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Research Papers: Design of Direct Contact Systems

A Zero-Spin Design Methodology for Transmission Components Generatrix in Traction Drive Continuously Variable Transmissions

[+] Author and Article Information
Qingtao Li

School of Mechanical Engineering,
Xihua University,
Chengdu 610039, Sichuan, China
e-mail: tsingtau.lee@gmail.com

Min Liao

School of Mechanical Engineering,
Xihua University,
No. 999 Jinzhou Road,
Chengdu 610039, Sichuan, China
e-mail: liaominxhu@163.com

Shuang Wang

School of Mechanical Engineering,
Xihua University,
No. 999 Jinzhou Road,
Chengdu 610039, Sichuan, China
e-mail: wsh@mail.xhu.edu.cn

1Corresponding author.

Contributed by the Power Transmission and Gearing Committee of ASME for publication in the JOURNAL OF MECHANICAL DESIGN. Manuscript received August 8, 2017; final manuscript received November 23, 2017; published online December 15, 2017. Assoc. Editor: Massimo Callegari.

J. Mech. Des 140(3), 033301 (Dec 15, 2017) (9 pages) Paper No: MD-17-1547; doi: 10.1115/1.4038646 History: Received August 08, 2017; Revised November 23, 2017

With the advantages of high torque and low noise, traction drive continuously variable transmissions (TDCVTs) have a promising application in future vehicles. However, their efficiency is limited by spin losses caused by the different speed distributions between the contact areas of the traction. To overcome this shortcoming, this paper proposes a novel zero-spin design methodology applicable to any type of TDCVTs. The methodology analyzes the features of TDCVTs in terms of the variation of contact position and the shifting motion of traction components. It also establishes a mathematical model resulting in differential equations, whose general solution is the substitute for the equation of traction components generatrix. After applications of the methodology to two original TDCVTs, two zero-spin TDCVTs are proposed. A computational method of spin ratios, which are in direct proportion to spin losses, of four TDCVTs is introduced. The results of comparisons demonstrate that the proposed methodology can dramatically reduce the spin losses.

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References

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Figures

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Fig. 1

Structural diagrams for traction drive CVTs: (a) full-toroidal CVT, (b) half-toroidal CVT, (c) ball-type CVT, (d) flat-plate CVT, (e) spherical-rotor CVT, (f) Kopp CVT, (g) FU-type CVT, and (h) tapered-roller and ring-disk CVT

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Fig. 2

The two zero-spin conditions

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Fig. 3

The flowchart of the design methodology

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Fig. 4

Simplified example of traction drive

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Fig. 5

The structural schematic of FU-type CVT

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Fig. 6

The structural schematic of integral CVT

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Fig. 7

The structural schematic of TRCVT

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Fig. 8

The structural schematic of Lambert CVT

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Fig. 9

The spin ratios σspin of Fu-type CVT and integral CVT as functions of the slip coefficient Cr

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Fig. 10

The spin ratios σspin of TRCVT and Lambert CVT as functions of the slip coefficient Cr

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Fig. 11

The spin ratios σspin of integral CVT and Lambert CVT as functions of the transmission ratio i

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