DEVELOPMENT OF POSITION CONTROL BASED ON

CONTINUOUSLY VARIABLE TRANSMISSION (CVT)

MUHAMMAD SYAUQAT BIN ABD KHALID

A thesis submitted in

fulfillment of the requirement for the award of the

Master of Electrical Engineering

Faculty of Electrical and Electronic Engineering

Universiti Tun Hussein Onn Malaysia

JANUARY 2012
 v
v

ABSTRACT

Continuously Variable Transmission (CVT) is one of the latest

technologies in automotive industries. Many researchers apply CVT in
their system especially in speed control but not much was reported in
position control. This project develops a control system design using the
concept of CVT by replacing the fixed gearing system in conventional
position control system into variable gear ratio. The variable gearing
gearbox can be modeled by two continuously separated cones with
different ratio banded by a belt that transfers the power from motor to the
load. Simulation study in closed loop system is done to find how speed
ratios can control position of the output load as the ratio change from
under-drive to over-drive stage. Designed CVT system is analyzed based
on settling-time, rise-time, peak-time, and overshoot compared to the
conventional fixed gearing system. The output position of designed system
can be controlled by only varying speed ratio, thus making system’s
performance easily tuned from under-drive to over-drive stage. From the
analysis, designed CVT model shows better in overshoot compared to the
fixed gearing system. As a result, a system with CVT have advantage over
fixed gear and add up a new degree of freedom in control system design,
which position can be control by only varying the speed ratio instead of
applied forward and feed gain.
 vi
vi

ABSTRAK

Continuously Variable Transmission (CVT) merupakan antara teknologi

terkini yang digunakan di dalam bidang automatif. Kebanyakan penyelidik
menggunakan CVT di dalam penyelidikan mereka terutama untuk
mengawal halaju walaubagaimapun kurangnya terdapat dokumentasi
dalam kawalan posisi. Projeck ini bertujuan untuk membangunkan system
kawalan berasaskn CVT bagi menggantikan sistem menggunakan gear
tetap kepada gear boleh ubah.. Sistem gear boleh ubah dapat diilustrasikan
melalui dua kon berbeza diameter yang disatukan dengan talisawat yang
mana menyalurkan tenaga dari motor ke beban. Kajian secara simulasi
dilakukan bagi melihat bagaimana reaksi kadaran jejari boleh mengawal
posisi beban apabila berlaku perubahan dari halaju rendah kepada halaju
tinggi. Sistem yang dibangunkan dianalisa berdasarkan masa untuk capai
nilai akhir (settling time), masa untuk memacu (rise time), dan peratusan
melebihan nilai ahkir (overshoot) dan dibandingkan dengan sistem bergear
tetap. Posisi beban mampu dikawal dengan variasi kadaran jejari,
seterusnya mampu mengaturcara prestasi sistem dengan hanya mengubah
kadaran jejari. Hasil analisa mendapati, CVT sistem mempunyai kelebihan
mengatasi sistem dengan gear tetap dari segi peratusan melebihi nilai akhir
(overshoot). Konklusinya, sistem CVT mempunyai kelebihan terhadap
system dengan gear tetap dan mengusulkan cara baru untuk mengawal
posisi melalui variasi kadaran jejari bebanding menggunakan kadaran
terus (forward gain).
 vii

TABLE OF CONTENT

TITLE i
DECLARATION ii
DEDICATION iii
ACKNOWLEDGEMENT iv
ABSTRACT v
ABSTRAK vi
TABLE OF CONTENT vii
LIST OF FIGURE x
LIST OF SYMBOLS AND ABBREVIATIONS xiii
LIST OF APPENDICES xiv

CHAPTER 1 INTRODUCTION 1
1.1 Introduction 1
1.2 Project Background 2
1.3 Problem Statements 4
1.4 Project Objectives 5
1.5 Project Scopes 6

CHAPTER 2 LITERATURE REVIEW 7

2.1 Introduction 7
2.2 CVT Mechanism 7
 viii
viii
2.2.1 Metal Pushing V-Belt (MPVB) 8
2.2.2 Changing Speed Ratio 9
2.2.3 CVT Power Transfer 11
2.3 CVT Testing Device 15
2.4 Determination of CVT Pulley Radius 16
2.5 Present Research on Continuously
Variable Transmission (CVT) 19

CHAPTER 3 METHODOLOGY 21
3.1 Introduction 21
3.2 Project Methodology 21
3.2.1 Conventional Position Control System 22
3.2.2 Model of Belt-Pulley System 23
3.2.3 Gear System of Continuously Variable
Transmission (CVT) 30
3.2.4 Closed Loop Position Control of Continuously
Variable Transmission (CVT) 34
3.3 Pole-Zero Characteristics 38
3.4 Time Domain Performance Specification 44

CHAPTER 4 RESULT AND ANALYSIS 46

4.1 Introduction 46
4.2 Continuously Variable Transmission (CVT) Position
Control System 46
4.2.1 Over-damped Response 47
4.2.2 Under-damped Response 52
4.3 Comparison of Variable Gearing System Represent by
CVT with the Positioning Control using Fixed Gear
57
 ix

4.4 Design Specification for Position Control with

Continuously Variable Transmission (CVT) 60
4.4.1 Over-damped System Design 61
4.4.2 Under-damped System Design 63

CHAPTER 5 CONCLUSION 66
5.1 Conclusion 67
5.2 Recommendation 68

REFERENCES
APPENDIX
 xiii

LIST OF ABBREVIATIONS

D, d - Diameter
F - Force
J - Moment Inertia
L - Length
T - Torque
r - Radius
CVT - Continuously Variable Transmission
EHD - Elastrohydrodymanic
UTM - Universiti Teknologi Malaysia
 x

LIST OF FIGURE

NO TITLE OF FIGURE PAGE

1.1 Lower Speeds 3

1.2 Higher Speeds 3
2.2 Van Doorne Metal Pushing V-Belt 8
2.3 (a) Under-Drive Pulley Ratio 10
(b) 1:1 Ratio Pulley 10
(c) Over-Drive Pulley Ratio 11
2.4 CVT power transfer from the input to the load 12
through MPVB
2.5 MPVB segment and bands moving around the 13
secondary pulley
2.6 CVT power transfer diagram 13
2.7 Compression and tension in MPVB in steady state 14
condition
2.8 Schematic Diagram of the Experimental test rig 16
2.9 The Belt Geometry 17
3.1 Schematic Diagram of Conventional Position Control 22
with Fixed Gear Train

3.2 Block Diagram of Closed Loop Position Control with 23

Fixed Gear Train

3.3 Schematic Diagram of Belt Drive 24

 xi

3.4 Equivalent model of a belt drive 25

3.5 Simplified equivalent model of belt drive 30
3.6 Arrangement of CVT gearing system from motor to 31
the load
3.7 Block diagram of motor connected to load through 32
belt system
3.8 Reduced block diagram of motor connected to load 32
through the belt system
3.9 Schematic Diagram of Closed Loop Position Control 34
3.10 System Block Diagram 36
3.11 Simplified System Block Diagram 37
3.12 Position Control System Employing Velocity 38
Feedback
3.13 (a) Example of Step Response 40
(b) Pole-Zero Plot 41
3.14 (a) Step Response 42
(b) Pole-Zero Plot 42
3.15 (a) Step Response of Non Dominant Pole 43
(b) Pole-Zero Plot 43
4.1 (a) Under-Drive Response of Over-damped 48
(b) Pole-Zero Plotting of Over-damped 49
4.2 (a)One to One Ratio Response of Over-damped 50
(b) Pole Zero Plotting of Over-damped 50
4.3 (a) Over-Drive Response of Over-damped 51
(b) Pole-Zero Plotting of Over-damped 51
4.4 (a) Under-Drive Response of Under-Damped 52
(b) Pole-Zero Plotting of Under-Damped 53
4.5 (a)One to One Ratio Response of Under-damped 54
(b) Pole Zero Plotting of Under-damped Response 54
4.6 (a) Overdrive response of Under-damped Response 55
(b) Pole-Zero Plotting of Under-damped 56
 xii

4.7 Comparison at Under-drive Stage 58

4.8 One-to-One Stage 59
4.9 Over-Drive Stage 60
4.10 Rise Time Characteristics for Over-damped 62
Response
4.11 Settling Time Characteristics for Over-damped 62
Response
4.12 Characteristic of Overshoot 63
4.13 Settling Time Characteristic of Under-damped 64
Response
4.14 Rise Time Characteristic for Under-damped 65
Response
 xiv

LIST OF APPENDICES

APPENDIX TITLE PAGE

A Master Project’s Gantt Chart 73

B Parameters for Over-Damped Response 74
C Parameters for Under-Damped Response 75
D Simulation Result 76
E Calculation on CVT Radius 86
 CHAPTER 1

INTRODUCTION

1.1 Introduction

Continuously Variable Transmission (CVT) becomes one of the latest applications in

automotive industries since 1460 which being develop by Leonardo Da Vinci. Due to
the limitation of technologies in the earlier centuries, CVT is unsuitable for a car
greater than 100 horse power. Todays, our national automobile company PROTON,
has stated using CVT in their model. The new SAGA FLX run with CVT technology
adapted the new technology in automotive technology history which is started by
Nissan.
Engine transmission can be classified into two categories, “steeply” and
Continuously Variable Transmission (CVT) or the best word as manual and
automatic transmission. The manual and automatic are classified in “steeply”
transmission use gears as their mean to steeply vary the gear ratios. Manual gearboxes
basically consist of six sets of gear trains, which are first, second, third, fourth, fifth
and reverse gears while in automatic it have the same gear train but with less of
number of gears.
CVT can further be classified as the hybrid of automatic and manual
transmission. The detail about of CVT will be explained in the background.
Nowadays, car manufacturer start involve the new type of gearboxes such as Nissan,
 2

Audi, Honda and also our national car manufacturer PROTON have use this
technologies in their new model.

1.2 Project Background

Transmission development can be as simple as manual gear boxes but there always
demand on more comfortable driving experience. Even the transmission technologies
getting advance nowadays, they still have jerking while changing gear ratio causes
uncomfortable drive. CVT is a type of automatic transmission that provides more
usable power better fuel economy and better driving experience than the traditional
automatic. The main concept of CVT is by constantly relate between the engine
speeds to the car speed, by which allowed it operated independently and therefore the
engine can operated at its most fuel operating point. Torotrak Development Ltd.
(2006) claimed that 20% less fuel consumption in CVT compared with conventional
automatic transmission by then reduces the harmful emission.
The furthermore, while driving a car with CVT system, the passenger never
feel or hear the transmission shift which is it simply raises or lowers the engine speed
as needed, and calling higher up for better acceleration while calling down for fuel
efficiency, by which is drop 4% in urban driving environment while drop 10% on
highways. This provides CVT a quicker acceleration compare with the conventional
automatic or manual transmission.
This type of engine function based on the belt-pulleys system. William Harris
in web of How Stuff Works (2006), explained that as the radius of one pulley
decrease, another radius increase in order to maintain the belt tight. When the pulleys
change radii relative to another, they provide an infinite gearing number gearing ratio.
Figure 1.1 shows that when the radii of pulley at the driving part small and large at
the driven pulley, the rotational speed at the driven is lower which can be notice as
lower gear. While in Figure 1.2, when the radii of pulley at the driving part large and
small at the driven pulley, the rotational speed at the driven is higher which can be
 3

notice as higher gear. The drive pulley connected to the engine and the driven to the
wheel of the vehicle.

Figure 1.1: Lower Speeds

Figure 1.2: Higher Speeds

 4

A new belt was developed by Van Doorne known as Metal Pushing V-Belt
(MPVB) replaced the earlier rubber belt develop by DAF in 1958. This kind of belt
consist of a large number of thin flat segments, which held together by two packs of
steel band, each pack containing eight to ten bands for flexibility.
Van Doorne formed a consortium with Fiat and Borg-Warner in mid’70s to
develop a CVT based on the belt was design by him [9]. The belt system can be
described as a mechanism to adjust the drive and driven sheaves. Both side attached
to a spring loaded and torque sensitive mechanism. The driver sheaves would
typically connect to a centrifugally actuated control. At idle speed, the drive sheaves
halves are separated and no power is transmitted. When the engine speed increases,
the sheaves are bought together, which set the belt at minimum sheaves radius,
provide maximum speed reduction and maximum torque.
As the engine power increase further, the centrifugal actuated continues to
move the sheaves halves closer, while the driven sheaves move further apart as
response to the increasing of belt tension. In this project, a mathematical modeling of
a position control system based on CVT and applied to arm robot as the load was
introduced. The control algorithm will replace the conventional position control
strategy using fixed ratio into variable gears train. Based on develop model, the
stability and performance analysis will be conducted. By studying and modeling the
CVT concept, arm robot can be controlled with an alternative system by just need
little understanding about the belt-pulley system.

1.3 Problem Statements

In the last few decades, development regarding to the position control have caught lot
of researcher interest into this problem. They usually design on how to improve the
conventional positioning control using fixed gearbox system, by using several type of
controller such as Proportional Integrator Differentiation (PID), Fuzzy Logic, Neural
Network, and many more, without taken into account about the possibility of using
variable gearing ratio in their system.
 5

In the conventional positioning control, a fixed gear train has been use that is
in the ratio of spur and pinion. This gear train functions to transfer the power from the
motor to the load. This cause from the error between the output position and the
reference input, then this error will be amplified and make the motor to move
according the error and finally adjust the position. The issue here is, instead we are
using fixed gear and other controller, is that an alternative way by varied the ration of
the gears train to control position of a load.
This similar concept is applied to a car engine that used CVT compared with a
conventional automated transmission car. A passenger in a car with conventional
automated transmission will fell the shifting gear when the car accelerate, and that
situation still will happened if a car with CVT is used. So, we applied the same
concept use in car manufacturer to the conventional position control system.
Therefore in this project, we are develop a mathematical modeling of a position
control by using variable gearing ratio has been use in CVT. We also interested to
know either there have any point of improvement when people design a position
control algorithm using variable ratio system compared to fixed ratio in their system.

1.4 Project Objectives

The main objectives of this project are:

a) To develop a mathematical model of position control based on continuously

variable transmission (CVT).
b) To investigate the performance of CVT system and compare it with
conventional position present by fixed gear system.
 6

1.5 Project Scopes

There are two limitations of this project are:

a) Parameter:
This project developed a position control instead of speed control.
b) Application
Only a simulation study will be conducted and the hardware is not
included.
 CHAPTER II

LITERATURE REVIEW

2.1 Introduction

Most literature publish on CVT usually discussed on speed control of their system
that be applied for automotive application. It’s control strategy, advantages and
disadvantages, variable speed control at different driving condition, system stabilities,
performance and limitation of the system but very few really when into engineering
aspects such as, mechanical and design aspects of the metal pushing V-belt itself.
This literature will focus on mechanism of Continuously Variable Transmission
(CVT). Author believed that by knowing the mechanism of CVT, the better
understand on now this system would be.

2.2 CVT Mechanism

The Van Doorne metal pushing V-belt CVT comprises an endless composite metal
belt with two pair of variable V-shape pulleys (secondary and primary). The
illustration of endless metal pushing V-belt as in Figure 2.1 that wound around both
pulleys. The input pulley is usually called the primary pulley that driving the
transmission (driven pulley), which in then connected to the vehicle wheels through
the final drivetrain (driving pulley).The construction of the pulleys such way that,
 8

one-half of each pulley are fixed to the shaft while the other half are adjustable as it
can be slide along their respective shafts.
The axially adjustable V-shaped pulleys enable the MPVB to slide radially
outwards or inwards. Thus, the effective belt radius can be sleeplessly adjusted.
General control has been designed in such way that the primary pulley determine the
speed ratio while at the secondary pulley, ensured that the proper belt tension always
be maintained to prevent slipping [21].

2.2.1 Metal Pushing V-Belt (MPVB)

The belt that was designed by Van Doorne basically comprises two sets of thin
metallic band strips and a number of thin metallic plates (segment) as illustrated in
Figure 2.2 below. The entire segment a bend together by two sets bands through the
segments location slots. This situation allowed the segment to slide freely along the
sets of bands. Noted, the number and the size segments and the number of band strips
determine the MPVB power capacity class. Now there is range of belt configuration
available in the market has been inspired by the Van Doorne Belt.

Figure 2.2: Van Doorne Metal Pushing V-Belt [9]

 9

2.2.2 Changing Speed Ratio

Continuously Variable Transmission (CVT) gets inspired by belt-pulley system. The

belt shape itself, make the inner faces of the pulley sheaves angle inward to form a V
shape belt groove. During gear changes, the belt must adjust its position on the
pulleys and slides over the surface of the pulleys. In order to make it slide nicely, a
thin lubricant oil film is covered at the surface of the pulley to minimize the wear of
interface [2]. However, the present of lubricant oil may reduce the torque transferring
friction. Thus, it needs a large clamping force on the pulleys, as to prevent belt slip to
be occurred.
Computer-controlled hydraulic system used to control the CVT ratio by
pushing together the sheaves of the pulley which cause the steel belt to ride freely
outward or inward from the shaft. The variation of pulley diameter either increase or
decrease make the possible of changing gear ratio (speed ratio) continuously, rather
than step wise as present in conventional automatic vehicles.
CVT continuously variable the speed ratio at least may involve three stages.
Those are under-drive, one to one ratio, and over-drive. Under-drive or low gear is
achieved when the effective primary pulley radius is less than secondary radius while
the over-drive or high gear achieved when the effective primary is greater than
effective secondary pulley radius. A 1:1 happen where both of pulleys have the same
effective radius. All of the stages are illustrated in Figure 2.3 below.
 10

Input Pulley
 11

Output
Pulley
(a)

(b)
 12

Sliding Pulley

Fixed Pulley

(c)

Figure 2.3: (a) Under-Drive Pulley Ratio

(b) 1:1 Ratio Pulley
(c) Over-Drive Pulley

2.2.3 CVT Power Transfer

CVT structure basically includes an input shaft delivering power from engine
to the output shaft which connected to the vehicle wheel through the final drive train.
Each shaft includes of a pair of pulleys, driven pulleys and driving pulleys,
transferring power from the input shaft the output shaft through the metal pushing V-
belt as shown in Figure 2.4. The belt being squeezed by the driven pulleys to ensure
the torque from the input shaft then flows and converting as a force to the segment
through the interfacial contact between the primary pulleys cone surfaces and the
segment sides.
 13

Figure 2.4: CVT power transfer from the input to the load through MPVB

The steel bands at the top of the segment shoulder are placed under tension
due to the squeezing action of the belt. The bands are in tension in order to hold the
segments in line with each other as the belt run between pulleys as illustrated in
Figure 2.5. Power actually transmitted by the segments pushing against themselves,
eliminating the tensile strength of the belt as a directly limiting factor [9]. Tension in
the steel bands need to prevent the stack of metal segments from buckling and also to
hold them in contact with the pulley faces with sufficient normal force to generate
adequate tangential friction forces.
 14

Figure 2.5: MPVB segment and bands moving around the secondary pulley

The force then flows through each segment by pushing against each other
forward, via their rocking edge and surface contacts. Then, the force flows to the
secondary pulleys through the interfacial contacts between the segment sides as
shown at driven pulley in Figure 2.4 and 2.5 which this secondary pulleys cone
surfaces converting it back as a torque. Finally, the torque then flow to the output
transmission shaft to the vehicle wheel through the final drive train. Figure 2.6 shows
summarize of CVT power transfer diagram as explained recently.
 15

Engine
CVT

Input Primary
Shaft Pulley

MPVB

Output Secondary
Shaft Pulley

Wheels

Figure 2.6: CVT power transfer diagram

 Figure 2.4 also shows that the belt can divide into four different regions which
lie between the four stations, the section on the primary pulleys, two straight sections
and secondary pulley [14]. These four stations indicated which the compression or
tension in the belt change linearly.
Figure 2.7 shows the compression and tension in MPVB from Micklem CVT
modeling analyses using ETD theory. Refer to the figure, the bands tension is always
greater than the segment compression in all section and stations when the belt is
running. Compression in segments is increase from station four to one because of the
transfers from drive pulley to the belt. Then, the segments deliver the torque in
compression force form to the driving pulley. This action cause compression force
transfer nearly constant and its can be seen in straight line started from station one till
station two. Station two to station three, the compression force is decrease due to the
compression force has converted back as a torque and transfer it to the driving pulley.
There is no compression in segments in station three as the segments are unloaded at
the exit from the driven pulley (station 3) and will be carried forward by the faster
moving bands until they meet the segments ahead [14].

Figure 2.7: Compression and tension in MPVB in steady state condition.

 The metal segments must have sufficient transverse compressive strength to
withstand the axial loads required to generate adequate frictional forces. A potential
durability problem exists if friction forces are inadequate. Skidding of the metal belt
against the pulley may cause galling which could lead to rapid belt or pulley failure.
Friction forces must be sufficiently high to guard against skidding caused by sudden
torque impulses from potholes, spinning wheels or driver abuse. Sufficient tangential
force can be generated by squeezing the belt tighter between the faces of the pulleys.
This action required greater axial force in order to transmit higher power from input
pulleys to output pulleys. However, the normal contact stresses between the belt
segments and the pulleys becomes limiting as axial forces increase. Excessive forces
will lead to reduced life due to fatigue and wear [9].

2.3 CVT Testing Device

Numbers of experimental techniques have been developed to measure a CVT

performance. Most of the techniques depend on what parameters want to be measure.
A simple experimental technique which uses only a torque meter can only measure
CVT transferable torque and its efficiency. More complicated experimental which
uses more instrumental devices can be measure more parameters such as belt radius,
bands tension, segment compression, transferable torque, belt loses, belt slip, CVT
efficiency, sufficient amount of clamping force and many more.
One example of experimental device has been done by DRG (Drivetrain
Research Group) who do research and development of drivetrain technologies
especially on CVT for automotive application in UTM (Universiti Teknologi
Malaysia) [22]. Figure 2.8 illustrates the schematic diagram of the experimental set
up that has been developed by the group.
 Figure 2.8 Schematic Diagram of the Experimental Test Rig

2.4 Determination of CVT Pulley Radius

Refer to research done by Mohd Azwir (2006), in order to determine the effective
ratio of Continuously Variable Transmission (CVT) at both pulley, some formulation
has to be considered. As shown in Section 2.2, the power transmission of CVT from
engine to the wheel may involve few stage of speed ratio.
So, this researcher has calculated the radius that should be considered while
designing the CVT. At the beginning, he considered designing power transmitting
plates with different contact radius which the size of power transmitting plates depend
on the belt radius while operating inside a CVT gearbox. Three ratio were selected
which are under-drive ratio, one-to-one ratio, and over-drive ratio as illustrated in
Figure 2.3. Commonly, normal CVT have the speed ratio between ranges of 0.5 to
2.0. 0.5 is the minimum value under-drive ratio that a normal CVT can achieve.
Meanwhile, 2.0 is the maximum value of over-drive ratio condition. This kind of ratio
may conclude that the design of CVT system should include three stages as reference
point and must within the range of 0.5 to 2.0.
 Next stage is to obtain the specific sizes of power transmitting plates by
knowing the mechanism of belt itself. There is an effective line on the Metal Pushing
V-Belt (MPVB), which claimed that each segment is continuously connected to its
adjacent calculation for obtaining speed ratio based on this line. Figure 2.8 shows
MPVB as a continuously line passing through around the two pulleys.

Figure 2.9: The Belt Geometry

The belt lengths can be expressed as in Equation 1 by developing a

geometrical relation above. Two assumption need to be considered:
i) No belt elongation occurs during operation
ii) Effective line is continuous along the pitch line
 (
wh
-
-

-
The parameters that are already know are the belt length and itscenter distance while
the other are unknown. Other relation needs to be considered

(2)
(3)

(4)

Substituted above equation into Equation 1 will give;

( ) (5)

Equation 5 is used to determine the angle of the belt at straight line, , with a
specific radius of belt at primary pulley. This equation cloud not easily be done by
normal mathematical approach but must be done using iteration method using
software such as Microsoft Excel. A series of that varying from minimum to
maximum pulley diameter is arranged in one column as shown in Appendix C. Then,
some initial value for were set up at next column. Equation 5 is then inserted into
third column and by clicking solver at tools menu, the value of can be obtained
using iteration method. Thus, then substituted in Equation 6, which has been
rearranged from Equation 4 to get the value of secondary pulley.

(6)
2.5 Present Research on Continuously Variable Transmission (CVT)

Continuously Variable Transmission (CVT) advantage in automotive has get many

interest by control system researcher to implement this technology into their field of
interest. Many of them apply CVT in speed control as it main advantages may result
good fuel efficiency. Research conduct by Zhou & etc. (2006), they developed a CVT
modeling and do a simulation study to control the speed of the engine. They aim the
vehicle will run with minimum fuel consumption and good power performance.
Whole vehicle dynamic model of CVT has been design including the engine, clutch,
the CVT gearbox itself and the load. PD controller also be applied to get better
performance. There have three steady speed of the car with meet the theoretical value
that are 109.40 Km/h, 39.93 Km/h and 74.48 Km/h.
A group of researchers name as Drivetrain Research Group (DRG) from UTM
developed a control system that may cause fuel efficiency vehicles. By taking the
advantages of CVT with wider range of ratio, good fuel efficiency, shifting ratio
continuously and smooth drive ability, They develop a nonlinear system by using
Adaptive Neural Network Optimization Control (ANNOC) that indirectly control the
engine speed by adjusting the CVT pulley ratio. The ANNOC is highly may control
the engine satisfactorily [1].
A study on the velocity ratio control using CVT for tractor has been
developed against to optimize the engine performance to get the maximum
performance of the tractor. In accordance of the working features of agricultural
tractors, a speed ratio regulation law has been formulated based on CVT and also the
controller of the velocity ratio. They compared their system with the hardware and it
works accordingly [32].
Schulte, (2010) develop a control system to have an optimized engine
performance for fuel efficiency specially for off-road vehicle and agricultural
machines using the concept of CVT. A power-split CVT design by combining both
the conventional system with CVT and this system guarantees smooth variations of
transmission ratio with high efficiency and also high power density with maximize
tractive force at low speed. He using Takagi- Sugeno (TS) fuzzy observer by using
LMI based condition for simulation study and then compared with the experimental
result.
Among the latest research apply using CVT is by using it for hybrid electric
car by introducing the control system and it working principle. An energy
management strategy based on the logic threshold control method has been carry
forward. The torque and rotating speed difference distribution of the internal
combustion engine and ECVT are control reasonably in order to achieve dynamic
switching among the different operation mode. The result of this system showed that
the whole ECVT system can run in highly efficient as designed [33].
 CHAPTER III

METHODOLOGY

3.1 Introduction

The objective of this control system is to control the position of a mechanical load
according to the reference position. The main goal is to replace the fixed gearing
system into a variable gearing present by CVT. Derivation of the system with CVT
based on the real system in the car and the complete transfer function the system
evaluate in this chapter.

3.2 Project Methodology

Gear train or power transmission is the motion transformer in form of mechanisms by

which transfer and transform rotational or translational motion. They are used to
when a changed of motion, speed, or even though torque is needed. There is lots of
power transmission available in the market, but the main of power transmission can
be classified fixed ratio and variable ratio motion transformers [12]. Fixed ratio
system basically applied for a system that the driving motor runs with higher speed
compared to the driven machine. It consists of two kind of gear, the larger gear wheel
 22

called spur while the smaller is pinion. The gear ratio is given by the ratio of the
number of the teeth of both wheels.
While variable ratio mostly apply continuously adjustable ratio of the
transmission is required. Recently there are variety of mechanical solution such as
Continuously Variable Transmission (CVT) and Hydraulic Transmission. By taking
the advantages of CVT, a position control system was developed instead of speed
control in recent application [12].

3.2.1 Conventional Position Control System

Conventional position control system is a system to control the load position based of
the variation of input to the system. As there have an error from the potentiometer
refer to the reference point, motor will move to reflect the error. The value of error
then been amplified and enough current will supply to the motor rotate the gear which
then move the load. Load move according to the error within the input and output.
Figure 3.1 illustrated the schematic diagram of this conventional position control
using fixed gear system present by pinion and spur.

Figure 3.1: Schematic Diagram of Conventional Position Control with Fixed Gear
Train
 23

This gear train then been added up to the complete system with feedback to
get a better system response. Figure 3.2 below shows the complete block diagram of
closed loop position control and Equation 7 is the transfer function of the systems. As
in the final transfer function, conventional position control system parameters that
may influence the system are the potentiometer gain, Kp and the tachometer gain, Kg.
The other parameters are fixed including the ratio of the gearbox. This system can be
tuned by manipulating the both parameters in design process.

Kg
Vg(s) Ωm(s)
 24

Ve(s)
-
ϴi(s) + + ϴo(s)
Motor & n/s
Kp Ks Gear
-

Figure 3.2: Block Diagram of Closed Loop Position Control with Fixed Gear Train

( ) (7)

3.2.2 Model of Belt-Pulley System

Continuously Variable Transmission (CVT) model from the belt-pulley system which
consists of two pulleys connected with a belt. Same as the gearing function, belt
system also have the large and small pulley then connect to motor and load. The force
at the discs is created as the difference between the load force of the tight side
and the slack side . These forces generate the torques and rotating
speed of the pulleys [12]. Figure 3.3 shows the schematic diagram of belt drive
system.
 Figure 3.3: Schematic Diagram of Belt Drive

This system then can be model as shown in Figure 3.4 below. The equivalent
model has been simplified by stating few assumptions as below:

 The belt is massless.

 The shaft distance is constant.
 The effect of the centrifugal forces is neglected.
 The deformation of the wheels and the shafts is neglected compared to the belt
deformations.
 Certain load status, the modulus of elasticity is constant over the total belt
length, such as that Hooke’s law applies.
 Friction belts, extension slip only occurs.
 REFERENCES

[1] Ariyono, S., Tawi, K. B., Jamaluddin, H., Hussein, M., Supriyo, B. & Sudarto, H.
(2007). Adaptive Neural Network Optimisation Control of ICE for Vehicle with
Continuously Variable Trasmission. International Conference on Intelligent and
Advanced Systems 2007, pp. 257-262.

[2] Azlan, M. A. (2003). Design A CVT Lubricant Test Device. University Putra
Malaysia: Master’s Thesis.

[3] Brian, D. (2010) Dominant Pole Approximation. Retrieved on January 24, 2012,
from http://web.mit.edu

[4] Cheever, E. (2010) Dominant Pole Approximation. Retrieved on January 12,

2012, from http://lpsa.swarthmore.edu

th
[5] Dorf, Richard C. (2010). Modern Control Systems. 12 . London: Pearson.

[6] Dragos, C. A., Preitl, S. Precup, R. E., Nes, C. S., Pirlea, D. and Paul, A. S.
(2010). Control Solutions for Vehicles with Continuously Variable Transmission.
th
2010 11 International Symposium on Computational Intelligence and
Informatics (CINTI), pp. 157-162.

[7] Driels, Morris. (1998). Linear Control Systems Engineering. London: McGraw-
Hill.
 70

th
[8] Gopal, M. (2002). Control System: Principles and Design. 2 .. India: Tata
McGraw-Hill.

[9] Gott, P. G. (1991). Changing Gears: The Development of Automotive

Transmission. SAE Inc. Warrendale, pp. 269-369.

[10] Han, K., Ryu, W., Jang, I. G., Jeon, J., Kim, H. & Hwang, S. H. (2006).
Experimental Study on the Shift Control Characteristics of CVT using Embedded
System. SICE-ICASE International Joint Conference 2006, pp. 3652-3657.

[11] Hitoshi, S. & Masanori, S. (2008). Improving the Fatigue Strength of the Element
of a Steel Belt for CVT by Cavitation Shotless Peening. Journal of Material
Science, 43(14), pp. 1-3.

[12] Isermann, R. (2003). Mechatronic Systems Fundamental. London: Springer-

Verlag London Limited.

[13] Jiang, Q., Hao, J. J., Tang, Q. L. & Tang, Y. F. (2010). Fault Diagnosis of
Vehicles Continuously Variable Transmission Based on Mutual Information
Entropy and Support Vector Machine. 2010 International Conference on
Measuring Technology and Mechatronics Automation, pp. 240-244.

[14] Micklem, J. D.,Longmore, D. K., & Burrows, C. R. (1994). Modeling of the steel
pushing V-belt continuously variable transmission. IMechE 1994, Proceedings
Inst. Mech. Engineers Vol.208 Part C: pp13-27.

[15] Mukhitdiniv, A. A., Ruzimov, S. K. & Eshkabilov, S. L. (2006). Optimal Control

Strategies for CVT of the HEV During a Regenerative Process. IEEE Conference
on Electric and Hybrid Vehicles, ICEHV ’06, pp. 1-12.
 71

[16] Modak, G. S. & Sane, S. S. (2006). Mechanical Continuously Variable

Transmission (CVT) for Parallel Hybrid Vehicle. Electric and Hybrid Vehicles
ICEHV ’06 IEEE Conference, pp. 1-4.

[17] Schulte, H. (2010). LMI-based Observer Design on a Power-split Continuously

Variable Transmission for Off-road Vehicles. 2010 IEEE International
Conference on Control Applications, pp. 713- 718.

[18] Setlur, P., Wagner, J. R., Dawson, D. M. & Samuels, B. (2003). Nonlinear
Control of a Continuously Variable Transmission (CVT). IEEE Transactions on
Control Systems Technology, 11(1), pp. 101-108.

[19] Song, J. & Wang, C. (2008). Modeling and Simulation of Hydraulic Control
rd
System for Vehicle Continuously Variable Transmission. 3 IEEE Conference:
Industrial Electronics and Applications, pp. 799 – 803.

[20] Store, N., Cruz-Villar, C. A. & Rodriguez-Angeles, A. (2009). Optimal Design of

a 3 Dimensional 4 Dof Cobot with Different Gears. Electrical Engineering,
th
Computing Science and Automatic Control, CCE, 2009 6 International
Conference, pp. 1-6.

[21] Tawi, K. B. (1997). Investigation of belt misalignment effects on metal pushing

V-belt continuously variable transmission. Ph. D Thesis, Cranfield University.

[22] Tawi, K. B. (2003). Continuously Variable Transmission (CVT) for automotive

application. Research Project report, UTM Skudai.

[23] Takeshi, T. & Toru, O. (2006). 100g-100N Finger Joint with Load-Sensitive
Continuously Variable Transmission. Proc. Of the 2006 IEEE International
Conference on Robotics and Automation, pp. 976-981.

[24] Torotrak Homepage. (2006). Benefit for Automotive. Retrieved on November 12,
2011, from http://www.torotrak.com.
 72

[25] Wang, C. & Li, B. (2010). Modeling and Simulation of the Improved CVT Ratio
Control System. 2010 International Conference on Computer, Mechatronics,
Control and Electronic Engineering (CMCE), pp. 541-543.

[26] Wang, C., Si, C. & Z., L. (2010). Study on Stepless Speed Regulation Actuation
rd
Concept and Simulation of the Mini-car Power Split Automatic. 2010 3
International Conference on Information and Computing, pp. 165-168.

[27] Yang, Y., Chen, H. & Chen, L. (2010). Dynamic Behavior of Belt Element and
nd
Band of Metal V-Belt CVT Based on ADAMS. 2010 2 International
Conference on Computer Engineering and Technology (ICCET).

[28] Yukawa, T. & Kumada, T. (2010). Continuously Variable Transmission Using

th
Quadric Crank Chains. 2010 8 IEEE International Conference: Industrial
Informatics (INDIN), pp. 1043-1048.

[29] Zhang, L., Li, H. & Li, G. (2009). The Control Theory and Implementation
Method of Clamping Force on Metal Belt CVT. 2009 International Conference
on Artificial Intelligence and Computational Intelligence, pp. 422-426.

[30] Zhao, L., Sing, J. & Liu, H. (2007). Simulation Study of Wind Power with
nd
Continuously Variable Transmission. 2 IEEE Conference: Industrial
Electronics and Application, pp. 2603-2605.

[31] Zhou, M., Wang, X. & Zhou, Y. (2006). Modeling and Simulation of
Continuously Variable Transmission for Passenger Car. IFOST2006, pp. 100-
103.

[32] Zhou, Z., Cao, Q. & Xu, L. (2009). A Study on the Velocity Ratio Control of the
nd
Tractor Continuously Variable Transmission. 2009 2 International Conference
on Intelligent Computation Technology and Automation, pp. 731-734.
 73

[33] Zhu, L., He, H. & Zhou, X. (2011). Study on Energy Management Strategy of
Hybrid Electric Vehicle with an Electromagnetic Continuously Variable
th
Transmission. Power Electronics Systems and Applications (PESA) 2011 4
International Conference, pp. 1-6.