SISOM 2007 and Homagial Session of the Commission of Acoustics, Bucharest 29-31 May

TORQUE CONVERTER WITH CONTINUOUSLY VARIABLE TRANSMISSION

Ion ION University of Pitesti, email: iondeion@hotmail.com

A new and challenging infinitely variable transmission utilizing continuously variable transmission (CVT) will be presented. Modeling of the dynamics for an automotive application will demonstrate its high performance characteristics. Without one-way clutch to convert the oscillating torque to a unidirectional torque, sans bar linkage or oscillating rotating masses to create an oscillating torque. These new torque converter components are: a CVT, controlling gear and inter-axle transfer box. Analysis indicates that the upper design load limit is nearly unlimited in high mechanical efficiency conditions. The control system requires minimal components that integrate easily with electrical or internal combustion engines. Keywords: torque converter, CVT, controlling gear.

1. INTRODUCTION The task of a mechanism is to transfer motion and forces between a prime mover and a certain process requiring mechanical energy. By definition [1], the torque converter is a mechanical or hydraulic device for changing the ratio of torque to speed between the input and output shafts of a mechanism. The new torque converter presented in this paper is depicted in figure 1 and consists of three subsystems: a inter-axle transfer box 1, continuously variable transmission (CVT) 2 and controlling gear 3. The sun gear of transfer box (par example for 4x4 type of industrial vehicles) is connected to the prime mover, the planet carrier is connected to the CVT and the ring is connected trough a gear ratio to controlling gear. The continuously variable transmission consists of two pulleys joined by a belt. One half of each pulley can move axially to alter the operating radii of the belt on the pulleys and thus the transmission ratio.

3 Ti i To 1 2 o

Figure 1. Torque converter mechanism, kinematic scheme

The inertia of each rotary element (gears and pulleys) is taken into account. A torque (Ti ;To ) of each input and output rotary shaft and the resulting rotary velocities function of the transmission ratio are computed and output at both these shafts.

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The most important requirement of this drivetrain is the ability to transfer rotational motion and torque among spinning components at different speeds and gear ratios. A single set of gears is usually not sufficient to accomplish this. The controlling gear is a the critical component that allow the torque converter to selectively transfer motion and torque at different gear ratios under automatic control. It consists of mechanical and electrical elements. 2. PHYSICAL MODEL BUILDING The static equilibrium position problem consists of determining the equilibrium position of a multibody system (which may contain elastic, rectilinear or torsion, linear or nonlinear springs) when all the acting balanced forces are known. The multibody system is subjected to the action of different external forces such as: its own weight, centrifugal forces, or, in general, any other type of inertia forces corresponding to a known field of accelerations. The static equilibrium condition requires that the total potential energy for the system be at a minimum; that is, the sum of the gravitational potential energy of the elements, the elastic potential energy of the springs, and the potential energy of external forces has to satisfy a minimum condition. The static position problem is typically nonlinear, since the final equilibrium position is not known with sufficient accuracy to formulate the equilibrium equations about this position. At the final equilibrium position, not only should the external forces and reactions be in equilibrium at each element and at the whole system but also the kinematic constraint equations be satisfied. Therefore, all the methods for solving this problem should simultaneously impose both types of conditions: the equilibrium of forces and the fulfillment of constraint equations. Generally, the solution of this problem leads to a system of nonlinear equations which need to be solved iteratively.

Figure 2. The block diagram model of torque converter mechanism

SimDriveline is a set of block libraries and special simulation features for use in the Simulink environment. The blocks in these libraries are the elements it need to model driveline systems consisting of any number of rotating inertias, rotating about one or more axes, constrained to rotate together by gears, which transfer torque to different parts of the driveline. SimDriveline can represent machines with components organized into hierarchical subsystems, as in normal Simulink models. It can add complex

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Torque Converter with Continuously Variable Transmission

TO [Nm]

time [sec] Figure 3. Load characteristics

TO [Nm]

time [sec]

TO [Nm]

O [rev/min]

TO [Nm]

O [rev/min]

Figure 4. Output torque diagrams for prime mover with constant angular velocity

i [rev/min]

O [rev/min]

i [rev/min]

O [rev/min]

Figure 5. Intput angular velocity diagrams for prime mover with constant angular velocity

Capacity factor K [(rev/min)/(Nm)0.5]

Speed ratio R Figure 6. Capacity factor diagram for prime mover with constant angular velocity

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Torque ratio R

Speed ratio R Figure 7. Torque ratio diagram for prime mover with constant angular velocity

dynamic elements such as clutches and transmissions, actuate bodies with external torques or motions, integrate the Newtonian rotational dynamics, and measure the resulting motions. The SimDriveline block diagram model of torque converter mechanism is depicted in figure 2. 3. PERFORMANCE CHARACTERISTICS In the Forward Dynamics mode, SimMechanics uses the Simulink suite of ordinary differential equation (ODE) solvers to solve Newton's equations, integrating applied forces/torques and obtaining the resulting motions. The ODE solvers project the motion of the DoFs onto the mathematical manifold of the kinematic constraints and yield the forces/torques of constraint acting within the system. Performance characteristics of this converter depend on the input speed or torque (as the prime mover type actuation is) and on the output load. For prime mover with constant angular velocity n1 = 3000rev / min and load torque T2 = 0...6000 Nm , linear varying with respect to time (figure 3.a), dynamics characteristics are depicted in figures 4a and 5a. For load torque varying as shown in figure 3b, dynamics characteristics are presented in figures 4b and 5b. This model of the mechanism allows the multiplication of the torque between input and output axle. To compare this mechanical converter with the other similar hydraulic device, its global description uses two fundamental characteristics of torque converters: 1- the capacity factor of input K , or coefficient of absorption in torque; 2- the torque ratio RT determined by

K=
RT =
with :

i Ti

= f ( R )

(1)

To = g ( R ) Ti

(2)

i rotation speed of the imput shaft; o - rotation speed of the output shaft;
R - speed ratio, R = o ; i Ti - input torque on imput shaft; To - output torque on output shaft.

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TO [Nm]

Torque Converter with Continuously Variable Transmission

O [rev/min]

TO [Nm]

O [rev/min]

Figure 8. Output torque diagrams for prime mover with constant torque

i [rev/min]

O [rev/min]

i [rev/min]

O [rev/min]

Figure 9. Intput angular velocity diagrams for prime mover with constant torque

Capacity factor K [(rev/min)/(Nm)0.5]

Speed ratio R Figure 10. Capacity factor for prime mover with constant torque

Torque ratio R

Speed ratio R Figure 11. Torque ratio for prime mover with constant torque

For prime mover with constant angular velocity, these two coefficient functions of the speed ratio R have the form shown in figures 6 and 7.

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For prime mover with constant torque T1 = 1000 Nm actuation and load torque T2 = 0...6000 Nm , linear varying with respect to time (figure 3.a), dynamics characteristics are depicted in figures 8a and 9a. For load torque varying as shown in figure 3b, dynamics characteristics are presented in figures 8b and 9b. Fundamental characteristics of torque converter (capacity factor K and torque ratio RT with respect to speed ratio R) are depicted in this case in figures 10 and 11. 4. CONCLUSIONS One of this converters strengths is its ability to produce high output torque without inertial mass and one-way clutches to convert the oscillating torque to unidirectional torque. This is a (relative) simple end silent mechanism, to transmit mechanical power between two shafts with a rotary mover. REFERENCES
1. *** The American Heritage Dictionary of the English Language, Fourth Edition Copyright 2000 by Houghton Mifflin Company. Published by the Houghton Mifflin Company. 2. CENTA, G., Motor Vehicle Dynamics: Modeling and Simulation, Singapore, World Scientific, 1997. 3. JURGEN, R. K., Electronic Transmission Controls, Troy, Michigan, Society of Automotive Engineers, 2000. 4. JUVINALL, R. C., Fundamentals of Machine Component Design, New York, John Wiley & Sons, 1983. 5. The MathWorks, Inc., http://www.mathworks.com/ products/industry/auto/, Products: Industry: Automotive. 6. MERIAM, J. L., and KRAIGE, L. G., Dynamics, Volume 2 of Engineering Mechanics, New York, John Wiley & Sons, 1987. 7. JURGEN, R. K., Electronic Transmission Controls, Troy, Michigan, Society of Automotive Engineers, 2000. 8. HROVAT D., TOBLER WE., Bond graph modeling and computer simulation of automotive torque converters, The Journal of Franklin Institute, vol.319, n1/2, Jan/Feb 1985, pp.93-114.