A Project Stage-2

Report on

“DESIGN AND ANALYSIS OF ALTERNATIVE FIXED PITCH

CVT FOR SINGULAR STEPLESS CONTROL”

Submitted By

1. Shinde Prajakta Sudhakar B150511085

2. Zodage Rushikesh Sakharam B150511145
3. Panhale Prasad Suresh B150511006
4. Shaikh Swaleha Shakil B150511075

Guided by
Prof. Navadagi V.P.

Department of Mechanical Engineering

IMPERIAL COLLEGE OF ENGINEERING AND
RESEARCH
2019-2020

Imperial College of Engineering & Research, Wagholi, B.E. (Mechanical)

 IMPERIAL COLLEGE OF ENGINEERING AND
RESEARCH

CERTIFICATE
This is to certify that 1. Miss. Prajakta Sudhakar Shinde.
2.Mr. Zodage Rushikesh Sakharam.
3.Mr.Panhale Prasad Suresh .
4.Miss.Shaikh Swaleha Shakil.
has successfully completed the Project Stage-2 entitled “DESIGN AND
ANALYSIS OF ALTERNATIVE FIXED PITCH CVT FOR SINGULAR STEPLESS
CONTROL.” under my supervision, in the partial fulfillment of Bachelor of

Engineering – Mechanical Engineering, by Savitribai Phule Pune University.

Date:

Place:

Guide Name External Examiner

Prof. Navadagi V.P.

HEAD Mechanical Dept. Principal

Prof. N.S. Biradar Dr. R.S. Deshpande
IMERIAL COLLEGE OF ENGINEERING IMPERIAL COLLEGE OF ENGINEERING
AND RESEARCH AND RESEARCH
 CONTENT

Sr. No. Title Page No.

1. Introduction 1-3
2. Literature Review 4-5
3. Problem Defination 6
4. Objectives 7
5. Methodology 8-15
5.1 Design of Alternative CVT
5.2 Preliminary Design
5.3 The Alternative CVT
5.4 Automation of floating sprocket bar
6. Design and Development 16-30
7. Future scope 31
8. Conclusion 32

Reference 33
 List of Figures

Sr. No. List Page No.

1.1. Original Anderson CVT 2

5.1 Spring loaded rubber sprocket 11

5.2 Schematic view of the Primary 12

6.1 Detail Assembly of Fixed pitch CVT 16

6.2 Design of Input Shaft 19

6.3 Meshing of Input Shaft/Output Shaft 20

6.4 Stress concentration of Input Shaft/Output Shaft 20

6.5 Design of Sprocket bar 25

6.6 Design of cone ring 27

6.7 Meshing of cone ring 27

6.8 Stress concentration of cone ring 27

6.9 Frame of Alternative CVT 28

6.10 Bearing Housing 28

6.11 Pulley 29

6.12 Pulley Bracket 30

 List of Tables

Sr. No. List Page No.

6.1. Details of Part 16

6.2. Part list 17
6.3. Manufacturers catalogue of Shaft 18
6.4. Manufacturers catalogue of bearing 20
6.5. Manufacturers Catalogue of belt drive 22
6.6. Selection of belt 23
6.7. Manufacturers catalogue of Round Bars 24
6.8. Manufacturers catalogue of Cone 25
 ACKNOWLEDGEMENT

It’s my great pleasure to present project report entitled “Development Of Alternative Fixed
Pitch Cvt For Singular Stepless Control.” This project is an outcome of various efforts by us
in collating and identifying the sources of information and knowledge. I use this occasion to
thank my guide with whose guidance this effort would not have borne fruits. I find no words to
express my gratitude to Prof. Navadagi V.P. who not only advised and guided me during the
report writing but also answered all my queries concerning collection of data, proper structuring
of the report, and its improvement. I would also thankful of my friends which gave me a proper
guide line about my subject. I am virtually indebted to the Head of the Department Prof.
N.S.Biradar from Imperial College of Engineering and Research who have bestowed all
their blessings in the form of guidance which was the leading light to complete this seminar
report. I would also like to thank our principal, Dr. R.S. Deshpande who provided me valuable
support in completion of seminar by providing me different facilities in college and by giving
permission for working out of college.
 ABSTRACT
Continuously Variable Transmission (CVT) is a type of transmission, which allows an endless
variable ratio change within a limited range. Anderson CVT is one of its types. In Anderson CVT,
two cones having variable diameter kept parallel having ‘floating sprocket bars’ mounted in linear
grooves around the perimeter of every cone. A non-standard belt engaged with the floating
sprocket bars, and it can move with length of cones, with in change in gear ratio. The bars make
the system positive drive, non-friction dependent. The sprocket bars made of rubber and mounted
with help of conventional spring, which gets wear and tear, have to change frequently, so
manufacturing cost of full system increases and the weight of system are also high due its solid
cover over cone. The following study is dedicated to the suggest the change in existing design in
order to use the Unconventional materials for cone, floating sprocket bars changing to steel bars
and non-standard belt to standard timing belt. So in this report we designed and developed a
Unconventional Fixed Pitch CVT by using empirical formulae.

Keywords :- Anderson’s CVT, Fixed Pitch, Standard Belt, Sprocket Bars, Analysis, Efficiency.
 SAVITRIBAI PHULE PUNE UNIVERSITY

1. INTRODUCTION:

The primary function of a transmission is to transmit mechanical power from a power

source to some form of useful output device. Since the invention of the internal combustion
engine, it has been the goal of transmission designers to develop more efficient methods of
coupling the output of an engine to a load while allowing the engine to operate in its most
efficient or highest power range. Conventional transmissions allow for the selection of
discrete gear ratios, thus limiting the engine to providing maximum power or efficiency for
limited ranges of output speed. Because the engine is forced to modulate its speed to provide
continuously variable output from the transmission to the load, it operates much of the time in
low power and low efficiency regimes. A continuously variable transmission (CVT) is a type
of transmission, however, that allows an infinitely variable ratio change within a finite range,
thereby allowing the engine to continuously operate in its most efficient or highest
performance range, while the transmission provides a continuously variable output to the
load. The development of modern CVTs has generally focused on friction driven devices,
such as those commonly used in off-road recreational vehicles, and recently in some
automobiles. While these devices allow for the selection of a continuous range of
transmission ratios, they are inherently inefficient. The reliance on friction to transmit power
from the power source to the load is a source of power loss because some slipping is possible.
This slipping is also a major contributor to wear, which occurs in these devices. To overcome
the limitations inherent in the current CVT embodiments employing friction, a conceptual,
continuously variable, positive engagement embodiment has been proposed for investigation
at Brigham Young University. This concept proposes utilizing constantly engaged gears
which transmit power without relying on friction. Because the proposed embodiment is new,
no engineering analysis has yet been performed to determine its kinematic and meshing
characteristics, an understanding of which are necessary to validate the proposed concept as a
viable embodiment. This research will investigate both the kinematic and meshing
characteristics of this and related concepts.

The objective of this research is also to analyze the family of positive engagement CVTs.
Although the CVT embodiment that has been proposed for investigation is new, other
embodiments belonging to this family have been developed and published. The embodiments
in this family do not rely on friction based power transmission. All embodiments in this
family, however, have been based on overcoming a distinct problem which manifests itself

JSPM's Imperial College of Engineering and Research, BE (Mechanical)

Page No. 1
 SAVITRIBAI PHULE PUNE UNIVERSITY
seemingly regardless of the embodiment and will hereafter be referred to as the non integer
tooth problem.

JSPM's Imperial College of Engineering and Research, BE (Mechanical)

Page No. 2
This research describes the nature of the non-integer tooth problem and details the occurrence
of the problem in the proposed concept, as well as three published embodiments, and details
solutions to the non-integer tooth problem as embodied in the three published embodiments.
The presentation of some published solutions to the non-integer tooth problem clarifies the
nature of the non integer tooth problem, as well as aids in the development of characteristics
of a general solution to the non-integer tooth problem applying to all members of the positive
engagement CVT family.

It is a technology invented by Larry Anderson, under US patents. Two parallel cones have
"floating sprocket bars" mounted in longitudinal grooves around the circumference of each
cone. A specially-designed chain meshes with the floating sprocket bars, and is free to slide
along the length of cones, changing the gear ratio at each point. The floating sprocket
bars(Fig.) make the A+CVT positive-drive, non-friction-dependent. Another advantage of the
A+CVT is the simplicity of its design, as it consists of far fewer components than other
transmissions. The technology is also adaptable to a variable diameter pulley-type CVT, by
mounting the floating sprocket bars on the inner face of the pulley sheaves.

Fig. 1.1 – Original Anderson CVT [Anderson CVT Wikipedia]

The above design(Fig.1.1) uses conventional spring loaded rubber sprocket bars, which are
subjected to heavy wear and tear, hence may have to be replaced frequently, so also the
manufacturing cost of the above device is slightly on the higher side hence a alternative fixed
pitch CVT is proposed in the following literature.
2. LITERATURE REVIEW:

1. Lawrence A. Anderson et.al has studied the variable ratio of transmission having a part of
oppositely oriented conical torque input and output member. Where in the conical member
include multi angle conical surface. Therefore it affects of an inextensible belt drive, as the
belt drive is axially moved along the longitudinal length of the torque input and output
member. T sprocket bar generally parallel to the surface of the conical member. Therefore,
convenient shape, such as convex configuration is given. The sprocket bar freely moves
diametrically and circumferentially. Hence, they fully engage a beaded or other suitably
configured inelastic, inextensible drive chain.

2. Nikhil Patil et.al has developed a conical roller with belt CVT system by employing the
system driven product development approach and topology optimization of it is traditional
design. The CVT design suffers from number of disadvantages including the considerable
weight of the conical roller and a limited range of torque in the cone type CVT system and
complex mechanism and high production cost in other CVT types. The design made by the
CVT will decrease the weight of traditional cone type CVT by 44.69%. It shows non
topology optimized cone CVT and can improve the efficiency by 25% fuel efficiency by 30%
and cost of production by 30%.

3. Kenneth B. Hawthorn et.al has studied using a fixed pitch continuously variable
transmission is designed. It is an object of the present invention to provide a CVT capable
staying positively engaged to transmit power while allowing for continuous changes in ratio.
Thus, this type of CVT allows automatic selection of various gear ratios without
disconnecting the transmission from the vehicle engine based on the power and mechanical
load specifications of the vehicle, requiring no outside control input This CVT can be used in
applications with heavy load as compared to Anderson’s CVT as friction losses are
minimized in the designed CVT.

4. K. Vinod Kumar et.al has studied different types of CVT’s and design pulley type CVT.
He had studied the actual working, principle of WARKO system and Pros and cones of CVT.
He has also design the part model of CVT’s and also the cad model of CVT’s. He manage to
explore vast pool of knowledge in the field of automobiles and its component parts. It also
provided valuable experience on power transmission. He has studied mostly component parts
and design criteria and its performance parameters. The sense of development will lead to
increase sales which in turn will prompt further R&D and the cycle will keep repeating. This
will decrease manufacturing cost.
3. PROBLEM STATEMENT
 The technology Anderson CVT is developed for the transmission of power, with help
of pair of oppositely cones and floating sprocket bars.
 But above design uses conventional spring loaded rubber sprocket bars, which are
subjected to heavy wear, may have to replace frequently.
 The cones are solid in the system which increases net weight of the system, also leads
to increase material cost.
 Use of Non-Standard Belt for Power Transmission.
 The manufacturing cost of full system is slightly on higher side.
4. OBJECTIVES
 Design and Analysis of model of Alternative CVT having drive and driven cones.
 To calculate and analyse the developed Alternative CVT to determine maximum and
Minimum transmission efficiency.
 To study and compare performance characteristic curves speed Vs (Torque /Power
/Efficiency).
 To find and analyse the various stresses acting on the input & output Shaft , Cone ring
and Sprocket bar using Ansys Workbench.
5. DESIGN METHODOLOGY

5.1 DESIGN OF ALTERNATIVE CVT

Design consists of application of scientific principles, technical information and

imagination for development of new or improvised machine or mechanism to perform a
specific function with maximum economy & efficiency.

Hence a careful design approach has to be adopted. The total design work has been
split up into two parts;

5.2.1 System Design

5.2.2 Mechanical Design.

5.1.1 System Design

In system design we mainly concentrated on the following parameters

a) System Selection Based on Physical Constraints

While selecting any machine it must be checked whether it is going to be used in a large
scale industry or a small-scale industry. In our case it is to be used by a small-scale industry.
So space is a major constrain. The system is to be very compact so that it can be adjusted to
corner of a room. The mechanical design has direct norms with the system design. Hence the
foremost job is to control the physical parameters, so that the distinctions obtained after
mechanical design can be well fitted into that.

b) Arrangement of Various Components

Keeping into view the space restrictions the components should be laid such that their
easy removal or servicing is possible. More over every component should be easily seen none
should be hidden. Every possible space is utilized in component arrangements.

c) Components of System

As already stated the system should be compact enough so that it can be accommodated
at a corner of a room. All the moving parts should be well closed & compact. A compact
system design gives a high weighted structure which is desired.
 d) Man Machine Interaction

The friendliness of a machine with the operator that is operating is an important criterion
of design. It is the application of anatomical & psychological principles to solve problems
arising from Man-Machine relationship.

Following are some of the topics included in this section.

 Design of foot lever

 Energy expenditure in foot & hand operation
 Lighting condition of machine.
 Chances of Failure

The losses incurred by owner in case of any failure are important criteria of design. Factor
safety while doing mechanical design is kept high so that there are less chances of failure.
Moreover periodic maintenance is required to keep unit healthy.

e) Servicing Facility

The layout of components should be such that easy servicing is possible. Especially those
components which require frequents servicing can be easily disassembled.

f) Scope of Future Improvement

Arrangement should be provided to expand the scope of work in future. Such as to

convert the machine motor operated; the system can be easily configured to required one. The
die & punch can be changed if required for other shapes of notches etc.

g) Height of Machine from Ground

For ease and comfort of operator the height of machine should be properly decided so that
he may not get tired during operation. The machine should be slightly higher than the waist
level, also enough clearance should be provided from the ground for cleaning purpose.

h) Weight of Machine

The total weight depends upon the selection of material components as well as the
dimension of components. A higher weighted machine is difficult in transportation & in case
of major breakdown; it is difficult to take it to workshop because of more weight.
5.1.2 Mechanical Design

Mechanical design phase is very important from the view of designer .as whole success of
the project depends on the correct deign analysis of the problem. Many preliminary
alternatives are eliminated during this phase. Designer should have adequate knowledge
above physical properties of material, loads stresses, deformation, and failure. Theories and
wear analysis, He should identify the external and internal forces acting on the machine parts.
These forces may be classified as;

a) Dead weight forces

b) Friction forces

c) Inertia forces

d) Centrifugal forces

e) Forces generated during power transmission etc

Designer should estimate these forces very accurately by using design equations .If he
does not have sufficient information to estimate them he should make certain practical
assumptions based on similar conditions which will almost satisfy the functional needs.
Assumptions must always be on the safer side.

Selection of factors of safety to find working or design stress is another important step in
design of working dimensions of machine elements. The correction in the theoretical stress
values are to be made according in the kind of loads, shape of parts & service requirements.
Selection of material should be made according to the condition of loading shapes of products
environment conditions & desirable properties of material. Provision should be made to
minimize nearly adopting proper lubrications methods.

In, mechanical design the components are listed down & stored on the basis of their
procurement in two categories

 Design parts
 Parts to be purchased

For design parts a detailed design is done & designation thus obtain are compared to the
next highest dimension which is ready available in market. This simplification the assembly
as
well as post production service work. The various tolerances on the work are specified. The
processes charts are prepared & passed on to the work are specified. The parts to be
purchased directly are selected from various catalogues & specification so that anybody can
purchase the same from the retail shop with the given specifications.

The technology Anderson CVT is developed for the transmission of power, with help
of pair of oppositely cones and floating sprocket bars. But above design uses conventional
spring loaded rubber sprocket bars, which are subjected to heavy wear, may have to replace
frequently.

Fig. 5.1- Spring loaded rubber sprocket[1]

5.2 Preliminary Design

A simplified version of the transmission is illustrated in Figure 3.1. It is a technology

invented by Lawrence L. Anderson, under US patents. Two parallel cones i.e. oppositely
oriented conical torque input and output pulleys, has „floating sprocket bars‟ mounted in
longitudinal grooves around the circumference of each cone, as shown in fig.1.4. A specially-
designed chain or belt meshes with the floating sprocket bars, and is free to slide along the
length of cones, changing the gear ratio at each point. Anderson made an improvement in the
previous transmission.

The power input to the system will be through driving cone to a driven cone with the help
of drive belt, as in fig.1.3. The conical shape of pulley or cone has grooves on its perimeter of
cone. The grooves are like channels, with Sprocket bars located in it. The Channels are
circumferentially larger than the sprocket bars because to allow the movement of the sprocket
bars. The bars have one or more compression springs or any other elastic material, attached
between sprocket bar and channel groove.

Fig.5.2 Schematic view of the Primary elements of improved Transmission [1]

The floating sprocket bars make the CVT positive-drive, non-friction-dependent. Another
advantage of the CVT is the simplicity of its design, as it consists of far fewer components
than other transmissions. The technology is also adaptable to a variable diameter pulley-type
CVT, by mounting the floating sprocket bars on the inner face of the pulley sheaves.

5.3 The Alternative CVT comprises of the following parts:

5.3.1 Motor Selection

Motor is a single phase AC motor, capacitor run three lead motor with the following
specifications:

Power = 50watt

Speed = 0 to 9000 rpm (variable)

5.3.2 Open Belt Drive

The open belt drive is used to transmit power from the input source that is the motor
to the input cone shaft. Motor pulley is 20mm diameter where as the input cone shaft pulley
is 110 diameters. The reduction ratio is thus 5.5 between the motor and input cone shaft. The
power is transmitted by an FZ- section belt between the motor pulley and input cone shaft
pulley

5.3.3 Input Cone Shaft

The input cone shaft is basically an sub assembly of the base shaft, two sprocket bar
holder rings on either side and the sprocket bars. The sprocket bars are solid round bars 4mm
diameter held in radial holes in the holder rings. Holder rings are keyed to the base shaft and
the sprocket bars are located on an radial pitch along the generators of the cone. The base
shaft is held in heavy duty ball bearings at either ends, and carries the input pulley at one end.

5.3.4 Output Cone Shaft

The output cone shaft is basically an sub assembly of the base shaft, two sprocket bar
holder rings on either side and the sprocket bars. The sprocket bars are solid round bars 6mm
diameter held in radial holes in the holder rings. Holder rings are keyed to the base shaft and
the sprocket bars are located on an radial pitch along the generators of the cone. The base
shaft is held in heavy duty ball bearings at either ends, and carries the dyno-brake pulley at
one end.

5.3.5 Input/output Bearing Housings

The input and output bearing housings hold the ball bearings for respective base
shafts and they are bolted to the base frame.

5.3.6 Transmission Belt

The transmission element of the A+ CVT is PIX „X‟ treme Classical Synchronous belt
with the following features

 Trapezoidal tooth profile

 High efficiency due to positive engagement between belt teeth and sprocket bars
 No- re-tensioning required
 Free from maintenance
  No high tension required.

5.3.7 Speed Adjuster Mechanism

The speed adjuster mechanism is in the form of a screw and nut arrangement, where
in the screw is held in ball bearings at either ends and carries a nut which holds the belt guide
mechanism in the form of free rotating rollers. The screw carries the hand wheel at one end
for speed change.

5.3.8 Base Frame

Base frame is the structural element that supports the entire assembly of drive and the
motor.
5.4 AUTOMATION OF FLOATING SPROCKET BAR DRIVE:

The floating sprocket drive is an innovative solution to above problem where in power is
transmitted between two hollow cones fabricated from floating sprocket bars and the Stepless
power transmission is achieved by movement of the belt via an automated speed change
mechanism over these cones . The automation of the floating sprocket drive is done using a
gear pair where in the pinion is integral with the motor and the gear is mounted on the speed
changing mechanism screw. The specifications of the device are as follows:
On the exterior the power window motor is structured, it comprises of three main parts: The
drive motor , 12 volt DC . The gear box that provides the necessary amplification of motor
torque and reduction in speed in order to operate the power window mechanism. The driver
gear or the output gear from the power window motor that drives the power window
mechanism. The worm is made of case hardened steel 14C6 whereas the worm wheel is made
of Nylon-66. Motor is 12 V DC motor gear box ratio to be 1:55 reduction output of the gear
box will be a direct shaft with dynamometer pulley arrangement to carry out the testing of the
gear box under various load conditions.
6. DESIGN AND DEVELOPMENT:
Based on design requirements the layout of the Alternative Fixed Pitch CVT is drawn
in fig 1.3 and various components of it are also listed in the table. The standard parts like
Electric motor, belt drive, bearings and pulleys are selected based on design requirements and
the parts like shaft , bearing housing, base plate , speed adjuster mechanism, base frame are
design and final dimensions are achieved.

Fig.6.1 -Detail Assembly of Alternative Fixed Pitch CVT.

In table6.1 shows details of all parts according to the part code, quantity and material
selected and serially numbering to the detail assembly figure which notify parts of CVT.
Table 6.1- Details of parts.

Sr. No. Part Code Description Quantity Material

1 ACVT-1 MOTOR 01 STD
2 ACVT-2 BELT 01 STD
3 ACVT-3 REDUCTION PULLEY 01 MS
4 ACVT-4 INPUT SHAFT 01 EN24
Part List:
Table No.-6.2 Part List
PART NO. PART NAME QUANTITY
21 Base Frame. 1
20 Housing Outer Side 1
19 Drum Brake Pulley 1
18 Housing Inner Side 1
17 Housing Inner Side 1
16 Supporting Roller 1
15 V- Belt 1
14 Slide Screw 1
13 Adjusting Screw 1
12 Slide Screw Knob 1
11 Bearing(Slide screw) 1
10 Bearing Housing (slide screw) 1
9 Bearing (Output Drive) 1
8 Drum Brake Pulley 1
7 Output Drive Shaft 1
6 Bearing (Input Drive) 1
5 Bearing Housing (InputDrive). 1
4 Input Drive Shaft 1
3 Reduction Pulley 1
2 V- Belt 1
1 Motor 1

Material is procured as per raw material specification and part quantity. Part process
planning is done to decide the process of manufacture and appropriate machine for the same.
General material used as, EN24 - alloy steel, EN9 - plain carbon steel, MS - mild steel, STD -
standard parts selected from PSG design data/manufacturer catalogue.

6.1 Selection of Manufacturing parts and standard parts

The manufacturing parts and standard parts are selected on the basis of requirement of
CVT and also design procedure of parts.

6.1.1 Motor selection

Motor is a Single phase AC motor, Power 50 watt; Speed is continuously variable

from 0 to 8000 rpm. The speed of motor is varied by means of an electronic speed variator.
Motor is a commutator motor i.e., the current to motor is supplied by means of carbon
brushes. The power input to motor is varied by changing the current supply to these brushes
by the electronic
speed variator, thereby the speed is also is changes. Motor is foot mounted and is bolted to
the motor base plate welded to the base frame of the indexer table.

6.1.2 Design and analysis of Input Shaft and Output Shaft

The Input Shaft and Output Shaft are critical components of CVT, hence to find out
the stress concentration by theoretical and analytical methods with help of design data and
Ansys tool. Design of Input Shaft and Output Shaft - Theoretical method

Table 6.3 - Manufacturers catalogue of Shaft

Designation Ultimate Tensile strength Yield strength N/mm2

N/mm2
EN 24 900 700

ASME code for design of shaft. Since the loads on most shafts in connected
machinery are not constant, it is necessary to make proper allowance for the harmful effects
of load fluctuations.

According to ASME code permissible values of shear stress may be calculated from
various relation.

fsmax = 0.18 x Ultimate tensile strength (1)

= 0.18 x 900 = 162 N/mm2

Shaft is provided with key way; this will reduce its strength. Hence reducing above
value of allowable stress by 25%

fsmax = 121.5 N/mm2

This is the allowable valve of shear stress that can be induced in the shaft material for
safe operation.

To calculate input torque

2𝜋𝑁𝑇
Power =
60 (2)

Assuming operation speed = 800 rpm.

 60×50
= 2×𝜋×800

T = 0.5968 N.mm.

Assuming 100% overload.

T design = 2 x T (3)

= 2 x 0.5968 x 103

= 1.19 x 103 N.m.

Check for torsional shear failure of Shaft,

Assuming minimum section diameter on input shaft and output shaft = 16 mm.

Now, d = 16
mm

𝑇𝑑 = 𝜋 × 𝑑3 × 𝑓𝑠𝑎𝑐𝑡
16

𝑓𝑠𝑎𝑐𝑡 16×𝑇𝑑
= 𝜋×𝑑3

16 × 1.19 × 103
𝑓𝑠𝑎𝑐𝑡 =
𝜋 × 163

𝑓𝑠𝑎𝑐𝑡 = 1.47 𝑁/𝑚𝑚2

Fig.6.2 Design of input shaft
 Fig. 6.3 - Meshing of Input Shaft/Output Shaft

Fig. 6.4 - Stress concentration of Input Shaft/Output Shaft

As; 𝑓𝑠𝑎𝑐𝑡 < 𝑓𝑠𝑎𝑙𝑙,

We can say that, the actual torsional stress is well below the allowable tensile stress
hence shafts are safe under torsional load.

6.1.3 Selection of RH-Bearing of Input Shaft,

Selection of LH-Bearing of Output Shaft,

Shaft bearing will be subjected to purely medium radial loads; hence we shall use ball
bearings for our application. Selecting; Single Row deep groove ball bearing as follows.

Table 6.4 - Manufacturers catalogue of bearing

ISI No. Bearing of Basic d D1 D D2 B Basic Capacity

Design No (SKF)
17AC03 6003 17 19 35 33 10 2850 4650
Calculation of maximum force applied on ball bearing (P)
 P = X Fr+ Y F a (1)
For our application Fa = 0

P = X Fr

As; Fr < e => X =1

P = Fr= belt tension =140.4 N

Max radial load = Fr =140.4 N.

P= 140.4 N

Calculation dynamic load capacity of bearing (2)

 C p
L =  
P

Where, p = 3 for ball bearings

P = Maximum load on ball bearing

L = Life of ball bearing

For m/c used for eight hours of service per day;

But, L = 60 n LH /106 (3)

Where, LH = Rated bearing life = 8000 hours

n = Speed of rotation = 1000 rpm

L = 480 million rev.

𝐶
Now; 480 = ( )
140.4

C = 1918 N.

For the calculation of capacity of bearing for 1000 days is less than the basic capacity
as per the catalogue.

6.1.4 Design of Belt drive

 Selection an open belt drive using V-belt; Reduction ratio = 5.5, Planning at 1 stage
reduction; Motor pulley (D1) = 25mm, IP- shaft pulley (D2) = 100mm Section of belt
section, Ref Manufacturers Catalogue

Table 6.5 - Manufacturers Catalogue of belt drive

C/S USUAL NOMINAL TOP NOMINAL WEIGHT

SYMBOL LOAD OF WIDTH (Wmm) THICKNESS PER METER
DRIVE (KW) T mm Kgf

FZ 0.03 - 0.15 6 4 0.05

Now, M =0.05 kgf

Tc = M x v2 (1)
Where, Tc = Centrifugal tension

M = Mass of belt per meter length

v = Belt speed (m/s)

Tc = 0.05 (26.67) 2 = 35.56 N

T = fall x Area (2)

Where, T = Maximum tension in belt

Fall=Allowable tensile stress between belt and pulley

T = 8 x 20

= 160 N/mm2

T1 = T – Tc (3)
Where, T1 = Tension in tight side of belt

T1 = 124.4 N

Calculation of tension in slack side of belt

2.3 log 𝑇1
= 𝜃 × 𝜇 × 𝑐𝑜𝑠𝑒𝑐𝛽 (4)
𝑇2
Where, T2 = Tension in slack side of belt

𝜃 = Angle of lap on smaller pulley = 2.8 rad.

𝜇 = Coefficient of friction

𝛽 = Groove angle
𝑇1
= 7.75 , 𝑇
= 16𝑁
𝑇2 2

Power transmitting capacity of belt;

P = (T1 - T2) v (5)

= (124.24 - 16) 26.67

P = 2.88 kw

The power transmitting capacity of belt 2.88 kwatt is higher than the power of electric
motor 0.05 kwatt, hence we can say that the belt drive safely transmit power.

Selection of belt on the basis of design calculation, selection of belt „FZ 6 x 600‟
from standard manufacturer‟s catalogue

Table 4.5 - Selection of belt „FZ 6 x 550‟

1 BELT SELECTED FZ 6 x 550

2 Tight side Tension T1 =124 N
3 Slack side Tension T2 = 16 N
4 Motor pulley dia.(ϕ D1) D1 =25 MM
5 Pulley (a) diameter (ϕD2) D2 =100MM

6.1.5 Design and analysis of Sprocket Bars

Sprocket Bars are located in holder ring on driver disk at an PCD of 122 mm. These
bars engage in the belt placed as the transmission link and act as transmission elements. „40
bars‟ transmit the entire torque. They can be designed similar to the bush pins in the bush pin
type flexible flange coupling.

Table 6.7- Manufacturers catalogue of Round Bars

 SAVITRIBAI PHULE PUNE UNIVERSITY

Designation Ultimate Tensile strength Yield strength N/mm2

N/mm2
EN 9 600 480
Now,

These pins are located at PCD (Dp) = 122mm

fsmax = 0.18 x Ultimate tensile strength (1)

= 0.18 x 600 = 108 N/mm2

Tangential force on each bolt (Fb),

𝐹𝑏 𝑇
= 𝐷2𝑝×𝑛

Shear stress = Shear force / shear area

𝐹𝑠𝑎𝑐𝑡 𝐹
= 𝜋×𝑑𝑏 2
4

𝐹𝑏
𝐹𝑠𝑎𝑐𝑡×𝜋×𝑑2
= 4

𝑇 = 𝑛 × 𝐹𝑠
𝜋 𝐷𝑝

2
𝑎𝑐𝑡 × ×𝑑 ×
4 2

As Pin diameter = 4 mm,

𝜋
1.19 × 103 = 40 × 𝐹𝑠 122
2
𝑎𝑐𝑡 × ×4 ×
4 2

𝐹𝑠𝑎𝑐𝑡 = 0.04 𝑁/𝑚𝑚2

As; fsact < fsall ,

We can say that, the actual torsional stress is well below the allowable tensile stress
hence Pins are safe under Shear load.

JSPM's Imperial College of Engineering and Research, BE (Mechanical)

Page No. 29
 Fig.6.5 Design of sprocket bar

6.1.6 Design and analysis of Cone Ring

Cone Rings are critical component of transmission. Cone rings are of two types i.e.
one is higher diameter located on LH side of input shaft and RH side of output shaft, second
is smaller diameter located on RH side of input shaft and LH side of output shaft, on this
cone ring floating sprocket bars are mounted to transmit power. Design and analysis of higher
diameter cone ring to find out the stress concentration by theoretical and analytical methods
with the help of design catalogue and Ansys tool.

Design of Input Shaft and Output Shaft - Theoretical method

Table 6.8 - Manufacturers catalogue of Cone

Designation Ultimate Tensile strength Yield strength N/mm2

N/mm2
EN 24 900 700

Inner Diameter of Ring, Di =127.8 mm,

Outer Diameter of Ring, Do =140 mm,

ASME code for design of Cone.

 SAVITRIBAI PHULE PUNE UNIVERSITY

Since the loads on most Cones in connected machinery are not constant, it is
necessary to make proper allowance for the harmful effects of load fluctuations. According to
ASME code permissible values of shear stress may be calculated from various relation.

fsmax = 0.18 x Ultimate tensile strength (1)

= 0.18 x 900 = 162 N/mm2

This is the allowable valve of shear stress that can be induced in the ring material for
safe operation.

To calculate input torque

2𝜋𝑁𝑇
Power =
60 (2)

Assuming operation speed = 800 rpm.

60 × 50
=
2 × 𝜋 × 800

T = 0.5968 N.mm.

Assuming 100% overload.

T design = 2 x T (3)

= 2 x 0.5968 x 103

= 1.19 x 103 N.m.

Check for torsional shear failure of Shaft,

𝜋×𝐹𝑠𝑎𝑐𝑡
𝑇=( ) × ( 𝐷𝑜4−𝐷𝑖4 )
16
𝐷𝑜

1.19 × 103 𝜋×𝐹𝑠𝑎𝑐𝑡 1404−127.84

= ( 16 ) ×( )
140

𝐹𝑠𝑎𝑐𝑡 = 7.23 𝑁/𝑚𝑚2

As; fsact < fsall ,

JSPM's Imperial College of Engineering and Research, BE (Mechanical)

Page No. 31
 We can say that, the actual torsional stress is well below the allowable tensile stress
hence cone rings are safe under torsional load.

Fig.6.6 Design of Cone ring

Fig. 6.7 - Meshing of Cone Ring

Fig. 6.8 - Stress concentration of Cone Ring

6.1.7 Frame

The frame supports the all parts of transmission; the bearing housing is located on the
table and location of motor at right hand side parts as shown in figure. The frame is made up
of mild steel (MS).

Fig. 6.9 - Frame of Alternative CVT

6.1.8 Bearing Housing

Bearing housing used for locating the bearing and support to other parts of
transmission as shown in figure. The material is used for bearing housing is plain carbon steel
(EN9).
Fig. 6.10 - Bearing Housing
6.1.9 Selection of Pulley
Pulleys consist of a wheel that rotates on an axle which is a rod through the center of
the wheel and a rope, cable, or chain. There are three main types of pulleys: fixed, movable,
and compound.

Fixed Pulley Design using Data Sheet BS

4500A The Pulley Hole Basic Size 16H7 will
have: Max = 16 + 0.027 =16.027mm
Min = 16 + 0 = 16mm

Shaft Basic Size 16F6 will have:

Max = 16 – 0.016 =15.984mm
Min = 16 – 0.03 = 15.966mm

Fig. 6.11 - Pulley

Clearance Fit Max C. Min C

H8 F7 16.027 16
+27 -16 -15.966 -15.984
0 -34
0.067mm 0.016mm
 Fig. 6.12-Pulley Bracket
Interference Fit
-25 -10

Bracket Basic size 15.984 will have:

Max = 15.984 – 0.010 = 15.974mm
Min = 15.984 – 0.025 = 15.959mm

Bracket will be 15.974mm

Shaft stays 15.984mm
It will be Heated and Braze
7. FUTURE SCOPE
Speaking of CVTs, there isn’t much of knowledge base around due to the existing
research work and literature whereas conventional/standard transmission systems have
been continuously improving since the very beginning of the 20th century. CVTs are
going to be even more prominent in a few years of time as per automotive landscape
because of the continuous improvement in the infrastructure along with the said
knowledge base. Even today, CVTs which predominantly represent 1st generation
designs or models at best, outrun Standard transmission systems. Automobile
manufacturers and developers who fail to enhance CVT technology now (this field is still
in its early improvement stages), much risk being perceived as CVTs R&D and
applications continues to grow exponentially and will continue to do so. CVTs, however,
do not fall that exclusively into the domain of IC engines.
 8. CONCLUSION:
1] From the design analysis it was found that the speed ratio of Alternative CVT
is mainly function between two cones.
2] The speed ratio obtained at constant input speed and varing output loads for
fabricated model of Alternative Fixed Pitch CVT.
3] Transmission belt slip is reduced to some percent approximately to zero percent.
4] Speed range can be from minima to maxima, infinite number speed ratio can be
obtained in these CVT without stopping the transmission or disengaging the output
shaft.
5] As the suggested modification in the system by replacing the floating sprocket bars
by steel bars, replacement of non-standard belt to standard timing belt, will
increase the efficiency of the system, as weight will well be decrease of the system
by making the cone hallow.
The CVT have efficiencies of minimum 73 percent and maximum 95.8 percent which are
slightly more than existing transmission efficiency values.
References:
1. Lawrence A. Anderson, 10023 Winlake Dr., Cincinnati, OH (US) 45231 Variable
Drive Transmission, United States Patent, Anderson, Patent No-6,575,856 B2, US
2003/0050139 A1 Jun.10, 2003.

2. Kenneth B. Hawthorn, 880 San Aleso Ave. #4, fixed pitch continuously variable
transmission (fpcvt) Sunnyvale, CA (US) 94085 May 11, 2010

3. Nikhil Patil, Ehsan Malekipour, Hazim El-Mounayri, Development of a Cone CVT by

SDPD and Topology Optimization, Collaborative Additive Manufacturing Research
Initiative at IUPUI (CAMRI) Purdue School of Engineering and Technology,
Indianapolis, IN, USA 29 June 2019.

4. Bachelor of technology, industrial design, k vinod kumar (111id0392), Department of

Industrial Design ,National Institute of Technology, Rourkela, Odisha – 769008-2015

5. International Journal of Engineering Research & Technology (IJERT) ISSN: 2278-

0181, Design and Performance Study of Continuously Variable Transmission (CVT),
Vol. 6 Issue 04, April-2017

6. Vishnu Seelan Int. Journal of Engineering Research and Applications Analysis,

Design and Application of Continuously Variable Transmission (CVT), ISSN : 2248-
9622, Vol. 5, Issue 3, ( Part -1) March 2015

7. Design Data, Data Book of Engineers, Kalaikathir Achchagam, PSG College of

Technology, Coimbatore, India - 641 004- 2015

8. www.peswiki.com/andersonA+CVT.