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New Traction Drive Pairing with Inner Spherical Rotor for Automobile Usage Depart of Mechanical Design, Pusan National Univ. South Korea. Researcher: Ilkeun Ku Professor: Nogill Park
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Layout 1.Driving / driven rotor 2.Traction ball assembly 3.Pressure device 4.Ratio changer - Basic components
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Operation principle - ISCVT assemnly
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Operation principle - Pressure device
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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
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Operation principle - Ratio changer and speed ratio
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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
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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
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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
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Stress analysis - Driving rotor, traction ball, - Frame and bearing housing
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Performance analysis Transmission efficiency (%)
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Performance analysis Maximum shear stress (MPa) Driving rotor Driven rotor
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Performance analysis Life time (Hour) Driving rotor Driven rotor
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Performance analysis Ratio changer work (Joul)
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Performance analysis Gradeability (Degree)
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Capacity expantion Transmission efficiency (%)
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Capacity expansion Maximum shear stress (MPa)
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Capacity expansion Life time (Hour)
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Comparison with toroidal CVT Performance analysis
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Comparison with toroidal CVT Performance analysis
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Comparison with toroidal CVT Performance
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Comparison with toroidal CVT Power density
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Apply to the automobile
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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.
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