Engine Size	Driver Ages	L x W x H
70cc	6+	58” x 36” x 37”
90cc	10 – 12	59” x 36” x 37”
200cc	14+	65” x 42” x 42”
250cc	14 – 16	70” x 41” x 43”

CASE1:

SIMULINK MODEL FOR BAJA ATV WITH CVT:

The components in the model :

signal builder

Generic engine

CVT ratio

Engine sensor

Simple Gear

CVT

Vehicle body

What Is a CVT Transmission?

INTERIA :

Inertia resists change in motion. Objects want to stay in rest or motion unless an outside force causes a change.

>ENGINE :

• Represents a system-level model of spark-ignition and diesel engines suitable for use at the initial stages of modeling when only the basic parameters are available. Optional idle speed and red line controllers are included.
• The throttle input signal T lies between zero and one and specifies the torque demanded from the engine as a fraction of the maximum possible torque. If the engine speed falls below the Stall speed, the engine torque is blended to zero. If the engine speed exceeds the maximum speed, the simulation stops and issues an error message.
• Connections F and B are mechanical rotational conserving ports associated with the engine crankshaft and engine block, respectively. Connections P and FC are physical signal output ports through which engine power and fuel consumption rate are reported.

>INPUT SIGNAL :

• Single builder is created becomes of while inputs signals from throttle and brake

>CVT GEAR RATIO :

>TORQUE ENGINE SPEED INPUT :

>VEHICLE BODY :

• Represents a two-axle vehicle body in longitudinal motion. The block accounts for body mass, aerodynamic drag, road incline, and weight distribution between axles due to acceleration and road profile. The vehicle can have the same or a different number of wheels on each axle. Optionally include pitch and suspension dynamics or additional variable mass and inertia. The vehicle does not move vertically relative to the ground.
• Connection H is the mechanical translational conserving port associated with the horizontal motion of the vehicle body. The resulting traction motion developed by tires should be connected to this port. Connections V, NF, and NR are physical signal output ports for vehicle velocity and front and rear normal wheel forces, respectively. Wheel forces are considered positive if acting downwards. Connections W and beta are physical signal input ports corresponding to headwind speed and road inclination angle, respectively.

>Simple Gear :

• Represents a fixed-ratio gear or gear box. No inertia or compliance is modeled in this block. You can optionally include gear meshing and viscous bearing losses.

SIMULINK BLOCK :

OUTPUT RESULT :

VEHICLE SPEED:

As brake at a point is constant in zero because the brake is still not applied , and throttle at speed 0.3 and distance in 0 to 20 sec after applying throttle value increases at point 1 after release at going constant and absorber in velocity also as increasing the graph value because of as throttle value applying and changing in velocity also its means there is the relation between throttle and velocity

>CVT SHAFT RPM :

These graphs show the variation in angular velocities of input and output shafts of the variable gear transmission system. These values differ with respect to the gear ratio.

CASE2:

SIMULINK MODEL FOR BAJA ATV WITH CVT USING DASHBOARD:

• In this model, we have a dashboard that contains knobs to control the inputs. In this case, the inputs- ‘Throttle’ & ‘Brake’ are not provided using the signal builder while use in case 1
• Knob = Set a value to tune parameters or variables.firstly connected brake input min 0and max=0.5sec,throttle input min=0 to max=0.9sec
• using the Custom Gauge: RPM and velocity of the vehicle are observed.

>OUTPUT CASE 2 :

VEHICLE SPEED :

Run time=inf

As changing or increases and decreases the value of throttle, while increasing throttle value and in the graph there some were increases with velocity also and decreasing the throttle value with velocity also decreasing and the brake is constant because didn't apply yet to brake that why is there are no changes

>CVT SHAFT RPM :

CASE 3:

SIMULINK MODEL FOR BAJA ATV WITH CVT USING LOOKUP TABLE:

CVT BLOCK :

The only difference between this model and the first model is that in this model, the gear ratio input to CVT is provided using a lookup table. The vehicle velocity and shaft rpm outputs are the same as before.

CVT GEAR RATIO :

Lookup table :

OUTPUT :

Vehicle speed :

AS the throttle value increasing and same of velocity also increasing while applied of brake then it automatically fall down of velocity speed seen in graph

>CVT RPM :

Both primary and secondary shafts while suddenly applied of the brake at maximum then both are in same at a point fall down seen in the graph

CASE 4 : SIMULINK MODEL FOR BAJA ATV WITH CVT WITHOUT DASHBORD :

SIMULINK BLOCK :

CVT BLOCK :

OUTPUT :

Vehicle speed :

At the speed of 0.3 and distance 0 to 20 the throttle value are in constant were at rising of throttle value the velocity also rise the graph at v = 55kmp/hr and the brake is constant because the brake is not applied

>CVT SHAFT SPEED :

Same of graphs show the variation in angular velocities of input and output shafts of the variable gear transmission system. These values differ with respect to the gear ratio.and also changes in the throttle value

>GEAR RATIO CVT :

CASE 5 : SIMULINK MODEL FOR BAJA ATV WITH CVT AND LOOKUP TABLE WITHOUT DASHBOARD :

SIMULINK :

CVT BLOCK :

OUTPUT :

Vehicle speed :

As brake at a point is constant in zero because the brake is still not applied , and throttle at speed 0.3 and distance in 0 to 20 sec after applying throttle value increases at point 1 after release at going constant and absorber in velocity also as increasing the graph value because of as throttle value applying and changing in velocity also its means there is the relation between throttle and velocity

>CVT SHAFT SPEED :

showing the variation in angular velocities of input and output shafts of the variable gear transmission system and speed of rpm shaft

>GEAR RATIO CVT :

As gear changing there are absorbers at some varying changes at 2.3increses and later its decreasing and final constant

>LOOK UP TABLE :

CONCLUSION:

1. As the throttle increases, the power input in the form of fuel to the engine increases and this, in turn, increases the rpm i.e. velocity of the shaft.
2. The output speed i.e. the secondary rpm depends on brake (inversely proportional), throttle (directly proportional) and CVT Ratio (inversely proportional) at that instant.
3. Lookup tables can extrapolate and interpolate the missing data points of the curve.
4. Dashboard elements can take instantaneous input to provide instantaneous output.