Comments on: Formula One CVT (Part 2) http://www.ret-monitor.com/articles/1187/formula-one-cvt-part-2/ Specific mission-critical info for professionals Fri, 18 May 2012 09:10:40 +0000 http://wordpress.org/?v=2.7.1 hourly 1 By: terry http://www.ret-monitor.com/articles/1187/formula-one-cvt-part-2/comment-page-1/#comment-5580 terry Wed, 29 Dec 2010 08:20:41 +0000 http://www.ret-monitor.com/articles/1187/formula-one-cvt-part-2/#comment-5580 Actually, the push-belt CVT variator used by Williams can be quite efficient. The push-belt operates on the principle of friction, and as long as it does not experience slip between the belt and pulley, it works quite well. However, if the belt begins to slip, the belt and pulleys will quickly fail due to scoring. So in practice, the belt and pulleys must be designed with a large margin of safety in torque, such that they never slip. The push-belt itself is also quite heavy. So the peripheral speeds (around the pulley circumference) it can operate at are somewhat limited, since the high mass of the belt tends to unload it as it passes around the pulleys. DCT manuals are still lighter and more efficient than any type of CVT. So they'd still be used, regardless of the rules. Actually, the push-belt CVT variator used by Williams can be quite efficient. The push-belt operates on the principle of friction, and as long as it does not experience slip between the belt and pulley, it works quite well.

However, if the belt begins to slip, the belt and pulleys will quickly fail due to scoring. So in practice, the belt and pulleys must be designed with a large margin of safety in torque, such that they never slip.

The push-belt itself is also quite heavy. So the peripheral speeds (around the pulley circumference) it can operate at are somewhat limited, since the high mass of the belt tends to unload it as it passes around the pulleys.

DCT manuals are still lighter and more efficient than any type of CVT. So they’d still be used, regardless of the rules.

]]> By: van Spijk http://www.ret-monitor.com/articles/1187/formula-one-cvt-part-2/comment-page-1/#comment-3971 van Spijk Wed, 18 Aug 2010 17:21:44 +0000 http://www.ret-monitor.com/articles/1187/formula-one-cvt-part-2/#comment-3971 Hi, I was engineering at van Doorne's on this project, and it is nice to read about it so long afterwards. You supply quite good info about it. Regarding the size I would like to correct a little bit, since the unit was the alternative to the transvers case that was racing at that time, and the CVT allowed a much narrower design, improving the aerodynamics between the driving wheels. One of the comments of Coulthard at that time was also that he was surprised by the engine braking effect by approaching corners at max. engine revs w/o torque interruption, which allowed a later braking point so a strong racing advantage. Hi, I was engineering at van Doorne’s on this project, and it is nice to read about it so long afterwards. You supply quite good info about it. Regarding the size I would like to correct a little bit, since the unit was the alternative to the transvers case that was racing at that time, and the CVT allowed a much narrower design, improving the aerodynamics between the driving wheels. One of the comments of Coulthard at that time was also that he was surprised by the engine braking effect by approaching corners at max. engine revs w/o torque interruption, which allowed a later braking point so a strong racing advantage.

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