Continuously variable transmission (CVT)
CVT
CVT allows for the operation at the lowest possible speed and highest possible load, partially avoiding the low efficiency region of the engine map. A continuously variable transmission (CVT) transfers power through a range of speed/torque ratios from engine input to output, continuously without interruption Contrast with either manual or conventional automatic transmissions that use discrete ratios and normally disengage when changing ratio The CVT category includes infinitely variable transmissions (IVT) that give a zero output speed within the operating range
Simple Friction Drive
Constant input speed
Low Output Speed (Low gear selected)
Engine driven input shaft drives disc with friction surface
Output shaft connects to wheels
Friction Drive: High Speed
High output speed (top gear, high ratio) Constant input speed
Movement between ratios takes place without steps and gives a continuous change of ratio
Friction Drive: Zero Output
Geared Neutral with input rotating gives IVT
Constant input speed Zero output speed when disc moved to line up with centre of rotation of input shaft
Reverse output speed possible if output disc moved below input centre line
Vehicle Layout
b - Input disc
c - Output disc
Disc Friction Drive CVT
FIRST CAR: Tenting, France 1891
GWK of Maidenhead 1910-1931, two seat cyclecars
CVT Categories & Targets
Successful CVT will resolve the compromises in reliability, durability, efficiency, and controllability with low cost Implementation of commercially produced CVTs transmit drive through friction Variable pulleys with flexible belt or chain sliding friction Traction drives with rotating surfaces rolling contact, shear friction
Variable Pulley
Variable pulley systems are based on the common v-belt pulley fixed ratio layout with power transfer through a flexible element connecting between two pairs of pulley sheaves. Flexible element may be a belt or chain Sheave movement usually controlled by hydraulic or electrical means
Variable Pulley Drive
Constant input speed
Small radius of flexible belt
Low Ratio Large radius of flexible belt results in slower speed
Mid Ratio: Speed 1:1
FIXED SIDE
FIXED SIDE
DAF Variomatic Rubber V-Belts
Introduction in 1958
Over 1 million DAF and Volvo cars produced in 20 year period Shown is DAF 55 drive used with 1100 cc Renault engine from 1968
Metal V-Belt Construction
Introduced by Van Doornes Transmissie in 1987
Metal V-Belt Transmission
Production from 19872000 about 3 million In the last 4 years about 4.5 million produced Example shown is a ZF CFT23 with torque converter input
Vehicle applications for Bosch-VDT Belt in 2004
LuK/PIV-Reimers chain Audi Multitronic
Traction Drives
Many physical alternative layouts that give the mechanical geometry changes suitable to give a CVT. Traction requires transmission through a fluid film under elastohydrodynamic lubrication (EHL) conditions.
The Toroidal Drive Concept
Half Toroid Construction
Jatco/ NSK Half Toroid
Fitted as production item in Nissan Gloria and Cedric from 1999, home market only 3 L petrol engine Input rating 210 kW, and 390 Nm CVT ratio range 4.4:1 Torque converter as a starting device Model upgrade in 2004
Full Toroid
Hunt Patent Hayes Variator
Full Toroid Transmission
Austin 16 1932
Torotrak IVT Layout
Torotrak use a split path layout with an epicyclic gear on the output side. This gives a geared neutral and hence infinite ratio and also a reverse, hence is an IVT.
Torotrak IVT In-line Transmission
CVT Benefits
No gear shift Continuous transmission of torque Control of engine speed independently of vehicle speed Ability to operate engine at peak power over wider range of vehicle speeds Ability to operate at most fuel efficient point for required output power
Control Objectives
Good fuel economy Good driver feel driveability Easy driving as an automatic Comfort and smoothness for passengers Performance acceleration capability Electronic control enables these
Williams (FW 15C) Van Doorne LG1
Power: 600 kW Input speed: 15 000 rev/min Input torque: 600 Nm Ratio range: 2.5:1 Pulley centres: 160 mm FIA ban: 1993
Acceleration Comparisons: Porsche Boxster
Engine speed [rev/min]
Vehicle speed [km/h]
Manual Tiptronic CVTip in D
CVT Disadvantages
Mechanical efficiency of variator Parasitic efficiency of transmission system and controller Compromise between fuel economy and torque margin to achieve driveability (avoid elastic band feel)
CVT Efficiency
All CVT variators have losses due to the power transfer which appears as a speed or slip loss across the variator CVTs are hydraulically controlled and the pump takes power as in a conventional automatic transmission Efficiency is more variable for CVT than geared discrete ratio systems
Engine map
Good fuel economy
WOT- wide open throttle (maximum torque line) IOL ideal operating line, gives best economy for CVT operation
Wide ratio range needed to achieve ideal engine operation
Fuel Consumption Figures
Comparison of fuel consumption figures for CVT relative to equivalent automatics shows a 5-10% improvement for 4 to 5 ratio variants. However, the table shows comparison for equivalent manual transmission vehicles over the European Drive Cycle (+ve in red is worse)
Urban Extraurban Combined
12%
22.7%
10.5%
8.1%
10.4%
6.1%
-4.8%
-5.0%
13.8%
12.1%
10.0%
-3.9%
0.0
4.8%
-1.3%
5.0%
13.2%
16.4%
8.3%
1.7%
4.9%
4.9%
-2.3%
0.0
Driveability Compromise
Driveability describes the longitudinal dynamic behaviour of a vehicle in response to driver inputs, in a comprehensive range of driving situations, and the related driver subjective perception of that behaviour Less torque available immediately with a CVT than with a gear transmission
Driveability Compromise
Good fuel economy
WOT- wide open throttle (maximum torque line) IOL ideal operating line, gives best economy for CVT operation
Torque margin
Solutions for Improved Driveability
Torque boosters flywheel integrated electrical machine (motor/generator) Control modified calibration Match the CVT with the most appropriate engine Modify engine characteristics to those of the transmission by design and/or control
Zero Inertia Concept
CVT Mild Hybrid Architecture
DC/DC Converter
EM Inverter Control Current
Battery
CVT or IVT
Throttle, Fuel, Spark Driver Demand
Differential Pressure,
ECU
Electric Machine
Motor/Generator
Clutch Pressure
TCU
CAN Bus
Engine Matching
Diesel engines have higher torque and lower speed range than petrol Modify engine systems to develop higher torque at low speeds interest in this as engine downsizing for conventional transmissions too Use of lean burn techniques to operate engine more efficiently at higher speeds experimental studies have shown both improvement in steady fuel consumption and transient response Development of homogeneous charge compression ignition (HCCI) and controlled auto ignition (CAI) is also appropriate for CVTs
Market Share in 2004
Region Europe N. America Asia Japan
Manual 84% 9% 40% 20%
Automatic 14% 90% 52% 65%
CVT 2% 1% 8% 15%
Market Predictions
ZF increase from 2% share of sales in 2002 to 4.4% in 2012 ZF CVT will occupy 10 % of market for automatic transmissions in 10 years Jatco increase from 8% share of sales in 2003 to 45% by 2010 CSM Worldwide increase in N. America to 3% by 2009
Comments
CVT has a bright future Market share increasing Research and development still required Improve efficiency Torque booster Engine integration System control CVT driveability is key to customer acceptance, particularly in Europe CVTs share some driveability characteristics with hybrid vehicles Control and calibration with new concepts and an integrated approach to total powertrain calibration can give driveability solutions
