SRI MUTHUKUMARAN INSTITUTE OF TECHNOLOGY CHIKKARAYAPURAM, NEAR MANGADU, CHENNAI-69

INFINITELY VARIABLE TRANSMISSION

GUIDED BY: PROF. S. MUKUNDAN

BATCH MEMBERS P.ANAND INIGO S.ARPUTHARAJ D. AVINASH A.DHIVAKAR

ABSTRACT An infinitely variable transmission (IVT) is a transmission that can smoothly and continuously vary the speed ratio between an input and output from zero to a positive or negative ratio; they are a subset of continuously variable transmissions (CVT), which themselves do not have the ability to produce a zero gear ratio. It doesn't need a clutch, it doesn't use any friction drive components, and the power is always transmitted through strong, reliable gear tooth It is infinitely variable - from top gear through neutral and even into reverse; and doesn't use any clutches or friction drive components - instead, the power is always transmitted from input to output through gear teeth. The powertrain system directly affects the performance of the vehicle. The IVT powertrain system is designed to maximize the potential of the engine. The drive is scalable in the extreme, and could remove the need for friction components or manual gearboxes in everything from cars, motorcycles, trucks, industrial and farm equipment, massive marine applications, wind power generators... Basically anything that's got an engine. The key problem here is that the drive's control shaft needs to be driven at variable speeds in order to vary the final ratio - so youll need a variable drive motor attached to the drive before it actually works. The drive does indeed operate as an epicyclic gear set. It does indeed operate in a similar way to the hybrid synergy drive on the toyota prius A line diagram of our simplified design is illustrated in fig 1

Fig 1. PROJECT OBJECTIVES The goal of this project is to improve the performance of the drive train. This project will focus on the analysis of the current system and the design of a new transmission system for the vehicle. The design will also include analyses, calculations, and full justification of all components involved in the final design. Able to provide gearing to keep the engine within the optimum power band Capable of forward and reverse drives Able to withstand prolonged adverse conditions Packaged to keep the center of mass as low as possible Compact Relatively light Cost effective Efficient by maximizing performance output with minimal power losses Absence of slip

DESIGN

ISOMETRIC VIEW

Input Gear (I1) Input Gear (I2) sun gear connected to upper shaft Overture gear

Forward Clockwise (eg. 60rpm) At rest

Neutral Clockwise (eg. 60rpm) AntiClockwise (eg. 20rpm)

Reverse At rest AntiClockwise (eg. 60rpm)

Clockwise (ratio 3:1, so it rotates at 20rpm and revolves about sungear (S1) It rotates at 30 rpm & revolves, It gives 20rpm to Ring gear 1 Clockwise (20rpm) At Rest

Planet gear (P1) from overture

Ring Gear (1) Sun Gear (1) connected to upper shaft Planet Gear P2 connected to lower shaft Sun Gear (2) connected to upper shaft Ring Gear (2)

Rotates at 20rpm antiClockwise Does not revolves (ratio 3:1, so it rotates at 20rpm and revolves about sungear (S1) Rotates at 20rpm It rotates at 30 clockwise rpm & revolves, It gives 20rpm to Ring gear 1 Anticlockwise 20 antiClockwise rpm (20rpm) Anticlockwise 20 Anticlockwise rpm 60rpm Clockwise 20 rpm Anticlockwise 20rpm antiClockwise, follows ring 1 direction Anticlockwise 60rpm

Clockwise, follows ring 1 direction At rest

Output Gear

Follows the planet gear (2) [connected to lower shaft] direction Forward (clockwise direction) Rotates

Clockwise 20 rpm

Follows the planet gear (2) [connected to lower shaft] direction Rotates about its Reverse own axis does not Anticlockwise revolve direction

Output shaft

and revolves Rotates at 30 rpm Rotates ( No Output ) of the input [15 rpm]

Anticlockwise Rotates (1/4) of the output