UNIT III

CHASSIS AND SUB-SYSTEMS

Presented by
A.MOHSIN AHMED
AP/AUTO
Load on the frame
Construction of frame
Construction of frame
Construction of frame
 Mounting provisions on frame
• Engine and transmission mountings – 2 to 3
places or 6places
• Controls, pegs and stands –
• Rear suspensions
• Tank fender and seats
• Battery ,wiring and electrical equipments
Mounting provisions on frame
Back bone type frame
Double beam type frame
Trellis frame
 Trellis frame-contd
• Trellis frames are a favorite among European
bike makers like KTM, Ducati. The only made
in India bike with a Trellis frame currently is
the KTM 200 Duke
Step – through frame
Engine based frame
Engine based frame -contd
Twin spar or perimeter frame
 Twin spar or perimeter frame
Perimeter Frame:
Perimeter frames also known as Twin spar/beam
frames. These frames are currently the favorite among
MotoGP teams. Like the trellis frames, perimeter
frames connect the steering head to the swing arm in
the shortest distance while the engine is suspended
from the frame. The engine can be said to be held
around the “perimeter” of the frame.
 Twin spar or perimeter frame
• The only two bikes with perimeter frame currently in
India are the Bajaj Pulsar 200NS and the Yamaha R15.
No wonder why the R15 is so much appreciated for its
handling and the Pulsar 200NS is getting rave reviews
from auto publications for its handling prowess. Such
frames are comparatively costly to manufacture
though.
Advantage: One of the best/sportiest/advanced frames
that one can put on a bike
Benefit: Race track bike like sharp and stable handling
and braking
Twin spar or perimeter frame
Monocoque frame
 Chassis of two wheeler
• The two-wheeler chassis consists of the frame,
suspension, wheels and brakes.
• The chassis is what truly sets the overall style
of the two-wheeler.
• Automotive chassis is the main carriage
systems of a vehicle.
• The type determines the gearing
configuration, flex and the type of
modifications that can be accommodated
 Frame
• The frame serves as a skeleton upon which
parts like gearbox and engine are mounted.
• It can be made of steel, aluminum or an alloy.
• It keeps the wheels in line to maintain the
handling of the two-wheeler.
 Suspension
• It is a collection of springs and shock absorbers. It
can be of two types: front suspension and rear
suspension.
• It insulates both the rider and the bulk of the
machine from road shocks and also keeps the
wheels in the closest possible contact with the
ground and gives control of the vehicle to the
rider.
• The front suspension helps to guide the front
wheel, to steer, to spring, to dampen, and to
provide support under braking.
 Wheels
• A wheel is a circular object which with an axle,
allows low friction in motion by rolling.
• A wheel is made up of the rim and spokes or
disc plate.
• Wheels should be aligned properly because it
directly influences driving.
• Two-wheeler wheels are generally of
aluminum or steel rims with spokes.
 Brakes
• Generally, there are two independent brakes on a two-
wheeler: one set on the front wheel and one on the
rear, however, there are many models which have
'linked brakes' and apply both at the same time.
• The front brake is generally much more powerful than
the rear brake.
• Brakes can either be drum or disc based.
• When the rider operates one of the brakes, a fluid
element known as hydraulics is pressurized to provide
the required forces to squeeze the brake pad material
onto the rotor and slow down or stop the vehicle.
 GEAR BOX
• A gear is a toothed wheel designed to transmit the
force to another gear or toothed component.
• The teeth of a gear is known as cogs.
• They are shaped to minimize wear, vibration and noise
and at the same time maximize the efficiency of power
transmission.
• Gears of different size, the larger one is called a wheel
and the smaller one is called a pinion, are used in pairs
so that the force of the driving gear can produce a
larger force in the driven gear, that also at a lower
speed or it can be or the purpose of producing a
smaller force at a higher speed.
Single plate clutch
 Single plate clutch-1
• It consists of
– Pressure plate
– Clutch plate
– Springs
– Release fingers
• The single disc clutch is a plate type of clutch in which a single
thick iron plate is coated with friction material on both sides.
• There is only one clutch plate in this type.
• The clutch plate is pressed against the flywheel of the engine by
the spring loaded pressure plate.
• The pressure produced by a number of springs, located
between the pressure plate and the housing, which is bolted to
the flywheel, holds the friction surfaces firmly in contact.
• When the pedal of the clutch is depressed, the pressure plate is
pushed back by the release fingers.
 Single plate clutch-2
• This releases the pressure from the clutch plate
and disengages the clutch.
• Then the clutch plate stops rotating but the fly
wheel continues to rotate.
• When the clutch pedal is released, the pressure
plate forces them to turn together as one unit.
• Thus the power of the engine goes to the gear
box for onward transmission to rear wheels.
• This type of tractor clutch plate is usually foot
operated.
 MULTI PLATE CLUTCH
• A multi-plate clutch has more than one driven plate.
Although this type of clutch has been widely used on
cars up to about 1930, the several advantages of the
single-plate clutch, specifically its ability to completely
disengage the drive has caused a very rare use of a
multi-plate unit as a main transmission clutch installed
between the engine and gear box.
• However, a multi-plate type of clutch finds a use in
automatic gearboxes. In these gearboxes, a number of
clutches hold the various gear elements, and as the
clutch diameter in these units is limited, a multi-plate
clutch is suitable.
MULTI PLATE CLUTCH
• Figure illustrates the layout of a multi-plate spring
type clutch, fitted on early motor cars.
• A cover, bolted to the flywheel, engages by
means of slots with a series of lugs on the outer
plates.
• These steel plates may be plain or fitted with cork
or friction material inserts and act on inner
plates, splined to a hub.
• Thrust springs push the plates together to form a
drive.
• For the clutch disengagement, the end plate is withdrawn
to compress the springs and release the other plates.
• In this arrangement it is difficult to ensure the
disengagement of all plates.
• To overcome this problem the plates are either dished or
fitted with small springs to push the plates apart.
• Generally wet type clutch is used in automatic gearboxes,
and is operated by a piston governed by hydraulic pressure.
Sintered bronze plates of partially fusing powdered bronze
or compressed paper are used in many designs.
• The porous surface of this plate traps the oil, to provide
long life and smooth operation.
 Multi-plate Diaphragm Type Clutch
• These clutches basically have drive and driven plates.
• The drive plates are not allowed to rotate independently by using
interlocking lugs and slots, which do not permit relative rotational
spin, but axial movement.
• The driven plates are mounted on the internally splined hubs, which
splines on the gearbox spigot shaft (Fig. 24.17).
• A dished annular disc forms the diaphragm spring, the inner portion
of which is radially slotted and the outer ends are enlarged with a
circular hole to prevent stress concentration during disengagement.
• These radial slots divide the disc into number of release levers.
• A shouldered pivot post, riveted to the cover pressing locates the
diaphragm spring in position.
• These rivets also hold a pair of fulcrum rings on either side of the
diaphragm.
• These clutches basically have drive and driven plates. The drive
plates are not allowed to rotate independently by using interlocking
lugs and slots, which do not permit relative rotational spin, but axial
movement.
• The driven plates are mounted on the internally splined hubs,
which splines on the gearbox spigot shaft (Fig. 24.17).
A dished annular disc forms the diaphragm spring, the inner portion
of which is radially slotted and the outer ends are enlarged with a
circular hole to prevent stress concentration during disengagement.
• These radial slots divide the disc into number of release levers. A
shouldered pivot post, riveted to the cover pressing locates the
diaphragm spring in position.
• These rivets also hold a pair of fulcrum rings on either side of the
diaphragm.
Multi-plate Hydraulically Operated
Automatic Transmission Clutches
Two wheeler gearboxes
Constant mesh gear box
Constant mesh gear box
Ball lock mechanism
Ball lock mechanism
Trunnion locking mechanism
Trunnion locking mechanism
Sequential gearbox
Sequential gearbox
Sequential gearbox
Gear shifting mechanism
Hand operated gear shifting
Foot operated gear shifting
CVT
ACTUAL ASSEMBLY OF CVT
FINAL DRIVE
 SUSPENSION SYSTEM
• Functions of Two Wheeler Shock Absorbers:
• They absorb the shock from bumps on the road
and helps to make riding safe and smooth.
• they allow the use of soft springs while
controlling the rate of suspension movement in
response to bumps.
• They also, along with hysteresis in the tire itself,
damp the motion of the unsprung weight up and
down on the springiness of the tire.
• Shock Absorber system make the vehicle
manageable
 FRONT SUSPENSION SYSTEM
• Front suspension is often implemented with a set of shock absorbers in
the front fork. The suspension travel and handling characteristics vary
depending on the type of mountain biking the fork is designed for. For
instance, manufacturers produce different forks for cross-country (XC),
downhill (DH), and freeride riding.
• Suspension fork design has advanced in recent years with suspension forks
becoming increasingly sophisticated. The amount of travel available has
typically increased. When suspension forks were introduced 80-100 mm of
travel was deemed sufficient for a downhill mountain bike. Typically this
amount of travel is now more normal for cross country disciplines.
Downhill forks can now offer in the region of 170 to 203 mm of travel for
handling the most extreme terrain.
• Other advances in design include adjustable travel allowing riders to adapt
the forks travel to the specific terrain profile. eg less travel for uphill
sections more travel for downhill sections. Advanced designs also often
feature the ability to lockout the fork to completely eliminate or drastically
reduce the fork's travel for more efficient riding over smooth sections of
terrain. This lockout can sometime be activated remotely by a cable and
lever on the handlebars.
SHOCK ABSORBER

The shock absorber usually consists of two

parts:
a spring and a damper or dashpot.
REAR SUSPENSION SYSTEM
Freewheel drives
Free wheel mechanics
Benefits
Applications
Panel Meters Control on Handle Bar