New Traction Drive Pairing with Inner Spherical Rotor for Automobile Usage Depart of Mechanical...
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New Traction Drive Pairing with Inner Spherical Rotor for Automobile Usage Depart of Mechanical Design, Pusan National Un iv. South Korea. Researcher: Ilkeun Ku Professor: Nogill Park
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Transcript of New Traction Drive Pairing with Inner Spherical Rotor for Automobile Usage Depart of Mechanical...
New Traction Drive Pairing withInner Spherical Rotor for Automobile
Usage
Depart of Mechanical Design, Pusan National Univ. South Korea.
Researcher: Ilkeun KuProfessor: Nogill Park
Layout
1. Driving / driven rotor
2. Traction ball assembly
3. Pressure device
4. Ratio changer
- Basic components
Operation principle
- ISCVT assemnly
Operation principle
- Pressure device
1 11
1 1
/
cos tan costhF T r
N
/
tan tant i i
th
F T rF
Operation principle
- Traction ball assembly components
1. One pair of countor rotor
2. Two bearings
3. Countor rotor shaft
4. Countor rotor housing
5. Connector between CRA and RC
Operation principle
- Ratio changer and speed ratio
2 4
1 3
h h
h h
Numerical investigation
▪ Max. power 110 kW / 6,000 RPM
▪ Max. torque 194 N·m / 4,500 RPM
▪ Overall speed ratio 0.09~0.37
▪ Driving / driven rotor diameter range
100 ~ 200 mm
▪ Radius of traction ball range 10~50 mm
▪ height of traction ball pivot range 50 ~ 100 mm
▪ Preloading thrust forces range 0.1 ~ 500 N
▪ Cam lead angle range 0.1 ~ 50°
- Design specification for the passenger car
Numerical investigation
Kinematic analysis- Calculate traction ball angle range
Kinetic analysis- Direction vector declaration- Torque equilibrium Equations- Hertzian contact theory- Life time- Transmission efficiency
Simulation results
Simulation start
Input design parameter
End program
- Flow chart
Numerical investigation
Optimal design variables
▪ Radius of driving / driven rotor 125 mm
▪ Radius of traction ball 43.3 mm
▪ Height of traction ball pivot 52 mm
▪ Cam lead angle 36°
▪ Preloading thrust force 220 N
Transmission performances
▪ Transmission efficiency 93 %
▪ Ratio changer work 263 joul
▪ Life time 10,800 hour
▪ Maximum shear stress 552 MPa
▪ Gradeability 20°
- Simulation results
Stress analysis
-Driving rotor, traction ball,
- Frame and bearing housing
Performance analysis
Transmission efficiency (%)
2 2
1 1
T
T
Performance analysis
Maximum shear stress (MPa)
Driving rotor Driven rotor
1sd
sd
VpV
<<<<<<<<<<<<<<<<<<<<<<<<<<<<
<<<<<<<<<<<<<< ( , )rp C 1
sd
r
VC
V
<<<<<<<<<<<<<<
<<<<<<<<<<<<<<
Performance analysis
Life time (Hour)
Driving rotor Driven rotor
Performance analysis
Ratio changer work (Joul)
max 1 2 max min( ) ( )rcW N N r
Performance analysis
Gradeability (Degree)
21sin
2thrust air area
tire
F C VC
Wg Wg
Capacity expantion
Transmission efficiency (%)
Capacity expansion
Maximum shear stress (MPa)
Capacity expansion
Life time (Hour)
Comparison with toroidal CVT
Performance analysis
Comparison with toroidal CVT
Performance analysis
Comparison with toroidal CVT
Performance
Comparison with toroidal CVT
Power density
[ / ]Power
PowerDensity kWVolume
2
11019.3 /
220150
4
ISCVT kW
2
1108.6 /
260240
4
TCVT kW
Apply to the automobile
Conclusion
Introduce a new traction drive ISCVT.
Perform kinematic / kinetic analysis and derive the speed ratio.
Numerical investigation and conceptual design on the basis of simulation results. ▪ CAD and stress analysis
Apply to the 110 kW automobile and evaluate its performances. ▪ Transimssion efficiency, ▪ Maximum shear stress ▪ Life time ▪ Gradeability ▪ Ratio changer work
Comparison with toroidal CVT and the results show the better performances.
