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DRIVE

TRAIN
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PARTS CONSTITUTING
THE DRIVE TRAIN

Gear shifter system

Chain Drive

Differential assembly

Rear axle

GOAL
S

To make a reliable and efficient Transmission system.

For achieving better acceleration.

Faster, accurate gear shifts and higher driver safety and comfort.

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GEAR SHIFTER
SYSTEM

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GOAL
S

To achieve shifts within 200ms while it takes 1.5s manually.

Better steering handling due to paddle shifts.

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PNEUMATIC S Pneumatic gear shifter Pneumatic clutch for downshifting FLOW OF HPA (High pressure air) : Pneumatic tank Air source adaptor 1 Gear actuating cylinder In-line pressure regulator Solenoid Clutch actuating cylinder Air source adaptor 2 6 .

PRIMARY GEAR SHIFTING CIRCUIT 7 .

THEORETICAL POSSIBLE NUMBER OF SHIFTS CALCULATIO NS 8 .

9 .PART S DOUBLE ACTUATING CYLINDER: A 25x25 mm cylinder. REED SENSOR: They are proximity sensor with a range of 10mm used to sense piston position and control the solenoid valves. sponsored by FESTO with max pressure rating of 10bar actuates the whole mechanism.

10 .SOLENOID VALVES: Solenoid valves are like gates that allow or stop the flow of air to the cylinder. They are the last component before the cylinder.

7litre of compressed gas and acts as the reservoir of the circuit. COMPRESSED AIR TANK: Carbon fiber tank of 5000psi rating will store 1.AIR SOURCE ADAPTERS: 2 ASA’s helps to completely remove or supply the air to the circuit as and when needed. 11 .

it holds one of the 2 ASA’s at one end. Made of aluminum. PRESSURE GAUGE: FESTO sponsored gauge with 10bar rating reads the air pressure in the circuit. 12 .INLINE REGULATOR : A purely mechanical device accurately regulates the flow of air in the circuit.

PUSH-IN FITTINGS: High pressure polyurethane tubing's. nipple connectors to complete the circuit. 13 . NPT threaded push in fittings. JOINTS.TUBING.

compressed natural air was chosen over carbon dioxide due to its excessive supercritical behavior. 14 . • Two 3/2 solenoid valves control the air flow to the piston as per signals received from the Reed sensors at 3 positions namelyNeutral. Upshift & Downshift.PNEUMATIC SHIFTING • Gear shifter rotates clockwise/anti clockwise and once at final position. the return spring pushes it back to initial position. • Non flammable gas. • A total of 5000 shifts(theoretically) each within 240ms were obtained using FESTO simulations.

VARIATION IN CARBON DIOXIDE SUPERCRITICAL NATURE: 15 .

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CHAIN DRIVE 18 .

5seconds. 19 .GOAL S • To achieve total weight under 3kg. • 75m straight acceleration under 4.

692 To get optimal acceleration and top speed. • The odd even pairing of the sprockets leads to uniform wearing of the chain thus resulting in longer chain life. 20 . Sprocket used 13/48 • 13 teeth sprocket is available in stock for HONDA CBR 600RR.DESIGN DECISION REASONS Final Drive Ratio 3.

ENGINE SIMULATIONS Ricardo-wave used to simulate acceleration times. 21 .

5KN in tension and weight of 1. • X rings are self lubricated.DESIGN DECISION The chain selected is a 520 series DID X-ring chain Angle Wrap =125 REASONS • It has a rating of 38. • This gives Proper grip chain over the sprocket Min centre distance =197mm and transfers power without any losses. .5kg/100 links. the need for casing around the chain for greasing is avoided.

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case hardened up to T6 24 146 grams 450 grams .SPROCKE TS NUMBER OF TEETH SPROCKE T Driving 13 Driven 48 MATERIAL WEIGHT 655M13 Ni-Cr-Mo alloy steel Al 7075.

180GM/ CC 572MPa 503MPa 125 deg.MATERIAL PROPERTIES OF DRIVEN SPROCKET DENSITY Ultimate tensile strength Yield strength Minimum Wrap angle 2. 25 .

82 Nm Diameter of the sprocket = 242.69 Maximum Torque faced by sprocket = 65*2.12136 = 11097.111 First gear ratio = 2.72mm Force acting on the sprocket = 1346.SPROCKET CALCULATIONS Maximum engine Torque = 65 Nm Primary gear reduction = 2.111*2.66*3.82/0.69 = 1346.73 N 26 .66 Final drive ratio = 3.

FEA DRIVEN SPROCKET 27 .

0352mm 28 .FEA DRIVEN SPROCKET • Maximum displacement = 0.

• • • • • Made of mild steel. Covers the chain from drive to driven sprocket. More than 3 times the max width of the chain(18mm). Protects the brake lines from the chain. 29 . In lateral alignment with each other. the shieldSHIELD is.SCATTER Complying with FSAE competition rules.

DRIVELINE ASSEMBLY 30 .

• The design should not have any mounting points on Rear bulk head. 31 . • The axis of mounting should be as close as possible to the wheelbase. to avoid large angles at tripod.GOAL S • Chain tensioning mechanism that allows 10/8” of chain tightening.

DIFFERENTI AL DREXLER LSD DIFFERENTIAL 32 .

5kg Fixed TBR( Torque biasing ratio)= 4:1 6 different Torque biasing ratio 33 .DIFFERENTIAL COMPARISON FM XI FM 2013 Taylor Quaife Differential Drexler LSD Differential Torsen (torque sensing) Clutch Type LSD (Limited slip differential Weight= 5kg Weight= 2.

so as to avoid slipping of chain during events. 34 . • Reliable tensioning method.GOALS CHAIN TENSIONER • To tension the chain accurately by 2 pitch lengths of the chain.

Material-Aluminium 7075 T6 Manufacturing-Laser cut Light weight High accuracy .ECCENTRIC DISKS DESIGN CONSIDERATIONS REASONS Rotate eccentric disk 180 degree with To achieve chain tensioning of 10/8 differential axis at 10 mm offset to the inches with eccentric disk as small as eccentric axis possible.

ECCENTRIC DISC 36 .

DIFFERENTIAL MOUNTING 37 .

• It should be light and equally strong to withstand vibrational and torsional loads.GOAL S • The rear bulk head is removed and thus mountings will be mounted on the engine mounting points. • It should be able to incorporate eccentric disk(chain tensioning). • Should be light weight and as close as possible to wheel base to avoid large angles at tripod joints. 38 .

Aluminium 7075 T6 Light weight and easy available Manufacturing: CNC milling Availability and accuracy 39 . Material .DESIGN CONSIDERATIONS C shape mount is designed DESIG N REASONS This will help in removing Rear bulk head. Outer most diameter of the mounting is 145mm. It should incorporate eccentric disk.

With Eccentric Disk DIFFERENTIAL MOUNT 40 .

• Reaction on mounting A + Reaction on mounting B=11097.DIFFERENTIAL MOUNTS CALCULATIONS • From the sprocket calculations the force • on the sprocket = 11097.73 N • Due to the position of the mounting points the differential mounts assembly will act as an over hanging beam. • The total force acting on the sprocket is the force acting on the differential mountings.73 41 .

Reaction on A + Reaction on B = 11097.73*220 = Ra*175 Ra = 13951.73 N Moment about mounting B will be 11097.702 N 42 .432 N Rb = -2853.

7 MPa .FEA OF LEFT DIFFERENTIAL MOUNTING MAXIMUM STRESS 43 209.

31502 mm .FEA OF LEFT DIFFERENTIAL MOUNTING MAXIMUM DEFLECTIO N 44 0.

FEA OF OUTER STUB AXLE MAXIMU M STRESS 45 1378.8 Mpa .

41018 DEFLECTI mm ON 46 .FEA OF OUTER STUB AXLE MAXIMUM 0.

26 M STRESS MPa 47 .FEA OF INNER STUB AX MAXIMU 921.

45885 mm .FEA OF INNER STUB AXL MAXIMUM DEFLECTIO N 48 0.

BEARINGS The bearings used are SKF bearings of the following specifications: SERIES 6010 6011 SPECIFICATIONS • ID – 50mm • • OD – 80mm Thickness – 16mm • • • ID – 55mm OD – 90mm Thickness – 18mm 49 .

478 Kg 50 .Designs FM XI COMPARIS ON FM 2013 Pneumatic shifting Time for gear shift=1.5 sec Time for gear shift= 250ms Differential Weight= 5Kg Weight= 2.5 Kg Chain tensioner Rod ends Eccentric disk (accurate) Left differential Mounting 779 grams 900 grams without eccentric 779grams 680 grams without eccentric Right Differential Mounting Total Weight Reduction = 2.