They are our constant benefactors who stood by us at all obstacles we
faced.

This project would not have been realized without the consistent encouragement
of Dr.H.R.Purushotham, Head of Department of Mechanical Engineering. He
was always a pillar of support who was never exhausted to assist us at any time.

I take this opportunity to thank our guide Dr. Virupaxi Auradi, who constantly
encouraged me not to give up on my ideas and helped us to improvise through
her commendable experience and was also a pillar of support at every stage of
the presentation.
INTRODUCTION
After more than a century of research and development, the internal
combustion (IC) engine is nearing both perfection and obsolescence: engineers
continue to explore the outer limits of IC efficiency and performance, but
advancements in fuel economy and emissions have effectively stalled. While many
IC vehicles meet Low Emissions Vehicle standards, these will give way to new,
stricter government regulations in the very near future. With limited room for
improvement, automobile manufacturers have begun full-scale development of
alternative power vehicles. Still, manufacturers are loath to scrap a century of
development and billions or possibly even trillions of dollars in IC infrastructure,
especially for technologies with no history of commercial success. Thus, the ideal
interim solution is to further optimize the overall efficiency of IC vehicles.

One potential solution to this fuel economy dilemma is the continuously

variable transmission (CVT), an old idea that has only recently become a bastion of
hope to automakers. CVTs could potentially allow IC vehicles to meet the first wave
of new fuel regulations while development of hybrid electric and fuel cell vehicles
continues. Rather than selecting one of four or five gears, a CVT constantly changes
its gear ratio to optimize engine efficiency with a perfectly smooth torque-speed
curve. This improves both gas mileage and acceleration compared to traditional
transmissions.

The fundamental theory behind CVTs has undeniable potential, but lax fuel
regulations and booming sales in recent years have given manufacturers a sense of
complacency: if consumers are buying millions of cars with conventional
transmissions, why spend billions to develop and manufacture CVTs?
Although CVTs have been used in automobiles for decades, limited torque
capabilities and questionable reliability have inhibited their growth. Today,
however, ongoing CVT research has led to ever-more robust transmissions, and thus
ever-more-diverse automotive applications. As CVT development continues,
manufacturing costs will be further reduced and performance will continue to
increase, which will in turn increase the demand for further development. This cycle
of improvement will ultimately give CVTs a solid foundation in the world’s
automotive infrastructure.
LITERATURE REVIEW
A review on belt and chain continuously variable transmissions (CVT): Dynamics
and control
N Srivastava, I Haque - Mechanism and machine theory, 2009 - Elsevier
A mathematical review and comparison of continuously variable transmissions
T Singh, SS Nair - 1992 - sae.org
[PDF] A review on continuously variable transmissions control
SA Da Wen Ge, DTT Mon - NCMER, 2010 - researchgate.net
The ability of the continuously variable transmission to control the engine at
maximum power: literature review
S Ariyono, B Supriyo, I Feriadi, DR Harahap, N Akmar - Sinergi, 2021 -
researchgate.net
Challenges and opportunities in automotive transmission control
Z Sun, K Hebbale - Proceedings of the 2005, American Control …, 2005 -
ieeexplore.ieee.org
Greene, D.L. and Schafer, A. 2003. Reducing greenhouse gas emissions from US
transportation, Report prepared for the Pew Center on Global Climate Change, May
[2] Kim, J., Park, F.C., Park, Y. and Shizuo, M. 2002. Design and analysis of a
spherical continuously variable transmission. ASME Journal of Mechanical Design
124 (1) 21–29.
[3] T. Iino, A. Okuda, M. Takano, M. Tanaka, K. Sakai, T. Asano, K. Fushimi,
2003. Research of hydrostatic CVT for passenger vehicles, JSAE Review 24 (3)
227–230. A Review on Continuously Variable Transmissions (CVT) Control 552
[4] P. Kanphet, P. Jirawattana, B. Direcksataporn, 2005, Optimal operation and
control of a hydrostatic CVT powertrain, SAE Transactions Journal of Passenger
Cars: Mechanical Systems 114 (6) 1838–1845. Paper No. 2005-01-1467.
[5] Y. Sakai, The’Ecvt’electro continuously variable transmission SAE Special
Publication Papers (PT-125), SAE Paper No. 880481.
[6] J.M. Miller, 2006. Hybrid electric vehicle propulsion system architectures of the
e-CVT type” IEEE Transactions on Power Electronics 21 (3) 756–767.
[7] R. Fuchs, Y. Hasuda, I. James. 2002, Modeling simulation and validation for the
control development of a full-toroidal IVT” Proceedings of CVT 2002 Congress,
vol. 1709, VDI Berichte, pp. 121–129.
[8] H. Tanaka, 2003, Torque control of a double cavity half-toroidal CVT”
International Journal of Vehicle Design 32 (3–4) 208–215. [9] S. Akehurst, D.A.
Parker, S. Schaff, 2006, CVT rolling traction drives – a review of research into their
design, functionality, and modeling, ASME Journal of Mechanical Design 128 (5)
1165–1176.
[10] V.H. Mucino, Z. Lu, J.E. Smith, B. Cowan, M. Kmicikiewicz, 2001. Design
of continuously variable power split transmission for automotive applications,
Proceedings of the Institution of Mechanical Engineers, Part D: Journal of
Automobile Engineering 215 (4) 469–478.
[11] G. Mantriota, 2001. Theoretical and experimental study of power split
continuously variable transmission system: Part I, Proceedings of the Institution of
Mechanical Engineers, Part D: Journal of Automobile Engineering 215 (7) 837–850
. [12] G. Mantriota, 2005. Fuel consumption of a vehicle with power split CVT
system, International Journal of Vehicle Design 37 (4) 327–342.
[13] N.P. Belfiore, G. De Stefani, 2003Ball toroidal CVT: a feasibility study based
on topology, kinematics, statics and lubrication, International Journal of Vehicle
Design 23 (3–4) 304–331.
[14] P.J. Milner, Milner. 2002. CVT for high torque applications, Proceedings of
CVT 2002 Congress, vol. 1709, VDI Berichte, pp. 543–554.
[15] J.D. Micklem, D.K. Longmore, C.R. Burrows. 1994. Modelling of the steel
pushing V-belt continuously variable transmission, Proceedings of the Institution of
Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 208 (1)
() 13–27.
 THEORY & DESIGN
Today’s automobiles almost exclusively use either a conventional manual or
automatic transmission with “multiple planetary gears sets that use integral clutches
and bands to achieve discrete gear ratios”. A typical automatic uses four or five
such Years, while a manual normally employs five or six. The continuously
variable transmission replaces discrete gear ratios with infinitely adjustable
gearing through one of several basic CVT designs.

PUSH BELT
This most common type of CVT uses segmented steel blocks stacked on a
steel ribbon, as shown in Figure (1). This belt transmits power between two conical
pulleys, or sheaves, one fixed and one movable. With a belt drive:

In essence, a sensor reads the engine output and then electronically increases or
decreases the distance between pulleys, and thus the tension of the drive belt. The
continuously changing distance between the pulleys—theirratio to one another—is
analogous to shifting gears. Push-belt CVTs were first developed decades ago, but
new advances in belt design have recently drawn the attention of automakers
worldwide.
Toroidal Traction-Drive
These transmissions use the high shear strength of viscous fluids to transmit
torque between an input torus and an output torus. As the movable torus slides
linearly, the angle of a roller changes relative to shaft position, as seen in Figure (2).
This results in a change in gear ratio.

Variable diameter elastomer belt

This type of CVT, as represented in Figure (2), uses a flat, flexible belt
mounted on movable supports. These supports can change radius and thus gear ratio.
However, the supports separate at high gear ratios to form a discontinuous gear path,
as seen in Figure (3). This can lead to the problems with creep and slip that have
plagued CVTs for years.

This inherent flaw has directed research and development toward push belt CVTs.
OTHER CVT VARIETIES
Several other types of CVTs have been developed over the course of
automotive history, but these have become less prominent than push belt and
toroidal CVTs. A nutating traction drive uses a pivoting, conical shaft to change
“gears” in a CVT. As the cones change angle, the inlet radius decreases while the
outlet radius increases, or vice versa, resulting in an infinitely variable gear ratio .
A variable geometry CVT uses adjustable planetary gear- sets to change gear ratios,
but this is more akin to a flexible traditional transmission than a conventional CVT.

RESEARCH & DEVELOPMENT

While IC development has slowed in recent years as automobile
manufacturers devote more resources to hybrid electric vehicles (HEVs) and fuel
cell vehicles (FEVs), CVT research and development is expanding quickly. Even
U.S. automakers, who have lagged in CVT research until recently, are unveiling
new designs:
General Motors plans to implement metal-belt CVTs in some vehicles by 2002.
The Japanese and Germans continue to lead the way in CVT development. Nissan
has taken a dramatic step with its “Extroid” CVT, offered in the home-market Cedric
and Gloria luxury sedans. This toroidal CVT costs more than a conventional belt-
driven CVT, but Nissan expects the extra cost to be absorbed by the luxury cars’
prices. The Extroid uses a high viscosity fluid to transmit power between the disks
and rollers, rather than metal-to-metal contact. Coupled with a torque converter, this
yields “exceptionally fast ratio changes”. Most importantly, though, the Extroid is
available with a turbocharged version of Nissan’s 3.0 liter V6 producing 285 lb-ft
of torque; this is a new record for CVT torque capacity.

Audi’s new CVT offers both better fuel mileage than a conventional automatic and
better acceleration than even a manual transmission. Moreover, Audi claims it can
offer the CVT at only a slight price increase. This so-called “multitronic” CVT uses
an all-steel link plate chain instead of a V-belt in order to handle up to 280 lb-ft of
torque. In addition, “Audi claims that the multitronic A6 accelerates from 0-100
km/h (0-62 mph) 1.3 s quicker than a geared automatic transmission and is 0.1 s
quicker over the same speed than an equivalent model with “optimum” use of a five
speed manual gearbox”. If costs were sufficiently reduced, a transmission such as
this could be used in almost any automobile in the world.
Many small cars have used CVTs in recent years, and many more will use them in
the near future. Nissan, Honda, and Subaru currently use belt-drive CVTs developed
with Dutch company Van Doorne Transmissie (VDT) in some of their smaller cars.
Suzuki and Daihatsu are jointly developing CVTs with Japanese company Aichi
Machine, using an aluminum/plastic composite belt reinforced with Aramid fibers.
Their CVT uses an auxiliary transmission for starts to avoid low-speed slip. After
about 6 mph, the CVT engages and operates as it normally would. “The auxiliary
geartrain’s direct coupling ensures sufficiently brisk takeoff and initial
acceleration”. However, Aichi’s CVT can only handle 52 lb-ft of torque. This alone
effectively negates its potential for the U.S. market. Still, there are far more CVTs
in production for 2000 than for 1999, and each major automobile show brings more
announcements for new CVTs.

NEW CVT RESEARCH

As recently as 1997, CVT research focused on the basic issues of drive
belt design and power transmission. Now, as belts by VDT and other companies
become sufficiently efficient, research focuses primarily on control and
implementation of CVTs.

Issan Motor Co. has been a leader in CVT research since the 1970s. A recent study
analyzing the slip characteristics of a metal belt CVT resulted in a simulation method
for slip limits and torque capabilities of CVTs. This has led to a dramatic
improvement in drive belt technology, since CVTs can now be modeled and
analyzed with computer simulations, resulting in faster development and more 8
efficient design. Nissan’s research on the torque limits of belt-drive CVTs has also
led to the use of torque converters, which several companies have since
implemented. The torque converter is designed to allow “creep,” the slow speed at
which automatic transmission cars drive without driver-induced acceleration. The
torque converter adds “improved creep capability during idling for improved
driveability at very low speeds and easy launch on uphill grades”. Nissan’s Extroid
uses such a torque converter for “smooth starting, vibration suppression, and creep
characteristics”.

CVT control has recently come to the forefront of research; even a mechanically
perfect CVT is worthless without an intelligent active control algorithm. Optimal
CVT performance demands integrated control, such as the system developed by
Nissan to “obtain the demanded drive torque with optimum fuel economy”. The
control system determines the necessary CVT ratio based on a target torque, vehicle
speed, and desired fuel economy. Honda has also developed an integrated control
algorithm for its CVTs, considering not only the engine’s thermal efficiency but also
work loss from drivetrain accessories and the transmission itself. Testing of Honda’s
algorithm with a prototype vehicle resulted in a one percent fuel economy increase
compared to a conventional algorithm. While not a dramatic increase, Honda claims
that its algorithm is fundamentally sound, and thus will it become “one of the basic
technologies for the next generation’s powerplant control”.

Although CVTs are currently in production, many control issues still amount to a
“tremendous number of trials and errors”. One study focusing on numerical
representation of power transmission showed that “both block tilting and pulley
deformation meaningfully effected the pulley thrust ratio between the driving and
the driven pulleys”. Thus, the resultant model of CVT performance can be used in
future applications for transmission optimization. As more studies are conducted,
fundamental research such as this will become the legacy of CVT design, and
research can become more specialized as CVTs become more refined.

As CVTs move from research and development to assembly line, manufacturing

research becomes more important. CVTs require several crucial, high-tolerance
components in order to function efficiently; Honda studied one of these, the pulley
piston, in 1998. Honda found that prototype pistons “experienced a drastic thickness
reduction (32% at maximum) due to the conventional stretch forming method”. A
four-step forming process was developed to ensure “a greater and more uniform
thickness increase” and thus greater efficiency and performance. Moreover, work-
hardening during the forming process further increased the pulley piston’s strength.

Size and weight of CVTs has long been a concern, since conventional automatics
weigh far more than manual transmissions and CVTs outweigh automatics. Most
cars equipped with automatic transmissions have a curbweight between 50 and 150
pounds heavier than the same cars with manual transmissions. To solve this
problem, Audi is currently developing magnesium gearbox housings, a first for cars
in its class. This results in nearly a 16 pound weight reduction over conventional
automatics.

Future Prospects for CVTs

Much of the existing literature is quick to admit that the automotive
industry lacks a broad knowledge base regarding CVTs. Whereas conventional
transmissions have been continuously refined and improved since the very start of
the 20th century, CVT development is only just beginning. As infrastructure is built
up along with said knowledge base, CVTs will become ever-more prominent in the
automotive landscape. Even today’s CVTs, which represent first-generation designs
at best, outperform conventional transmissions. Automakers who fail to develop
CVTs now, while the field is still in its infancy, risk being left behind as CVT
development and implementation continues its exponential growth.

Moreover, CVTs are do not fall exclusively in the realm of IC engines.

CVTs & Hybrid Electric Vehicles

While CVTs will help to prolong the viability of internal combustion
engines, CVTs themselves will certainly not fade if and when IC does. Several
companies are currently studying implementation of CVTs with HEVs. Nissan
recently developed an HEV with “fuel efficiency … more than double that of
existing vehicles in the same class of driving performance”. The electric motor
avoids the lowspeed/ high torque problems often associated with CVTs, through an
innovative double-motor system. At low speeds:
A low-power traction motor is used as a substitute mechanism to accomplish the
functions of launch and forward/reverse shift. This has made it possible to
discontinue use of a torque converter as the launch element and a planetary gearset
and wet multiplate clutches as the shift mechanism.

Thus use of a CVT in a HEV is optimal: the electric portion of the power system
avoids the low-speed problems of CVTs, while still retaining the fuel efficiency and
power transmission benefits at high speeds. Moreover, “the use of a CVT capable
of handling high engine torque allows the system to be applied to more powerful
vehicles”. Obviously, automakers cannot develop individual transmissions for each
car they sell; rather, a few robust, versatile CVTs must be able to handle a wide
range of vehicles.

Korean automaker Kia has proposed a rather novel approach to CVTs and their
application to hybrids. Kia recently tested a system where “the CVT allows the
engine to run at constant speed and the motor allows the engine to run at constant
torque independent of driving conditions”. Thus, both gasoline engine and electric
motor always run at their optimal speeds, and the CVT adjusts as needed to
accelerate the vehicle. Kia also presented a control system for this unified HEV/CVT
combination that optimizes fuel efficiency for the new configuration.

OTHER APPLICATION
Tractors just as cars have the need for a flexible system to convey power from their
engine to their wheels. The C.V.T. will provide just this and at high fuel savings
with low atmospheric pollution.

Golf Carts stand to benefit from the C.V.T. as well in the way electric cars do. that
is: Large range of speeds, longer driving range between charges, Fewer baterries,
lower maintenance cost, less weight.

Ride on Lawn Mowers like small tractors are gas powered and contribute to the
air pollution problem. The C.V.T. approach can prevent ride-ons to pollute the air
to the extend they currently do.

Motorized Wheelchairs Battery run, speed controlled by a rheostat. Going

up a ramp slowly, causes a drop in power (when it's most needed).

C.V.T. is a form of transmission, lower speed means MORE POWER.

Bicycles. Ever try to shift gears while pedaling uphill? Good news; the
KINESIS C.V.T. will automaticaly select the appropriate for the situation
"gear" ratio. No hasle, no trouble. End of story.

Power tools and household appliances, that vary from benchtop drills to
wash machines and blenders need to depart from the centuries old belt and
pulley configuration for smoother operation and more reliability.
Industrial Equipment and production machinery often use either gears or
cumbersom belt and pulley configurations. C.V.T. can do away with allthat
and additionaly give them infinite ratios.

Minimachines. Small devices that need to operate in a wide range of

speeds, as the need arises. Our unique design allows the production of an
inexpensive miniature C.V.T. to enable them does just that!

ADVANTAGE
❖ Better fuel consumption than a regular automatic transmission as the
CVT is able to keep the car in its optimum power range regardless of
speed.

❖ Stepless transmission.

❖ It has the ability to allow the engine to rev almost immediately which
delivers maximum torque.

❖ Provides a smoother ride than automatic transmission.

❖ Adapts to varying road conditions and power demands to allows for a

better ride.

❖ Better emission control and less green house gas emissions because of
improved control of the engine’s speed range.
DISADVANTAGE
❖ Higher cost.

❖ Belt-driven CVTs (VDP system) have a limited amount of torque;

however the technology is constantly being improved.

❖ Transmitting motion by friction causes greater wear

❖ Require special oil and other materials.

CONCLUSION
Today, only a handful of cars worldwide make use of CVTs, but the
applications and benefits of continuously variable transmissions can only increase
based on today’s research and development. As automakers continue to develop
CVTs, more and more vehicle lines will begin to use them. As development
continues, fuel efficiency and performance benefits will inevitably increase; this
will lead to increased sales of CVT-equipped vehicles. Increased sales will prompt
further development and implementation, and the cycle will repeat ad infinitum.
Moreover, increasing development will foster competition among manufacturers—
automakers from Japan, Europe, and the U.S. are already either using or developing
CVTs—which will in turn lower manufacturing costs. Any technology with inherent
benefits will eventually reach fruition; the CVT has only just begun to blossom.