LESTERAN AUTOMATIC TRANSMISSION VEHICLE PROBLEM DEFINITION :

1. Conventional transmission system uses single plate clutch , efficiency of this clutch is less than 70% 2. Manual transmission gear box has gears namely 0-1-2-3-4-5 hence in order to move to top gear one has to move d\form 0 (ie., neutral to 1) in which the following operations have to be performed A. Disengage clutch B. Change gear C. Gradually engage clutch Thus three operations are to be performed while moving from one gear to another, hence in all 15 operations are performed to move to the top gear, So also, In 1st gear speed cannot exceed 20 kmph, where as in 5th gear vehicle cannot be tracted from stand still condition(eg. At traffic signal). To add to the problems the transmission system utilizes complete engine speed range where as engine gives best efficiency over a fixed range of speed.

OBJECTIVES OF PROJECT : 1. 2. 3. 4. Eliminate clutch from the system. Make transmission automatic by automatically selecting gear ratios. Increase transmission efficiency Reduce system weight and space occupied.

SOLUTION : The Lestran IVT (L-IVT) is a novel transmission design that transmits mechanical power via oscillating torque, rather than traditional speed ratio methods. This unique approach combines the high mechanical efficiency of fixed gear ratio transmission with the high engine efficiency obtained using a Continuously Variable Transmission (CVT) in a lightweight, rugged, and hightorque package. The simple, high-efficiency design of the Lestran IVT allows the components to be sized for greater endurance and higher power while remaining smaller than competing designs. The high mechanical efficiency of the L-IVT eliminates hydraulic fluids and costly lubrication and cooling methods resulting in a dramatically higher maintainability and lower operating cost. The small number of parts and the straightforward parts design drive reduced manufacturing costs in both material and labor and increase reliability. The high efficiency design allows the L-IVT to support high load, large vehicle applications previously not supported by existing CVT designs. The L-IVT can scale to support nearly any size application such as Heavy Trucks, Main Battle Tanks or Earth Movers. Unlike conventional transmissions, this infinitely variable transmission (IVT) controls the output torque as opposed to the output speed ratio. Infinitely variable torque, from zero torque to the full capability of torque output, can be produced with no clutching or torque conversion required at the input. The power from the centrifugal forces of rotating eccentric masses is harnessed to create an oscillating torque. One-way clutches convert the oscillating torque to a unidirectional torque. Variable control of the amplitude of the torque results from the change in the center of gravity of the rotating masses.

CONSTRUCTION OF LESTRAN IVT

1 Input Shaft 2 Rotary Actuator 3 Bearing Mount 4 Outer Drive Yoke 5 Inner Drive Yoke 6 Links 7 Rotatable Mass Bearings 8 Rotatable Masses 9 Hubs 10 Alignment Bearing 11 Shafts 12 Mounting Tube 13 Casing 14 Alignment Bearings 15 Slip Ring 16 One-Way Clutches 17 Output Shaft

Input Assembly

6 7 5 8

9 8 8 6 7

2 1

9 3

10

11

12

Arm Assembly Output Assembly

13 11 14

14

15

16

17 16

Fig. 2 - IVT Components

Construction and working of Lesters Automatic transmission (IVT) The input to the MECHANICAL TORQUE CONVERTOR, the motor, produces a power and torque output that is constant with respect to time, at a given speed. This constant power and torque, is transmitted to the arm assembly via the input assembly. The IVT in turn converts the constant input into a sinusoidal, oscillating torque via its specific mechanism, The clutch assembly of the mass-inertia drive converts the oscillating power output from the arm assembly into unidirectional power pulses . The average power is dependant on the amplitude and frequency of these pulses. Higher amplitude and frequency will result in a higher average power output. The amplitude of the power pulses depends on the magnitude of the input received from the engine, while the frequency of the pulses is dependant on the speed of the arm assembly shaft. The MECHANICAL TORQUE CONVERTORcan be considered to consist of four main parts. These are the input assembly, arm assembly, clutch assembly and the output shaft. All of these areas serve a specific purpose in the operation of the mass-inertia drive. The input assembly delivers the input from the engine, the arm assembly generates oscillating torque, the clutch assembly rectifies that oscillating torque to a consistent direction, and the output shaft delivers the output to the rest of the drive train. These sections and their associated functions can be seen in Figure

The MECHANICAL TORQUE CONVERTOR will receive input from the motor through the use of a spur gear pair between the motor shaft and the input shaft of the mass-inertia drive . This input shaft will transmit the torque to a yoke, which has two pins projecting from it (see Figure ).The yoke

pins connect to links, which are in turn pin-connected to three masses. These masses are attached as well to the arm assembly.

The heart of the mass-inertia drive is the method in which the masses interact with the arm assembly. This arm assembly allows for the masses to generate torque through their rotation and transmits it to the output shaft. The central shaft of the arm assembly has three lobes attached to it. These lobes are circular pieces of steel with an offset bore for the arm assembly shaft The offset shaft means that any force acting radially on the lobe is translated into a moment which acts on the shaft. This is because the center of the shaft is offset from the centre of the lobe, creating a moment arm.The arm assembly shaft is fitted with three lobes; one is offset 180 o opposite of the other two lobes and each with a bearing press-fit onto it. The center lobe is fitted with the largest of the three masses, while the outer two lobes are each fitted with a mass half the size of the largest mass. This configuration ensures that the shaft is balanced; the two masses on one side of the shaft equal the mass of the largest mass on the opposite side of the shaft. When the masses rotate around the lobe, the centrifugal forces that they generate create a moment about the arm assembly shaft. We will initially consider the mechanics of the case where the arm assembly shaft is not rotating; that is, the moment developed by the masses is insufficient to overcome the resistances on the arm assembly shaft. In this case, the yoke will cause the masses to rotate about the lobes, and the masses in turn will generate moments, the direction of which will depend on what stage of rotation the mass is in.

Figure represents four stages of rotation of the masses. This figure generalizes the massinertia drive setup, with two masses representing the offset masses, and the arm assembly represented by a bar. The black circle in the middle of the arm assembly bar represents the arm assembly shaft. It can be seen that the offset of the lobe is the radius of the assembly arm the distance between the center of the shaft and the center of the masses. The offset has been exaggerated for the purposes of this description.

Figure 1.2.5 Mass Rotation Moments1 In stage 1, the centrifugal forces generated by the rotating masses pass through the point of rotation and therefore do not generate any moment. At stage 2, the masses have continued to rotate, and now the centrifugal forces generate a clockwise torque. Stage 3 shows the masses having continued to rotate to the point where their centrifugal forces once again pass through the point of rotation, and cause no moment. Finally, in stage 4 the masses have rotated so that their forces now generate a counter-clockwise torque. The maximum torque is given by the formula: T = m*2*RCG*Dlobe offset These four stages demonstrate the oscillatory nature of the torque generated by the mass-inertia drive. Knowing that centrifugal force is proportional to the square of rotational speed, it is easily understood that once the rotational speed of the masses increases sufficiently, the resistances upon

the assembly shaft will be overcome by the moment developed, and the assembly shaft will begin to rotate. From this point on, the mechanics of the arm assembly and masses will be dynamic. One of the four stages above will be occurring with respect to the arm assembly shaft, which is itself rotating. Since the rotation of the masses about the lobe will decreasing as the rotation of the arm assembly shaft increases, the period of the oscillation will increase with respect to the arm assembly shaft. As the rotational speed of the arm assembly shaft nears that of the masses, the period of the torque oscillations will approach infinity, and the mass-inertia drive will act like a direct connection between input and output. The MECHANICAL TORQUE CONVERTORhas two sets of one-way clutches which are used to convert the oscillating torque into unidirectional motion. The first set of clutches is between the arm assembly shaft and the case . This set of clutches converts the oscillating torque into torque pulses. The second set of clutches operates between the arm assembly shaft and the output shaft. Its purpose is to allow the output shaft to continue to rotate between torque pulses.

CONCEPT OF LESTRAN AUTOMATIC TRANSMISSION VEHICLE:

Advantages and Disadvantages of the INFINITELY VARIABLE TRANSMISSION There are four main advantages which arise from the design of the Drive. These are: 1. The Drive acts as a clutch as well as a transmission, due to the fact that the Drive is mechanically decoupled from the engine. 2. The Drive can provide any speed ratio between 0 1 unlike a conventional CVT. 3. The Drive can provide different ratios depending on the engine and output shaft speeds. 4. The Drive is extremely efficient. The main disadvantage of the Drive design is the relatively low torque produced at low output shaft speeds.

PROJECT ACTION PLAN (APPROXIMATE ESTIMATE 4 MONTHS) PHASE 1 : DATA COLLECTION (DURATION : 1 WEEK) Data collection phase involves the collection of reference material for project concept, the idea is taken from book Ingenious mechanisms for designers and inventors (1 week) PHASE 2 : SYSTEM DESIGN (DURATION :2 WEEKS) The system design comprises of development of the mechanism so that the given concept can perform the desired operation. The system design also determines the system components and their shape and overall dimensions , the parts are as shown in part list above. (1 week) PHASE 3 : MECHANICAL DESIGN( DURATION : ( 3WEEKS) The parts mentioned above in the part list will be designed for stress and strain under the given system of forces, and appropriate dimensions will be derived. The standard parts will be selected from the PSG design data handbook. (2weeks) PHASE 4 : PRODUCTION DRAWING PREPARATION ( DURATION :2 WEEKS) Production drawings of the parts are prepared using Auto Cad ,with appropriate dimensional and geometric tolerances. Raw material sizes for parts are also determined. (2 weeks) PHASE 5 : MATERIAL PROCUREMENT & PROCESS PLANNING ( DURATION :2 WEEKS) Material is procured as per raw material specification and part quantity. Part process planning is done to decide the process of manufacture and appropriate machine for the same. (1 week) PHASE 6 : MANUFACTURING ( DURATION :2 WEEKS)

Parts are produced as per the part drawings. (3 weeks) PHASE 7 : ASSEMBLY TEST & TRIAL( DURATION : (1 WEEKS)

Assembly of device is done as per assembly drawing ,and test and trial is conducted on device for evaluating performance. (1-week) PHASE 8 : REPORT PREARATION( DURATION :2 WEEKS) Report preparation of the activities carried out during the above phases is done . (2 weeks)