04CVT-51

The Coronel Effect Positively Infinitely Variable Transmission

Paul Kay Coronel, Walter K. K. Coronel and Justin G. Goshgarian
Coronel Development
Copyright 2004 SAE International

belts, pulleys, cones, discs, collectively friction

transmissions, share many of the disadvantages of
conventional hydraulic transmissions. CVTs require
clutching mechanisms, hydraulic pumps to compress Vbelts between adjustable pulleys, and all have ablative
belts, no matter if they are constructed from rubber or
metal. The adjustable pulleys will grind both the belts and
pulleys sides, more in proportion to the load motivated.
CVTs tend to experience some slipping under load. The
CEPIVT seeks to avoid friction by relying upon gears.

ABSTRACT
The operation theory and implementation in a prototype
of the Coronel Positively Infinitely Variable Transmission
("CEPIVT") is reported. The CEPIVT, through U.S.
Patent 5,716,652, introduces the "Coronel Effect"
gearset, with a single first gear engaging with a
independently driven second gear. By changing the
angle of rotation of the first gear the angular velocity of
the second gear is changed. This change in angular
velocity will form a resultant velocity between the two
gears causing the receiving gear to produce a true, all
geared,
bi-directional,
variable
transmission.
Implementation of this concept in the prototype is
presented through a report of construction.

CURRENT ENERGY LOSSES OF CONVENTIONAL

TRANSMISSIONS ARE UNACCEPTABLE- In a 1994
Scientific American article, authors John DeCicco and
Marc Ross published statistics that vehicular energy
losses attributed to inefficient conventional transmissions
comprise 14.8% of the total energy loss attributed to
drive train friction, air drag, braking and accessories.
This accounts for 1.48 out of every 10 gallons of fuel.
The authors further state: "[a]fter the thermodynamics of
combustion and the friction have been accounted for,
only about one sixth of the energy available in the
gasoline remains for end-use loads. Put another way,
today's drive trains are only about 17 percent efficient in
average driving." The CEPIVT seeks to provide a fuel
efficient solution.

INTRODUCTION: THE PROBLEMS PROMPTING

THIS STUDY
CONVENTIONAL TRANSMISSIONS ARE LIMITED BY
ABLATIVE COMPONENTS - Today, a massive industry
has evolved, concentrating on the transmission sections
of vehicular and industrial drive trains. Today's geared
transmissions all depend upon ablative components,
primarily clutch disks and bands. Over the life of the
vehicle, the cost of repairing or replacing these
components is an unnecessary cost which can be
eliminated. Additionally improved efficiency of these
devices would yield a decrease in fuel consumption.
Take for example hydraulic transmissions. Around 5%
of motive energy transiting through hydraulic
mechanisms is consumed by the torque converter,
internal pumps, fluid compressors to clamp bands and
clutches together to prevent slipping, parasitic drag
induced through fluid flow, etc.
Similarly, manual
transmissions waste energy each time the clutch is
engaged. Motive energy is literally exhausted into the
atmosphere as the engine uselessly spins and throttles
to match the next ratio, while slowly grinding clutch
plates and synchronizing cones away during
engagement. The CEPIVT requires no such ablative
components, and generally requires relatively few
components for its implementation.

THE GOALS OF THIS STUDY

The primary goal is the development of a Positively
Infinitely Variable mechanism capable of producing a
variable output from a constant input. Positively is here
used to define a mechanism that is free from slipping, or
put another way, is not dependant on friction such as
conventional variable transmissions. Infinitely is used
to refer to a variable device not requiring discrete
intervals between input to output ratios such as
conventional automatic transmissions.
The term
continuously, has not been used here because of its
association with conventional variable transmissions, and
infinitely was adopted prior to the general adoption of
the term continuously.
The secondary goal was adapting such a device to
common use. Common use here is meant as being
able to produce forward, neutral and reverse driving
operations while avoiding the need to disengage

MODERN VARIABLE TRANSMISSIONS ARE LIMITED

BY THEIR DEPENDENCE UPON FRICTION Continuously Variable Transmissions ("CVTs") based on
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THE DRIVEN COMPONENT This is the rotation

induced in the receiving gear by the drive gear while the
drive gear is rotating. The rotation is in the same
direction as the direction as the drive gear. This
conventionally transmits rotation from the drive gear to
the receiving gear.

between such functions, and in-between individual ratios

of the forward and reverse driving functions.

THE HISTORY AND EVOLUTION OF THE

CEPIVT
THE FIRST POSITIVELY INFINITELY VARIABLE
ATTEMPT - Nearly 100 years ago, Henry Ford hired
inventors to create a PIV transmission for his model T.
After considerable efforts, the inventors concluded such
a goal to be impossible. Since then, the engineering
profession has basically quit seeking a PIV solution,
believing the goal to be unobtainable.

THE
CORONEL
EFFECT
CIRCUMREVOLVING
COMPONENT - The Coronel Effect is the rotation
induced in the receiving gear by rotating the system
consisting of the engaged drive gear and receiving gear.
This induces rotation in the receiving gear in the opposite
direction of the direction of rotation of the system. As
every action has an equal and opposite reaction, the
rotation of the system must be compensated for. Since
the shaft was originally in a relatively constant position,
and desires to remain in that position, the counter
rotation is induced in the output shaft. The mathematical
basis for this motion is conclusively derived below in the
section titled Mechanics of the CEPIVT.

EXISTING GEARED VARIABLE TRANSMISSIONS:

Geared variable transmissions were introduced in U.S.
Patent No.s 4,700,589 (Coronel, 1987) and 5,259,823
(Coronel, 1993) as exponentially variable transmissions
which maintained a mechanical feedback loop
exponentially varying output based on engine input.
These geared transmissions progressively loop and
compound input rotary motion to exponentially expand it
as output. A limitation of exponential multipliers is that
changes in input velocity are required to induce changes
in output. Exponential multipliers are incapable of
modifying a constant velocity input, and thus
implementation in a vehicle was not practical.

The mathematical representations of these components

will be discussed and derived in the following mechanics
section.
The term circumrevolving was created to describe the
revolving of the circumference of the driving gear. This
can be analogized to a wobbling coin. Visualize a coin
spinning on a table near the end of its cycle. Its edge is
progressively and revolvingly contracting the table
without the coin itself rotating. Now imagine this same
coin
possessing
gear
teeth
with
its
edge
"circumrevolving or wobbling around a perfectly sized
smaller gear with fewer teeth. Since more teeth in the
circumrevolving gear are in driving contact with fewer
teeth in the smaller driven gear, rotation of the driven
gear is induced. This induced product is the "Coronel
Effect."

Next the Dual Concentric Positively Infinitely Variable

("DCPIV") transmission, (U.S. Patent No. 5,352,162,
Coronel, 1994) utilized two individual engaged gears
which induced velocity changes by: (1) changing their
positions relative to the mechanism central axis, and (2)
concurrently
changing
their
concentric
orbital
relationships relative to one another. The DCPIVT was
capable of converting input rotational motion into two
separate components: (1) rotational motion, and (2)
orbital motion. The DCPIV was theoretically viable;
however the DCPIVTs limitation was its mechanical
complexity resulting in an unimplementable design. No
functional prototype was constructed.

The angular velocity of the circumrevolving component

can be varied independently of the angular velocity of the
driven component.
The velocity of circumrevolving
subtracts from the rotational driving producing the
varied output. This is the first known gear set in history
capable of accomplishing two independent, concurrent
driving functions with one gear.

Therefore, the purpose of this study was to develop a

methodology for practically implementing concepts first
conceived in the DCPIVT. This implementation is now
practical because of the Coronel Effect, a new gearing
principle upon which the CEPIVT is based.

MECHANICS OF THE CEPIVT

THE CORONEL EFFECT

THE INPUT VELOCITY IS APPLIED TO TWO

DIFFERENT DRIVING COMPONENTS ONE OF
WHICH IS VARIABLE, AND ONE OF WHICH IS FIXED;
THE RESULTANT OF THESE TWO COMPONENTS
ARE ADDED ON ONE GEAR TO PRODUCE THE
OUTPUT. As will be described, the first component has
a fixed velocity whereas the second driving component
has a variable velocity. The gears transiting these driving
components constitute the inner and outer drivelines
of the mechanism, and operate at different independent
velocities. Their velocities are opposed and when
added, produce the output velocity.

THE CORONEL EFFECT - U.S. Patent No. 5,718,652

introduces the Coronel Effect principle. By this principle
a single first gear drives a single engaged driven gear
twice, concurrently, with two different rotational inputs.
One of these two components is variable and the other is
constant. The two components are known as the
circumrevolving component and the driven component.
The mathematical representations of these components
will be discussed and derived in the mechanics section
foll
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driving component 1. v is the instantaneous velocity of

the receiving gear 27, that varies with the relative
position of the gear to the machines central axis or
driveline. v is a variable velocity and its derivation is out
of the scope of this section and will be derived below. v'
is the velocity of the teeth of the receiving gear 27. v = v
v1 and is the output of the system. This basic function
results in the machines output of forward neutral and
reverse. Where v1 is less than v the output of the system
will be positive and produce the forward driving function.
Where v is equal to v1 the system output will be 0 and
geared neutral will be achieved. Where v1 is greater
than v the output of the system will be negative and will
produce the reverse driving function. This basic function
governs output of the system.

THE INNER DRIVELINE: Please refer to figure 1 on the

next page as necessary. The active components of the
inner driveline, which rotate at a constant velocity,
consist of input shaft 1, constant velocity joint 30, and CE
Drive gear 23. The first driving component is the rotation
input shaft 1. Input shaft 1 is connected to and drives
gear 3, but is not connected to gear 9, or shaft 11, or
driver arm 18. Each of these components is centrally
bored, and drive shaft is journaled through each of them.
Input shaft 1 rotates drive gear 23, through Constant
Velocity joint 30. At all times drive gear 23 is rotated at
this constant velocity.

Gear 23

THE OUTER DRIVELINE: Please refer to figure 1

(above) and figure 2 (below) as necessary. The active
components of the outer driveline, which produce the
variable driving component, consisting of input shaft 1,
initial gears 3, 5, 7, & 9, shaft 11, control fork
components 15, 17, actuator linkage components 35, 19,
36, driver arm 18, orbital driver 34, and aligner bearings
29, 25. Initial gears 3, 5, 7, & 9 comprise a gear ratio
which ideally multiplies the input velocity by two, such
that all components of the outer driveline rotate at twice
the velocity of the inner driveline(gear 23). The purpose
of shaft 11 is to allow control fork components 15, and
17 to be independently controlled such that the actuator
linkage components 35, 19, and 36 tilt the orbital driver
34 which in turn tilts the engaged gears 23, and 27 by
forcing aligner bearings 29 and 25 to tilt. The second
driving component is transited through these outer
driveline gears.

Gear 27

v = v v1
Fig 3. v, v1, and v definitions
THE VARIABILITY OF v, AN THE OUTPUT OF THE
SYSTEM
o ARE BASED UPON THE RELATIVE
POSITION OF ENGAGED GEARS 23 AND 27 TO THE
MECHANISMS CENTRAL AXIS OR DRIVELINE: v is a
function of the following variables which will be
individually defined: i, R, r, , and L. Please refer to
Figure 4 below for the definitions of R, L, and r. R is the
distance between the (1) the drive gear's central axis,
and (2) it's point of contact with the receiving gear. r is
the y-axis distance between (1) the point of contact
between the CE Drive Gear and the CE Receiving Gear,
and (2) the universal joint connected to the CE receiving
gear. L is the distance between the (1) mechanisms
central axis & (2) the center of the CE receiving gears
universal joint. L varies with the tilt of the system as can
be seen by a comparison between Figure 4 and Figure 5:
L = R r, and v is based upon this value.

THE GOVERNING FUNCTION IS THE ADDITION OF

THE FIRST AND SECOND DRIVING COMPONENTS
ON THE TEETH OF GEAR 23: Please refer to figure 3 in
the second column of this page as necessary. This
section will introduce v, v1 and v, the interaction of which
comprise the basic function of the system. v1 is the
instantaneous angular velocity of the drive gear 23,
which is constant, and is the angular velocity of the first
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Fig 7. Tilting of Drive Gear

AXIS OF ROTATION

THE OUTPUT OF THE SYSTEM IS HERE DERIVED:

Please refer to Figure 8 for the definition .
is the
angle made by the drive gear with the mechanisms
central axis. Additionally receiving is the diameter of the
receiving gear. receiving will be the radius of the
receiving gear. Lastly GR is the gear ratio based on the
multiplication accomplished by gears 3, 5, 7, & 9.

L=R-r
Fig 4. R, , , r, & L Definitions at 90 Degrees
RELATIVE POSITION DETERMINES THE VARIABLE
RADIUS L


r

Fig 5. Variable Radius L

THE INSTANTANEOUS VELOCITY v OF THE TEETH
OF RECEIVING GEAR 27 IS A FUNCTION OF THE
ABOVE DEFINED VARIABL RADIUS L AND THE
ANGULAR VELOCITY r OF THE RECEIVING GEAR
27. Please refer to Figure 5 below for the definitions of
1 and
0.
0 = the rpm of the driver arm assembly
(outer driveline angular velocity).
r = the angular
velocity of the drive gear. 0 / r is the ratio of the outer
driveline to the inner driveline.

Fig 8. , R, r, L, &


Definitions

The instantaneous velocity taken at the teeth of the Drive

Gear:
Vi =

The instant velocity of the receiving gear, taken at its

center:

Vo =

(GR)(R-r) sin( )

Using these two formulas, we can calculate the angular

velocity of the output of the system o
[ Vi V0 ]

1`

v=

R=

R / (R r)

receiving

Fig 6. Initial Gearing

Diagram

THE UNIVERSAL JOINT ALLOWS THE DRIVE GEAR

TO BE DRIVEN CONSTANTLY REGARDLESS OF
ANGLE OF TILT.

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R-

(GR)(R-r)sin( )

receiving

Where the drive gear and receiving gear do not align

must be
vertically as shown above, an adjustment
made to calculate the aproprate r for the variable gear

i [ R (GR)(R-r) sin( ) ]

= [D cos ]


vresultant =

receiving

[ i(

r)]

[ i(GR) [1/2 [ d r]sin (sin [Dcos ] )]



PROTOTYPE CONSTRUCTION: CALCUALTIONS

THERE IS A DIFFERENCE BETWEEN THE
THEORETICAL CALCULATIONS AND APPLICATION
WITH REGARD TO A DISPLACEMENT VALLUE.
Theoretically, the receiving gear and drive gear should
be vertically aligned with the continuously variable joint.
Since there is some distance D between the universal
(pivot) joint and the gears. To compensate for the
decrease in r during the tilting of the gears there is a
need to include a . These calculations are incorporated
below.
Variables:
drive is the diameter of the Drive Gear: 2 inches

Fig 9. Close up of Coronel Effect Mechanism

receiving is the diameter of the Receiving Gear: 0.375

inches

VELOCITY PROFILES: The following velocity profiles

show the relationships between driving component (1)
and driving component (2).

GR is the Gear ratio, or the factor representing the

multiplication accomplished by gears 3, 5, 7, & 9 as
described in the theory section (1:1.7 ratio).

Output

The output RPM was calculated using the following

formula, taken from the above section Theoretical
Components and Fundamental Concepts as modified to
include the calculation for .
0

receiving

Reverse
(Counterclockwise)

vresultant
Forward
(Clockwise)

vresultant is the sum of the two independent driving

components
vresultant = [ i(
THE

r)]

[ i (Gr) [1/2 [ d

r] sin ]


CALCULATION
Neutral
Pivot

Pivot

Fig 10. Velocity Vector Profiles



-D-5Fig 8.

Definition Illustration at < 90 degrees

Reverse gearing function is accomplished where the

smaller receiving gear is pushed more than it is driven
and the quantity of Coronel Effect generated exceeds the
driven velocity

PROTOTYPE PHOTOGRAPHS

Forward is accomplished by decreasing tilt angle , and

thus decreasing the amount of Coronel Effect generated,
until the driven velocity exceeds the pushed velocity.


Neutral is established where the pushed velocity equals

the driven velocity.

PROTOTYPE CONSTRUCTION: RESULTS

CONSTRUCTION MATERIALS - The prototype was
constructed using 6061-T6 aluminum gearing with acetal
teeth to achieve quiet operation and less rotating inertia.
Teflon bushings were fabricated to decrease rotational
friction. Most orbital components are high-tensile 6061T6 aluminum. The U-joints are machined ABS. A DC
electric motor rotates the input shaft through an
additional reduction gear set.
Table 1 Prototype

Photograph 1

Photograph 1 depicts the CEPIV prototype's components

from an angle adjacent to the input shaft 1, the transfer
gearing 3, 5, 7, & 9, and the controlling mechanism.

Operating Range & Theoretical

Output Speeds

PROTOTYPE VALUES
The prototypes electrically powered input shaft speed is
500 RPM.
Drive Gear 23 and Output Receiving Gear 27 were
designed with a ratio of 1.56203.

Photograph 2

First directional output speed with Drive Gear 23

positioned 90 degrees relative to the CEPIVT central axis
is -508.3 RPM.

Photograph 2 depicts CEPIV prototype's components

from an angle adjacent to the output shaft 50, the
Coronel Effect drive gear 23, the Coronel Effect output
receiving gear 27, and the driver arm 18.

Geared neutral is established with drive gear 23 tilted to

74.849 degrees relative to the central axis.
The maximum second direction speed with drive gear 23
tilted to 60 degrees relative to the central axis is +588.3
RPM.

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FUEL CONSERVATION ADVANTAGES The CEPIVT

will enhance vehicle fuel economy by allowing the
vehicles engine to operate in its optimum range,
allowing drivers to get more out of their engines. While
engines have conventionally been used to change
speeds, the CEPIVT will allow computerized control of
vehicle speed change by changing input/output ratio of
the transmission based on user input. This control will
allow for more efficient use of the vehicles engine and
will result in decreased fuel consumption. Additionally,
because the transmission can be used to get more out
of the engine, smaller engines will be a viable alternative
to the relatively large engines employed in vehicles
today.
Much of the energy produced by large
conventional engines is required solely to propel vehicles
at low speeds. With the ability of the CEPIVT to vary
input output speed without changing the engines speed
the CEPIVT will allow efficient use of smaller engines.
Smaller engines weigh less. Smaller Engines require
lighter supporting structures and vehicle frameworks.
Lighter frames comprise lighter vehicular mass, requiring
less kinetic energy to overcome their mass inertia.
Economically, the savings in fuel consumption from the
CEPIVT will prove to be its most viable asset. CEPIVT
equipped vehicles will be significantly more efficient than
vehicles equipped with conventional transmissions.

Photograph 3

Photograph 3 is a close-up depicting the CEPIV

prototypes components adjacent to the transfer gearing
3, 5, 7, & 9, and the controlling mechanism.

CONCLUSION
This study succeeded in producing a functional means
for implementing the concept of the Coronel Effect IVT.
The theory was correct in that the prototype can accept a
constant velocity input, multiply that input to produce an
output velocity, vary the output velocity while holding the
input velocity constant. Furthermore all the desired
driving functions of forward, neutral and reverse are
embodied in the prototype proving their theoretical
viability in a real world application.

ACKNOWLEDGMENTS
Ronald Knapp, Senior Professor of Engineering,
University of Hawaii, is acknowledged for his continued
encouragement and support.

Photograph 4

Photograph 4 is a close-up depicting CEPIV prototype's

components adjacent to the Coronel Effect drive gear 23,
the Coronel Effect output receiving gear 27, and the
driver arm 18.

REFERENCES
U.S. Patent No. 4,700,589 10/20/87 Coronel "Coronel
Radiant Drive Systems" (Positive exponential multiplier)

DISCUSSION

U.S. Patent No. 5,259,823 11/09/93 Coronel

"Transmissions"(Positive exponential multipliers)

The prototype is successful in demonstrating the

capability of a geared mechanism to bidirectionally
infinitely vary an input rotating at a fixed or varying
speed. As designed, the prototype with its actuator
positioned at geared-neutral divides input into two
rotational components which: (1) generate the Coronel
Effect, then (2) concurrently counteracts the effect to
generate engaged-geared neutral.

U.S. Patent No. 5,352,162 11/04/94 Coronel "Dual

Concentric Positively Infinitely Variable Rotary Motion
Transmission" (First true PIV)
U.S. Patent No. 5,718,652 02/17/98 Coronel "Coronel
Effect Positively Infinitely Variable Rotary Motion
Transmission" (Coronel Effect PIV)
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John DeCicco and Marc Ross, "Improving Automotive

Efficiency", Scientific American, December, 1994

DCPIV: Dual Concentric Positively Infinitely Variable

DCPIVT: Dual Concentric Positively Infinitely Variable
Transmission

CONTACT

DCPIVRMT: Dual Concentric Positively Infinitely Variable

Rotary Motion Transmission

Please send all correspondence to Walter Coronel

Email: walter@coroneldev.com

PIV: Positively Infinitely Variable

Tel:

(415) 828-2268

Fax:

(702) 442-8143

ADDITIONAL SOURCES
US Patent # 5,352,162 DCPIVRMT
US Patent # 5,718,652 CEPIVRMT

DEFINITIONS, ACRONYMS, ABBREVIATIONS

Ablative: The designed abrasive erosion of transmission
clutches, bands, and CVT belt & pulley surfaces.
Bi-directional: The CEPIVT & DCPIVT's designed
continuum speed range of forward-geared-neutral
reverse, corresponding to the maximum transmission
mechanical reconfiguring.
Circumrevolving: The non-rotating engaged driving
movement of the edge of a first gear around a driven
second gear.
Coronel Effect: The product of a driving gear: (1)
circumrevolving, and (2) rotational driving of a second
engaged driven gear.
Geared-Neutral: An operating engaged geared
mechanism's output shaft stopped position as a function
of the designed speed range.
Positive[ly]: Locked, slip-free torque transfer
CEPIV: Coronel Effect Positively Infinitely Variable
CEPIVT: Coronel Effect Positively Infinitely Variable
Transmission
CEPIVRMT: Coronel Effect Positively Infinitely Variable
Rotary Motion Transmission

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